The Anonymous Widower

Bombardier’s 125 Mph Electric Train With Batteries

In Bombardier Bi-Mode Aventra To Feature Battery Power, I said this.

The title of this post is the same as this article in Rail Magazine.

A few points from the article.

  • Development has already started.
  • Battery power could be used for Last-Mile applications.
  • The bi-mode would have a maximum speed of 125 mph under both electric and diesel power.
  • The trains will be built at Derby.
  • Bombardier’s spokesman said that the ambience will be better, than other bi-modes.
  • Export of trains is a possibility.

Bombardier’s spokesman also said, that they have offered the train to three new franchises. East Midlands, West Coast Partnership and CrossCountry.

It has struck me, that for some applications, that the diesel engines are superfluous.

In the July 2018 Edition of Modern Railways, in an article entitled Bi-Mode Aventra Details Revealed.

In a report of an interview with Bombardier’s Des McKeon, this is said.

Conversion to pure electric operation is also a key design feature, with the ability to remove the diesel engines and fuel tanks at a later date.

So why not swap the diesel engines and add an equal weight of extra batteries?

Batteries would have the following uses.

Handling Energy Generated By Regenerative Braking

Batteries would certainly be handling the regenerative braking.

This would give efficiency savings in the use of electricity.

The total battery power of the train, would have to be large enough to handle all the electricity generated by the regenerative braking.

In the Mathematics Of A Bi-Mode Aventra With Batteries, I calculated the kinetic energy of the train.

I’ll repeat the calculation and assume the following for a pure electric train.

  • The train is five cars, with say four motored cars.
  • The empty train weighs close to 180 tonnes.
  • There are 430 passengers, with an average weight of 90 Kg each, with baggage, bikes and buggies.
  • This gives a total train weight of 218.7 tonnes.
  • The train is travelling at 200 kph or 125 mph.

These figures mean that the kinetic energy of the train is 94.8 kWh. This was calculated using Omni’s Kinetic Energy Calculator.

My preferred battery arrangement would be to put a battery in each motored car of the train, to reduce electrical loses and distribute the weight. Let’s assume four of the five cars have a New Routemaster-sized battery of 55 kWh.

So the total onboard storage of the train could easily be around 200 kWh, which should be more than enough to accommodate the energy generated , when braking from full speed..

Traction And Hotel Power

Battery power would also be available to move the train and provide hotel power, when there is no electrification.

In an article in the October 2017 Edition of Modern Railways, which is entitled Celling England By The Pound, Ian Walmsley says this in relation to trains running on the Uckfield Branch, which is not very challenging.

A modern EMU needs between 3 and 5 kWh per vehicle mile for this sort of service.

As the Aventra is probably one of the most modern of electric multiple units, I suspect that an Aventra will be at the lower end of this range.

An Intelligent Computer

The train’s well-programmed computer would do the following.

  • Choose whether to use electrification or battery power to power the train.
  • Decide when the battery could be charged, when electrification power was being used.
  • Arrange, that when a train stopped at a station without electrification, the batteries were as full as possible.
  • Manage power load, by shutting off or switching equipment to a low energy mode, when the train was running on batteries.
  • Raise and lower the pantograph as required.

The computer could take account of factors such as.

  • Passenger load and total weight.
  • Route and train’s position.
  • Weather.
  • Future signals.

The computer would only be doing a similar job that is done by those in the flight control systems of aircraft.

Although, trains run in less dimensions and don’t need to be steered.

How Far Would This Train Go On Batteries?

This is question of the same nature as how long is a piece of string?

It depends on the following.

  • The severity of the route.
  • The size of the batteries.
  • The load on the train.
  • The number of stops.
  • Any delays from slow-moving trains.
  • The timetable to be used.

I would expect that train manufacturers and operating companies will have a sophisticated mathematical model of the train and the route, that can be run through various scenarios.

With modern computers you could do a Monte-Carlo simulation, trying out millions of combinations, which would give a very accurate value for the battery size to have a near hundred percent chance of being able to run the route to the timetable.

After all if you ran out of power with a battery train, you stop and the train has to be rescued.

Suppose you were going to run your 125 mph Electric Train With Batteries from Kings Cross to Middlesbrough.

  • You would need a battery range of about fifty miles, to go between Northallerton and Middlesbrough stations and come back.
  • You would also need to have enough power to provide hotel power in Middlesbrough station, whilst the train was turning back.

Certain things could be arranged so that the service runs smoothly.

  1. The train must leave the East Coast Main Line with a fully-charged battery.
  2. The train must leave the East Coast Main Line as fast as possible.
  3. The train should have a minimum dwell time at all the intermediate stops.
  4. The train could be driven very precisely to minimise energy use.

Some form of charging system could also be provided at Middlesbrough. Although it could be difficult as there are only two platforms and trains seem to turn round in a very short time of six minutes

Electrification could also be extended for two hundred metres or so, at Northallerton junction to ensure points 1 and 2 were met.

Effectively, trains would be catapulted at maximum energy towards Middlesbrough.

Points 3 and 4 require good signalling, a good Driver Advisory System and above all good driving and operation.

What Other Routes Could Use 125 mph Electric Trains With Batteries?

Use your imagination!

 

 

 

 

August 29, 2018 - Posted by | Transport | , , , ,

3 Comments »

  1. Better to have one engine AND batteries. The batteries can recover energy from deceleration and the engine be started and used to move the train even if the [traction] battery is flat.

    Comment by Mark Clayton | August 29, 2018 | Reply

  2. It’s an option, but I suspect that if Bombardier produce this train, they will carefully calculate the battery size, as operators won’t want to bother with diesel.

    They won’t want to get stranded either!

    I suspect too, that in this example, there will be some form of charging available at Middlesbrough. This would probably be in a turn-back siding, so the platform is cleared.

    It’s all a question of optimiising capital costs against operating costs.

    Comment by AnonW | August 29, 2018 | Reply

  3. […] Bombardier’s 125 Mph Electric Train With Batteries, I investigated a pure electric train based on Bombardier’s proposed 125 mph bi-mode Aventra […]

    Pingback by Could A 125 Mph Electric Train With Batteries Handle The Midland Main Line? « The Anonymous Widower | November 1, 2018 | Reply


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