The Anonymous Widower

Did Adrian Shooter Let The Cat Out Of The Bag?

This article with a video in the Scotsman is entitled Video: Battery Trains On Track To Cut Emissions and gives a lot of information about the Class 230 train. This is a paragraph.

The train is restricted to a 25mph speed on this week’s test trips, but Vivarail Chief Executive Adrian Shooter says it can sustain speeds of “60 mph for 40 miles” when new batteries become available next year.

Moreover, the batteries need just four minutes to recharge.

So what does this mean for the various routes?

Borderlands Line

Transport for Wales have ordered Class 230 trains for the Borderlands Line.

The line runs between Bidston and Wrexham Central stations is around twenty-seven miles and takes an hour. There is a generous turnround time at both ends in the current schedule.

This Google Map shows the layout of the two-platform station at Bidston.

This picture shows the red-roofed shed in the middle of the island platform, with the tracks on either side.

Would it be sensible to add a dedicated bay platform at Bidston for charging the battery trains?

The train will certainly be able to start with a full battery after a long charge at Wrexham Central and then do the following.

  • Run to Bidston on battery power.
  • Turnround at Bidston, where four minutes could be used to charge the batteries.
  • Run back to Wrexham Central on battery power.
  • Regenerative braking would be used at the thirteen intermediate stations.

If necessary during the long runs the diesel engines could be used to provide more power or top up the batteries.

Chester To Crewe Line

Transport for Wales have ordered Class 230 trains for the Chester to Crewe Line.

It runs between Chester and Crewe stations, is around twenty miles long and services take about twenty minutes.

As there are no stations between Chester and Crewe and the maximum speed of the Class 230 train is sixty mph, it looks like the train will be almost at maximum speed  along this route.

So will the four diesel engines be working hard?

When these trains were built in the 1980s, I doubt that anybody thought they’d be running services on a section of the North Wales Coast Line.

Conwy Valley Line

Transport for Wales have ordered Class 230 trains for the Conwy Valley Line.

It runs between Llandudno and Blaenau Ffestiniog stations, is around thirty miles long and services take eighty minutes to ascend and seventy to come down.

The train will certainly be able to start with a full battery after a long charge at Llandudno and then do the following.

  • Ascend to Blaenau Ffestiniog on battery power, with help from the diesel engines.
  • Turnround at Blaenau Ffestiniog, where four minutes could be used to charge the batteries.
  • Descend to Llandudno on battery power, with help from gravity.
  • The descent would be controlled by regenerative braking.
  • Regenerative braking would be used at the eleven intermediate stations.

If necessary during the long ascent the diesel engines could be used to provide more power or top up the batteries.

Greenford Branch

What do you do with a problem like the Greenford Branch?

In Could Class 165 HyDrive Trains Be The Solution To The Greenford Branch?, I looked at the possibility of using the proposed Class 165 Hydrive trains to provide a four trains per hour (tph) service on the Greenford Branch.

This was my conclusion.

Four tph is possible on the Greenford Branch, but it will need an extra crossover just outside West Ealing station.

Class 165 HyDrive trains with their extra performance would make the four tph timetable more reliable.

The lower noise and emissions of the trains would also please the local residents.

I also feel that a well-designed battery-powered two-car train, with perhaps a charging station at either end could also provide the improved service.

That well-designed battery-train has arrived in the shape of the Class 230 train.

Island Line

It appears likely, that Class 230 trains will be ordered for the Island Line.

It runs between Ryde Pier Head and Shanklin stations, is under nine miles long and a typical round trip is as follows.

  • Shanklin to Ryde Pier Head – 24 minutes
  • Turnround at Ryde Pier Head – 20 minutes
  • Ryde Pier Head to Shanklin – 24 minutes
  • Turnround at Shanklin – 5 minutes

The Island Line has an operating speed of just 45 mph.

Adding all that up, I would estimate that a train doing a round trip would do under twenty miles at a maximum speed of 45 mph.

Adrian Shooter said that the trains will be able to store 2,400 miles² /hour, whereas the Island Line would use only 900 miles² /hour in a round trip. They may be weird units, you won’t find in any text book, but I want to prove if something is possible or not.

It looks like it most definitely is possible for a battery-powered Class 230 train to perform a round trip on one charge of of the batteries.

Suppose though, the line was reinstated to Ventnor station, as a  line without electrification. A quick estimate gives the round-trip as thirty miles, which would need  1350 miles² /hour.

There could even be a second charging station at Ventnor.

Could we see a future Island Line like this?

  • No electrification.
  • Extension to a new Ventnor station.
  • A passing loop at Brading station.
  • Battery trains.
  • Relaid track for very gentle curves and high efficiency.
  • Charging stations at Ryde Pier Head and Ventnor stations.

I suspect with some faster running, where it is possible and perhaps one diesel power pack per train, three-car Class 230 trains could run a two tph service.

This type of service would not be unique for long, as other places would quickly copy.

Marston Vale Line

West Midlands Trains have ordered Class 230 trains for the Marston Vale Line.

It runs between Bedford and Bletchley stations, is around twenty-four miles long and services appear to take about forty-five minutes, with a turn-round time of well over four minutes.

So it would seem that each leg of a return journey would be less than forty miles and there would be sufficient time for a full four-minute charge at either end.

The regenerative braking would be useful in handling the eleven stops.

Conclusion

It isn’t one cat!

It’s a whole destruction, glorying or nuisance of felines!

 

 

 

October 16, 2018 - Posted by | Travel | , , , , , , ,

5 Comments »

  1. Vivarail have just put up their own press release re Wrexham-Bidston http://vivarail.co.uk/868-2/

    Note the mention of changing to hydrogen.

    Comment by Peter Robins | October 16, 2018 | Reply

    • They told me if their interest in hydrogen!

      Comment by AnonW | October 16, 2018 | Reply

  2. Just out of curiousity, did they mention what type of battery they plan to use with recharge time of 4 minutes? Lithium titanate?

    Comment by Peter Robins | October 16, 2018 | Reply

    • They didn’t say! But I didn’t ask! In my view, what type of battery is used is irrelevant. It’s the performance, that counts.
      I did hear someone say, that the batteries had been used in the Class 379 BEMO demonstration.

      Comment by AnonW | October 16, 2018 | Reply

  3. […] In Did Adrian Shooter Let The Cat Out Of The Bag?, Mr Shooter talked about a range of forty miles for the battery version of a Class 230 train. […]

    Pingback by Porterbrook Makes Case For Battery/Electric Bi-Mode Conversion « The Anonymous Widower | October 18, 2018 | Reply


Leave a Reply

Fill in your details below or click an icon to log in:

WordPress.com Logo

You are commenting using your WordPress.com account. Log Out /  Change )

Google+ photo

You are commenting using your Google+ account. Log Out /  Change )

Twitter picture

You are commenting using your Twitter account. Log Out /  Change )

Facebook photo

You are commenting using your Facebook account. Log Out /  Change )

Connecting to %s

This site uses Akismet to reduce spam. Learn how your comment data is processed.