The Anonymous Widower

So Far So Good On The Gospel Oak To Barking Lne

Since Monday, I have taken four trips on the Gospel Oak to Barking Line, with two in the Class 172 trains and two in the four-car Class 378 train.

  • The only problem I’ve seen was at about two on Tuesday afternoon, where the platform at Blackhorse Road station was jam-packed and the next train was a 172!
  • There has been no reports in the media; good, bad or indifferent.
  • RidingTheGoblin on Twitter has been reporting no problems.

It looks to me, that the passenger experience will only get better for the next few weeks as two other four-car Class 378 trains replace two Class 172 trains.

That should take everything to mid-March.

So that gives Transport for London and/or Bombardier six weeks to rustle up some more trains.

Options could include.

Class 710 Trains

If Class 710 trains are delivered in time, drivers will have to be trained, so this would put at least a week or so in the critical path.

Borrow Some Class 378 Trains

Services could be reduced elsewhere on the Overground and more Class 378 trains introduced.

Conclusion

There is only one four-car train and judging from the effects I’ve seen with this single train, an all four-car fleet will mean that the capacity on the line will be very lsrge. Will it encourage more to use the line?

As to the future, it’s going to be a close-run thing.

My money is on Bombardier delivering the Class 710 trains. They have most to lose and it’s their fault!

January 31, 2019 Posted by | Transport/Travel | , , , , , | 1 Comment

Vivarail Spearheads Development Of Green Fuel Technologies

The title of this post is the same as that of this press release from Vivarail.

The press release describes and shows visuals of their new hydrogen-powered Class 230 train.

These are a few points from the press release.

A Four-Car Train

This is said about the basic philosophy of the design.

Vivarail’s on-going success in launching new technologies to the UK market means it is the only train manufacturer with a fully approved base train to work from. The hydrogen train will follow the design of the Transport for Wales fleet with two driving motor cars powered by Hoppecke batteries, the only difference being that instead of a diesel genset beneath the intermediate car the hydrogen train will have two carriages housing the fuel cells and hydrogen tanks.

Building on an approved base train must be the way to go.

Underfloor Power

This is said about the position of the hydrogen tanks and the fuel cells.

Unlike other trains the Vivarail Class 230s will store all the equipment beneath the floor making a much more stream-lined and efficient vehicle able to carry more passengers and deliver faster journey times.

I would suspect that Vivarail have designed tanks and fuel cells, that take up less space.

Modular Design

The design appears to be modular from this extract.

Vivarail’s standard modular power pack designs allow easy transition from one power source to another – in this case simply adapting a genset to a fuel cell.  Both sit in the same space envelope beneath the train and indeed a train built as a diesel unit could be converted to run with hydrogen if required.

Would you design it, any other way?

Range Of 650 Miles

This is a thousand kilometres and seems to be the design range of most hydrogen trains.

Class-Leading Acceleration

It is a good idea to look at the ratio of weight to length of a basic trains, that will be converted to hydrogen power.

The difference is probably because the D78 Stock is  built from aluminium.

Keeping the weight down is a good way to increase the rate of acceleration.

Regenerative Braking

Why would you design a train without it?

Conclusion

The only supplier mentioned in the press release is Hoppecke, who will be making the batteries.

It looks to me that Vivarail have looked at every component for a hydrogen train and chosen the best ones with respect to performance, size and weight.

I shall be looking forward to taking a ride!

 

January 31, 2019 Posted by | Transport/Travel | , , , | 2 Comments

Could Class 387 Trains Help Out On The Gospel Oak To Barking Line?

This tweet was on the Goblin Users Twitter Account this morning.

We are trying to persuade @TfL to approach @c2c_Rail to hire in some Class 387s for weekend services, even just on Saturdays would help. @c2c_Rail have 6xClass 387s and they are not used at weekends.

It’s an interesting thought.

  • They are very good trains.
  • Class 387 trains are four-car Electrostars and many are dual-voltage, if that is needed.
  • The Gospel Oak to Barking Line needs three more trains for a full service, after the departure of the Class 172 trains.
  • In addition to c2c, they are used by Great Northern and Great Western.

But at 110 mph, are they over-powered for the Gospel Oak to Barking Line?

But what would happen if TfL Rail were to take over services between Paddington and Reading?

  • Would this release some of Great Western’s Class 387 trains?
  • Great Western are updating twelve trains for Heathrow Express.

I do think that there could be three trains with no place to go because of the late-running electrification of the Great Western Main Line.

January 31, 2019 Posted by | Transport/Travel | , , | 4 Comments

Spark Energy Supply Switch To Ovo Energy Going ‘Smoothly’

The title of this post is the same as that of this article on the BBC.

If the article is true, which as it is on the BBC, I feel there is a high chance that it is, I think that this means, that OFGEM has now got a backstop for those customers, who choose an energy company that fails.

It probably means that there is less risk in changing to an energy company, that you don’t know, but was recommended by a trusted friend or a reputable consumer affairs program or magazine.

As to OVO, I have used them for several years now, as have several of my friends.

January 31, 2019 Posted by | World | , | 11 Comments

Pan Up And Pan Down At Drayton Park Station

The years and decades go by and the new Class 717 trains, just like their predecessors; the Class 313 trains, continue to change between 25 KVAC overhead and 750 VDC third rail electrification at Drayton Park station.

There appears to have been little noticeable development in the forty years since the Class 313 reains were introduced. But the operation of the Class 717 trains appears smoother and quieter.

I would have thought, that for safety reasons, the new trains would have used battery power between Drayton Park and Moorgate stations.

After all it’s only two and a half miles, that is run using third-rail electrification.

I’d be very interested to see how much power is used by the new Class 717 trains South of Drayton Park.

In Weight And Configuration Of A Class 717 Train, I showed that the kinetic energy of a jam-packed Class 717 train at 85 mph is 56.15 kWh.

  • I doubt that this sort of speed is achieved in the tunnels.
  • At 60 mph, the energy would be 28 kWh
  • At 40 mph, the energy would be just 12 kWh.

Obviously, hotel power for air-conditioning and lights will be needed for the train, but even at 5 kWh per car per mile, that would only be 150 kWh.

To carry 200 kWh of batteries on a six-car train is a very practical proposition.

  • Vivarail have done it in a three-car train.
  • There could be a short length of third-rail electrification to top up the batteries at Moorgate station, if required.
  • Battery power could be used in depots to move trains, which would mean depots could have less electrification.
  • Trains could be moved to the next station, if the electrification should fail.

The route between Moorgate and Drayton Park stations, is probably one of the best and easiest in the UK for battery operation.

January 31, 2019 Posted by | Energy Storage, Transport/Travel | , , , | Leave a comment