Is There Nothing A Class 319 Train Can’t Do?
If a train every goes into orbit round the world, it will be highly-likely that it will be a Class 319 train!
Electric Trains In North-West England
The fleet of eighty-six trains entered service in 1987 on Thameslink and now twenty-seven are plying their trade on the electrified routes around the North-West of England.
- You don’t hear many complaints about them being called London’s cast-offs.
- Passengers fill them up in Blackpool, Liverpool, Manchester and Preston.
- They still do 100 mph where possible.
- They seem to be reliable.
- They are not the most attractive of trains.
But handsome is as handsome does!
Drivers have told me, that although the suspension may be a bit soft for the bumpy route across Chat Moss, the trains do have superb brakes.
Bi-Mode Class 769 Trains
Nearly thirty of the trains are being converted into bi-mode Class 769 trains for working partially-electrifired routes and although these are running late, they should be in service this year.
Rail Operations Group
Two Class 769 trains have been ordered to be fast logistics trains by Rail Operations Group.
Wikipedia says the trains will be used to transport mail.
But if you read the history of the Rail Operations Group, they make the assets sweat and I’ve read the trains will still have seats, so they might do some other rail operations.
The Hydrogen-Powered Class 799 Train
And now comes the Class 799 train!
This is a demonstrator to prove the concept of conversion to hydrogen power.
The fact that the train now has it’s own number must be of some significance.
Alstom are converting Class 321 trains into Class 321 Breeze trains.
- The conversion will reduce passenger capacity, due to the large hydrogen tank
- It will have a 1,000 km range.
- It will have regenerative breaking.
- It will have a new AC traction package
- It will probably have the interior of a Class 321 Renatus train.
The conversion will obviously build on Alstom’s experience with the Alstom Coradia iLint train and Eversholt’s experience with the Renatus.
When it comes to the Class 799 train, the following will apply.
- Porterbrook have all the experience of creating the bi-mode and dual-voltage Class 769 train.
- Birmingham University’s Birmingham Centre For Railway Research And Education (BCRRE) are providing the expertise to design and convert the Class 319 train to hydrogen power.
- I also wouldn’t be surprised to find out, that the BCRRE has applied some very extensive mathematical modelling to find out the performance of a hydrogen-powered Class 319 train or HydroFLEX train.
- The conversion could be based closely on Class 769 experience and sub-systems,
Could the main purpose be to demonstrate the technology and ascertain the views of train operators and passengers on hydrogen power?
The most important question, is whether the Class 799 train, will have the same passenger capacity as the original Class 319 train?
If it does, then BCRRE must have found a way to store the hydrogen in the roof or under the floor.
It should be noted, that it was only in September 2018, that the contract to develop the Class 799 train was signed and yet less than a year later BCRRE and Porterbrook will be demonstrating the train at a trade show.
This short development time, must mean that there is not enough time to modify the structure of the train to fit a large hydrphen tank inside, as Alstom are proposing.
A smaller hydrogen tank could be placed in one of three places.
- Underneath the train.
- On the roof.
- Inside the train, if it is small enough to fit through the train’s doors.
Note.
- I doubt that anybody would put the tank inside the train for perceived safety reasons from passengers.
- On the roof, would require substantial structural modifications. Is there enough time?
So how do you reduce the size of the hydrogen tank and still store enough hydrogen in it to give the train a useful range?
In Better Storage Might Give Hydrogen The Edge As Renewable Car Fuel, I indicated technology from Lancaster University, that could store four times as much hydrogen in a given size of tank.
This reduced tank size would make the following possible.
- The hydrogen tank, the fuel cell and the batteries could be located underneath the four-cars of the Class 319 train.
- The seating capacity of the Class 799 train could be the same as that of a Class 319 train.
Clever electronics would link everything together.
If BCRRE succeed in their development and produce a working hydrogen-powered Class 799 train, how would the technology be used?
Personally, I don’t think we’ll see too many hydrogen-powered Class 799 trains, running passengers on the UK network.
- The trains are based on a thirty-year-old train.
- The interiors are rather utilitarian and would need a lot of improvement, to satisfy what passengers expect.
- Their market can probably be filled in the short-term by more Class 769 trains.
But I do believe that the technology could be applied to more modern trains.
A Hydrogen-Powered Electrostar
Porterbrook own at least twenty four-car Electrostar trains, which have been built in recent years.
Six Class 387 trains, currently used by c2c, may come off lease in the next few years.
Could these trains be converted into a train with the following specification?
- Modern train interior, with lots of tables and everything passengers want.
- No reduction in passenger capacity.
- 110 mph operating speed using electrification.
- Useful speed and range on hydrogen power.
- ERTMS capability, which Porterbrook are fitting to the Class 387 trains to be used by Heathrow Express.
It should be born in mind, that a closely-related Class 379 train proved the concept of a UK battery train.
- The train was converted by Bombardier.
- It ran successfully for three months between Manningtree and Harwich.
- The interior of the train was untouched.
But what was impressive was that the train was converted to battery operation and back to normal operation in a very short time.
This leads me to think, that adding new power sources to an Electrostar, is not a complicated rebuild of the train’s electrical system.
If the smaller hydrogen tank, fuel cell and batteries can be fitted under a Class 319 train, I suspect that fitting them under an Electrostar will be no more difficult.
I believe that once the technology is proven with the Class 799 train, then there is no reason, why later Electrostars couldn’t be converted to hydrogen power.
- Class 387 trains from c2c, Great Northern and Great Western Railway.
- Class 379 trains, that will be released from Greater Anglia by new Class 745 trains.
- Class 377 trains from Southeastern could be released by the new franchise holder.
In addition, some Class 378 trains on the London Overground could be converted for service on the proposed West London Orbital Railway.
A Hydrogen-Powered Aventra
If the Electrostar can be converted, I don’t see why an Aventra couldn’t be fitted with a similar system.
Conclusion
A smaller hydrogen tank, holding hydrogen at a high-density would enable trains to be converted without major structural modifications or reducing the passenger capacity.
The development of a more efficient method of hydrogen storage, would open up the possibilities for the conversion of trains to electric-hydrogen hybrid trains.
42 Technology To Showcase Adaptable Carriage On Innovation Hub Train
The title of this post is the same as that of this article on Cambridge Network,
This page on the 42 Technology web site, is the original press release.
These are the first two paragraphs.
42 Technology has installed its innovative Adaptable Carriage seating system into a real train carriage for the first time as part of its Innovate UK ‘First of a Kind’ project.
The system has been installed on Porterbrook’s Innovation Hub which will be launched next week at Rail Live 2019 (19-20 June) at Quinton Rail Technology Centre, the dedicated rail testing and trialling site near Stratford-upon-Avon.
Porterbrook’s Innovation Hub is a Class 319 train, that is made available for innovators.
Like 42 Technology, an innovator might have ideas for how to design the inside of a train, or someone might want to run an innovative freight service and wants to design the containers.
At the lowest level, the Innovation Hub, gives innovators, the chance to see inside a real train.
This article on the BBC is entitled Pacer trains ‘could be used as village halls’.
Surely, the leasing companies, who own these trains should park one at a convenient site and allow interested parties and the wider public to look at it.
Who knows what will happen? There are some crazy people with even crazier ideas out there! But successful innovation is liberally sprinkled with people, who were three-quarters of the way to the funny farm.
House Prices And Stations
I clipped this from the Evening Standard.
Enough said!
I purposely chose my house to be within ten minutes walk from the two Dalston Overground stations, that would open a couple of years after I moved in.
- It is also within walking distance of twelve major bus routes. All the routes can carry wheel-chairs, if I should ever need one!
- Five routes have stops, within a hundred metres, serving Bank, British Museum, Euston, Harley Street, Kings Cross, London Bridge, Manor House, Moorgate, Piccadilly Circus, Shaftesbury Avenue, St. Pauls, University College Hospital and Victoria.
- I’m only fifty metres from a major cycling route between the City and White Hart Lane.
- I even have a garage, that opens onto the street! But no car!
- My road is wide and there is usually plenty of parking space for visitors or on-line deliveries.
- A taxi ride from Euston, Liverpool Street or Kings Cross is usually under fifteen pounds at all times.
It will get even better!
- When Crossrail opens, I will have 10-12 buses per hour to the Moorgate/Liverpool Street station.
- Dalston Junction station will get a frequency of twenty trains per hour to and from Canada Water, Shoreditch and Whitechapel, that fan out to a selection of places in South London like Crystal Palace, Clapham Junction, Peckham and Penge.
- Dalston Kingsland station will get a frequency of twelve trains per hour to Stratford in the East and Camden, Clapham Junction, Hampstead and High Speed Two in the West.
- I will probably get a series of electric car charging points in the parking spaces in the road, where I live.
- I could put a personal electric car charging point in my garage.
I’m told the value of my house has risen well in the almost ten years, I’ve owned it.
Did somebody once say, that the location of a property, were the three most important things about it?
Conclusion
Make sure your next property has good access to public transport.
The Anonymous Widower 