Charging The Batteries On An Intercity Tri-Mode Battery Train
There are several ways the batteries on an Intercity Tri-Mode Battery Train could be charged.
- On an electrified main line like the Great Western or East Coast Main Lines, the electrification can be used in normal electrified running.
- A short length of electrification at the terminal or through stations can be used.
- The diesel engines could be used, at stations, where this is acceptable.
Alternatively, a custom design of charger can be used like Vivarail’s Fast Charge system.
In Vivarail’s Plans For Zero-Emission Trains, I said this.
Vivarail Now Has Permission To Charge Any Train
Mr. Shooter said this about Vivarail’s Fast Charge system.
The system has now been given preliminary approval to be installed as the UK’s standard charging system for any make of train.
I may have got the word’s slightly wrong, but I believe the overall message is correct.
In the November 2020 Edition of Modern Railways, there is a transcript of what Mr. Shooter said.
‘Network Rail has granted interim approval for the fast charge system and wants it to be the UK’s standard battery charging system’ says Mr. Shooter. ‘We believe it could have worldwide implications.’
I hope Mr. Shooter knows some affordable lawyers, as in my experience, those working in IPR are not cheap.
I think it’s very likely, that Vivarail’s Fast Charge system could be installed at terminals to charge Hitachi’s Intercity Tri-Mode Battery Trains.
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- The Fast Charge systems can be powered by renewable energy.
- The trains would need to be fitted with third rail shoes modified to accept the high currents involved.
- They can also be installed at intermediate stations on unelectrified lines.
Vivarail is likely to install a Fast Charge system at a UK station in the next few months.
These are my thoughts about charging trains at various stations.
Penzance station
This Google Map shows Penzance station.
Penzance would be an ideal station to fully charge the trains, before they ran East.
- The station has four long platforms.
- There appears to be plenty of space just to the East of the station.
- Penzance TMD is nearby.
This picture shows Platform 4, which is on the seaward side of the station. The train in the platform is one of GWR’s Castles.
It is partly outside the main station, so might be very suitable to charge a train.
If trials were being performed to Penzance, it appears that the station would be a superb choice to charge trains.
My only worry, is would the location have enough power to charge the trains?
Plymouth Station
This Google Map shows Plymouth station.
It is another spacious station with six platforms.
Chargers could be installed as needed for both expresses and local trains.
A Zero-Carbon Devon and Cornwall
If the battery trains perform as expected, I can see the Devon and Cornwall area becoming a low if not zero carbon railway by the end of this decade.
- The Castles would be retired.
- They would be replaced by battery electric trains.
- Charging would be available on all platforms at Penzance, Plymouth and possible some other intermediate stations and those on some branch lines.
It certainly wouldn’t hurt tourism.
Thoughts On Batteries In East Midland Railway’s Class 810 Trains
Since Hitachi announced the Regional Battery Train in July 2020, which I wrote about in Hyperdrive Innovation And Hitachi Rail To Develop Battery Tech For Trains, I suspect things have moved on.
This is Hitachi’s infographic for the Regional Battery Train.
Note.
- The train has a range of 90 km/56 miles on battery power.
- Speed is given at between 144 kph/90 mph and 162 kph/100 mph
- The performance using electrification is not given, but it is probably the same as similar trains, such as Class 801 or Class 385 trains.
- Hitachi has identified its fleets of 275 trains as potential early recipients.
It is also not stated how many of the three diesel engines in a Class 800 or Class 802 trains will be replaced by batteries.
I suspect if the batteries can be easily changed for diesel engines, operators will be able to swap diesel engines and battery packs according to the routes.
Batteries In Class 803 Trains
I first wrote about the Class 803 trains for East Coast Trains in Trains Ordered For 2021 Launch Of ‘High-Quality, Low Fare’ London – Edinburgh Service, which I posted in March 2019.
This sentence from Wikipedia, describes a big difference between Class 803 and Class 801 trains.
Unlike the Class 801, another non-bi-mode AT300 variant which despite being designed only for electrified routes carries a diesel engine per unit for emergency use, the new units will not be fitted with any, and so would not be able to propel themselves in the event of a power failure. They will however be fitted with batteries to enable the train’s on-board services to be maintained, in case the primary electrical supplies would face a failure.
Nothing is said about how the battery is charged. It will probably be charged from the overhead power, when it is working.
The Intercity Tri-Mode Battery Train
Hitachi announced the Intercity Tri-Mode Battery Train in this press release in December 2020.
This is Hitachi’s infographic for the Intercity Tri-Mode Battery Train.
Note.
- The train is battery-powered in stations and whilst accelerating away.
- It says that only one engine will be replaced by batteries.
- Fuel and carbon savings of 20 % are claimed.
Nothing has been said in anything, I’ve read about these trains, as to whether there is regenerative braking to batteries. I would be very surprised if fuel and carbon savings of 20 % could be attained without regenerative braking to batteries.
In Do Class 800/801/802 Trains Use Batteries For Regenerative Braking?, I discussed the question in the title.
This is a shortened version of what I said in that post.
If you type “Class 800 regenerative braking” into Google, you will find this document on the Hitachi Rail web site, which is entitled Development of Class 800/801 High-speed Rolling Stock for UK Intercity Express Programme.
If you search for brake in the document, you find this paragraph.
In addition to the GU, other components installed under the floor of drive cars include the traction converter, fuel tank, fire protection system, and brake system.
Note that GU stands for generator unit.
The document provides this schematic of the traction system.
Note that BC which is described as battery charger.
Is that for a future traction battery or a smaller one used for hotel power as in the Class 803 train?
As a Control and Electrical Engineer, it strikes me that it wouldn’t be the most difficult problem to add a traction battery to the system.
From what Hitachi have indicated in videos, it appears that they are aiming for the battery packs to be a direct replacement for the generator unit.
Generator Unit Arrangement In Class 810 Trains
When I wrote Rock Rail Wins Again!, which was about the ordering of these trains, the reason for four engines wasn’t known.
It now appears, that the extra power is needed to get the same 125 mph performance on diesel.
The formation of a five-car Class 802 train is as follows.
DPTS-MS-MS-MC-DPTF
Note.
- The three generator units are in the three middle cars.
- The three middle cars are motored.
- The two driver cars are trailer cars.
How are Hitachi going to put four generator units into the three middle cars?
- I wonder if, the engines can be paired, with some auxiliaries like fuel-tanks and radiators shared between the generators.
- A well-designed pair might take up less space than two singles.
- A pair could go in the centre car and singles either side.
It will be interesting to see what the arrangement is, when it is disclosed.
Is there the possibility, that some of the mathematics for the Intercity Tri-Mode Battery Train has indicated that a combination of generator units and battery packs can give the required 125 mph performance?
- Battery packs could need less space than diesel generators.
- Regenerative braking could be used to charge the batteries.
- How far would the train be able to travel without electrification?
- Trains would not run the diesel engines in the station.
- Could the fuel and carbon savings of 20 %, that are promised for the Intercity Tri-Mode Battery Train, be realised?
There may be a train buried in the mathematics, that with some discontinuous electrification could handle the East Midlands Railway Intercity services, that generates only a small amount of carbon!
Would A Mix Of Diesel Generators And Battery Packs Enable 125 mph Running?
Consider.
- The trial Intercity Tri-Mode Battery Train intended for the London Paddington and Penzance route, will probably have two diesel generators and a battery pack according to what Hitachi have said in their infographic for the Intercity Tri-Mode Battery Train.
- East of Plymouth some of the stretches of the route are challenging, which resulted in the development and ordering of Class 802 trains, that are more powerful, than the Class 800 trains used on easier routes.
- An Intercity Tri-Mode Battery Train with two diesel generators and a battery pack, needs to be as powerful as a Class 802 train with three diesel generators.
- So effectively does that mean that in the right installation with top class controlling software, that in fast running, a battery pack can be considered equivalent to a diesel generator?
I don’t know, but if it’s possible, it does bring other advantages.
- Fuel and carbon savings of 20 %
- No diesel running in stations or whilst accelerating away.
- Better passenger environment.
Configurations of 3-plus-1 and 2-plus 2 might be possible.
All I wanted For Christmas Was A Short-Sleeved Dressing Gown
If it is one thing that annoys me, is a dressing gown, with long voluminous sleeves.
So I asked my son and son-in-law to get me one with short sleeves.
I have worn it to do the washing up and I’m wearing it, whilst writing this post.
My Christmas Pudding
These pictures show my Christmas pudding, which I had tonight.
Note.
- I just put it in the oven for fifteen minutes.
- It was excellent!
I’d certainly have another one!
Cooking My Christmas Dinner
These pictures show how I cooked my Christmas Feast for One from Roasted by Jack and Scott.
Note.
- It took under forty minutes from when the oven had warmed up and the water was simmering to cook the meal.
- The only utensils I used were a pair of scissors and a slice to get the bags out of the hot water.
- Washing up was minimal and nothing needed a heavy scrub, which is always a good thing.
- Vegetables were over generous for someone like me, who only weighs 63 kilos.
Anybody, who can put together some IKEA flatpack furniture and who knows how to boil water, stick a ready meal in the oven, should be able to cook this meal.
I have to wonder how many people could cook a delicious meal like this this from scratch in forty minutes.
The package included Christmas pudding. I’ll cook that tomorrow!
I can also remember several fraught Christmas mornings, when C was cooking Christmas Dinner. Usually, they involved my mother-in-law! This meal would certainly avoid, the too many cooks problem, as one person could cook a meal for four in well under an hour.
If I have to spend Christmas by myself again or I am entertaining a small number of people, I’ll seriously think about going back to Jack and Scott.
Dangerous Innovation
I had to put a link to this article on the Romford Recorder, which is entitled Heritage: Sootigine, Dagfert and Baxtrol.
It is a tale of dangerous products mainly developed in East London.
It has to be read, as no precis of mine can do it justice.
I will add a story, that was told by the guy whose bottom fell out in this post.
The guy in the story had at one time been the Complaints Manger for Ford in Dagenham.
This was one of his tales.
Ford received a complaint via the main dealer in East London.
- The engine had failed in a car about six months old.
- So he arranged a time to meet the owner at the garage.
- When they arrived, he asked, the garage manager to start the car.
- He said that he’d never heard such a noise. All big-ends and the small-ends were making a lot of noise and it was the worst engine he’d ever heard.
- So he asked the manager to put the car on a lift and drop the sump to have a look.
- When the sump was dropped, the manager showed him the sump, which looked like it was full with a waxy solid.
So they asked the owner, who was of Mediterranean origin, what oil he was using in his car.
They got the immortal reply!
“Good enough for my fried fish! Good enough for my car!”
Don’t Worry! – I’m Not Drinking To Oblivion
It’s approaching three o’clock on Christmas Day and the empties are accumulating.
But as I say, there is no worry, as if I drink the fourth bottle, that will only be one unit of alcohol, but four units of taste.
DLR Extension To Thamesmead Gets Preliminary Funding
The title of this post, is the same as that of this article on IanVisits.
This is the opening paragraphs.
TfL has secured funding to carry out more work on plans to extend the DLR from Beckton to Thamesmead.
The current proposals are for a new station be built in Beckton, with a bridge over (or tunnel under) the Thames to a new station in Thamesmead. Both sites are subject to lots of new housing being built, or planned, and the DLR extension was included in TfL’s latest financial plans.
Ian also gives this map.
This Google Map shows the area, where the extension will be built.
Note.
- The Eastern end of the runway at London City Airport in the South-Western corner of the map.
- The proposed location of Thamesmead station is by the roundabout in the South-Eastern corner of the map.
I estimate that the River Thames is around 500-600 metres wide at this point.
North Of The Thames
This Google Map shows more detail around the ring road of Armada Way on the North side of the Thames.
Note.
- The ring road of Armada Way in the centre of the map.
- Beckton Depot of the DLR takes up the Southern part of the land enclosed by Armada Way.
- The Northern part of the enclosed land is what is left of Beckton Gas Works.
- Gallions Reach station by Gallions roundabout, aligned North-South along the road.
- Note how the DLR goes under the road to read Beckton station in the North West corner of the map.
- To the North of the Armada Way ring, there is Gallions Reach Retail Park.
- Surrounding everything to North and East is the massive Becton Sewage Treatment Works.
I am not sure how the extension will connect to the existing Beckton branch of the DLR, but it does look that it could sneak around the inside of Armada Way and strike out directly across the Thames, from a junction to the North of Gallions Reach station.
This Google Map shows Gallions Roundabout and Gallions Reach station.
The connection to Beckton Depot to the North of the station can be picked out. It appears trains can enter and leave the depot in both directions.
This further Google Map shows Armada Way as it goes across the Northern side of the Beckton Gas Works site and along the Southern side of Gallions Reach Retain Park.
Note.
- The current route to Beckton station can be seen entering a short tunnel to go under the road.
- Could the route go inside Armada Way?
A station appears to be planned in this area called Beckton Riverside.
South Of The Thames
This Google Map shows the area which will be served by the extension South of the river.
Note.
- From the first map in this post it would appear that the route from the North makes landfall just to the East of the blue dot on South bank of the River.
- Thamesmead station would appear to be by the middle of the three roundabouts shown on the road crossing the map.
Much of the land between, the current buildings and the river could be developed.
Bridge Or Tunnel?
The major piece of construction will be the bridge or tunnel to connect the two halves of the extension.
Consider.
- The frequency of the extension could be fifteen trains per hour (tph)
- A bridge may stop large ships like HMS Ocean and MS Deutschland coming upriver to Greenwich or the Pool of London.
- London has tried to develop a cruise ship terminal at Enderby’s Wharf near Greenwich.
- Bringing cruise ships into London creates employment.
- The Docklands Light Railway already has two tunnels under the river.
- A tunnel would probably be less than a kilometre.
For these reasons, I think, a tunnel will be the more likely option.
Although, I always like railway bridges across a river, as they can become tourist attractions.
A Few Thoughts
These are a few thoughts.
A Frequency Of 15 tph
In his article, Ian says this about the frequency.
If the DLR extension is built, then it’s provisionally expected to be able to offer 15 trains per hour – roughly one every four minutes.
Currently, the frequency between Tower Gateway and Beckton is only 7.5 tph in the Peak and six tph in the Off-Peak.
- If the Beckton service were to be extended to Thamesmead, to run a frequency of 15 tph, would still need more trains for the service.
- But where would the extra trains terminate in the West?
- Could this be handled with the new trains and better signalling?
I’m not sure, but it seems that the Docklands Light Railway is being setup with another 15 tph capacity in the East.
Could it be that the Thamesmead extension will be run back-to back with another extension in the West.
In A Connection Between City Thameslink Station And The Docklands Light Railway, I described a possible Westward extension of the Docklands Light Railway to Euston, St. Pancras and Victoria stations.
This map shows the route.
Note.
- Could St. Pancras and Victoria both take half of the 15 tph from Thamesmead?
- Bank currently , turns 22.5 tph in the Peak and 18 in the Off Peak.
- The new trains may be able to work with shorter headways.
- Currently, Euston, St. Pancras and Victoria have no direct connection to Canary Wharf.
I think the DLR could end up with a Peak service something like this service.
- 7.5 tph – St. Pancras and Lewisham via Canary Wharf
- 7.5 tph – St. Pancras and Woolwich Arsenal
- 7.5 tph – Victoria and Lewisham via Canary Wharf
- 7.5 tph – Victoria and Thamesmead
Except at Custom House and with a walk at Canary Walk, the connection to Crossrail is poor.
Conclusion
The extension of the Docklands Light Railway to Thamesmead, looks to be a sensible project to serve much-needed housing at Beckton and Thamesmead.
But I feel it needs to be built alongside a Western Extension of the Docklands Light Railway to Charing Cross, Euston, St. Pancras and Victoria.
- This would enable a train frequency of at least 7.5 tph to Thamesmead.
- Or 15 tph if the existing Tower Gateway service were to be extended from Becton to Thamesmead.
- This extension would also provide a direct link between Euston, Kings Cross and St. Pancras stations and Canary Wharf and perhaps take some pressure from the Bank branch of the Northern Line.
But the extension’s primary function would be to balance the Docklands Light Railway and allow capacity through Bank to the East to be increased.
It could be an affordable fill-in, while we wait for better times, in which to build Crossrail 2.
Nearly 1,000 Covid-19 Vaccine Doses Meant For Town’s Most Clinically Vulnerable Had To Be Thrown Away
The title of this post, is the same as that of this article on the Manchester Evening News.
It appears it was because of a refrigeration problem.
With the need to distribute this vaccine at -70°C, it was only a matter of time before something like this happened.
EDF Determined To Play ‘Major Role’ In UK Flexibility As It Signs 50MW Battery Optimisation Deal
The title of this post is the same as that of this article on Energy Storage News.
This is the opening two paragraphs.
EDF is set to optimise Gresham House Energy Storage Fund’s 50MW Wickham Market lithium-ion battery site.
The French energy giant will use its Powershift platform to optimise the asset to deliver optimal value and minimise battery degradation at the site in Suffolk, England.
This is a paragraph from the article.
Recently, EDF has signed a number of agreements with battery storage owners, including to optimise SWGT‘s 30MW utility-scale battery earlier in December. The company is also working to build up its own battery portfolio, investing in cleantech startup PowerUp to support its 10GW of storage by 2035 ambition.
Note.
- I suspect in this section of the article, whoever wrote it, doesn’t know a MW from a MWh or a GW from a GWh. Storage or capacity should be measured in GWh not GW.
- SWGT would appear to be Still Waters Green Technology, who are building the 30 MW battery near Swindon.
- EDF purchased Pivot Power in June 2020.
It seems to me that EDF Energy are moving fast into both building and optimising energy storage.
Conclusion
Brexit seems to making little difference to EDF’s plans to invest in the UK.
But then we have the potential for the generation of Gigawatts of offshore wind, that is less of a resource for France.
The Anonymous Widower 