The Anonymous Widower

Could We See More Bunhill 2s On The London Underground?

This article on Railway Gazette, is entitled Air-Conditioned Piccadilly Line Train Designs Presented.

This is said in the article about the air-conditioning of the new trains.

The trains will feature air-conditioning for the first time on one of the capital’s small-profile deep-level Tube lines, which has posed a significant engineering challenge. The heat passed into the tunnels from the air-conditioning units is expected to be offset by a reduced heat output from the traction and braking equipment, given the trains’ lower energy consumption.

Cutting the energy consumption will be mainy good basic engineering.

  • Lighting will use LEDs to use less electricity and cut heat generated.
  • Efficient air-conditioning units will save energy.
  • All electrical equipment like traction motors, transformers and door actuators will be low energy units.

There could also be some more complex ways to save energy.

Extensive Mathematical Modelling Of the Temperature And Humidity Of The Trains

I have built large numbers of mathematical models. I can see a lot of scope to use the technique to find the most efficient method of operation.

  • On hot days would the trains be cooled down on the surface sections, so that they entered the tunnels cold?
  • Conversely on cold days, would the heat in the tunnels be recovered to get cold trains entering the long central tunnel up to temperature?
  • How does passenger loading effect the temperature and humidity?

The model would help to identify, the best operating procedure given the weather conditions.

The mathematical model could even be built into the control system of the train.

Heated Floors

As I said in Air-Conditioned Piccadilly Line Train Designs Presented, the trains could have heated floors, which are an efficient use of space.

They might even be an efficient way of warming a train on a cold day.

I lived near Cockfosters Depot for the first sixteen years of my life and know from personal experience, it can get very cold in the winter.

Regenerative Braking To Batteries

Regenerative braking is used in two ways on the London Underground.

  • As the system is DC, electricity generated during braking, can be returned to the rails for use by nearby trains.
  • Some stations are also hump-backed, so trains are slowed coming up the hill into the station and pick the energy up, going downhill out of the station. Stations using this technique are very noticeable on the Victoria Line.

I believe that the new Siemens trains should and probably will use regenerative braking to batteries.

  • Electricity generated during braking is stored in a battery or batteries on the train.
  • When accelerating away from the station, this energy is reused.

The method has advantages.

  • There is less electricity transfer between train and conductor rails, which means less heat generated and less contact shoe wear.
  • If there is a power failure, the batteries can provide hotel power for the train and could even be large enough to move it to the next station for evacuation of the passengers.
  • There may even be scope in building batteries and traction motors as an integrated unit to save weight and reduce heat generation.
  • Because of the reuse of energy, energy use is reduced.

I will be very surprised if these new trains aren’t fitted with batteries.

Why Build More Bunhill 2s?

The Bunhill 2 Energy Centre is described on this page of the Borough of Islington web site, which is entitled Bunhill Heat Network.

This is said about Phase 2 of the project.

Phase 2 of the Bunhill Heat and Power network involves building a new energy centre at the top of Central Street, connecting the King’s Square Estate to the network and adding capacity to supply a further 1,000 homes.

The core of the new energy centre is a 1MW heat pump that will recycle the otherwise wasted heat from a ventilation shaft on the Northern Line of the London Underground network, and will transfer that heat into the hot water network. During the summer months, the system will be reversed to inject cool air into the tube tunnels.

Note that a 1MW heat pump can supply enough hot water to heat upwards of a thousand homes.

This page on the Islington web site lists the project partners.

Transport for London is a key partner and this is said.

As a key partner in the Bunhill 2 scheme, TfL upgraded its City Road mid-tunnel ventilation system to enable the capture and utilisation of waste heat from the Northern line tunnels to provide hot water to local homes and businesses. TfL is also carrying out further research to identify opportunities for similar projects across the Tube network as part of its Energy and Carbon Strategy.

So what other stations could be used?

These are disused stations on the deep lines.

York Road, which is close to all the developments to the North of Kings Cross, would probably be the most likely to be converted into an energy centre to transfer heat to and from the Underground.

Could Some Ventilation Shafts Be Converted Into Energy Centres?

The obvious one is probably Green Lanes Ventilation Station.

Green Lanes Ventilation Station

But then I suspect this is on Transport for London’s list of sites to be converted into something more useful.

 

March 16, 2021 - Posted by | Energy, Transport/Travel | , , ,

No comments yet.

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.

%d bloggers like this: