The Diesel Power Of The Class 805 Trains
Avanti West Coast’s new Class 805 trains, will probably start running between London Euston and Chester, Shrewsbury and North Wales before the end of the year.
But will they have the 560 kW engines of the Class 800 trains or the the 700 kW engines of the Class 802 trains?
On this page of Eversholt Rail’s web site, there is a detailed specification for a Class 802 train.
It says these trains have a top speed of 110 mph on diesel.
But it also says this about the design of the trains.
They have been designed to meet the operational requirements of the West of England route and are used on services out of London Paddington to Plymouth and Penzance.
The class 802 is almost identical to the class 800, the differences are that class 802s have a higher rated engine output to tackle the gradients through Devon and Cornwall, and a superior diesel range to provide the IET experience to the wider Greater Western Network, they also have a larger brake resistor which reduces brake pad usage and requires less maintenance.
Wikipedia also says that these are the diesel engine sizes in the three main classes of these Hitachi AT 300 trains.
- Class 800 train – 560 kW – Three engines for five cars
- Class 801 train – 560 kW – One emergency engine for five cars
- Class 802 train – 700 kW – Three engines for five cars
- Class 810 train – 735 kW – Four engines for five cars
All these four trains have similar bodyshells and running gear, so I suspect that to run at similar cruising speeds, similar amounts of power will be needed.
If the Class 802 train has a speed of 110 mph on diesel, then a rough estimate of the cruising speed of a train with the 560 kW engines can be estimated by doing this simple calculation. Note that air resistance is proportional to the square of the speed.
Square root (110*110 *560/700) = 98.4 mph
I have looked on OpenRailwayMap at all the tracks to the West of Wolverhampton, where these trains will run and the highest maximum operating speed I can find is 90 mph.
As the Class 805 trains have a reprofiled nose, which could be more aerodynamic, they may be able to cruise at 90 mph.
I believe that a train with three 560 kW engines will suit Avanti West Coast purposes well.
What Is The Operating Speed Of The Class 810 trains?
I can use a similar calculation to estimate the maximum operating speed of the Class 810 trains, that will operate on the Midland Main Line.
Consider.
- The Class 802 train has a total power of 2100 kW
- The Class 810 train has a total power of 2940 kW
- The Class 810 train with only three working engines has a total power of 2205 kW
I can estimate the cruising speed by doing this simple calculation, which is similar to the one for the Class 805 train.
Square root (110*110 *2940/2100) = 130 mph
I can also do it for a train running on three engines.
Square root (110*110 *2205/2100) = 113 mph
I looks to me, that the following is possible.
- As Class 810 trains can achieve the maximum speed of 125 mph on both diesel and electric power, the timetable is independent of the progress of the electrification.
- If the 125 mph sections are ignored, the fastest sections of line have a maximum speed of 110 mph, which could be possible on three engines.
- North of the electrification, where the maximum speed is only 110 mph, engines could be selectively rested to avoid overheating.
Four engines give a lot of interesting options.
I can’t wait to take a ride.
Could The Class 810 Trains Be Fitted With Batteries?
When, the electrification reaches Market Harborough station, there will be no 125 mph sections on the Midland Main Line, which are not electrified.
This Hitachi infographic shows the Hitachi Intercity Tri-Mode Battery Train.
A Class 810 version of this train would have three diesel engines and one battery pack.
- It would have all the features of the infographic.
- My calculations give it a top speed of 113 mph on a route, where the maximum speed North of the electrification is 110 mph.
- I also suspect, it could bridge any small gaps in the electrification.
It would have the very positive effects of saving fuel and cutting pollution in stations.
DuPont Introduces First Ion Exchange Resin For Green Hydrogen Production
The title of this post, is the same as that of this press release from DuPont.
This is the sub-heading.
Newly designed ion exchange resin with extended service time designed to enhance electrolyzer operation
This is the first paragraph.
DuPont today announced the launch of its first product dedicated to the production of green hydrogen – the DuPont™ AmberLite™ P2X110 Ion Exchange Resin. To support the production of hydrogen from water, this newly available ion exchange resin is designed for the unique chemistry of electrolyzer
Put simply, it appears, that DuPont’s new product will improve the overall efficiency of the electrolysis of water to produce hydrogen.
New Rolls-Royce Engine For Hybrid-Electric Flight Completes Successful First Fuel Burn
The title of this post is the same as that of this press release from Rolls-Royce.
This is the sub-heading.
A new Rolls-Royce small gas turbine that has been specifically developed to power hybrid-electric flight has successfully completed its first fuel burn. The engine has been designed using novel combustion technology to produce ultra-low emissions and this significant achievement confirms the effectiveness of the compact, power-dense turbine that will be integrated into a light-weight turbogenerator system.
This first paragraph gives more details.
The complete turbogenerator system is being developed for the Advanced Air Mobility (AAM) market. This includes electrical vertical take-off and landing (eVTOL) or electric short take-off and landing (eSTOL) aircraft for Urban Air Mobility (UAM) and commuter aircraft applications up to 19 seats. The gas turbine under test also has potential applications within helicopter, auxiliary power unit (APU) and defense markets.
Looking at Wikipedia, it appears that a typical 19 seat airliner needs two engines with a power between 500 and 600 kW.
This would fit with the next paragraph of the press release.
The turbogenerator system will complement Rolls-Royce’s electrical propulsion portfolio by delivering an on-board power source with scalable power offerings between 500 kW and 1,200 kW enabling extended range on sustainable aviation fuels and later, as it becomes available, through hydrogen combustion. This will open up new, longer routes than electric battery powered aircraft can support today.
I can envisage electric 19-seat airliners powered by either two 600 kW engines or one 1200 kW engine.
But then the mind boggles at the applications for this range of engines.
Scotland’s 25 GWh Energy Storage Arriving By Stealth
In SSE Unveils Redevelopment Plans For Sloy Hydro-Electric Power Station, I introduced SSE Renewable’s plan to convert the UK’s largest hydro-electric power station into a pumped storage hydroelectric station, that can store 25 GWh of electricity and generate 152.5 MW of electricity.
After a public consultation in July, which unfortunately, I was unable to get to, SSE have now published a comprehensive document, which details their plans.
These are some points from the document.
- There will be no increase in the generating capacity of 152.5 MW, which is about half the size of a gas-fired power station.
- SSE designed a similar scheme for Sloy in 2009.
- Pumped storage systems need a lot of water. The Loch Sloy scheme has Loch Lomond.
- The development of pumped storage at Sloy would only require construction work to be carried out in the grounds of the existing power station.
- No permanent new works would be required at Sloy Dam or outside of the existing station boundary.
- A new above ground structure would be required which would contain a main hall with vehicular access, laydown areas, an overhead travelling crane, electrical switchgear and control systems.
- A new underground pump hall would be required to house two pumps. This would link to the intake structure and would be approximately 20m below the existing ground level.
- The existing tailrace to Loch Lomond, will be used to bring water to the pumps.
- Construction could start in 2025, with completion in 2027.
This redevelopment is a much less complex construction project, than building the original power station in the 1950s.
It also looks like the construction will not cause much disruption in the local area.
Hence my view, that this storage is arriving by stealth and won’t be noticed by those passing the power station.
After reading this SSE document, I wonder how many similar 1950s hydroelectric power stations have been upgraded to pumped storage stations in the last few years.
Also, if their Sloy scheme is successful, will SSE be looking for other hydroelectric power stations to convert to pumped storage?
This article on renews.biz is entitled Vattenfall Plans To Build 730MW Of Swedish Hydro Power, where this is a paragraph.
Vattenfall is also conducting a pilot study to investigate reinstating the Juktan power station on the Storjuktan lake adjacent to the Umeälven river in Västerbotten, to a pumped storage plant with a capacity of up to 380MW.
Note.
- Juktan power station was built as a pumped storage station and converted to a standard one.
- It has a web page.
- As the paragraph says it could be converted back!
So other companies and countries are thinking the same way!
Strathclyde University’s Prediction
This page on the Strathclyde University web site, gives these figures in GWh for the possible amounts of pumped storage that can be added to existing schemes.
- Errochty – 16
- Glasgarnock – 23
- Luichart – 38
- Clunie – 40
- Fannich – 70
- Rannoch – 41
- Fasnakyle – 78
- Tummel – 38
- Ben Lawers – 12
- Nant – 48
- Invermoriston – 22
- Invergarry – 41
- Quoich – 27
- Sloy – 20
That is a total of 514 GWh.
These figures must give SSE food for thought.
These new schemes are also being planned.
- Balliemeanoch – 1.5GW/45 GWh
- Coire Glas – 1.5 GW/30 GWh
- Corrievarkie – 600 MW/14.5 GWh
- Fearna – 1.8 GW/37 GWh
- Loch Earba – 900 MW/33 GWh
- Loch Kemp – 300 MW/9 GWh
- Loch Na Cathrach/Red John – 450 MW/2.8 GWh
These could bring the potential pumped storage in Scotland to 685.3 GWh.
ILI Group To Develop 1.5GW Pumped Storage Hydro Project
The title of this post, is the same as that of this article on the Solar Power Portal.
This is the sub-heading.
The pumped hydro facility will be located at Loch Awe, which is also home to Kilchurn Castle.
These paragraphs outline the story.
Clean energy developer ILI Group has begun the initial planning phase for a new pumped storage hydro project in Scotland.
The Balliemeanoch project at Loch Awe, Dalmally in Argyll and Bute will be able to supply 1.5GW of power for up to 30 hours. It is the third and largest of ILI’s pumped storage hydro projects, with the other two being Red John at Loch Ness and Corrievarkie at Loch Ericht.
The Balliemeanoch project will create a new ‘head pond’ in the hills above Loch Awe capable of holding 58 million cubic meters of water when full.
Note.
- At 1.5 GW/45 GWh, it is a large scheme and probably the largest in the UK.
- This is the third massive pumped storage hydro scheme for the Highlands of Scotland after SSE’s 1.5 GW/30 GWh Coire Glas and 152 MW/25 GWh Loch Sloy schemes.
- I describe the scheme in more detail in ILI Group To Develop 1.5GW Pumped Storage Hydro Project.
The article also has this paragraph.
It follows a KPMG report finding that a cap and floor mechanism would be the most beneficial solution for supporting long duration energy storage, reducing risks for investors while at the same time encouraging operators of new storage facilities to respond to system needs, helping National Grid ESO to maintain security of supply.
A decision on funding would be helpful to all the energy storage industry.
The Anonymous Widower 