Thoughts On A Battery/Electric Replacement For A Class 66 Locomotive
Many of the long freight routes from Felixstowe and Southampton are hauled by diesel locomotives like the environmentally-unfriendly Class 66 locomotive.
Electric haulage can’t be used because of significant gaps in the 25 KVAC overhead electrification. Gaps and a typical transit time of a Class 66-hauled heavy freight train include.
- Didcot and Birmingham – Around two-and-a-half hours
- Didcot and Coventry – Just under two hours
- Felixstowe and Ipswich – Around an hour
- Haughley Junction and Peterborough – Around two hours
- Southampton and Reading – Around one-and-a-half hours
- Werrington Junction and Doncaster via Lincoln – Around two hours
- Werrington Junction and Nuneaton – Just under two hours
Would it be possible to design a battery/electric hravy locomotive, that could bridge these gaps?
Consider the following.
- A Class 66 locomotive has a power output of around 2500 kW.
- To run for two hours on battery would require a battery of 5000 kWh.
- A 5000 kWh battery would weigh around fifty tonnes. But battery energy densities are getting higher, which would reduce the weight.
- A Class 70 locomotive is a heavy freight diesel Co-Co locomotive with a weight of 134 tonnes with a full tank of diesel.
- A Class 88 locomotive is an electro-diesel locomotive, that without the diesel engine weighs about 80 tonnes.
- A Class 88 locomotive has a power output of 4,000 kW on 25 KVAC overhead electrification
Putting this information together and I think it would be possible to design a battery/electric locomotive with the following specification.
- 4000 kW on 25 KVAC overhead electrification
- Ability to use 750 VDC third-rail electrification
- Ability to change between running on electrification and battery in under a minute and at line speed.
- A 5000 kWh battery.
- Ability to charge the battery, when connected to electrification.
- Ability to use a rapid charging system.
- Two hour range with 2500 kW on battery power.
- Regenerative braking to the battery.
- Co-Co configuration
- Dimensions, weight and axle loading similar to a Class 70 locomotive.
These are a few other thoughts.
Passing Loops With Charging Stations
Passing loops are often provided for freight trains, so that passenger trains can pass a slow freight train. So why not fit these loops with a charging station, so that trains can stop for say twenty minutes to charge or top up the batteries?
Electrification Islands
There are places, where it would be easy to create, what is best described as an electrification island.
I describe electrification islands in The Concept Of Electrification Islands.
Last Mile Applications
Ports and Container Terminals are often without electrification.
The proposed locomotive would be able to work in these environments.
A couple of yeas ago, I had a long talk with a crane operator at the Port of Felixstowe, who I met on a train going to football. He was of the opinion, that Health and Safety is paramount and he would not like 25 KVAC overhead electrification all over the place. Containers do get dropped!
So if freight locomotives used battery power inside the port, most would be pleased.
The only cost for ports and freight terminals would be installing some form of charging.
Maximum Power On Batteries
I suspect that the maximum power on battery would also be the same as the 4,000 kW using 25 KVAC overhead electrification, as the locomotive may have applications, where very heavy trains are moved on partially electrified lines.
Diesel-Free Operation
The proposed locomotive will not use any diesel and will essentially be an electric locomotive, with the ability to use stored onboard power.
Environmentally-Friendly Operation
Freight routes often pass through areas, where heavy diesel locomotives are not appreciated.
- The proposed locomotive will not be emitting any exhaust or noxious gases.
- Noise would be similar to an electric locomotive.
- They would be quieter using battery-power on lines without overhead electrification, as there would be no pantograph noise.
I think on balance, those living by freight routes will welcome the proposed locomotive.
Would Services Be Faster?
This would depend on the route, but consider a heavy freight train going from Felixstowe to Leeds.
- On the electrified East Coast Main Line, the proposed battery-electric locomotive would have a power of 4,000 kW, as opposed to the 2,500 kW of the Class 66 locomotive.
- On sections without electrification, the locomotive would have more power if required, although it would probably be used sparingly.
- The locomotive would have a Driver Assistance System to optimise power use to the train weight and other conditions.
I feel on balance, that services could be faster, as more power could be applied without lots of pollution and noise.
Creeping With Very Heavy Loads
I suspect they would be able to creep with very heavy loads, as does the Class 59 locomotive.
Class 59 Locomotive Replacement
The proposed locomotive may well be able to replace Class 59 locomotives in some applications.
Any Extra Electrification Will Be Greatly Appreciated
Some gaps in electrification are quite long.
For example, Didcot and Birmingham takes about two and a half hours.
- Didcot is on the electrified Great Western Main Line.
- Birmingham has a lot of electrified lines.
So perhaps there could be some extra electrification at both ends of busy freight routes.
Electrification between Didcot and Wolvercote Junction would be a possibility.
- It would be about twelve miles
- It is very busy with heavy freight trains.
- The natives complain about the railway.
- It would allow Great Western Railway to run electric trains to and from London.
- If Chiltern Railways were to run battery-electric trains to Oxford, it would provide electrification for charging at Oxford.
- Electrification could be extended to Oxford Parkway station to make sure battery-electric trains would get a good send-off to Cambridge
This simple example shows, why bi-mode and battery/electric trains don’t mean the end of electrification.
All vehicles; rail or road and especially electric ones, need to take on fuel!
I also think, that there is scope to electrify some passing loops, so that locomotives can top-up en route.
Conclusion
It would be a heavyweight locomotive with a performance to match.
I believe that such a locomotive would be a very useful addition to the UK’s fleet of freight locomotives.
Thoughts On A Battery Electric Class 88 Locomotive On TransPennine Routes
In Issue 864 of Rail Magazine, there is an article, which is entitled Johnson Targets A Bi-Mode Future.
As someone, who has examined the mathematics of battery-powered trains for several years, I wonder if the Age of the Hybrid Battery/Electric Locomotive is closer than we think.
A Battery/Electric Class 88 Locomotive
After reading Dual Mode Delight (RM Issue 863), it would appear that a Class 88 locomotive is a powerful and reliable locomotive.
- It is a Bo-Bo locomotive with a weight of 86.1 tonnes and an axle load of 21.5 tonnes.
- It has a rating on electricity of 4,000 kW.
- It is a genuine 100 mph locomotive when working from 25 KVAC overhead electrification.
- The locomotive has regenerative braking, when working using electrification.
- It would appear the weight of the diesel engine is around seven tonnes
- The closely-related Class 68 locomotive has a 5,600 litre fuel tank and full of diesel would weight nearly five tonnes.
The locomotive would appear to be carrying between 7 and 12 tonnes of diesel-related gubbins.
It is worth looking at the kinetic energy of a Class 88 locomotive hauling five forty-three tonne CAF Mark 5A coaches containing a full load of 340 passengers, who each weigh 90 Kg with baggage, bikes and buggies. This gives a total weight would be 331.7 tonnes.
The kinetic energy of the train would be as follows for various speeds.
- 90 mph – 75 kWh
- 100 mph – 92 kWh
- 110 mph – 111 kWh
- 125 mph – 144 kWh
The increase in energy is because kinetic energy is proportional to the square of the speed.
Supposing the seven tonne diesel engine of the Class 88 locomotive were to be replaced by a battery of a similar total weight.
Traction batteries seem to have an energy/weight ratio of about 0.1kWh/Kg, which is increasing with time, as battery technology improves.
A crude estimate based on this energy/weight ratio would mean that at least a 700 kWh battery could be fitted into a Class 88 train and not make the locomotive any heavier. Given that lots of equipment like the alternator and the fuel tank would not be needed, I suspect that a 1,000 kWh battery could be fitted into a Class 88 locomotive, provided it just wasn’t too big.
A short length of electrification could be installed at terminal stations without electrification to charge the batteries during turnround.
This size of battery would be more than large enough to handle the braking energy of the train from full speed, so would improve the energy efficiency of the train on both electrified and non-electrified lines.
It would also contain more than enough energy to accelerate the train to line speeds that are typical of non-electrified routes.
TransPennine Express will soon run similar rakes of coaches hauled by Class 68 diesel locomotives between Liverpool and Manchester Airport and the North East.
The following sections of the Northern TransPennine route, are not electrified.
- Stalybridge and Leeds – 35 miles taking 46 minutes
- Leeds and Colton Junction – 20 miles taking 18 minutes
- Northallerton and Middlesbrough – 21 miles taking 29 minutes
- York and Scarborough – 42 miles taking 56 minutes
When running on these sections without electrification, consider the following.
- The train consists of modern coaches, which must be energy efficient.
- The train would enter the sections with a full battery, that had been charged using the 25 KVAC electrification on part of the route.
- Scarborough and possibly Middlesbrough stations, would have means to charge the battery.
- The train would enter the sections as close to line speed as possible, after accelerating using electrification.
- Regenerative braking would help conserve energy at any planned or unplanned stops.
- The driver will be assisted by a modern in-cab signaling and a very capable Driver Assistance System.
- Stadler and Direct Rail Services must have extensive theoretical and measured data of the performance of Class 88 locomotives and the related Class 68 locomotive, when they are hauling trains across the Pennines, which will enable extensive mathematical models to be built of the route.
For these reasons and especially the last about mathematical modelling, I believe that Stadler could create a battery/electric locomotive based on the Class 88 locomotive, that would be able to bridge the electrification gaps on battery power and haul a five-coach train on the Northern routes across the Pennines.
A Quick Look At The Mathematics
As I said earlier, the weight of a Class 88 locomotive and five Mark 5A coaches, full of passengers is 331.7 tonnes.
There would appear to be little weight difference between a diesel Class 68 locomotive and an electro-diesel Class 88 locomotive, so in this rough exercise, I will assume the train weight is the same.
The current Class 185 trains, that run across the Pennines have the following characteristics.
- Three-cars
- A weight of 168.5 tonnes.
- A passenger capacity of 169.
- Installed power of 560 kW in each coach, which means there is 1560 kW in total.
If each passengers weighs 90 Kg, with all their extras, a full train will weigh 183.7 tonnes.
So a full train has a power-weight ratio of nine kW/tonne, which must be sufficient to maintain the timetable across the Pennines.
The diesel Class 68 locomotive, which will be hauling trains on the route in the New Year, has an installed power of 2,800 kW, which gives a power/weight ratio of 8.4 kW/tonne.
I would be interested to know, if a Class 88 locomotive running in diesel mode with a power output of only 700 kW, could take one of the new trains across the Pennines. I suspect Stadler and/or DRS know the answer to this question.
But it would be a power/weight ratio of only 2.1 kW/tonne!
The challenging route is between Stalybridge and Leeds via Huddersfield, where the Pennines has to be crossed. I’m pretty certain, that all the other sections lack the gradients of the section between Stalybridge and Leeds.
So would a Class 88 locomotive with a 1,000 kWh battery be able to cross the Pennines with a full train?
Theoretically, up and down routes are good for battery/electric trains with regenerative braking, as energy used going uphill can be recovered on the other side.
The thirty-five miles between Stalybridge and Leeds take forty-six minutes, so for how long on this journey will the locomotive be applying full power? Perhaps for twenty minutes. If the locomotive applied an average of 2,000 kW for twenty minutes or a third of an hour, that would be 667 kWh.
With an electric multiple unit like an Aventra, where most if not all axles are driven and they can also contribute to regenerative braking, reasonably high rates of braking energy can be recycled.
But what proportion can be recycled, when the locomotive is doing all the regenerative braking. Any braking done by disc brakes on the coaches will result in lost energy.
As an aside, I wouldn’t be surprised to find out that train manufacturers simulate train braking in order to develop braking systems, that turn less energy into wasted heat.
I’d also love to see a simulation using Stadler’s real data of a Class 88 locomotive with batteries attempting to cross the Pennines, with a rake of Mark 5A coaches!
- What size of battery will be needed?
- Can this battery be fitted in the locomotive?
- Would distributing the batteries along the train increase performance?
- Would short lengths of electrification on the route, increase performance?
I was doing problems of similar complexity to attempt to design efficient chemical plants nearly fifty years ago. We had our successes, but not as great as we hoped. But we certainly eliminated several blind alleys.
My figures don’t show conclusively, that a Class 88 locomotive with a 1,000 kWh battery instead of a diesel engine and all the related gubbings, would be able to perform services across the Pennines.
But.
- Battery technology is improving at a fast pace.
- Train manufacturers are finding surprising ways to use batteries to improve performance.
- I don’t have access to Stadler’s real performance figures of their diesel locomotives.
- Finding a way to make it work, has a very high cost benefit.
Who knows what will happen?
125 Mph Running
The Class 88 locomotive, has a similar power output to the 125 mph Class 91 locomotive of the InterCity 225 and I believe that the locomotive might have enough power, when running on 25 KVAC overhead wires to be able to haul the train at 125 mph on the East Coast Main Line.
Conclusion
I believe that it is possible to create a battery/electric version of the Class 88 locomotive, that should be able to take a rake of five Mark 5A coaches across the Pennines.
Timings across the Pennines would benefit substantially, without any new infrastructure, other than that already planned and the charging system at Scarborough.
The Design And Development Of Crossrail’s Unique Luminaires
The title of this post is the same as that of this article on Global Railway Review.
It is a very informative article and the lights look well-designed.
The lights were developed by a company called Future Designs.
2022 Opening For £80m Eden Project North Which Would Attract Up To 8,000 People A Day To Morecambe
The title of this post is the same as that of this article in the Lancaster Guardian.
This is the first paragraph.
The Eden Project North would open in autumn 2022 at a cost of £80m and attract up to 8,000 people a day to Morecambe – if planning and funding can be agreed.
Given the undoubted success of the Eden Project in Cornwall, I would be very surprised if this project doesn’t go ahead.
New Lifts At Newbury Park Station
Newbury Park station now has lifts.
It also looks like the station has had a bit of upsprucing, as well!
The two clocks looked superb, alongside what is a top quality lift installation.
Two mothers with babies in prams were especially pleased, as neither knew that the station now had lifts, as they didn’t live in the area.
Transport for London are putting in several step-free installations at the outer reaches of the Central Line and like a thousand American lawyers at the bottom of the sea, it’s a good start!
It Pays To Complain Politely!
I like Nakd bars.
My favourite was the Cocoa Mint bar, but I was having difficulty getting them.
I complained politely and found out that they had been discontinued.
The company said they’d send a few others for me to try.
I wasn’t expecting a box of nine.
Note the box came in the padded bag on the left, so it came through my letterbox, without needing to be collected from the Post Office.
How many Christmas parcels have to be collected, because companies don’t pack them properly?
Exciting Renewable Energy Project for Spennymoor
The title of this post is the same as that of this article on the Durham University web site.
This is the first paragraph.
In January 2016, local residents Alan Gardner, Cllr Kevin Thompson and Lynn Gibson from the Durham Energy Institute at Durham University, met a team of academics to explore the advantages renewable energy and specifically the use of geothermal resources could bring to Spennymoor.
And this is the last.
Durham University is one of the world leaders in this research field. Spennymoor now has an opportunity to be at the forefront of that research. What the outcomes will eventually be is unknown at this stage but being able to explore the opportunity by the best in the business is encouraging.
Charlotte Adams mentioned in the article is the academic, who did the presentation I saw yesterday and talked about in Can Abandoned Mines Heat Our Future?.
Everybody, who lives in a mining area, should read this article and show it to everyone they know.
Funding Nemo: £600m Power Cable Connects UK And Belgium
The title of this post is the same as this article in The Guardian.
This is the first paragraph.
A £600m cable connecting the UK and Belgium’s energy systems is about to be switched on, becoming the first of a new generation of interconnectors that will deepen the UK’s ties to mainland Europe just as it prepares to leave the EU.
It runs between Richborough in Kent and Zeebrugge in Belgium and is the fifth interconnector to be connected to Great Britain.
Other interconnectors connect to Ireland, Northern Ireland, France and the Netherlands.
In Large Scale Electricity Interconnection, I discuss the rest of the interconnectors, that are being constructed or planned.
We could see up to fifteen in operation in a few years.
As to Nemo, it was originally thought that the UK would be importing energy from Belgium, but as Belgium needs to service its nuclear power stations and will be shutting them in the next few years, the power will sometimes be flowing the other way. Especially, as more large wind farms come on stream in the UK!
It is my view that Icelink could change everything and Belgium’s possible future power shortage, makes Icelink far more likely.
Wikipedia describes the interconnector between Iceland and Scotland like this.
At 1000–1200 km, the 1000 MW HVDC link would be the longest sub-sea power interconnector in the world.
As more interconnectors are built between the UK and the Continent, including a possible link between Peterhead in North-East Scotland to Stavanger in Norway, which is called NorthConnect, the UK will begin to look like a giant electricity sub-station, that connects all the zero-carbon power sources together.
- Denmark will supply wind power.
- France will supply nuclear power.
- Iceland will supply hydro-electric and geothermal power.
- Norway will supply hydro-electric power.
- The UK will supply nuclear and wind power.
Other sources like wind power from France and Ireland and tidal and wave power from the UK could be added to the mix in the next decade.
The Consequences For Gas
Our use of gas to generate electricity in Western Europe will surely decline.
If projects, like those I discussed in Can Abandoned Mines Heat Our Future?, come on stream to provide heat, the role of gas in providing heating in housing and other buildings will decline in the UK.
We also shouldn’t forget the role of hydrogen, which could also replace natural gas in many applications. It would be created by electrolysis of water or as a by-product of some industrial processes.
Hydrogen could also become a valuable way of storing excess electricity produced by tidal, wave and wind power.
It is unlikely, we will develop a totally gas-free economy, as methane is a valuable chemical feedstock to produce other chemical products we need.
Conclusion
Not many people will be sorry, except for President Putin and a few equally nasty despots in the Middle East.
Arup Called In To Help New Zealand Run Ports And Trains On Hydrogen
The title of this post is the same as that of this article on Global Construction Review.
This is the first paragraph.
UK consulting engineer Arup has been brought in to help design and deliver a hydrogen factory for New Zealand’s second largest port. Ports of Auckland said it plans to build a production facility to make the gas from tap water, which it will use to fuel ships, trucks, buses, cars and trains.
It is all part of the aim of making the port of Auckland, zero-carbon by 2040.
I think we’ll see other large self-contained sites like ports, airports, rail container terminals and large industrial complexes using hydrogen, as it may offer advantages over batteries in terms of range, lifting capacity and vehicle size and weight.
There is also no problem with the regular replacement of batteries in equipment like mobile cranes, which in New Zealand’s case will mean importing new ones.
I suspect, hydrogen may be more affordable to run than batteries for Auckland.
Can Abandoned Mines Heat Our Future?
The title of this post, is same as that of the title of a public lecture I attended at The Geological Society this afternoon.
This page on the Geological Society web site, gives a summary of the lecture and details of the speaker; Charlotte Adams of Durham University.
The Concept
The basic concept is simple.
- Abandoned coal mines had their pumps turned off when they are closed and the worked areas have flooded with water, that is now at temperatures of around 12 to 20°C.
- As fifteen billion tonnes of coal have been extracted from UK coalfields, that is a lot of space to flood. An estimate of around two billion cubic metres is given.
- This means that the water holds somewhere between 27.9 and 46.5 GWH of energy in the form of heat.
- Heat pumps would be used to upgrade the temperature of this water, to provide hot water at useful temperatures for space heating.
For those unfamiliar with the concept of a heat pump, Wikipedia gives a good explanation, of which this is the first paragraph.
A heat pump is a device that transfers heat energy from a source of heat to what is called a heat sink. Heat pumps move thermal energy in the opposite direction of spontaneous heat transfer, by absorbing heat from a cold space and releasing it to a warmer one. A heat pump uses a small amount of external power to accomplish the work of transferring energy from the heat source to the heat sink.
In connection with this project, the heat source is the warm water in the mines and the heat sink is the water that is circulated to heat the buildings.
Wikipedia goes on to say this.
In heating mode, heat pumps are three to four times more effective at heating than simple electrical resistance heaters using the same amount of electricity. However, the typical cost of installing a heat pump is also higher than that of a resistance heater.
Wikipedia also has a section, which descries the use of heat pumps in district heating.
It should also be noted, that as with lots of technology, heat pumps are much improved, from the one I installed in a swimming pool in the 1980s.
Gas Is Replaced By Renewable Energy
The electricity to drive the heat pumps could be derived from renewable sources such as hydroelectric, solar, wave or wind.
Effectively, the system is using intermittent sources of electricity to create a constant source of heat suitable for space heating.
Would The Mines Run Out Of Heat Or Water?
As I understand it, the water in the mine will continue to be heated by the heat in the mines. The father of a friend, who came with me to the lecture was a coal miner and my friend confirmed it was hot in a coal mine.
The water will of course continue to flood the mine and the water pumped to the surface will probably be returned.
So the system will continue to supply heat for space heating.
How Long Will The System Supply Heat?
The system has the following characteristics.
- It is electro-mechanical.
- It is powered by electricity.
- Water is the heat transfer medium.
- Additives like anti-freeze will probably be applied to the water used for heat transfer.
There is no reason the system can’t be designed, so that it supplies heat for many years with regular maintenance and updating.
How Does The System Compare To Bunhill 2 Energy Centre?
In Bunhill 2 Energy Centre, I described Islington’s Bunhill 2 Energy Centre which uses heat generated in the Northern Line of the London Underground to provide district heating.
I am fairly sure that a lot of similar technology will be used in both applications.
This page on Wikipedia is entitled London Underground Cooling.
There is a section, which is entitled Source Of The Heat, where this is said.
The heat in the tunnels is largely generated by the trains, with a small amount coming from station equipment and passengers. Around 79% is absorbed by the tunnels walls, 10% is removed by ventilation and the other 11% remains in the tunnels.
Temperatures on the Underground have slowly increased as the clay around the tunnels has warmed up; in the early days of the Underground it was advertised as a place to keep cool on hot days. However, over time the temperature has slowly risen as the heat sink formed by the clay has filled up. When the tunnels were built the clay temperature was around 14ºC; this has now risen to 19–26ºC and air temperatures in the tunnels now reach as high as 30ºC.
So one big difference is that the Underground is warmer than the mine and this should make it a better heat source.
I feel that engineers on both projects will benefit from the ideas and experience of the others.
Would Infrastructure Funds Back This Technology?
In the UK, there are several infrastructure funds set up by companies like Aberdeen Standard, Aviva, Gresham House and L & G.
In World’s Largest Wind Farm Attracts Huge Backing From Insurance Giant, I explained why Aviva had invested nearly a billion pounds in wind farms to support pensioners and holders of their insurance policies.
Comparing the risk of using abandoned mines to heat buildings and that of offshore wind turbines generating electricity, my engineering knowledge would assign a greater risk to the turbines, providing both were built to the highest possible standards.
It’s just the onshore and offshore locations and the vagaries of the weather!
I think it is true to say, that infrastructure funds will back anything, where there is an acceptable long-term income to be made, commensurate with the costs and risk involved.
But then Government or any public or private company or organisation should not pay over the odds for the energy delivered.
Conclusion
Charlotte Adams in her lecture, asked if abandoned mines can heat our future.
The answer could well be yes, but there are other sources of heat like the London Underground, that can also be used.
The Anonymous Widower 