Bolton Station Is Still An Ongoing Project
I Bolton station still needs a lot of work to be done to allow electric trains to pass through.
I had just intended to change trains at Bolton on a trip from Deansgate to Blackburn. But because the trains to Blackburn are only hourly, I had to wait nearly an hour.
Hopefully, when the service between Bolton and Blackburn is doubled in frequency, as I wrote about in Blackburn To Manchester Every Thirty Minutes, the wait will be reduced too!
Hopefully
Progress At Pomona – 17th November 2017
Pomona tram stop will become the interchange between the Eccles Line and the new Trafford Park Line on the Manchester Metrolink.
As work has now started on the Trafford Park Line, I went to take a look.
I also walked along the canal to the entrance to the Trafford Park Estate.
This Google Map shows the area.
Note.
- The single bridge to the East takes the tram over the Irwell.
- The double-bridge takes masses of traffic to and from Manchester City Centre.
- The Trafford Park Line goes along the River Irwell.
When completed, there will be the River Irwell, the Trafford Park tram line, the Canal and the railway running through together.
The rail line is a curious one, as it has a two-hourly service between Manchester Piccadilly/Oxford Road and Liverpool Lime Street via Warrington, which stops at Trafford Park station and additionally Manchester United Football Ground station on match days only.
I’m pretty certain, that in perhaps 1966, I had my last ride on a steam-hauled British Rail service between Oxford Road and the football ground.
Surely in these days, a two-hourly service is inadequate and the frequency should be at least two trains per hour.
Karlsruhe would apply a tram-train solution and tram-trains from perhaps Warrington, would join the Trafford Park tram line to go through Manchester City Centre.
Assange Isn’t A Dreamer He’s A Destroyer
The title of this post is the same as that of an article in yesterday’s Times, by David Aaronovitch.
It is subtitled.
Don”t be fooled by the Wikileaks e founder’s supposed idealism; he is in the same destructive club as Putin and Trump.
It is thoughtful and well worth a read.
Liverpool Lime Street Station Upgrade – 16th November 2017
The upgrading of platforms at Liverpool Lime Street station seemed to be progressing well as I passed through.
Note.
- Work even seems to have started on the second platform for Virgin services, which would allow two trains per hour.
- Extra platforms will also allow direct Liverpool to Glasgow services.
In some ways, the Grade II Listed station, will become the first station in the North ready to be ready for high speed trains from London and across the North of England.
How Much Energy Does A Crossrail Class 345 Train Use?
I will start with the Crossrail Rolling Stock Technical Fact Sheet, which dates from 2012.
The Class 345 trains were built to this specification.
This is said about the power required.
Energy efficiency of 24 KWh per train kilometre (equivalent of 55g CO2 per passenger kilometre)
So what does this mean now that trains are running and trains will have been designed and probably accepted to this specification.
Assuming, that trains will be nine-car when completed, 24 KWh per train per kilometre translates into 2.67 KWh per car per kiometre or 3.29 KWh per car per mile.
Ian Walmsley’s Train Energy Usage Figure
In an article in the October 2017 Edition of Modern Railways, which is entitled Celling England By The Pound, Ian Walmsley says this in relation to trains running on the Uckfield Branch.
A modern EMU needs between 3 and 5 kWh per vehicle mile for this sort of service.
My calculated value is in line with this figure, as the Uckfield Branch is not that different to some of the Crossrail branches.
What Is The Kinetic Energy Of A Crossrail Train?
I ask this question to show the energy values involved.
If I take a nine-car Class 345 train, this has a mass of less than 350 tonnes and a maximum speed of 145 kph.
1500 passengers at 80 kg each works out at another 120 tonnes.
So for this crude estimate I’ll use 450 tonnes for the mass of a loaded train.
This gives the train an energy of 365 megajoules or 101 KWh.
This amount of energy is only a couple of KWh larger than the largest battery size of a Tessla Model S car.
It leads to the conclusion, that batteries could be large enough to store the regenerative energy generated by the train, when it stops.
How Far Could A Crossrail Train Run On Batteries?
If the batteries were sized for the regenerative braking, then a battery of 100 KWh would probably be sufficient in most circumstances.
Using Crossrail’s figure of 24 KWh per train per kiometre, gives a convenient range of four kilometres, which is probably in excess of the largest distance between stations.
But Crossrail trains are effectively two half-trains with two pantographs.
So perhaps they will be fitted with two batteries!
The battery capacity would be arranged to give the desired amount of emergency power.
Conclusion
There’s a lot more to learn about these Crossrail trains.
Siemens Joins The Hydrogen-Powered Train Club
This article on Global Rail News is entitled Siemens Working On Fuel Cell-Powered Mireo Train.
Siemens Mobility’s Mireo is their next-generation electric multiple unit.
This description is from Wikipedia.
The railcars have an articulated design and aluminium carbodies, with 26 metres (85 ft) cab cars on each end of a trainset and 19 metres (62 ft) passenger cars between them, with trainsets between two and seven cars long. The use of aluminium, combined with new control systems, is intended to reduce energy use by up to 25%. compared to previous Siemens EMUs. The railcars can reach a top speed of up to 160 kilometres per hour (99 mph)
The first units were ordered in February 2017 by DB Regio, which ordered 24 three-car trainsets with a passenger capacity of 220 for service on its routes in the Rhine valley in southwestern Germany.
This train has a lot in common with other offerings from the major train manufacturers.
- Light weight
- Articulated design.
- Sophisticated control systems.
- Low energy use.
Is it a case of engineering minds thinking alike?
The Global Rail New article says this about the hydrogen-powered trains.
Siemens is partnering up with Canadian manufacturer Ballard Power Systems to develop a fuel cell engine for its new Mireo train platform.
The two companies have signed a Development Agreement to produce a 200 kilowatt fuel cell engine to power a Mireo multiple unit.
The first fuel cell-powered Mireo could be running by 2021, Siemens and Ballard have announced.
There is a page on the Ballard web site, which lists their fuel cell engines called FCVeloCity.
- FCVeloCity-MD – 30 kW
- FCVeloCity-HD – 60kW, 85kW, 100kW
- FCVeloCity-XD – 200 kW
I would assume that as there is no product sheet for the XD, that the 200 kW unit is still in development.
The first application would appear to be the Siemens Mireo.
Is Two Hundred Kilowatt Enough Power?
Bombardier’s four-car Class 387 train, is a typical electric muiltiple unit, that has been built in the last few years.
It has an installed power of 1.68 megawatts or 420 kW per car.
Porterbrook’s brochure says this about the two diesel engines in their Class 769 train, which is a bi-mode conversion of a Class 319 train.
The engine is a MAN D2876 LUE631 engine which generates 390 kW at 1800 rpm, giving an acceptable power output.
So that works out at 195 kW per car.
Both these trains have similar performance to the Siemens Mireo.
- The trains will be substantially heavier than the Mireo.
- The trains will do a lot of acceleration under electrification.
The 200 kW of the Mireo, isn’t much compared with the current generation of train.
As with the Alstom Coradio iLint, that I wrote about in Is Hydrogen A Viable Fuel For Rail Applications?, I suspect the Mireo has the following features.
- Use of batteries to store energy.
- Regenerative braking will use the batteries.
- Selective use of electrification to drive the train directly.
- Intelligent control systems to select appropriate power.
Given that the light weight will also help in the energy-expensive process of electrification, the intelligent control system is probably the key to making this train possible.
Will The Train Have One Or Two Hydrogen Power Units?
Wikipedia says this about the layout of the train.
The railcars have an articulated design and aluminium carbodies, with 26 metres (85 ft) cab cars on each end of a trainset and 19 metres (62 ft) passenger cars between them, with trainsets between two and seven cars long.
The trend these days in modern trains, is to fit large numbers of axles with traction motors for fast acceleration and smooth regenerative braking. As an Electrical Engineer, I believe that the most efficient electrical layout, would be for any car with motors to have some form of energy storage.
Have Siemens designed the train to use two identical cab cars?
- These are longer to meet higher crash-protection standards.
- Any diesel or hydrogen generator would be in these cars.
- Energy storage would be provided.
Two cab cars with generators would have 400 kW, which would be more likely to be an acceptable power level.
Would the intermediate passenger cars be powered or just trailer cars?
I very much believe that the ideal intermediate cars should be powered and have a battery for regenerative braking.
Will Other Companies Join The Hydrogen Club?
Alstom, who are merging their train business with Siemens have announced orders for the Coradia iLint, so they are obviously a full-paid up member.
Bombardier have said nothing, but like Ballard, they are a Canadian company.
The key though, is that modern intelligent train control systems, which are used by all train manufacturers, have been designed to do the following.
- Select appropriate power from electrification, battery or an on-board diesel generator.
- Deploy pantograph and third-rail shoe as required.
- Drive the train in an efficient manner.
Just swap the diesel generator for a hydrogen one.
Having a light weight, energy efficient train design will also help.
Conclusion
Expect hydrogen-powered trains from most manufacturers.
Location! Location! Location!
I’ve heard it several times, that the title of this post is the three most important things about property.
This article on Construction Enquirer is entitled Great Portland Estates Plans Work on £233m Trio Of Schemes.
The three schemes are.
Cityside House E1
This Google Map shows the location.
Note.
- The block is indicated by a red arrow.
- It is a short walk from Whitechapel station, which is served by Crossrail.
The office accommodate is being upgraded and residentialo and a hotel will be added.
Oxford House W1
This Google Map shows the location.
Note.
- The block is indicated by a red arrow.
- The building site opposite is the under-construction Western entrance to Tottenham Court Road station, which is served by Crossrail.
- Tottenham Court Road station is just thirty minutes to Heathrow on Crossrail, with a train every ten minutes.
The block is to be redeveloped.
Is there a better location for an office block?
Hanover Square W1
This Google Map shows the location.
Note.
- The site is on the North-West corner of Hanover Square.
- The building will be on top of the Hanover Square entrance to Bond Street station, which is served by Crossrail.
- Bond Street station is just twenty-seven minutes to Heathrow on Crossrail, with a train every ten minutes.
I doubt Great Portland Estates will have problems filling this development.
Conclusion
These three property developments are all tightly tied to Crossrail.
There will be many more!
Will The New Class 710 Trains Use Selective Door Opening At Gospel Oak Station?
These two pictures were taken of a Class 172 train in Platform 3 of Gospel Oak station.
The two-car Class 172 trains are just over 47 metres long.
In The Aventra Car Length Puzzle, I said that the Class 710 trains for the Overground would have twenty metre long cars, which is similar to the 20.4 metres of the Class 378 trains.
For information other four-car electric units, that Aventras are likely to replace have the following car-lengths
- Class 315 trains – 19.80 metres
- Class 317 trains – 19.83 metres
- Class 319/769 trains – 19.83 or 19.92 metres
- Class 321 trains – 19.95 trains
- Class 455 trains 19.83 trains.
So it looks like the Class 710 train, has been sized as a direct replacement foe much of the Mark 3-based electric multiple units.
This would mean, that no platform lengthening work needs to be done, when the many older units are replaced with new Aventras.
It would also mean that as I talked about in Musical Trains On The Overground, that Aventras could share routes with Class 378 trains without too much trouble on the North and West London Lines.
So will a four-car Class 710 train, which will be about eighty metres long fit Platform 3 at Gospel Oak station?
This Google Map shows the station.
Note that a Class 172 train is in Platform 3 and in Platform 2 there is a five-car Class 378 train.
The length of Platform 3 can be ascertained and it looks like that Platform 3 is already long enough for an eighty metre train.
If it isn’t Bombardier certainly have fitted Selective Door Opening to the new trains.
Diesel And Battery Trains Could Be The Solution For Island Line
The title of this post is the same ass this article on the Island Echo.
The article discusses what is going to happen to the Island Line. I wrote about this line in A Trip On The Island Line.
This is said.
South Western Railway have revealed that the Island’s 80-year-old trains could be replaced with a diesel, battery or flywheel powered locomotive, a tram or even a guided bus lane.
The train operator, which took over the running of Island Line earlier this year, has stated in a consultation document published this week that the Class 483 former London Underground trains are no longer viable, with parts availability becoming an issue and limited capability of electricity. supply.
They are obviously looking for some new trains.
The Current Trains On The Island Line
The current trains on the Island Line are Class 483 trains, which started life as London Underground 1938 Stock.
The trains are 2597 mm. wide and 2883 mm. high.
Looking at the height and widths of London Underground’s 1972 Stock and 1973 Stock, these current trains are about thirty mm. wider and a few mm. higher.
So it might be possible to take some o0f these trains and remanufacture them for the Island Line.
But there are problems.
- These trains are over forty years old.
- London Underground won’t be replacing these trains for several years yet.
- London Underground probably needs all the of the trains in these classes that it’s got.
So the Island Line needs some new trains from another source.
The Trains On The Glasgow Subway
The Glasgow Subway trains were constructed in the late 1970s, by Metro-Cammell, who built the 1972 and 1973 Stock for London Underground.
The Glasgow Subway has an unusual gauge of four foot, as opposed to standard gauge of four foot eight and a half inches. So the Glasgow hauge is 220 mm. narrower than standard.
The Glasgow Subway trains also seem to be 300 mm. narrower and 240 mm. shorter than the 1972 Stock.
I wouldn’t be surprised to be told, that the Glasgow Subway trains were designed by making them slightly smaller than the 1972 and 1973 Stock that had just been built.
New Glasgow Subway trains are being designed and built by Stadler. These will obviously be designed to fit the current platforms and tunnel, as they will have to work with the current trains.
New Trains For The Island Line
Modern computer-aided-design systems can probably scale up Stadler’s Glasgow Subway design to a train that would fit the Island Line.
Standard gauge bogies would have to be fitted.
But it surely is a route to get a basic train, that could be then fitted with appropriate motive power.
How Many Trains Would Be Needed For The Island Line?
Currently, trains on the Island Line run in pairs of two-car trains. This means that to maintain the the current two trains per hour service needs four two-car trains. According to Wikipedia, there are five operational Class 483 trains, with one in store.
If the new trains were similar to the new Glasgow Subway trains, which are four cars, two trains could provide the current service.
After upgrading the Brading loop, four trains would allow a four trains per hour service.
Would a spare train be needed?
Why Would A Big Company Like Stadler Want To Supply A Small Order For The Island Line?
This question has to be asked and I’ll use an extract from this article on Rail Engineer, which is entitled Subway Revival – Glasgow to introduce UTO.
Although there had been concerns that suppliers may not be interested in an order for a small number of four-foot gauge Subway trains, this proved not to be the case. Charlie commented that the Swiss company Stadler was “quite excited at the idea” as it has a bespoke manufacturing operation and its production lines can easily be changed to produce small orders, such as 34 cars for the Berlin Underground and 10 Croydon trams.
Sixteen or twenty cars for the Island Line doesn’t seem so small!
It certainly seems, that if you are a train or tram operator and you want a vehicle that is a little bit out-of-the-ordinary, then Stadler are interested!
What Would The Stadler Trains Be Like For Passengers?
Another extract from the Rail Engineer article, describes the new trains for the Glasgow Subway.
Stadler is to supply 17 four-car articulated trains with wide walk-through connections and a standard floor height, made possible by using smaller diameter wheels. Each train will be 39.25 metres long, compared with 37.74 metres for the current three-car units. The trains have 58 km/hr maximum speed and will have capacity for 310 passengers compared with the current 270. They will also accommodate wheelchairs.
I would suspect that the Island Line trains would be slightly wider and taller, which would give welcome space.
Battery Trains For The Island Line
The Island Echo article mentions battery trains.
So would they be a good idea on the Island Line?
Regenerative Braking
I would be pretty sure that the current Class 483 trains are not fitted with regenerative braking, which saves energy and cuts the electricity bill for running the trains.
I also suspect that the electrical power supply, is not capable of handling the return currents generated by regenerative braking.
However, the new trains for the Glasgow Subway, which I believe could be the basis for an Island Line train, do have regenerative braking.
Putting batteries on the train is a simple way of handling the electricity generated by braking. It is just stored in the battery and then used again, when the train accelerates away.
Health And Safety
Bombardier have stated that batteries on trains can be used to move trains in depots, so the amount of electrification in depots can be reduced.
As batteries can move the train short distances, there may be other safety critical places, where removing the electrification could be recommended.
Track Maintenance Savings
Reducing the amount and complication of electrified track, must save on maintenance.
Emergency Power
Despite the best of intentions, power failures do happen and having a capability to get the train to the next station using batteries must be a good thing.
Running On Batteries
The Island Line is less than ten miles long and the possibility must exist of being able to charge the batteries at each end of the line and run between Ryde Pier Head and Shanklin on batteries.
There would be a balance to be struck between battery size and the length of electrification at each end. Perhaps electrification could be kept on the following sections.
- Ryde Pier Head to Smallbrook Junction
- Sandown to Shanklin
A lot would depend on the state and design of the line’s power network.
Route And Track Extensions
Short extensions or new track layouts could be built without electrification to save building costs.
Conclusion
On balance, battery trains would seem t0 be a useful feature for the new trains on the Island Line.
Improvements To The Island Line
The Wikipedia entry for the Island Line has a section called Future. Various improvements are put forward.
It seems there has been a lot of talk and very little action.
My thoughts follow.
Brading Loop
Wikipedia says this about a loop at Brading station.
A suggestion in early 2009 was to reinstate the loop at Brading, thus allowing a ‘Clock Face’ timetable to encourage greater use. The outcome of this is still awaited.
This Google Map shows the station.
Note the loop is clearly visible to the East of the station.
Trains with a battery capability will give advantages.
- Flexibility of design.
- Simplified track layouts.
- No electrification of new track.
The much-needed loop could become affordable!
Extension to Ventnor
There have been proposals to reopen the line south of Shanklin, to the original terminus at Ventnor.
You can still trace the line on Google Map and if the need is there, trains with a battery capability would surely aid its reopening.
The line could be single track and without electrification.
Conclusion
New trains with a battery capability will give the Island Line a new lease of life.
I also believe that Stadler have the capability to build a suitable battery train, based on their design for the new trains for the Glasgow Subway.
Stadler Comes Up With A New Take And A Big Order For Hybrid And Battery Trains
This article on Global Rail News is entitled Vegetable Oil Fuel Trains To Run In The Netherlands Ahead Of Battery Conversion.
This is said.
- Arriva has ordered eighteen hybrid diesel trains from Stadler to operate its Northern Lines services in the Netherlands.
- The trains will initially be powered by Hydrotreated Vegetable Oil (HVO).
- The trains will have regenerative braking.
- Stadler have called the trains Flirtinos.
- The trains are capable of conversion to battery trains, when there is sufficient electrification.
- The first HVO trains will enter service in 2020.
- Arriva has committed to putting batteries into all of its fleet of fifty-one trains.
This a very strong environmental statement from Stadler and Arriva.
In July 2017, I wrote Battery EMUs For Merseyrail.
These trains are also being built by Stadler.
Conclusion
Have Stadler found the secret for better battery trains?
Certainly, the amount of money that Arriva is paying Stadler and the fact that Arriva are creating sixty-nine trains with batteries, indicates that they have confidence in the product!
You can’t fault Stadler’s marketing either!
The Anonymous Widower 