Thoughts On The Actual Battery Size In Class 756 Trains And Class 398 Tram-Trains
A Freedom of Information Request was sent to Transport for Wales, which said.
Please confirm the battery capacity and maximum distance possible under battery power for the Tram/Train, 3 & 4 Car Flirts.
The reply was as follows.
The batteries on the new fleets will have the following capacities: –
- Class 756 (3-car) Flirt – 480 kWh
- Class 756 (4-car) Flirt – 600 kWh
- Class 398 tram-trains – 128 kWh
I will now have thoughts on both vehicles separately.
Class 756 Trains
In More On Tri-Mode Stadler Flirts, I speculated about the capacity of the batteries in the tri-mode Stadler Flirts, which are now called Class 756 trains, I said this.
I wonder how much energy storage you get for the weight of a V8 diesel, as used on a bi-mode Flirt?
The V8 16 litre diesel engines are made by Deutz and from their web site, it looks like they weigh about 1.3 tonnes.
How much energy could a 1.3 tonne battery store?
The best traction batteries can probably store 0.1 kWh per kilogram. Assuming that the usable battery weight is 1.2 tonnes, then each battery module could store 120 kWh or 360 kWh if there are three of them.
I also quoted this from the July 2018 Edition of Modern Railways.
The units will be able to run for 40 miles between charging, thanks to their three large batteries.
Since I wrote More On Tri-Mode Stadler Flirts in June 2018, a lot more information on the bi-mode Stadler Class 755 Flirt has become available and they have entered service with Greater Anglia.
Four-car trains weigh around 114 tonnes, with three-car trains around a hundred. I can also calculate kinetic energies.
How Good Was My Battery Size Estimate?
These are my estimate and the actual values for the three batteries in Class 756 trains
- My estimate for Class 756 (3- & 4-car) – 120 kWh
- Class 756 (3-car) Flirt – 160 kWh
- Class 756 (4-car) Flirt – 200 kWh
So have Stadler’s battery manufacturer learned how to squeeze more kWh into the same weight of battery?
In Sparking A Revolution, I talked about Hitachi’s bullish plans for battery-powered trains, in a section called Costs and Power.
In that section, I used Hitachi’s quoted figures, that predicted a five tonne battery could hold a massive 15 MWh in fifteen years time.
If Stadler can get the same energy density in a battery as Hitachi, then their battery trains will have long enough ranges for many applications.
Class 398 Tram-Trains
In Sheffield Region Transport Plan 2019 – Tram-Trains Between Sheffield And Doncaster-Sheffield Airport, I showed this map of the route the trams would take.
I also said this about the tram-trains.
The distance between Rotherham Parkgate and Doncaster is under twelve miles and has full electrification at both ends.
The Class 399 tram-trains being built with a battery capability for the South Wales Metro to be delivered in 2023, should be able to reach Doncaster.
But there are probably other good reasons to fully electrify between Doncaster and Sheffield, via Meadowhall, Rotherham Central and Rotherham Parkgate.
The major work would probably be to update Rotherham Parkgate to a through station with two platforms and a step-free footbridge.
Currently, trains take twenty-three minutes between Rotherham Central and Doncaster. This is a time, that the tram-trains would probably match.
If you adopt the normal energy consumption of between three and five kWh per vehicle mile on the section without electrification between Rotherham Parkgate and Doncaster, you get a battery size of between 108 and 180 kWh.
It looks to me, that on a quick look, a 128 kWh battery could provide a useful range for one of Stadler’s Class 398/399 tram-trains.
Class 398 Tram-Trains Between Cardiff Bay and Cardiff Queen Street Stations
The distance between these two stations is six chains over a mile,
Adding the extra bit to the flourish might make a round trip between Cardiff Queen Street and The Flourish stations perhaps four miles.
Applying the normal energy consumption of between three and five kWh per vehicle mile on the section without electrification between Cardiff Queen Street and The Flourish, would need a battery size of between 36 and 60 kWh.
Conclusion
The battery sizes seem to fit the routes well.
Novel Long-Duration Energy Storage System Installed At World’s Largest CSP Plant
The title of this post is the same as that of this article on Recharge.
This is the sub-title.
Technology that stores power in molten aluminium inaugurated at 580MW Noor Ouarzazate solar complex in Morocco.
Other points from the original article.
- The idea is from Swedish start-up; Azelio.
- The the Noor Ouarzazate solar complex is rated at 580MW
- Noor is Arabic for light.
- Energy is stored as heat in molten recycled aluminium at 600 °C.
- When energy is needed, a Stirling engine is used to generate energy.
- Waste heat can also be captured and used to heat buildings.
- The system has a 90 % round-trip efficiency.
I feel this could be a winner in the long term.
Blackstone Acquires Battery Energy Storage Firm NRStor
The title of this post is the same as that as this article in IPE Real Assets.
The Blackstone Group is on of the largest alternative investment firms in the world, so the title of the post says it all.
I believe that we need masses of energy storage to fight global warming and it looks like Blackstone are building a portfolio.
Northern’s Battery Plans
The title of this post, is half of the title of an article in the March 2020 Edition of Modern Railways.
It appears that CAF will convert some three-car Class 331 trains into four-car battery-electric trains.
- A three-car Class 331 train has a formation of DMSOL+PTS+DMSO.
- A fourth car with batteries will be inserted into the train.
- Batteries will also be added to the PTS car.
- The battery-electric trains would be used between Manchester and Windermere.
It looks like a round trip would take three hours including turnarounds, thus meaning three trains would be needed to run the service.
The article says this.
The branch was due to be electrified, but this was cancelled in 2017, and as a result 3×3-car Class 195 trains were ordered. As well as the environmental benefits, introduction of the battery ‘331s’ on Windermere services would free-up ‘195s’ for cascade elsewhere on the Northern network.
Note that the total length or the route is 98 miles of which only the ten miles of the Windermere Branch Line are not electrified.
What Battery Capacity Would Be Needed?
I reckon it will be fine to use a figure of 3 kWh per vehicle-mile to give a rough estimate of the power needed for a return trip from Oxenholme to indermere.
- Two x Ten Miles x Four Cars x 3 kWh would give 240 kWh.
- There would also be losses due to the seven stops, although the trains have regenerative braking, to limit losses.
Remember though that CAF have been running battery trams for several years, so I suspect that they have the experience to size the batteries appropriately.
In Thoughts On The Actual Battery Size In Class 756 Trains And Class 398 Tram-Trains, I say that four-car Class 756 trains will have 600 kWh of batteries and a range of 40 miles. I wouldn’t be surprised to find that a four-car Class 331 train had similar battery size and range on batteries, as the two trains are competing in the same market, with similar weights and passenger capacities.
Charging The Batteries
The Modern Railways article says this about charging the train’s batteries.
Northern believes battery power would be sufficient for one return trip along the branch without recharging, but as most diagrams currently involve two trips, provision of a recharge facility is likely, with the possibility that this could be located at Windermere or that recharging could take place while the units are in the platform at Oxenholme.
The bay platform 3 at Oxenholme station is already electrified, as this picture shows.
I particularly like Vivarail’s Fast Charge system based on third-rail technology.
A battery bank is connected to the third-rail and switched on, when the train is in contact, so that battery-to-battery transfer can take place.
It’s just like jump-starting a car, but with more power.
This form of charging would be ideal in a terminal station like Windermere.
- The driver would stop the train in Windermere station in the correct place, for passengers to exit and enter the train.
- In this position, the contact shoe on the train makes contact with the third-rail, which is not energised..
- The Fast Charge system detects a train is connected and connects the battery bank to the third-rail.
- Energy flows between the Fast Charge system’s battery bank and the train’s batteries.
- When the train’s batteries are full, the Fast Charge system switches itself off and disconnects the third-rail.
- The third-rail is made electrically dead, when the train has left, so that there is no electrical risk, if someone should fall from the platform.
Note that the only time, the third-rail used to transfer energy is live, there is a four-car train parked on top of it.
When I was eighteen, I was designing and building electronic systems using similar principles to control heavy rolling mills, used to process non-ferrous metals.
Changing Between Overhead Electrification And Battery Power
All trains running between Manchester Airport and Windermere, stop in Platform 3 at Oxenholme station to pick up and put down passengers.
- Trains going towards Windermere would lower the pantograph and switch to battery power.
- Trains going towards Mabchester Airport would raise the pantograph and switch to overhead electrification power.
Both changes would take place, whilst the train is stopped in Platform 3 at Oxenholme station.
Japanese Giant Sumitomo Heavy Invests In Liquid-Air Energy Storage Pioneer
The title of this post is the same as that of this article on RechargeNews.
This is the introductory paragraph.
Japanese industrial giant Sumitomo Heavy Industries (SHI) has made a $46m investment in UK long-duration energy storage outfit Highview Power as part of a partnership deal to develop projects using its ‘cryobattery’ technology around the world.
I have extremely strong positive feelings about Highview Power.
I just wish, I was a shareholder!
ITM Power signs deal with AEG Power Solutions
The title of this post, is the same as that of this article on the Yorkshire Post.
This is the first two paragraphs.
Energy storage and clean fuel company ITM Power has signed a deal with AEG Power Solutions.
The agreement means that Sheffield-based ITM Power will integrate its electrolyser technology, which produces hydrogen gas from electricity and water, with AEG’s power control electronics.
ITM Power are a company that certainly has some well-known friends.
Initially, they will be working together on five projects.
Highview Power’s Advantages
I have said before that I like Highview Power’s system for storing energy by liquifying air.
This article on CleanTechnica is entitled Shell Signs PPA With Largest Storage Battery In Europe.
But it also has a section entitled Other Storage Plans For UK Are In The Works, which gives more details on Highview Power.
Replacement Of Decommissioned Power Plants
Highview are proposing that their systems can replace an existing fossil-fuel power plant, by using the existing site and grid connections. Connecting a power station to the grid, is often an expensive process, but if you can use an existing one, it must be more affordable.
Cost Versus Lithium-Ion
Highview are claiming that they can provide power at $143 per MWh, which compares with a cost of $187 per MWh, as quoted by Bloomberg.
That is nearly 24 % more affordable.
Innolith Claims It’s On Path To 1,000 Wh/kg Battery Energy Density
The title of this post is the same as that of this article on InsideEVS.
This is the introductory paragraph.
Innolith, the Switzerland-based company with labs in Germany, announced that it is developing the world’s first rechargeable battery with an energy density of 1,000 Wh/kg (or simply 1 kWh per kg of weight). Such high energy would easily enable the production of electric cars with a range of 1,000 km (620 miles).
If they achieve their aim, a one MWh battery will weigh a tonne.
I am sceptical but read this second article on CleanTechnica, which is entitled Swiss Startup Innolith Claims 1000 Wh/kg Battery.
Innolith has a working battery at Haggerstown, Virginia, but say full production is probably 3 to 5 years away.
The CleanTechnica article, also says this about Tesla’s batteries.
Let’s put that into perspective. It is widely believed that Tesla’s latest 2170 lithium ion battery cells produced at its factory in Nevada can store about 250 Wh/kg. The company plans to increase that to 330 Wh/kg as it pursues its goal of being a world leader in battery technology. 1000 Wh/kg batteries would theoretically allow an electric car to travel 600 miles or more on a single charge.
So it would appear that Tesla already has an power density of 250 Wh/Kg.
Conclusion
I am led to believe these statements are true.
- Tesla already has an energy density of 250 Wh/Kg.
- Tesla will increase this figure.
- By 2025, the energy density of lithium-ion batteries will be much closer to 1 KWh/Kg.
- Innolith might achieve this figure. But they are only one of several companies aiming to meet this magic figure.
These figures will revolutionise the use of lithium-ion batteries.
Sparking A Revolution
The title of this post is the same as that of an article in Issue 898 of Rail Magazine.
The sub-title is.
When it comes to powering a zero-enissions train with no overhead line infrastructure, battery power is clearly the answer, according to Hitachi.
These are the first three paragraphs.
Over the next decade around 1,000 diesel-powered vehicles will need to be replaced with vehicles that meet emissions standards.
Hitachi, which has been building bi-mode trains for the UK since 2012, and electric trains since 2006, says that retro-fitting old vehicles alone will not be good enough to improve capacity, reliability or passenger satisfaction.
Battery power is the future – not only as a business opportunity for the company, but more importantly for the opportunities it offers the rail industry.
Speaking is Andrew Barr of Hitachi Rail.
Some important points are made.
- Hitachi has identified various towns and cities, where battery trains would be useful including Bristol, Edinburgh, Glasgow, Hastings, Leeds and Manchester.
- Andrew Barr says he gets a lot of questions about battery power.
- Battery power can be used as parts of electrification schemes to bridge gaps, where rebuilding costs of bridges and other infrastructure would be too high.
- Battery trains are ideal for decarbonising branch lines.
- Batteries could be fitted to Class 385, 800, 802 and 810 trains.
Hitachi would like to run a battery train with passengers, within the next twelve months.
The article also gives the specification of a Hitachi battery train.
- Range – 55-65 miles
- Performance – 90-100 mph
- Recharge – 10 minutes when static
- Routes – Suburban near electrified lines
- Battery Life – 8-10 years
These figures are credited to Hitachi.
Hitachi are also thinking about tri-mode trains.
- Batteries could be installed on Class 800-802/810 trains.
- Battery-only power for stations and urban areas.
- 20% performance improvements or 30% fuel savings.
These is also credited to Hitachi.
Costs And Power
This is an insert in the article, which will apply to all applications with traction batteries.
This is said.
The costs of batteries are expected to halve in the next five years, before dropping further again by 2030.
Hitachi cites research by Bloomberg New Energy Finance (BNEF) which expects costs to fall from £135/kWh at the pack level today to £67/kWh in 2025 and £47/kWh in 2030.
United Kingdom Research and Innovation (UKRI) is also predicting that battery energy density will double in the next 15 years, from 700 Wh/l to 1,400 Wh/l in 2035, while power density (fast charging) is likely to increase four times in the same period from 3 kW/kg now to 12 kW/kg in 2035.
In Batteries On Class 777 Trains, I quoted a source that said that Class 777 trains are built to handle a five tonne battery.
I estimated the capacity as follows.
Energy densities of 60 Wh/Kg or 135 Wh/litre are claimed by Swiss battery manufacturer; Leclanche.
This means that a five tonne battery would hold 300 kWh.
Hitachi’s figures are much higher as it looks like a five tonne battery can hold 15 MWh.
Batteries will be going places on Hitachi trains.
How Good Is ‘Freezing Air’ The Solution For Electricity?
The title of this post is the same as that for this article on Energy News 24.
The article discusses Highview Power’s proposed 400 MWh installation in Vermont, where they are installing lots of renewable power sources and need a way to store the energy, which is partly wasted.
Read the article and especially the last sentence.
Vice President Jason Burwen Energy Storage Association said the capacity of the plant would be “on par with today’s largest grid energy storage projects under construction.” He said it would be the equivalent electricity needed “to power maybe 50,000 homes for eight hours.”
Are the British coming?
The Highview Power system to me is a blindingly obvious simple idea, based on proven technology, that has been used for many decades. Add in clever computing technology to control it and blend it with renewable energy and every wind or solar farm, tidal power station and sizeable town or city should have one, where there is a site the size of a football pitch.
The Anonymous Widower 