Wrightbus Boss Eyes All-Island Green Transport Plan
The title of this post, is the same as that of this article on the Irish Independent.
This is the introductory paragraph.
THE new owner of manufacturer Wrightbus says 12,000 buses on the island of Ireland as well as trains could be replaced with hydrogen engines to usher in a new era of environmentally friendly transport.
These points are made in the article.
- Jo Bamford, who is the owner of Wrightbus, plans to decarbonise all buses and trains on the island.
- A hydrogen infrastructure would need to be setup.
- The Enterprise train between Belfast and Dublin would be run by hydrogen.
- Jo Bamford has yet to talk to the Irish Government.
- Wrightbus is seeking a £500m subsidy from the UK Government to built 3,000 hydrogen-powered buses by 2024.
- This would bring 1,500 jobs to Ballymena.
- The ydrogen-powered buses, will be the same price as diesel.
- New Whightbus hydrogen buses will be on the streets of London and Aberdeen later this year.
This is one of the last paragraphs of the article.
He (Jo Bamford) said that the impact of the Covid-19 lockdown on the environment, with a clearer sky and cleaner air resulting from the fall in traffic, could be an inspiration for greener transport.
It may be an ambitious plan, but then you would expect ambition to be flowing in large quantifies in the veins of someone from the family, that gave us JCB.
Will Hydrogen Double-Deck Buses Become Commonplace?
There are now three different designs of hydrogen-powered double-deck bus in design, if not production.
- AlexanderDennis – See New Facility To Power Liverpool’s Buses With Hydrogen
- Optare – See New Hydrogen Double-Decker Bus Launched
- Wrightbus
There is also the hydrogen-powered version of the Van Hool ExquiCity tram-bus, that I wrote about in Ballard-Powered Fuel-Cell Tram-Buses From Van Hool Now In Revenue Service In France.
There are some big players making large investments in hydrogen-powered buses. I suspect at least three and possibly all four will succeed.
Designing A Hydrogen-Powered Vehicle
Two hydrogen-powered vehicle designs have impressed me this week.
- The Optare design, where the battery of an electric bus was replaced by a hydrogen power system.
- The mining dump-truck, that I wrote about in Thirsty High-Rollers … Mining’s Heavy Haulers Prime Candidates For Hydrogen Conversion.
Both designs use the existing electric transmission and seem to have been relatively straightforward for experienced engineers who are working in the field.
I wouldn’t be surprised to see other suitable vehicles redesigned for hydrogen power.
New Hydrogen Double-Decker Bus Launched
The title of this post is the same as that of this article on Air Quality News.
This is the introductory paragraph.
Arcola Energy and Optare Group have announced the launch of a hydrogen fuel cell double-decker bus.
A few points from the article about the Metrodecker H2 hydrogen bus.
It is based on the design of an electric version of the existing Metrodecker.
- It will be built in the UK.
- It will carry 90 passengers.
- It will have a range of between 200 and 250 miles.
- It is planned to enter service in 2021.
It looks like we now have three double-deck hydrogen bus projects in the UK, with one each from AlexanderDennis, Optare and Wrightbus.
The Range
The range of the bus between 200 and 250 miles, which depends on specification and capacity, deserves a comment.
This range is of the same order as that of a Tesla Model S with a 75 kWh battery.
Electric Cars Do 26% More Miles A Year Than Petrol‑Engine Rivals
The title of this post, is the same as that of this article in The Times.
As the research was performed by the RAC Foundation, probably in the UK, I think this is not greenwash from environmental lobbyists!
Aberdeen Could Have 200 Hydrogen Buses By 2024, According To Industry Leader
The title of this post, is the same as that of this article on the Aberdeen Press and Journal.
This is the introductory paragraph.
Aberdeen could accommodate up to 200 hydrogen buses by 2024, according to an industry leader who wants to roll out thousands across the country.
These are some other points from the article.
- Aberdeen has ten single-decker hydrogen buses.
- Fifteen double-decker buses should be delivered from Wrightbus, this year.
- The article also has a video of Aberdeen’s hydrogen-powered road sweeper.
Aberdeen certainly seems to be embracing hydrogen.
Class 319 Train Used In GB Railfreight Parcel Test At London Euston
The title of this post is the same as that of this article on Rail Advent.
This is the introductory paragraph.
GB Railfreight has used a Class 319 train during a successful trial of former commuter trains for express parcel delivery services.
Other points from the article.
- Standard roll-cages can be loaded and offloaded at most major stations.
- A substantial amount of cargo can be carried.
- GBRf is talking to the Government about deliveries to hospitals.
It should be noted that the Class 325 trains that are used to move goods for Royal Mail are based on Class 319 trains.
- Both trains are based on the legendary Mark 3 coach.
- There are sixteen of these Royal Mail trains.
- Each train is four cars.
- Each car can hold up to twelve tonnes.
- They are capable of 100 mph like the Class 319 trains.
- Class 319 trains are being converted into bi-mode Class 769 trains for use by Rail Operations Group as parcel trains.
As there are still at least fifty Class 319 trains still available for modification, will it mean a more will be converted into parcels trains?
Health Lessons From Lockdown
Are some of us learning things about ourselves during lockdown?
For myself!
Mental Health
I certainly think, that I’m handling the mental side well, as I’ve had several lockdowns in the past, usually when I want to get some software written.
Another programmer has told me, that he has used lockdowns to get software written in the past.
I am certainly getting bored though! You can only do so many serious puzzles from The Times.
Normally, if I feel bored, I get on a train or a bus and go somewhere interesting.
Exercise
I’m taking exercise regularly and go for a regular walk most days. I’d probably walk more, if I felt like taking public transport more. But, I do feel, buses and trains could be a place to catch COVID-19.
Drinking
My house tends to get a bit warm, so I’m drinking a lot.
Not strong alcohol, although there is quite a bit of 0.5% Adnams beer going down my throat, but mainly, still lemonade, tea and water.
The amount of fluid seems to have cured my periodic constipation.
On the other hand it does seem to have increased my INR, so I have reduced my Warfarin dosage from 4 to 3.5 mg. per day.
Sleep
I seem to be sleeping well! But then I always do!
Conclusion
Except for the boredom, I think, that I’m doing OK.
DB Launches New Spanish-Anglo Freight Service
The title of this post is the same as that of this article on Rail Magazine.
This is the introductory paragraph.
A 72-hour freight service carrying essential hygiene, medical and food products from Spain to London has been launched by DB Cargo UK and sister company Transfesa Logistics.
These are some points made in the article.
- Trains will run between Valencia and Murcia in Spain and Barking in London.
- Obviously the Channel Tunnel and High Speed One, will be used.
I think in the coming days and months, we’ll see more services like this.
Ripple Lane Intermodal Terminal And Cross-Channel Freight Traffic
Wikipedia has a sub-section about Ripple Lane.
Some points from the sub-section.
- The terminal was developed by Ford to deliver parts from Europe to their massive Dagenham complex.
- It is now a base for various Continental services.
- Since 2009, there has been a refrigerated service from Valencia in Spain, which takes pallets back on the return journey.
Will the new Spanish service replace or augment the current one?
A Minister For Hydrogen – Yes Please, Prime Minister
The title of this post is the same as that of this article on H2 View.
Sounds like a good idea to me!
Thirsty High-Rollers … Mining’s Heavy Haulers Prime Candidates For Hydrogen Conversion
The title of this post, is the same as that of this article on ecogeneration.
You understand, what the author means about mining’s heavy haulers, when you open the article.
This paragraph describes their carbon emissions.
One large scale dump truck, depending on the haul road it is using, will use between 100 and 140 litres of diesel per 100km. These vehicles operate all day every day except for maintenance down time. That’s between 260kg and 360kg of CO2 per 100km per truck.
Large open pit mines have tens of these vehicles operating continuously, so the numbers build up very quickly.
The author then goes on to say why, that converting these vehicles to green hydrogen makes a lot of sense.
The dump trucks are already diesel/electric, which means that the diesel generator can be replaced with a hydrogen fuel cell and a battery.
Mining giant; Anglo-American will be introducing a prototype hydrogen-powered dump truck at a platinum mine in South Africa this year.
These paragraphs describe the transmission.
The vehicle, which is called a fuel cell electric vehicle (FCEV) haul truck, will be powered by a hydrogen fuel cell module paired with Williams Advanced Engineering’s scalable high-power modular lithium-ion battery system. Williams provides batteries for FIA’s E-Formula motorsport.
This arrangement will replace the existing vehicle’s diesel engine, delivering in excess of 1MWh of energy storage. The battery system will be capable of recovering energy through regenerative braking as the haul truck travels downhill.
Note that the truck has more energy storage than is proposed for a four-car battery-electric train, like the Class 756 train, which has only 600 kWh.
The author finishes with this concluding paragraph.
With the major mining companies focusing on making significant strides in decarbonisation by 2030 expect there to be more announcements such as this focusing this “low hanging fruit” for the mining industry’s to materially reduce its carbon foot print.
Reading this, I can’t help feeling that replacement of a Class 66 locomotive with a zero-carbon hydrogen-battery-electric hybrid unit could be possible.
Steventon Listed Railway Bridge Saved From Demolition
The title of this post, is the same as that of this article on the BBC.
On the face of it it looks like victory for the Nimbys, who have saved a rather ordinary and possibly decrepit bridge from demolition.
But I believe there is more to this story than meets the eye.
The Bridge
The bridge at the centre of the argument may be Grade 2 Listed, but there are lots of similar bridges on UK railways in better condition with similar heritage, that don’t have a listing.
Type “steventon bridge electrification” into a search engine and you’ll find lots of images of the bridge.
- One picture shows, the bridge with the railway flooded, which puts an interesting slant on the debate. What are the foundations like?
- Notice, that the bridge seemed to suffer a rather botched repair at the hands of British Rail’s finest engineers.
- Having read a lot about this story, I suspect that the locals’ main reason for objecting, is that they don’t want the disruption, whilst it is rebuilt.
- Incidentally, I suspect Great Western Railway don’t want the bridge rebuilt either, as closure will be a long disruption to all services.
I have been involved in the refurbishment of several buildings of around the same age or even older than the bridge. This is the sort of construction, that will have to be replaced at some time. If it’s not replaced, some of the novel techniques that are now available to Network Rail will have to be applied.
Network Rail
The article says this about Network Rail’s solution to the problem.
But following what the company described as ‘extensive and breakthrough testing’ using computer simulations it found a speed reduction to 110mph through the village meant wires could pass underneath the existing bridge.
I do think, that 110 mph is rather convenient. if you look at the maximum operating speeds of trains and locomotives that will pass through.
- Class 801 train with digital signalling -140 mph
- Class 801 with conventional signalling – 125 mph
- Class 800/802 train on diesel power – 100 mph
- Class 80x train on battery power – 100 mph
- Class 387 train – 110 mph
- Class 90 locomotive – 110 mph
- Class 91 locomotive – 125 mph
- Class 93 locomotive – 110 mph
- High Speed Train – 125 mph
Very few trains will have to slow down.
Any train that used onboard power, like a High Speed Train or a Class 80x with batteries, could theoretically go through at the maximum speed, track, signalling and train taken together would allow.
Hitachi
In Issue 898 of Rail Magazine, there is an article, which is entitled Sparking A Revolution, which describes Hitachi’s work and plans on battery-powered trains. This is an extract.
Battery power can be used as part of electrification schemes, allowing trains to bridge the gaps in overhead wires where the costs of altering the infrastructure are high – in tunnels or bridges, for example. This would also have the immediate benefit of reducing noise and emissions in stations or built-up areas.
Elsewhere in the article, it is said that Hitachi trains will be able to do 100 mph on battery power for up to 60 miles.
But would they be able to do 125 mph on battery power for perhaps five miles? I can’t see why not!
The Google Map shows the track through Steventon.
Note.
- The bridge in question is at the East.
- There are also a couple of level crossings in this stretch of track, where the height of wires is also regulated.
Perhaps, the pantograph should be dropped before going through section and raised afterwards, with power in the section taken from a battery.
Avoiding obstacles like this, may be an economic alternative, but it does require that all electric trains using the section are able to use battery power.
I have a feeling, I’ve read somewhere that a Class 88 locomotive can do a similar trick using the onboard diesel engine.
As a Control Engineer, who trained in the 1960s, I would expect that all pantographs can now be raised or lowered with all the precision and repeatability of an Olympic gold-medal gymnast!
I do wonder, if the Great Western Electrification Project had been designed around discontinuous electrification and battery-electric trains, the project would have gone better.
For instance, the Severn Tunnel is 7,000 metres long and trains take under four minutes to pass through. The Wikipedia entry for the tunnel has a section on Electrification, which details the complicated design and the trouble that there has been with corrosion.
Given that battery-electric trains have other advantages, design by hindsight, says that a tunnel without electrification and battery trains may have been a better solution.
Conclusion
Network Rail and Hitachi will get the speed of trains through Steventon up to 125 or even 140 mph, possibly by using battery power.
But whatever happens, I’m certain that the bridge will have to be rebuilt! It has the air of a derelict house, that will suck up all your money.
The Anonymous Widower 