A Timeline Of Hitachi’s Statements And News About Battery Trains
These are posts on this blog, that reference articles about Hitachi and battery trains.
21st November 2018 – Hitachi’s Thoughts On Battery Trains – Modern Railways Modern Railways January 2018 – Candid interview with Nick Hughes of Hitachi.
21st March 2019 – Trains Ordered For 2021 Launch Of ‘High-Quality, Low Fare’ London – Edinburgh Service – Railway Gazette – Announcement of service, but no mention of batteries, diesel or bi-mode.
26th March 2019 – Hitachi Plans To Run ScotRail Class 385 EMUs Beyond The Wires – Rail Engineer – Batteries for Class 385 trains.
1st January 2020 – Hitachi Trains For Avanti – Modern Railway January 2020 – The Hitachi trains for Avanti West Coast can be fitted with batteries, if required.
16th February 2020 – Sparking A Revolution – Rail Magazine Issue 898 – Informative interview with Andrew Barr of Hitachi.
16th April 2020 – First of Five FirstGroup Class 803s Arrives In UK – Rail Magazine Issue 903 – Disclosure that the Class 803 trains will use a battery instead of diesel power for on-board services, but not traction power.
Hitachi seem to have opened up gradually with more information.
‘Chernobyl’ Fears Dismissed As Herne Bay Hydrogen Plant Bid Approved
The title of this post, is the same as that of this article on Kent Online.
it would appear that Kent Online got their prediction right. that I wrote about in Hydrogen Power Plant Bid In Herne Bay Set For Green Light From Canterbury City Council.
UK Energy Storage ‘Nears 4GW’
The title of this post, is the same as that of this article on ReNews.biz.
This is the introductory paragraph.
Almost 4GW of energy storage capacity is now connected to the UK network with a further 9GW in the planning process, according to a new report released today by the Electricity Storage Network (ESN).
It is a small article, where GW is mentioned nine times.
Thoughts On East Coast Trains
According to an article and a picture, the second new Class 803 train for Open Access Operator; East Coast Trains, has arrived in the UK to be fitted out at Newton Aycliffe.
These are my thoughts on the service.
The Trains
The Class 803 trains are similar to the other Hitachi A-trains running in the UK, but with two big differences.
- They will have a one class interior and they will be fitted with a battery, instead of a diesel engine.
- The battery is not for traction and is to provide hotel power in stations and in the event of a dewiring. The latter has been surprisingly common on the East Coast Main Line in recent years.
Normally, these five-car trains are fitted with a single MTU 12V 1600 R80L diesel engine, which is described in this datasheet on the MTU web site.
The mass of the engine is given as 6750 Kg, when it is ready to run.
It would seem logical to replace the diesel engine with a battery of the same weight. I’ll use seven tonnes, as the fuel tank won’t be needed either.
This page on the Clean Energy institute at the University of Washington is entitled Lithium-Ion Battery.
This is a sentence from the page.
Compared to the other high-quality rechargeable battery technologies (nickel-cadmium or nickel-metal-hydride), Li-ion batteries have a number of advantages. They have one of the highest energy densities of any battery technology today (100-265 Wh/kg or 250-670 Wh/L).
Using these figures, a seven-tonne battery would be between 700 and 1855 kWh in capacity.
Incidentally, the power output of an MTU 12V 1600 R80L is 700 kW.
In Sparking A Revolution I gave Hitachi’s possible specification of a battery-electric 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.
Doing a quick calculation, it would appear that.
- A 700 kWh battery could supply the same power as the diesel engine for an hour.
- A 1855 kWh battery could supply the same power as the diesel engine for two hours and thirty-nine minutes.
I am drawn to the conclusion, that although Hitachi say the battery is not for traction purposes in a Class 803 train, that a battery the same weight as the current diesel engine, would be a very adequate replacement.
If say, you put a 300-500 kWh battery in a Class 803 train, it would probable give enough hotel power until the train was able to move again. but it would also reduce the weight of the train and thus improve the acceleration in normal running.
A Battery Module
I wouldn’t be surprised if Hitachi are developing a battery module, that can replace the MTU 12V 1600 R80L diesel engine.
- The module would be used for both traction and hotel services on the train.
- It would be charged from the electrification or by regenerative braking.
- It would act as emergency power.
- To the driver and the train’s computer, it would have similar performance to the diesel engine.
The diesel engine and the battery module would be plug-compatible and could be exchanged as required.
I can do a quick calculation for a 1000 kWh battery, which would weigh under four tonnes.
- A 1000 kWh battery would provide 700 kW for 86 minutes.
- At 90 mph, the train would travel for 129 miles.
- At 100 mph, the train would travel for 143 miles.
That would be a very handy extended range.
As East Coast Trains will only run on a fully-electrified route, they have no need for the traction capability.
- But it would fit well with the routes of Avanti West Coast, East Midlands Railway, Great Western Railway, Hull Trains, LNER and TransPennine Express.
- All except East Midlands Railway and LNER, share part or full ownership with East Coast Trains.
It does look to me, that Hitachi is using East Coast Trains and their fully electrified route to give the battery module for the trains, a thorough work-out, on a route, where it will not normally be needed.
The Proposed Service
From various sources we know the following.
- There will be five trains per day in both directions between London Kings Cross and Edinburgh. – See Wikipedia
- East Coast Trains have ordered five trains. – See Wikipedia.
- There will be stops at Stevenage, Durham, Newcastle and Morpeth. – See Wikipedia
- The first Northbound service will arrive in Edinburgh before 10:00. – See Rail Advent.
- Fares will be low-cost at around £25 – See Wikipedia.
It is also likely that East Coast Trains will want a journey time of under four hours, which is being planned for the route anyway under the L2E4 project.
As the record time between London and Edinburgh was set in 1991 by an InterCity 225 train at a minute under three-and-a-half hours, could a time of around three hours and forty-five minutes be possible, including the turnaround of the train?
10:00 Arrival In Edinburgh
This is obviously a good idea, but with a four hour journey time, it would mean leaving London before six.
- Perhaps to make the most of clear tracks in the morning the train would leave early.
- Currently, the first two trains from Kings Cross are the 06:15 to Edinburgh, which arrives at 11:08 and the 06:33 to Leeds.
- How early could the train leave?
I suspect that the first train to Edinburgh would leave Kings Cross around 05:30 and arrive in Edinburgh and be ready to return before 10:00.
10:00 Arrival In London
If arriving in Edinburgh before ten is a good idea, then surely arriving in London by the same time is worthwhile.
- Currently, the first train from Edinburgh to London is the 05:48, which arrives at 10:40.
As with the Northbound service, I suspect the first train to Kings Cross would leave Edinburgh around 05:30 and arrive in Kings Cross and be ready to return before 10:00.
Five Services Per Day
If the first Edinburgh and Kings Cross services left at 05:30 and after unloading and loading, were ready to return before 10:00, that would be the first service.
The simplest way to handle the rest of the day would be to split the time into four and run the trains continuously.
Suppose, the last train got to its destination at one in the morning, that would mean that fifteen hours were available for four trains or three hours and forty-five minutes for each trip between London and Edinburgh and the turnaround.
The train starting from Kings Cross would run the following services.
- Kings Cross to Edinburgh – Leaves 05:30 – Arrives before 10:00
- Edinburgh to Kings Cross – Leaves 10:00
- Kings Cross to Edinburgh – Leaves 13:45
- Edinburgh to Kings Cross- Leaves 17:30
- Kings Cross to Edinburgh – Leaves 21:15 – Arrives 01:00 on the next day.
The train starting from Edinburgh would run the following services.
- Edinburgh to Kings Cross – Leaves 05:30 – Arrives before 10:00
- Kings Cross to Edinburgh – Leaves 10:00
- Edinburgh to Kings Cross – Leaves 13:45
- Kings Cross to Edinburgh – Leaves 17:30
- Edinburgh to Kings Cross – Leaves 21:15 – Arrives 01:00 on the next day.
There would be two very tired trains at the end of every day, that would be looking forward to some well-deserved tender loving care.
This has been my best guess at what the timetable will be! But!
- Travellers can catch an early train, do a full days work in the other capital and return at the end of the day.
- There are three services during the day; one each in the morning, the afternoon and the early evening, for those who want affordable, slightly less frenetic travelling.
- I suspect the intermediate stops have been chosen with care.
- Improvements at Stevenage station could make the station, the preferred interchange for many between East Coast, LNER and local services for Cambridgeshire, Hertfordshire and North London. Car parking is probably easier than Kings Cross!
- Is Durham station an alternative station on the other side of the Tyne from Newcastle, with better parking?
- Could Durham City Centre be the terminal of a Leamside Line extension of the Tyne and Wear Metro?
- Newcastle station is very well-connected to all over the North East.
- Morpeth station could attract a large number of travellers from over the Border. It also looks to have space to expand the parking!
It looks a well-designed route and timetable.
How Many Trains Would Be Needed?
Consider.
- Each train could be two five-car trains working together as a ten-car train.
- This would maximise the use of paths on the East Coast Main Line.
- Four trains would be needed for the full five trains per day ten-car service.
As there is going to be a fleet of five trains, the fifth train would either be in maintenance or waiting to enter the action as a substitute.
Improving Efficiency
It looks to me, that the efficiency of this service could be improved by good old-fashioned time and motion study.
- Will drivers use stepping-up to speed the reverse of trains?
- Would cleaning teams board at Morpeth and Stevenage stations and clean the train on the last leg?
- Will the buffet be designed for fast replenishment?
- Will drivers be given all possible aids to go faster?
Every little will help!
Conclusion
I like this system and the competition will keep LNER on its toes!
Would a similar system work on the West Coast Main Line?
- Grand Union have proposed a service between Euston and Stirling stations.
- There will be stops at Milton Keynes Central, Nuneaton, Crewe, Preston, Carlisle, Lockerbie, Motherwell, Whifflet, Greenfaulds and Larbert.
- Trains will be InterCity 225s.
The service could start in 2021.
After Coronavirus, What’s Next? China: More Coal, US: More Oil, EU: More Renewables
The title of this post, is the same as that of this article on CleanTechnica.
The title says it all, but read the article to get the detail.
Wabtec Launches BlueFilter Air Filters For Trains
The title of this post, is the same as that of this article on Railway Gazette.
This is the introductory paragraphs.
Wabtec Corp has launched BlueFilter, a filter designed to be retrofitted to current passenger train HVAC systems to ensure the provision of clean air on board.
The company says it can remove contaminants that are .01 to 1 000 μm size, smaller than current standard filters and including bacteria, dust and viruses.
Does viruses include COVID-19?
This Press Release on Wabtec’s web site gives more details.
BlueFilter’s design removes contaminants that are .01 to 1,000 micrometers in size. That includes allergens, bacteria, various dusts and viruses. By comparison, today’s standard filters typically only remove particles that are between 10 to 1,000 micrometers in size, which only includes contaminants such as pollen, most dusts and some bacteria.
It certainly gets down to the nitty-gritty.
Has The BCG Vaccine Saved The Balkans From The Worst Of The Coronavirus?
The title of this post, is the same as that of this article in The Times.
The article discusses the title and there is certainly circumstantial evidence.
- The former Yugoslavia hasn’t been badly hid by COVID-19.
- The country had endemic tuberculosis.
- The UK dropped BCG vaccinations in the 2000s.
I’ll be interested to see, if this turns out to be a promising lead or just a coincidence.
Crossrail Trains Cleared To Use The Heathrow Tunnel
This title of this post, is the same as that of this article on Ian Visits.
These are the first four paragraphs.
Last month, a significant achievement took place on the Crossrail project, which is far more important than the headlines make it seem to be.
At a basic level, the Office of Rail Regulation approved the use of the new Class 345 trains that will be used on the Elizabeth line to carry passengers into the Heathrow tunnels.
The practical implication being that TfL Rail will in the next few weeks be able to run from Paddington to Heathrow direct, as they were supposed to start doing back in May 2018.
The delay has been caused by the bane and saviour of modern railways, the signalling system.
Ian then goes on to give a full and understandable explanation of the complex nature of modern rail signalling.
Ian finishes by giving a detailed description of the Class 345 trains‘ Auto-Reverse feature.
Around half of westbound trains will terminate at Paddington, but to head back eastwards, once all the passengers are off, they carry on westwards to Westbourne Park, then return back to Paddington on the eastbound line.
Normally that means the train driver would drive to Westbourne Park, stop, walk through the train to the other end, then drive back. But with “auto-reverse”, as soon as the train leaves Paddington, the driver switches to automatic and starts walking through the train to the other end. By the time the train arrives at Westbourne Park sidings, the driver will be sitting in the drivers cab at the other end of the train ready to head back into Central London.
I feel we need more automation on trains.
Possible Uses Of Automation
These are some possibilities.
Reversing In Services
Several services, require the driver to change ends and then drive the train from the other end, when calling at a station.
- Some Nottingham and Skegness services, reverse in Grantham station.
- Maidenhead and Marlow services, reverse in Bourne End station.
- Norwich and Sheringham services, reverse in Cromer station.
I could envisage an automatic system, that took the train from A to B to C etc. under the control of the driver.
- They might just touch a screen or button to move to the next station, as drivers have done on the Victoria Line.
- Both cabs would have a remote video screen showing the view from the other end of the train.
- The driver could drive the train from either cab.
- Arriving at a station, the automation would stop the train in the correct position.
- As on a Victoria Line train, the driver would monitor the system at all times and take control and drive manually, if required.
- The driver might also have a sophisticated remote control, so that if he needed to walk through the train to change cabs, he would still be in full control.
The guard might also have a remote control, for use in the very rare case of driver incapacitation, where he would need to halt the train.
Shuttle Services
There are services in the UK, where a single train shuttles between two stations.
- Brockenhurst and Limington Pier – 11 minutes
- Grove Park and Bromley North stations – 5 mins
- St. Erth and St. Ives stations – 10 mins
- Slough and Windsor & Eton Central – 6 mins
- Sudbury and Marks Tey – 19 mins
- Twyford and Henley stations – 12 mins
- Watford Junction and St. Albans Abbey – 16 minutes
Note.
- The time shown is the time for a single journey.
- All these services use a single train, where the driver changes ends before each journey.
- The services use a dedicated platform at both terminals.
- There is a dedicated track between the terminals.
- Some of these services may need a more frequent service.
If the driver doesn’t change ends, would the time saved allow more trains per hour (tph)?
I think the following improvements are possible.
- Grove Park and Bromley North – three tph to four
- Slough and Windsor & Eton Central – three tph to four
- Watford Junction and St. Albans Abbey – If the journey time could be reduced to fourteen minutes or less, there is a chance that the service could be doubled to two tph.
It looks that if the driver change ends, then it appears the following frequencies are possible, with these journey times.
- Less than six-and-a-half minutes – four tph
- Less than nine minutes – three tph
- Less than fourteen minutes – two tph
I do wonder if an automated shuttle on the Abbey Line could run at the required two tph, with only minimal infrastructure works.
RMT Threatens Strikes Over ‘Guardian Angels’ Plan
The title of this post, is the same as that of this article on Rail News.
This is the introductory paragraph.
The RMT has warned of possible industrial action in protest at a government plan for unpaid volunteers to help guide railway passengers and prevent overcrowding at stations.
They don’t seem to be in favour.
This was a statement from the Department of Transport.
These volunteers will play a crucial supporting role in keeping people moving by easing crowding and providing advice to help maintain social distancing, protecting passengers and tackling the spread of the virus.
‘We are clear these volunteers will not be performing any tasks or roles that vital frontline staff are trained to carry out, and they will be deployed at key stations in the short term when the easing of lockdown restrictions could see the increased use of public transport.
It puzzles me, why the RMT didn’t strike during the Olympics, as we had all those charming volunteers, helping visitors with their needs.
Hydrogen Pilot Projects Could Eventually Boost Nuclear Plants’ Bottom Lines
The title of this post, is the same as that of this article on Energy News Network.
The article discusses in depth. how producing hydrogen can help to improve the economics of nuclear power plants in the Mid-West, with particular reference to a plant called Davis-Besse at Oak Harbor, Ohio.
The Anonymous Widower 