‘UK-First’ Intercity Battery Trial Exceeds Expectations
The title of this post, is the same as that of this press release from Hitachi.
These three bullet points, act as sub-headings.
- Intercity battery train completes testing in the north of England, demonstrating superior performance and cost-effectiveness compared to diesel engines.
- Trial confirms single battery technology can reduce fuels costs between 35%-50% and enter and leave stations in zero-emission mode.
- Ahead of Railway 200 celebration, this new UK rail innovation is ready to reduce cost and emissions on the railways.
These are the first two paragraphs.
Today, Angel Trains, Hitachi Rail and TransPennine Express are celebrating the successful completion of the UK’s first intercity battery trial in the North of England.
The powerful 700kw battery technology met, and in some cases even surpassed, the key objectives of the trial, including:
- Fuel costs savings between 35%-50%, surpassing previous predictions of up to 30%.
- Just one battery has managed to power the train to speeds greater than 75mph, clearly demonstrating this technology can enter, alight and exit stations solely in zero-emission battery-mode to improve air quality and reduce noise pollution.
- Able to achieve all journey times and performance requirements so can meet operators timetable requirements.
- The battery matches the weight of a diesel engine and is installed in the same undercarriage space, ensuring no risk of track degradation and no impact on the passenger environment.
Note.
- I would expect, that most of the fuel cost savings are due to the use of regenerative braking to the battery.
- 75 mph might seem slow, but Hull Trains average slower speeds than this on their diesel sections.
- Running in a non-polluting mode in stations and sensitive areas, is not going to be disliked by anyone.
- The most powerful diesel engines in Class 800 and Class 802 trains are rated at 700 kW. So with the same weight and power, it is not surprising that the performance is the same.
It looks to me, that Hitachi have designed an efficient battery-electric electric train, that can extend services from electrified main lines onto branch lines without electrification.
The One Battery Test Train And Hull Trains
Hull Trains currently run one service to Hull and Beverley and have applied for another service to serve Worksop, Woodhouse and Sheffield, where the trains would leave the East Coast Main Line at Retford.
Hitachi’s current test train has two diesel engines and one battery pack.
An Electric Service Between London and Hull/Beverley
Distances for the Hull and Beverley service are.
- ECML and Hull – 58.1 km. – 3 stops
- Hull and Beverley – 13.2 km or 26.4 km both ways. – 1 stop
Note.
- Trains will be fully-charged, when they leave the ECML.
- Trains could be fully-charged, when they leave Hull station, if the platform they use has a charging system.
- All Hull Trains call in Platform 7 at Hull station.
- The Hitachi press release said “During a trial run, the battery’s impressive power enabled the train to operate solely in battery mode for 70km.” A speed of 75 mph is indicated.
- I would assume the Hitachi train used regenerative braking to help recharge the batteries, at the intermediate stops.
- Trains average around 57 mph between the ECML and Hull and 38 mph between Hull and Beverley.
- Much of the track between the ECML and Hull has a speed limit of 75 mph.
- Much of the track between Beverley and Hull has a speed limit of 70 mph or less.
Because of these figures and what Hitachi have said of the train’s performance on batteries, I am convinced that Hull Trains will use an electrified Platform 7 at Hull station to charge the trains.
These pictures show a Hull Trains’s Class 802 train in Platform 7 at Hull station.
Note.
- The blue Hull Train is in Platform 7 in the pictures.
- Hull station has a classic Victorian cast-iron roof.
- Many other similar platforms have been electrified in the UK.
I believe that this platform can be electrified relatively easily with 25 KVAC overhead wires.
An Electric Service Between London and Worksop/Sheffield
Distances for the Worksop and Sheffield service are.
- ECML and Worksop – 12.2 km. – 1 stop
- Worksop and Sheffield- 25.3 km or 50.6 km both ways. – 1 stop
Note.
1. A train from London will leave Retford with a full battery.
2. Retford and Sheffield is only 37.5 km. So the round trip is only 75 km.
3. A full battery will power the train at 75 mph for 70 km – According to Hitachi.
4. Much of the track between Retford and Sheffield is only 60 mph. So going slower will give an energy saving.
5. Slowing at Worksop, Woodhouse and Sheffield will give the batteries a small charge.
6. There are no bridges in the Workshop station area, so a mile or so of electrification could be easy.
7. It’s an easy level route.
8. I’ve read somewhere that Hitachi have a full route simulator.
I calculate, that a two minute charge at Worksop would probably be all the train would need to travel the 75 km. on batteries.
We don’t know if Hitachi have licenced some of Vivarail’s FastCharge technology from FirstGroup. This could enable them to extract the maximum value from each stop at Worksop.
The One Battery Test Train And Lumo
Hitachi’s current test train has two diesel engines and one battery pack.
It is likely that a train with this configuration could be used on Lumo’s new service to Rochdale.
As London Euston and Manchester Victoria is fully electrified, the only unelectrified section is the 16.7 km. between Manchester Victoria and Rochdale. This would mean, that to complete the trip, Lumo’s train would need the ability to do 33.4 km on battery power.
As Hitachi’s test train can do 70 km on a full charge, Lumo could use trains with the standard two diesel engine and one battery pack configuration. The battery would be charged on the electrified sections of the route, between London Euston and Manchester Victoria stations.
It looks to me, to be a superb demonstration of the capabilities of a battery-electric InterCity train with two diesel engines and one battery pack.
The One Battery Test Train And LNER
Hitachi’s current test train has two diesel engines and one battery pack.
It is likely that a train with this configuration could be used on several LNER services from King’s Cross.
- Bradford Forster Square – 21.9 km. from Leeds
- Cleethorpes – 102.5 km. from Newark
- Grimsby Town – 97.9 km. from Newark
- Harrogate – 29.4 km from Leeds
- Lincoln – 26.9 km. from Newark
- Middlesbrough – 35.2 km. from ECML
- Cleethorpes – 102.5 km. from ECML
- Scarborough – 67.8 km. from York
Note.
- Some services like those to Bradford Forster Square, Harrogate and Lincoln could be run by only charging on the East Coast Main Line.
- Some services like those to Middlesbrough and Scarborough could be run by charging at the destination.
- Other services would need more batteries and/or charging at the destination.
I haven’t put in the Scottish services as running them may be more complicated.
Running Longer Distances On Battery Power
This paragraph is from the original Hitachi press release.
This success demonstrates that Hitachi Rail is ready to deliver the next stage of a full intercity battery-electric train. Based on real-world data, such a train would have a range between 100-150km. These ranges can cover significant sections of non-electrified routes, eliminating the need for wires in tunnels or stations, and potentially saving hundreds of millions of pounds on electrification projects.
Note.
- I would assume that as many diesel engines as possible would be replaced with battery packs.
- On a typical three-battery Class 800 train, 802 train or Class 805 train, this could be up to three batteries.
- But on a four-battery Class 810 train, this could be up to four batteries.
A strategy would need to be developed for all routes and trains would be configured and allocated to the routes accordingly.
More Mushroom Management On TfL Buses
After my experience in Mushroom Management On TfL Buses, I’ve changed my weekend breakfast routine at weekends, to one where on Saturdays and Sundays, I eat breakfast in London’s poshest Leon at Hanover Square, which I wrote about in A Quality Takeaway With A Station And A Large Garden.
It is a large restaurant.
It has comfortable seating.
It is within my not very long walking distance of the Bakerloo, Central, Elizabeth, Jubilee and Victoria Lines, and Oxford Street with all its buses.
There is a garden with seating in the square.
This picture shows the frontage of the building.
It’s certainly not your average takeaway or fast food outlet.
Normally, Hanover Square is a very easy location for me to travel to.
- I walk round the corner to the stop for the 38 bus.
- The 38 buses are usually every 3-4 minutes and I travel to Tottenham Court Road station.
- I go one stop on the Elizabeth Line, travelling in the rear of the train to Bond Street station.
- I’m then at the right end of the station to exit directly into Hanover Square, after riding up from the depths on a long escalator.
Leon is just a fifty metre walk away.
Today, there were no problems, although I did cut it a bit tight.
But all was fine in the end and I had a good full-English breakfast.
A Difficult Journey Home!
When, I set off from home, I wasn’t sure which way, I would come home.
In the end, I decided to come home the simple way of taking the Elizabeth Line to Moorgate station and then getting the 141 bus from there, as it stops close to my home.
But this route has the Elizabeth Line end-changing problem, in that the Hanover Square entrance at Bond Street station is at the Eastern end of the train and the Moorgate entrance at Liverpool Street station is at the Western end of the train.
So at some point in the journey, I would have to take a two-hundred metre walk, either on the platform or inside the train. The latter is not easy on a train to and from Heathrow, as it is often stuffed full with cases in the aisle. Why do people want to take all the contents of their house on holiday?
So I decided to go via a reverse at Whitechapel, where I positioned myself at the Western end of the train for exit at Moorgate.
It really was necessary to install travellators at Liverpool Street station on the Elizabeth Line, as between the two entrances is a long walk, as this graphic shows.
Note.
- Moorgate is to the left
- Liverpool Street is to the right.
But then Transport for London wanted a spectacular line with spectacular stations, that would win awards. Which it has!
I alighted from the train at the Moorgate end of the station, which meant that after two escalator rides and a short walk, I was at the 141 bus stop on the surface.
But there were no buses of any numbers calling at the stop.
This was because of the Lord Mayor’s Show, which meant there were no buses through the City.
But.
- There were no posters at stations saying that the show was taking place and buses would be diverted.
- Displays on bus stops were not saying anything about the show.
- The BBC hadn’t mentioned the Lord Mayor’s Show on the TV this morning.
- The BBC doesn’t have a local news at weekends, which would surely have mentioned the show and its effects on public transport.
- The display on the bus stop at Moorgate was still broken, as it has been for six months.
- There was a small information poster on the bus stop, but it was positioned too high for me to see.
- Taxis seemed to be avoiding the City.
There were a few stewards about and one suggested, that I walked to Old Street, which would not be easy on my legs.
In the end, I decoded that a retreat via Whitechapel and Dalston Junction was probably the best way to get home, as the Overground would be unlikely to be effected.
But I made the mistake of getting on a Circle Line train at Moorgate, so I didn’t get to Whitechapel.
Instead, I walked to the 141 and 21 bus stop at Monument station and caught a 21 bus North. I hoped that I would be able to connect to the 141 bus, that I needed to get home.
I did get safely home, but only after two long waits at bus stops, where I changed bus routes twice.
Conclusion
Transport for London need to devise bus plans for all major events and publicise them well in advance.
In London’s New 733 Bus Route, I described how Transport for London put in a temporary bus route between Finsbury Square and Oval stations to replace the Northern Line during the upgrade of Bank station.
As the Lord Mayor’s Show happens every year, surely the same plan can be rolled out each year, with any appropriate changes.
I’d be interested to know whether other large cities have plans for big celebrations in city centres.
50% Increase For Northumberland Passengers Heading To London
The title of this post, is the same as that of this article on Rail Advent.
These two paragraphs introduce the article.
In the last two years, the number of customers travelling by Lumo‘s train services between Morpeth and London has increased by 50%.
According to Lumo, the increased demand for its services is due to leisure and business customers looking to travel more sustainably and the area’s tourism opportunities.
I don’t feel that the fifty percent increase is unexpected, as LNER now run seven trains per day (tpd) in both directions between Morpeth and London and Lumo now run five.
- Not all passengers travel between North of Morpeth and London.
- If you live in the Borderlands, you may find Morpeth a better alternative than driving to Edinburgh or Newcastle.
- Morpeth station has only 72 car parking spaces.
- Local buses and taxis may play a part.
- Car hire is available at Newcastle and Morpeth.
- Low fares will certainly play a part.
It will start to get interesting, when services start to run between Newcastle and Morpeth via the Northumberland Line.
Trump Could Be A Disaster For The Environment
This article on ITVx is entitled ‘Drill, baby, drill’: What Trump’s Re-election Could Mean For Our Climate
The article is a must-read.
It starts with a picture that has a placard that says “Trump Digs Coal”
I certainly don’t and have felt that way since probably the Aberfan disaster of 1966.
This is the first paragraph from the Wikimedia entry.
The Aberfan disaster was the catastrophic collapse of a colliery spoil tip on 21 October 1966. The tip had been created on a mountain slope above the Welsh village of Aberfan, near Merthyr Tydfil, and overlaid a natural spring. Heavy rain led to a build-up of water within the tip which caused it to suddenly slide downhill as a slurry, killing 116 children and 28 adults as it engulfed Pantglas Junior School and a row of houses.
In coal mining areas, disasters still happen.
We should all show our disgust at Trump ad the people who voted for him, by not buying any American products, unless it is absolutely necessary.
DCO Decision On 480MW West Burton Solar NSIP Delayed Until 2025
The title of this post, is the same as that of this article on Solar Power Portal.
The article talks about Island Green Power and their plans to develop three large solar farms in Eastern England.
They appear to be a UK-registered company with international connections.
These are the three projects.
The West Burton Project
This is the introductory paragraph for the West Burton Project.
Solar PV developer Island Green Power has seen a development consent order (DCO) decision delayed by the UK government for its 480MW West Burton project located across Lincolnshire and Nottinghamshire.
Note.
- The West Burton Project has a web site.
- It will have a capacity of 480 MW.
- The solar farm will use the grid connection of the former coal-powered West Burton power station.
- The project will cover 788 hectares.
The site is a few miles South-West of Gainsborough in Lincolnshire.
The East Pye Solar Project
These are the two introductory paragraphs for the East Pye Solar Project.
This setback comes days after Island Green Power opened a public consultation on early-stage plans for a 500MW solar PV power plant co-located with a battery energy storage system (BESS) that could have up to 500MW output.
The East Pye Solar project will be situated on 1,100 hectares of land south of Norwich and north of Harleston. Solar PV modules would be installed at two points within this area, approximately 6.5km apart.
Note.
- The East Pye Solar Project has a web site.
- It will have a capacity of 500 MW, with a battery with a 500 MW output. The battery capacity is not stated.
- The project will cover 1100 hectares.
- This article on the BBC is entitled New Proposed Solar Farm Could Power 115,000 Homes, gives more details.
- It appears that the solar farm will have a new grid connection to the grid connection between Norwich and Bramford to the West of Ipswich.
- There is also a web site, which is entitled Block The Development of East Pye Solar Farm.
The site is a few miles East of Long Stratton in South Norfolk.
The Cottam Solar Project
These are the two introductory paragraphs for the Cottam Solar Project.
The non-statutory consultation comes after Island Green revealed plans for the development early in September, just one week after energy secretary Ed Miliband granted the developer a DCO for the 600MW Cottam Solar Project.
The 600MW development will comprise four ground-mounted solar PV generating stations in West Lindsay, Lincolnshire, four on-site substations and a BESS across four separate sites, totalling an area of 1,270 hectares.
Note.
- The Cottam Solar Project has a web site.
- It will have a capacity of 600 MW, with a battery, with a battery with a 600 MW output and a 600 MWh capacity.
- The solar farm will use the grid connection of the former coal-powered Cottam power station.
- The project will cover 1270 hectares.
The site is a few miles East of Retford in Lincolnshire.
Island Green
It does appear that Island Green like large solar farms.
- West Burton – 480 MW – 788 hectares
- East Pye – 500 MW, – 500 MW battery- 1100 hectares
- Cottam – 600 MW, 600 MW/600 MWh battery – 1270 hectares
Whether some of their neighbours will is another matter.
But at least two of them have batteries.
What we will be forced to accept from this unscientifically-green Government, I dread to think.
Solar Farms Could Partly Power London Underground
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
Transport for London (TfL) is planning to set up solar farms to help power its Underground network.
These three introductory paragraphs give more details.
The transport body has asked for potential “delivery partners” to apply to provide up to 64 megawatts of zero-carbon electricity from purpose-built solar farms.
This would be about 5% of the power needed to run the Tube and would bypass the National Grid, according to TfL.
It says it is the largest single electricity consumer in London – at a level equivalent to that consumed by about 420,000 homes – and the project would reduce pressure on the central grids.
These are my thoughts.
Solar Panels At Cockfosters
This Google Map shows Cockfosters Depot and the surrounding land.
Note.
- The London Underground roundel in the North-West corner of the map indicates Cockfosters station.
- The London Underground roundel in the South-East corner of the map indicates Oakwood station.
- Between the two stations lies the large Cockfosters Train Depot, which is one of the major depots for the Piccadilly Line.
- To the North of the railway is Trent Park, which in its Wikipedia entry is described as a country house in North London.
I know the area well, as I used to live opposite Southgate School, which is towards the bottom of the map, until I was sixteen.
I believe that solar panels could be installed in three places.
- As a solar roof over a rebuilt depot.
- As a solar farm on some of the Trent Park land.
- In Would A Solar Roof With Added Vertical Turbines Work?, I suggested a hybrid installation on top of Oakwood station.
As it is a very windy hill-top, I would look into the possibility of perhaps four large wind turbines between the tracks of the depot.
It is definitely an area, where there are possibilities for renewable power.
But given that the Nimbies are objecting to the building of housing on the car-parks at Cockfosters and Oakwood stations, I suspect they will object.
Solar Roofs Above Depots And Sidings
In the previous sub-section, I suggested what was possible at Cockfosters, by installing a solar roof above Cockfosters Train Depot
These Google Maps show a number of other depots, that have possibilities for solar roofs.
Ealing Common
Edgware
Golders Green
Hainault
Hammersmith
Morden
Neasden
Northfields
Northumberland Park
Old Oak Common
Ruislip
Stonebridge Park
Stratford Market
Upminster
All these depots are different, but I do feel there is scope for solar roofs and panels above the sidings.
Other developments like housing may also be possible over some of the depots.
Trump Will Fix It
I can’t believe that I’ve just seen the title of this post, emblazoned across Trump’s stage.
The phrase doesn’t have the same connotations and odious ring, that it does in the UK, but because of its associations with Jimmy Saville, it is probably better not used.
All the world can now do, is wait for the result.
- It does appear that in the US, female voters have a high turnout.
- According to the Guardian, nearly a third of voters are black.
Certainly, if I were black or female, I wouldn’t feel, I could vote for Trump.
Aberdeen’s Exceed Secures Centrica Rough Contract
The title of this post, is the same as that of this article on Energy Voice.
This is the sub-heading.
Well and reservoir management firm Exceed has secured a contract with Centrica Energy Storage for the redevelopment of the Rough gas storage field.
This is the introductory paragraph.
Exceed said its role in the initial stages of the project, which is exploring converting the Rough field into a hydrogen storage facility, could create more than 30 jobs.
In Wood To Optimise Hydrogen Storage For Centrica’s Rough Field, I talked about changing Rough from a gas to a hydrogen store, so it looks like Centrica are going to create a vast hydrogen storage facility.
This all fits with my belief, that Centrica’s Rough facility and SSE’s nearby Aldbrough storage facility, will at sometime in the future be connected to the Germany hydrogen pipeline; AquaVentus to perform backup to hydrogen produced in the North Sea.
I also feel that the hydrogen trading will be of benefit to Centrica and SSE.
The last section of the Energy Voice article is entitled Rough Hydrogen Storage Concerns.
The following facts are given.
There are currently eight geological gas storage sites across Great Britain, containing approximately 3.1bcm in capacity and maximum deliverability rates of 124mcm/day.
Five of these gas storage sites are in salt caverns while the remaining three are depleted oil and gas fields, with the Centrica’s Rough field in the North Sea the only site located offshore.
The British Geological Survey estimates the UK could store up to 3,000 TWh of hydrogen.
Currently, we use the following energy in a year.
- 263 TWh of electricity
- 705 TWh of natural gas
So we use a total of 968 TWh of energy.
3,000 TWh of hydrogen would keep the UK going for three years. So we should be fine!
Why Artemis Was Fast
Some of you will know, that I wrote Artemis; the project management software system in the 1970s.
It was generally accepted, that Artemis could do project management calculations, quicker than other software and this obviously helped it gain a high market share.
Here’s why!
In the 1950s and 1960s, computers were much smaller and very efficient algorithms were developed to handle large amounts of information in a small amount of memory.
Nowadays, I suspect obvious and very inefficient algorithms are used because programmers are very lazy.
When I was writing Artemis; the project management system in the 1970s, I spent many hours finding these old algorithms in IBM’s library, so consequently the software was faster, than its competitors.
Modern Data Centres
I wouldn’t be surprised to find, that data centres use so much electricity and get so hot, because they use stupid algorithms, that would have been rejected by IBM in the 1950s.
South Korean Firm To Supply Power Equipment For Ørsted’s Hornsea 4 Offshore Wind Farm
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Denmark’s Ørsted has awarded a contract to Hyosung Heavy Industries for the supply of ultra-high voltage power equipment for the Hornsea 4 offshore wind farm in the UK
These two paragraphs add a bit of detail.
Under the contract, the South Korean company will supply 400 kV ultra-high voltage transformers and reactors, essential components for improving power quality for the 2.4 GW Hornsea 4 offshore wind project.
The most recent contract further strengthens the company’s presence in Europe, where it has accumulated over 1 trillion won (about EUR 667 million) in orders this year, as reported by the company.
Hyosung Heavy Industries seem to be doing rather well at supplying electrical gubbins in Europe.
But then Korean companies seem to be doing well in Europe and especially the UK, after the state visit of the Korean President and his wife in November 2023.
In the last century, we did very well dealing with Korean companies with Artemis; the project management computer system, that I wrote.
In Hyundai Heavy Sets Sights On Scottish Floating Offshore Wind, I describe some of our dealings there.
Conclusion
From other posts, I have written, it looks like the UK and Korea are building a strong partnership with offshore wind, and a secondary one with tidal power might be emerging. We also shouldn’t forget the partnership in North London over football.
The Anonymous Widower 