Newquay Station – 9/10th February 2024
These pictures show Newquay station.
Note.
- It is a small one-platform station.
- It has a few facilities.
- It is located on the main street in the centre of the town.
This Google Map shows Newquay station.
Newquay station appears to have a very long platform.
- This page on Railway Data gives a length of 242 metres.
- It should accommodate a nine-car Class 802 train.
- The station is also close to the beach.
It looks to me that Newquay station is ready for a big surfing festival.
I have a few thoughts.
Adding A Second Platform
These pictures show the space alongside the current single track. At least for a five-car train.
Note.
- I would expect that adding a second platform could be easily done by a competent and experienced construction company.
- There would need to be new track and a set of points, so that a train could use either platform.
- Signalling would be added, so both platforms could be used, either separately or at the same time.
I also expect that the Tregoss Loop would need to be commissioned before the second platform.
Adding Charging For Battery-Electric Trains
Consider.
In GWR Trialling Transformative Ultra-Rapid Charging Train Battery, I talked about the installation of the Vivarail/GWR Fast Charge system at West Ealing station.
In Decarbonising The Mid-Cornwall Metro, I talked about using the Vivarail/GWR Fast Charge system or hydrogen to decarbonise the Mid-Cornwall Metro.
This picture shows the Vivarail/GWR Fast Charge system at West Ealing station.
I feel there would be no problem fitting one of these in one or both of the platforms at Newquay.
But I do feel that the best way to decarbonise services to Newquay, would be to fully-electrify Par station with 25 KVAC overhead wires.
- Mid-Cornwall Metro services would charge their batteries using a pantograph, every time that they reversed in the station.
- Long distance battery-electric services through the station would top up their batteries during a stop at the station.
- Locomotives with batteries will be increasingly used on freight services and charging may be needed for the locomotives used from china clay trains.
Note.
- Par and Falmouth Docks is 30.8 miles.
- Par and Newquay is 20.8 miles.
- Par and Penzance is 44.8 miles
- Par and Plymouth is 34.7 miles.
- Par and Truro is 19 miles.
Par would appear to be a station, that could be easy to electrify and is conveniently placed in the heart of services through Cornwall.
Decarbonising The Mid-Cornwall Metro
Although the Mid-Cornwall Metro will probably run initially using what diesel multiple units, after a year or so, the route will be converted to zero-carbon operation.
Newquay To Falmouth Docks
This map shows the Mid-Cornwall Metro.
These are current timings.
- By train can take almost three hours with changes at Par and Truro.
- By car should take 45 minutes to drive the 24.4 miles according to Google.
Note.
- The train timings are for a typical British Rail-era Diesel Multiple Unit on the branches and something smarter between Truro and Par.
- A Day Return ticket would cost £8.90 without a Railcard.
- If there was a through train, that meant you didn’t have to change trains, I estimate that the time could be as low as one hour and 35 minutes.
I feel that most travellers, who had access to a car, would use that to travel between Newquay and Truro.
Newquay To Falmouth Docks By Electric Train
I have ridden in three battery-electric trains.
- Class 379 train – Manningtree and Harwich in passenger service.
- Class 230 train – Vivarail demonstration
- Class 777 train- Liverpool Central and Headbolt Lane in passenger service.
Note.
- All were mouse-quiet.
- There was no detectable difference, when running on battery power in the trains.
It is my view that battery-electric trains are no second-class solution.
Consider.
- Newquay and Par is 20.8 miles.
- Falmouth Docks and Par is 30.8 miles.
- Newquay and Falmouth Docks is 51.6 miles.
- The maximum speed between Par and Newquay is around 30 mph
- The maximum speed between Par and Falmouth Docks is around 50-70 mph
- There are twelve intermediate stations.
- There is a reverse at Par station.
- Charging would be easy to install at Falmouth Docks, Newquay and Par.
- In Par Station – 10th February 2024, I suggested that Par station could be fully-electrified, so that expresses could have a Splash-and-Dash on their way to London and Penzance. If all platforms at Par were electrified the Mid-Cornwall Metro trains could charge from the electrification, as they reversed.
There are two main ways that the Mid-Cornwall Metro might operate.
- There would be chargers at Newquay and Falmouth Docks and trains would shuttle the 51.6 miles between the two stations.
- There would only be charging at Par and trains would after charging at Par go alternatively to Newquay and Falmouth Docks.
The first might need smaller batteries and the second would only need one charger.
Newquay To Falmouth Docks By Hydrogen-Powered Train
There is only one hydrogen-powered train in service and that is the Alstom Coradia iLint, which is running in Germany.
I feel it is very much an interim design, as Alstom has taken a diesel-mechanical Lint train and swapped the diesel for a hydrogen-powered electricity generator and an electric motor.
But Alstom are putting together a hydrogen-powered train based on an Aventra.
Note.
- The train is three cars.
- I would envisage performance of the hydrogen train would be very similar to that of a similar battery-electric train.
- I wouldn’t be surprised that refuelling of the train would not be a problem, as with all the china clay working nearby, there may well be developments to use hydrogen in the industry to decarbonise the mining.
The Mid-Cornwall Metro and Alstom’s Hydrogen Aventra could be ideal for each other.
Conclusion
I believe, that although the Mid-Cornwall Metro will start operation with diesel multiple units, it will be running in a zero-carbon mode within a few years.
Smart Train Lease Aims ‘To Make Renting Trains As Easy And Simple As Renting A Car’
The title of this post, is the same as that of this article on Railway Gazette International.
These four paragraphs outline the scheme.
Siemens Mobility has established a leasing subsidiary that would enable train operators to use its Mireo Smart battery, hydrogen and electric multiple-units without needing to make long-term investment commitments.
Smart Train Lease GmbH would make available at short notice multiple-units already approved for operation. These could be short or medium-term leases, with services such as maintenance available as part of the package. The aim is to provide operators with an economical way to quickly and flexibly expand their fleets and try out more sustainable traction technologies.
‘We want to make renting trains as easy and simple as renting a car, and thus help accelerate the mobility transition’, the leasing company’s CEO Benjamin Dobernecker explained on February 14.
Smart Train Lease will initially operate in Germany, although it plans to expand throughout Europe in the medium term.
I like this idea and I think it will work.
Metier Management Systems And Artemis
When four of us started Metier Management Systems in 1977 to sell our mini-computer-based project management system; Artemis, we generally rented or leased our systems, although we did sell some as the years progressed.
- For a fixed fee per month, a company got a project management computer and all the software.
- The fixed fee included installation, first line support, training and software updates.
- We could also supply extra training and project management consultancy at appropriate rates.
- The only extra costs to the client were the electricity to power the hardware and the paper to put in the printer.
- We also allowed clients to convert leases into outright sales.
This simple sales model appealed to a lot of our clients.
- The cost of the system was easy to budget.
- Many of our clients were happy with leasing or renting computer equipment.
- As the system was desk-sized, it easily fitted the average office.
But the leasing model was very advantageous to us.
- Most of our clients were large high-value quality organisations like big oil companies, nationalised industries and engineering consultancies.
- Our Finance Director and our Bank Manager at Lloyds Bank devised a plan, whereby we bundled a number of high-quality leases together and sold the bundle to Lloyds Bank’s leasing company.
The money we received gave us a healthy cash flow.
- The cash flow was then used to fund Research and Development and to finance more sales.
- If say someone like BP or Shell should phone up or send a fax, wanting a system immediately, we were generally able to fulfil their request.
I am sure that Siemens Mobility will be using a similar model.
They will aim to have trains in stock to fulfil clients needs.
So if Deutsche Bahn phone up saying have you got a three-car battery-electric train that works with 15 KVAC and has a range of 100 kilometres for next Monday, Siemens Mobility can generally say yes.
What helps is that the modular Mireo Smart multiple unit comes in battery, hydrogen and electric versions.
Extras could include full servicing a driver.
So Siemens Mobility will plug the train together and deliver it.
How Would Siemens Use The Leasing Model In Great Britain?
Consider.
- There are a lot of routes that need to be decarbonised in Great Britain.
- Many of these routes have electrification at one or both ends.
- Often these routes terminate in a bay platform.
- On most of these routes a two-, three-, four- or five-car train will be sufficient capacity.
- In the Desiro City, Siemens have a train, that is acceptable to Great Britain.
- If routes in Great Britain are to be electrified, they must be electrified with 25 KVAC overhead wires.
- Trains would be 100 mph, so they wouldn’t be limited as to routes.
- A Mireo-B has a range of between 80-100 kilometres or 49.7-74.6 miles.
I am sure Siemens Desiro City or its European equivalent; Mireo can be developed into a family of trains suitable for GB!
- The basic train would be two driving cars.
- Length would be increased by coupling trailer cars between the two driving cars.
- Hydrogen power would be in one of the trailers.
- Batteries would be under an appropriate number of cars.
Battery trains would be able to use a simple automatic charger, similar to the one, that I described in GWR Trialling Transformative Ultra-Rapid Charging Train Battery.
An Example – Mid-Cornwall Metro
This map shows the Mid-Cornwall Metro.
Consider.
- Newquay and Par is 20.8 miles.
- Falmouth Docks and Par is 30.8 miles.
- Newquay and Falmouth Docks is 51.6 miles.
- The maximum speed between Par and Newquay is around 30 mph
- The maximum speed between Par and Falmouth Docks is around 50-70 mph
- There are twelve intermediate stations.
- There is a reverse at Par station.
- Charging would be easy to install at Falmouth Docks, Newquay and Par.
- In Par Station – 10th February 2024, I suggested that Par station could be fully-electrified, so that expresses could have a Splash-and-Dash on their way to London and Penzance. If all platforms at Par were electrified the Mid-Cornwall Metro trains could charge from the electrification, as they reversed.
There are two main ways that the Mid-Cornwall Metro might operate.
- There would be chargers at Newquay and Falmouth Docks and trains would shuttle the 51.6 miles between the two stations.
- There would only be charging at Par and trains would after charging at Par go alternatively to Newquay and Falmouth Docks.
The first might need smaller batteries and the second would only need one charger.
An Example – Uckfield Branch
The Uckfield branch is in Southern England.
- It is not electrified between Hurst Green Junction and Uckfield, which is 24.7 miles.
- There are eight intermediate stations.
- The line can accommodate ten-car trains.
There is space at Uckfield station for a charger.
Charging would be at Uckfield station and North of Hurst Green Junction, where it will use the existing electrification.
Conclusions
This leasing/rental model will surely encourage train operators to replace diesels with appropriate zero-carbon alternatives on routes that need to be decarbonised.
GWR Trialling Transformative Ultra-Rapid Charging Train Battery
The title of this post is the same as that of this article on Rail Technology Magazine.
This is the sub-heading.
Great Western Railway (GWR) has begun trialling a potentially groundbreaking battery innovation called FastCharge. If the trial is successful, it is hoped that the technology could transform branch line services and accelerate the decarbonisation of the network.
This is the first paragraph.
This innovative system, which has been developed over three years, eliminates the need for diesel trains on branch lines by powering battery-operated units with ultra-rapid charging. The system boasts an impressive 2,000kW charging capacity, eight times more powerful than a Tesla Supercharger, allowing trains to fully recharge in just 3.5 minutes at West Ealing station, the trial’s first real-world location.
I took these pictures of the trial installation at West Ealing station, this morning.
Note.
- Platform 5 is used by the trains to and from Greenford station.
- Two sets of charging rails have been installed between the rails, in Platform 5.
- The rails in the charging rails could be aluminium. This would not be surprising, as it is a good electrical conductor.
- The two shorter outside charging rails could be connected together.
- The yellow parts of the charging rails are plastic, so are probably for warning purposes.
- Two white containers have been installed alongside the track.
In Great Western Railway Updates EHRT On Its Upcoming Operational Trial Of Fast Charge Tech, I described the components of the Fast Charge system in this paragraph.
The Fast Charge system consists of three key components: retractable charging shoe gear, which is mounted to the underframe of the train; short (4m) charging rails mounted between the underframe of the train; and the Fast Charge Battery Bank (FCBB) installed beside the track, acting as an energy buffer between the train and the grid.
The charging rails are clearly visible in my images and the Fast Charge Battery Bank is probably in the white containers.
These are my thoughts.
The Engineering Is Of A High Quality
Or it certainly appears so from the platform and in the pictures, that I took.
How Much Energy Will Be Taken On Board at Each Charge At West Ealing?
According to the Rail Technology Magazine article, the Fast Charge Battery Bank will have to supply 2,000 KW for 3.5 minutes to fully-charge the train at West Ealing station.
This is 7,000 KW-minutes or 117 KWh.
In D-Train Order For Marston Vale Confirmed, this is said about the batteries on a Class 230 train.
- The train has four battery rafts, each with a capacity of 106 kWh
- Range is up to fifty miles with a ten minute charge at each end of the journey.
- Range will increase as battery technology improves.
I wonder if the Class 230 train, that will run between West Ealing and Greenford, will only have one 106 kWh battery.
- This will be less weight and therefor better acceleration.
- 117 kWh in the Fast Charge Battery Bank will be sufficient to fully-charge the single battery.
- The route is only five miles for a round trip.
I can see costs dropping.
What Batteries Will Be Used In The Fast Charge Battery Bank?
I think there are four main possibilities.
- New lithium-ion batteries
- Refurbished second-hand electric vehicle batteries
- New lead-acid batteries.
- It might be possible to use supercapacitors
Note.
- Lead-acid batteries can lose charge in cold weather.
- Supercapacitors don’t care about the weather.
- The weight of lead-acid batteries would not be a problem in a stationary application.
If there is only one battery on the train, I can see the supercapacitors handling it.
What Voltage Is Used In The Charging Rails?
Consider.
- The Vivarail Class 230 trains are built from redundant London Underground D78 Stock trains.
- The D78 Stock trains were built to run on London Underground lines, when that had voltages of 0 and 630 VDC.
- So I wouldn’t be surprised if the trains were designed around this voltage.
- If the charging rails worked at 630 VDC, then to have a 2,000kW charger, this would mean a charging current of 3175 Amps.
This would explain the fat cables connecting the charging rails to the Fast Charge Battery Bank.
An alternative voltage to use could be 3,000 VDC, as some trains are built to this voltage and therefor the electronics and transformers must be available. This would reduce the charging current to 667 Amps, which might be able to use smaller cables.
It may come down to what is convenient for the output voltage of the batteries.
Why Are There Two Sets Of Charging Rails?
They are both shown in this image.
Note.
- The two sets of charging rails are about forty metres apart.
- The Fast Charge Battery Banks are another twenty metres further on.
It’s not the layout you’d expect for running a single two-car train running every half hour.
But could it be that two separate sets of charging rails can operate a more frequent service with this layout of charging rails?
Battery Traction Trial Ahead As TransPennine Express Fortunes Improve
The title of this post, is the same as that of this article on Railway Gazette International.
This is the sub-heading.
Overcrowding and short-notice cancellations at state-owned TransPennine Express have declined since the December timetable change, prompting Managing Director Chris Jackson to suggest the operator is in a ‘better place’.
It is a must-read article and the section called Battery Power Trial, says this.
Meanwhile, the Class 802 trainset which was damaged in a shunting accident in March 2022 remains out of traffic. Although No 802 207 has now been repaired, it will not be returning to service yet, as it is receiving modifications for use as a battery testbed.
This will see a 6 m long, 2·2 m wide battery module installed in place of one of the existing engines, which will improve fuel efficiency by using two diesel powerpacks rather than three.
The battery module will provide top-up power for peak demand and give regenerative braking capability when operating in diesel mode, which the trains currently do not have. Arrival and departure at stations is also to be trialled in battery mode to assess noise and air-quality improvements. The train is planned to re-enter traffic in December.
‘We’re supplying that unit to support what we think is a sensible industry scheme to look at whether we can do something to move from bi-mode to tri-mode, which could be beneficial for the industry from a green perspective’, Jackson confirms.
That looks to be a good plan, but I can’t help feeling that battery power for the Class 802 trains has been a long time coming.
This press release from Hitachi is entitled Hitachi And Eversholt Rail To Develop GWR Intercity Battery Hybrid Train – Offering Fuel Savings Of More Than 20%, which announced the project was published on the 15th December 2020.
It will be four years from when Hitachi and Eversholt Rail said go, before the prototype is running.
Is this why LNER bought their new trains from CAF?
Designing A Battery-Powered Mountain Goat
When I wrote Up To Ebbw Vale From Newport, this comment was posted.
I’m not surprised that the Class 150 train, had no difficulty in climbing up to Ebbw Vale Town. The max gradient is around 1 in 65. There are plenty of places in Britain where gradients are steeper and indeed part of the type test for all dmus was to climb the 2 mile, 1 in 37.7 Lickey Incline starting a couple of hundred metres before the beginning of the slope.
It certainly got me thinking.
Could a line like Newport and Ebbw Vale be decarbonised, by simply fitting batteries to an appropriately-sized electric train?
- The battery would be charged using the 25 KVAC overhead electrification in Newport station.
- The train would climb the hill to Ebbw Vale Town on battery power.
- Coming down the regenerative braking would charge the battery.
- Once in the platform at Newport station, the battery would be topped up, to the level needed to climb the hill, from the existing electrification.
The question is can the train carry enough juice in a battery?
I will work the example through with a three-car Class 331 train.
- I have chosen a Class 331 train, as CAF have a factory in Newport.
- The train weighs 30.48 tonnes.
- It has 213 seats.
- If I assume that each passenger is 80 Kg including baggage, bikes and buggies, that gives a mass of 17.04 tonnes or a total mass of 47.08 tonnes.
- The difference in altitude between Ebbw Vale Town and Newport is 764 feet.
Using Omni’s Potential Energy Calculator, that gives a value of 29.9 kWh.
This OpenRailwayMap shows the tracks from Newport to Pye Corner.
Note.
- Red tracks are electrified and black ones are not.
- Newport station is in the North-East corner of the map, with the South Wales Main Line running through.
- Pye Corner station is marked by the blue arrow and is the first station on the climb to Ebbw Vale.
- The unelectrified Ebbw Vale branch has a triangular junction with the electrified South Wales Main Line.
- The electrification continues for a short way towards Pye Corner and goes all the way to Newport and Cardiff.
- Trains take 24 minutes to turn round in Newport.
- Newport and Ebbw Vale Town is about twenty miles.
It can be safely said that trains will start their climb to Ebbw Vale with a full battery.
What Battery Size Will Be Needed?
I don’t think it will be that large and it will be the smallest battery, that could take a train up the hill.
As part of the climb is double track, the up track could be electrified to enable a smaller battery to be used, which would mean less power would be needed, due to the lower weight.
Conclusion
I believe that it will be possible to fit CAF’s Class 331 trains with a battery large enough to take a train up the hill to Ebbw Vale Town.
Northumberland Line ‘Phased Reopening’ By Summer
The title of this post, is the same as that as this article on the BBC.
These are the first three paragraphs.
The Northumberland Line will partially reopen this summer days after it was announced it would not be in service until the end of 2024.
Conservative county council leader Glen Sanderson said there had been “challenges” with the project, but when fully reopened the rail line would be a “game changer” for travellers.
The stations due to be open in the summer are Seaton Delaval, Ashington and Newsham.
In my lifetime, the Victoria, Jubilee and Elizabeth Lines in London, have opened on a phased manner.
So why shouldn’t the Northumberland Line?
In fact given the route, it could be opened with a shuttle between Ashington and Newcastle stations, to train drivers and test the concept.
- The intermediate stations could be added over a couple of years.
- I would add a station with lots of parking early.
- If the views live up to the pictures, a lot of passengers will have a day out for the views.
- I’m sure enthusiasts and locals, especially with their kids will be exploring this short railway in droves.
To me, this is definitely a line, that will suffer from London Overground Syndrome.
This OpenRailwayMap shows the railways to the North of Newcastle.
Note.
- The red track is the electrified East Coast Main Line.
- Ashington station is at the top of the map and is marked by a blue arrow.
- The blue track is the Tyne and Wear Metro.
- Newcastle station is where the Metro crosses the East Coast Main Line at the bottom of the map.
- The black trackrunning North-South to the East of the East Coast Main Line is the Northumberland Line.
This OpenRailwayMap shows the railways to the North of Ashington.
Note.
- The red track is the electrifed East Coast Main Line.
- Ashington station is at the bottom of the map and is marked by a blue arrow.
- There are a few disused colliery lines to the North of Ashington.
I believe that these railways to the North of Newcastle could and should be developed.
The East Coast Main Line Is Congested
Consider.
- The East Coast Main Line has only two tracks.
- It is one of only two rail routes between England and Scotland.
- It carries local services as well as long distance express services.
- In recent years more services have been added by Lumo and TransPennine Express.
It is my belief that applying digital signalling between Newcastle and Edinburgh via Berwick, should be a high priority project to increase the capacity of the East Coast Main Line.
Local Services Can Be Extended
The Northumberland Line opens up possibilities for extension, where track already exists..
- From Ashington to Newbiggin-on-Sea and Lynemouth.
- From Bedlington to Morpeth and the East Coast Main Line.
- From Bedlington to North Blyth.
It would appear that it might be possible to run a new line North from Ashington to connect with the East Coast Main Line.
Distances Are Short
Consider.
- Ashington and Newcastle is 20.6 miles
- Newcastle and Morpeth is 16.6 miles
- Newcastle and Berwick is electrified.
- In The Data Sheet For Hitachi Battery Electric Trains, I stated that Hitachi’s battery-electric express trains have a range of 43.5 miles on one battery. A slower commuter train would certainly achieve this distance.
I have a feeling that a passenger-friendly network of battery-electric trains can be developed along and around the Northumberland Line and the East Coast Main Line.
Slow Tourism Train Operator Launches First Service
Tyhe title of this post, is the same as that of this article on Railway Gazette.
These are the first two paragraphs.
FS Group’s recently formed tourist train business FS Treni Turistici Italiani has launched its first service.
Branded Espresso Cadore, the overnight service between Roma Termini and Calalzo-Pieve di Cadore-Cortina will run every Friday night until mid-February. On arrival, a connecting bus takes passengers to Cortina d’Ampezzo in 45 min. The return train departs on Sundays, arriving at Roma Termini on Monday morning.
It is surely an interesting concept and I believe it could work on several routes in the UK.
- Settle and Carlisle would be an obvious route.
- Cumbrian Coast Line.
- Bristol and Oxford, which I wrote about in Leisure Market Boom? GWR’s Vision For Direct Bristol-Oxford Services.
There must also be a couple of routes in Scotland and Wales.
As the three routes, I named are electrified at both ends, there is a possibility that they could be run by quiet battery-electric trains.
Leisure Market Boom? GWR’s Vision For Direct Bristol-Oxford Services
The title of this post, is the same as that of this article on Rail Magazine.
This is the first paragraph.
Great Western Railway has hopes on running direct services between Bristol Temple Meads and Oxford from September 14, subject to approval of its new trial proposal by the Department for Transport and Network Rail. The move is a test of growth in demand for leisure travel by train.
It is an interesting idea.
These are some points about the service, given in the article.
- The route will be via Swindon, Chippenham and Bath Spa.
- Fastest journey time would be 71 minutes.
- The route will be aimed at the leisure market.
- There will be two trains per day (tpd) in each direction on Saturdays.
This is GWR’s handy route map.
These are my thoughts.
Will The Trains Call At Didcot Parkway?
This OpenRailwayMap shows Didcot Parkway station and the large triangular junction, that connects Oxford to the Great Western Main Line.
Note.
- The red tracks are the Great Western Main Line.
- The blue arrow indicates Didcot Parkway station.
- Oxford station is about ten miles to the North.
- Chords in the junction allow trains to go between Oxford and Paddington and Oxford and Swindon, with or without a stop at Didcot Parkway station.
The article says that GWR has asked to run the following services.
- 1018 Bristol Temple Meads-Oxford – Would arrive at Oxford at 1129.
- 1155 Oxford-Bristol Temple Meads (via Didcot) – Would arrive at Bristol Temple Meads at 1306.
- 1518 Bristol Temple Meads-Oxford – Would arrive at Oxford at 1629.
- 1712 Oxford-Bristol Temple Meads – Would arrive at Bristol Temple Meads at 1823.
Note.
- I suspect that the 1155 will reverse at Didcot Parkway station.
- There is a two train per hour (tph) service between Didcot Parkway and London Paddington stations.
- It looks like the four services could be run by a single train shuttling up the Great Western Main Line.
Would it be sensible if all Oxford and Bristol trains called at Didcot Parkway station, so that travellers could use the London service to their advantage?
But, calling at Didcot Parkway station would slow the service as there would need to be a reverse.
What Class Of Train Would Be Used?
Consider.
- A Bristol and Didcot Parkway via Bath Spa service takes 55 minutes.
- This is an average speed of 71.1 mph over a distance of 65.2 miles.
- 24.4 miles at the Bristol end of the route is not electrified.
- 10.3 miles at the Oxford end of the route is not electrified.
- The four services can be run by a single train shuttling up the Great Western Main Line.
It looks to me, that a bi-mode train with good performance is needed.
So I suspect that a five-car Class 800 or Class 802 train will be used.
Will The Train Be Battery-Electric Powered?
This is an interesting possibility.
- An ideal route for a battery electric train, is surely one with a long electrified section in the middle, which can be used to fully charge the train’s batteries.
- The train would have to run for 48.8 miles on its own power at the Bristol end of the route.
- The train would have to run for 20.6 miles on its own power at the Oxford end of the route.
The data sheet for a battery-electric Class 800/802 train can be downloaded from this page on the Hitachi web site.
In a section on the page, which is entitled Intercity Battery Trains, this is said.
A quick and easy application of battery technology is to install it on existing or future Hitachi intercity trains. Adding just one battery reduces emissions by more than 20% and offers cost savings of 20-30%.
Our intercity battery powered trains can cover 70km on non-electrified routes, operating at intercity speeds at the same or increased performance. Hitachi Rail’s modular design means this can be done without the need to re-engineer or rebuild the train and return them to service as quickly as possible for passengers.
The range of 70 km is 43.5 miles, which would appear to be a little bit short to go from the end of the electrification at Chippenham to Bristol Temple Meads and back.
But various measures could be taken to make sure the train can handle the route.
- The regenerative braking strategy could be used to conserve battery power.
- A second battery could be added to the train.
- Methods to charge the train at Bristol Temple Meads could be installed.
As London Paddington and Bristol Temple Meads is an important route, I suspect that Hitachi and Great Western Railway have a strategy to handle trains from Chippenham and sending them back.
Could This Route Be A Trial Route For Battery-Electric Trains?
Consider.
- Hitachi and Great Western Railway wouldn’t want to introduce an unreliable train without full full testing.
- Trains can probably limp to either Stoke Gifford or Reading depots, after a battery failure.
- Great Western Railway could test a new route.
- A full test only needs one train.
- Passenger reaction to a battery-electric train can be assessed.
- Staff need to be trained.
- The route can be run by a standard bi-mode if required.
- It could be the world’s first high-speed battery-electric train.
- Enthusiasts would flock to have a ride.
Could this be a trial service to make sure everything goes right?
Great Western Railway Updates EHRT On Its Upcoming Operational Trial Of Fast Charge Tech
The title of this post, is the same as that of this article on Electric and Hybrid Rail Technology.
This is the sub-heading.
Great Western Railway’s senior program manager, Sonya Johns, speaks to Electric & Hybrid Rail Technology about the firm’s progress on developing ex-Vivarail Fast Charge technology for battery-powered trains, ahead of operational trials due to commence in 2024.
The article is a must-read as it describes the progress since First Group, acquired the assets and intellectual property of Vivarail and its Fast Charge battery train technology.
This paragraph describes the components of the Fast Charge technology.
The Fast Charge system consists of three key components: retractable charging shoe gear, which is mounted to the underframe of the train; short (4m) charging rails mounted between the underframe of the train; and the Fast Charge Battery Bank (FCBB) installed beside the track, acting as an energy buffer between the train and the grid.
This paragraph outlines the benefits of the system.
The Fast Charge system has several benefits, according to Johns, including high charging power, enabling the train to be recharged in around 10 minutes; a standard DNO connection, avoiding costly power supply upgrades; full automation, with no driver interaction required; low safety risk (the charging rails are never live unless fully covered by the train); and minimal disruption during installation, as the FCBB is manufactured offsite and the charging rails are attached to existing sleepers.
This sounds like a system, that has been designed by someone fed up with regulators saying no to innovative ideas.
Other points from the article include.
- The shoe gear has been designed to be easily installed on any rolling stock.
- The one-year trial of the Fast Charge technology and the Class 230 battery train on the West Ealing and Greenford line will commence in spring 2024.
- GWR will capture and analyze data during the trial to understand how the technology performs in different conditions.
The article finishes with this paragraph.
The work, according to GWR, is part of its commitment to reduce the carbon emissions of its train fleet with a view to removing all diesel-only traction from the network by 2040, in line with the Government’s Transport Decarbonisation Plan.
Adrian Shooter would have been pleased if he was here to see it.
The Anonymous Widower 