East West Railway Company To Start Second Phase Of Rolling Stock Procurement
The title of this post, is the same as that of this press release from East West Rail.
These are the three introductory paragraphs.
East West Railway Company (EWR Co) is to restart market engagement with potential train suppliers, as its rolling stock procurement process enters a new phase.
The move follows an initial phase of procurement activity, which EWR Co concluded earlier in the year. A new PIN Notice has been published today to restart engagement with potential suppliers, which includes a set of technical specifications taking account of feedback from the market gained during the initial procurement phase.
This procurement aims to secure a short-term, interim solution to leasing a small fleet of self-powered trains for the Western Section of East West Rail.
The press release has a link to the Prior Information Notice or PIN Notice on the EU database.
along with all the usual contact and other details, this is said about the specification.
The East West Railway Company (EWR Co.) is looking to leasing a fleet of 12 or 14 x 3 car self-powered units with modifications including European Train Control System (‘ETCS’) Level 2 and Driver Controlled Operation (‘DCO’) capability, supported by a full maintenance package (under a ‘wet’ lease). These units will ensure timely operation of EWR’s Western Section Phase 2 between Oxford, Milton Keynes, Bedford and Aylesbury. The lease duration would be 4 years, with an option to extend for 2 years.
The date of the notice is the 10th of November 2020, so it has been recently updated.
I commented on these trains in March 2020, when I wrote EWR Targets Short-Term Fleet Ahead Of Possible Electrification.
In the intervening eight months, a lot have things have happened.
Awareness Of Green Issues
The Covid-19 pandemic has arrived, with all its ferocity and seems to be moving people in the direction of thinking about green issues and zero-carbon transport.
Type “build back greener UK” into Google and you get lots of articles. Some feature Boris Johnson, like this article on Business Green, which is entitled Boris Johnson To Pledge To ‘Build Back Greener’.
I don’t think the public, myriad engineers and scientists and a good selection of politicians will find it appropriate for the East West Railway to use any rolling stock, that is not zero-carbon and powered by renewable energy.
Hitachi Have Launched The Regional Battery Train In Conjunction With Hyperdrive Innovation
In July 2020, I wrote Hyperdrive Innovation And Hitachi Rail To Develop Battery Tech For Trains.
Hitachi had been talking for some time, that they were developing battery electric trains for the UK, but this was the first news of a route to their design, manufacture and into service.
Hitachi also published this YouTube video and this infographic of the train’s specification.
They have also called the train, the Hitachi Regional Battery Train.
- It has a range of 90 kilometres or 56 miles.
- It is fitted with a pantograph for running on 25 KVAC overhead electrification.
- It can run at up to 100 mph on batteries.
- Three-car Class 385 trains can be fitted with batteries, as I wrote about in Hitachi Plans To Run ScotRail Class 385 EMUs Beyond The Wires, which was written in April 2019.
My estimate is that Oxford and Bedford are under fifty miles apart, so if Hitachi’s train could be charged at both ends of the route, one of their trains could provide a self-powered service between Oxford and Bedford.
It seems that Hitachi have an off-the-shelf train, that fits the specification for the trains required by East West Railway.
Vivarail Have Launched A Fast Charge System
Battery electric trains, like electric vehicles are not much use, if you can’t charge them when it is needed.
The initial Service Pattern of the East West Railway is given in the Wikipedia entry of the East West Railway.
- Two trains per hour (tph) – Oxford and Milton Keynes Central via Oxford Parkway, Bicester Village, Winslow and Bletchley.
- One tph – Oxford and Milton Keynes via Oxford Parkway, Bicester Village, Winslow, Bletchley, Woburn Sands and Ridgemont.
- One tph – Aylesbury and Milton Keynes Central via Aylesbury Vale Parkway, Winslow and Bletchley.
There are four terminal stations.
- Aylesbury – No electrification
- Bedford – Full Electrification
- Milton Keynes Central – Full Electrification
- Oxford – No electrification
The existing electrification could be used at Bedford and Milton Keynes Central, whereas some type of charging system, would be needed at Aylesbury and Oxford.
It appears that Adrian Shooter of Vivarail has just announced a One-Size-Fits-All Fast Charge system, that has been given interim approval by Network Rail.
I discuss this charger in Vivarail’s Plans For Zero-Emission Trains, which is based on a video on the Modern Railways web site.
There is more about Vivarail’s plans in the November 2020 Print Edition of the magazine, where this is said on page 69.
‘Network Rail has granted interim approval for the fast charge system and wants it to be the UK’s standard battery charging system’ says Mr. Shooter. ‘We believe it could have worldwide implications.’
Vivarail’s Fast Charge system would surely be a front-runner for installation at Aylesbury and Oxford, if battery electric trains were to be run on the East West Railway.
Choosing A Train
East West Rail have said the following about the train specification.
- Three cars
- Self-powered
- European Train Control System (‘ETCS’) Level 2 and Driver Controlled Operation (‘DCO’) capability
- Available on a wet lease, that includes a full maintenance package
The press release from East West Rail and other documents mentions between twelve and fourteen trains will be leased.
In Trains Needed For The East West Railway, I calculated that the proposed services could need around eight or nine trains.
This must mean one of three things.
- There are plans for extra services.
- There are plans for the proposed services to be extended.
- Trains will run some services in pairs.
Because, of the last reason, the trains must have the ability to run in pairs.
As sections of the East West Railway are being built for 100 mph operation, the trains must also have a 100 mph capability.
When I talked briefly about green issues earlier, I said that I felt the trains should be zero-carbon, which would rule out diesel.
That leaves two options for self-powered operation; battery electric or hydrogen.
So what trains fit the specification?
British Rail Era Trains
A large number of British Rail era trains could be suitable for updating for interim use on the East West Railway.
I even suspect, some fantasist will suggest using shortened versions of InterCity 125 trains, as are used in South-West England and Scotland.
But let’s be serious and not insult the intelligence of the three world-leading universities on the final route of the East West Railway.
A lot of money is also being spent on this railway and tarted-up forty-year-old trains would not encourage people to use the new railway.
Class 170 Trains
There are eighty-seven three-car Class 170 trains with various operators, some of which will be surplus to requirements, as they are being replaced with new trains.
But they are diesel, so surely they don’t fit my perceived need for zero-carbon trains.
That would have been true until a couple of weeks ago, when as I wrote in Vivarail’s Plans For Zero-Emission Trains, Adrian Shooter of Vivarail disclosed an audacious plan to convert, diesel trains into zero-carbon battery electric trains.
Class 170 trains like this were on the list of possible conversions.
- They 100 mph trains.
- Some are three-cars.
- They meet all the disability regulations.
- They have been used for services much longer than Oxford and Bedford.
They could also start the service as diesel trains and gradually converted to battery electric, if this would be better for operation.
Class 175 Trains
The three-car 100 mph Class 175 trains could be a possibility as there are fifteen trains, but they have two problems.
- They are powered by diesel.
- They probably won’t be available until 2023.
So I think they can be ruled out.
Class 185 Trains
All the fifty-one Class 185 trains are currently in service with TransPennine Express. They are due to release fifteen trains in 2021 and it was thought that these trains were in prime position for becoming the interim trains for East West Railway.
- They 100 mph trains.
- Some are three-cars.
- They meet all the disability regulations.
- They have been used for services much longer than Oxford and Bedford.
- The fleet is the right size.
But then the Department of Transport decided to change their plans for the Liverpool and Norwich service.
I wrote about one journey on the overcrowded section of this service in Mule Trains Between Liverpool And Norwich.
The picture shows the inadequate train formed of an assorted collection of Class 153 trains, I took from Liverpool to Sheffield.
The service is now being split at Nottingham and East Midlands Railway will receive the released Class 185 trains for the Liverpool and Nottingham portion of the service.
A fleet of these Class 185 trains will surely offer more comfort on a very busy service.
So it is looking unlikely that Class 185 trains will be used on the East West Railway.
Class 220, 221 and 222 Trains
These three fleets of Voyager trains could be a possibility, as they can be shortened to three-car trains.
But they have disadvantages.
- They are diesel-powered.
- The diesel engines make a lot of noise for passengers.
- CrossCountry may have an alternative plan for these trains as I wrote about in DfT and Arriva CrossCountry Sign Agreement.
I think it is unlikely, that these trains will be used on the East West Railway.
Class 350 Trains
There are thirty-seven Class 350 trains, that were built only twelve years ago, that have been retired. The owner; Porterbrook are planning to convert them into battery electric versions, which they have called BatteryFLEX trains.
Unfortunately, they are four-cars and unlike other trains, it doesn’t appear that they can be shortened to three cars.
Class 375, 377, 379 and 387 Trains
These four fleets of Electrostar trains could be a possibility for running as battery electric trains.
- Some are three-car trains and four-car trains can be converted to three-car trains, by simply removing a car.
- They are 100 mph trains.
- Bombardier converted a Class 379 train for battery operation and I have heard or seen no adverse reports from either passengers, rail staff or journalists.
- They can work in multiple formations.
- They are all wired for dual-voltage operation.
- Pantographs wells have already been fitted to trains that normally work using 750 VDC third-rail electrification.
The picture shows the Class 379 train, that was converted to battery electric operation.
The Class 379 trains, also have the advantage, that there is a fleet of thirty trains, that are being replaced by Greater Anglia, who are homeless.
If I were the owner of the Class 379 trains, I’d do the following.
- Convert them all into battery electric trains.
- Shuffle cars around to get a mix of three-, four- and five-car trains to match market opportunities.
- Make them compatible with Vivarail’s Fast Charge system.
- Do a licensing deal with Vivarail, so I could supply the chargers.
This plan has some big advantages.
- Battery electric operation of the Class 379 trains has been successfully proven.
- Some Class 379 trains are already available for conversion, as they have been replaced by Greater Anglia.
- The trains could easily be delivered in time for the opening of the East West Railway.
- The trains would not need to be replaced, if the East West Railway was to be fully electrified in the future.
- If I leased out all the Class 379 trains, I’m fairly sure that I could acquire some other Electrostars to convert.
The trains would surely be ideal for the Uckfield Branch and Ashford and Hastings, which are to be run by battery electric trains.
- The order for these services is still to be announced.
- This use would be a trial application of the highest quality.
- I suspect that five-car trains would be ideal for these Southern routes.
- In Battery Electrostars And The Uckfield Branch, I estimated that Southern would need twelve five-car trains for the Uckfield Branch and four trains for the Ashford and Hastings service.
It looks to me, the thirty four-car Class 379 trains could be converted into the following battery electric trains.
- Twelve five-car trains for the Uckfield Branch.
- Four four-car trains for Ashford and Hastings.
- Fourteen three-car trains for the East West Railway.
Using battery electric Class 379 trains for the East West Railway, the Uckfield Branch and Ashford and Hastings. looks from the engineering, numbers and financial points of view to be a very efficient proposition.
Class 385 Trains
As I indicated earlier, Hitachi have the technology to create a Class 385 train with a battery capability.
- They appear to be talking to ScotRail.
- Are they talking to Vivarail about using their Fast Charge system?
- As the trains would be new, East West Railway would get trains to their specification.
Battery electric Class 385 trains must be a serious proposition.
Class 600 Trains
The Class 600 train could be an interesting possibility.
The trains can be powered by both hydrogen and overhead or third-rail electrification.
- The trains are three-cars long.
- They are 100 mph trains.
- First in-service dates are scheduled for 2024, which could be convenient.
- The trains will have a state-of-the-art Renatus interior.
- They will not need charging and could probably be refuelled as infrequently as only once per day.
I am not worried, by the train being powered by hydrogen, but because of the large tanks in the train, the passenger capacity will be lower, than a diesel, electric or battery electric train of a similar length.
I suspect though, that Alstom will be pitching for the order.
Aventras
In this article in Global Rail News from 2011, which is entitled Bombardier’s AVENTRA – A new era in train performance, gives some details of the Aventra’s electrical systems. This is said.
AVENTRA can run on both 25kV AC and 750V DC power – the high-efficiency transformers being another area where a heavier component was chosen because, in the long term, it’s cheaper to run. Pairs of cars will run off a common power bus with a converter on one car powering both. The other car can be fitted with power storage devices such as super-capacitors or Lithium-ion batteries if required. The intention is that every car will be powered although trailer cars will be available.
Unlike today’s commuter trains, AVENTRA will also shut down fully at night. It will be ‘woken up’ by remote control before the driver arrives for the first shift
This was published over nine years ago, so I suspect Bombardier have refined the concept.
Bombardier have not announced that any of their trains have energy storage, but I have my suspicions, that both the Class 345 and Class 710 trains use super-capacitors or Lithium-ion batteries, as part of their traction system design.
I believe that Bombardier, have the ability to build an Aventra to this specification.
- Three-cars
- 100 mph running
- Sixty mile range on battery power.
- Dual voltage.
- Ability to work in pairs.
Like the Hitachi trains, they would be new build.
CAF
CAF have proposed a battery electric train based on the Class 331 train, which I wrote about in Northern’s Battery Plans.
It is a four-car development of the three-car Class 331 trains.
Can it be built as a three-car train to fit the specification?
Conclusion
There are some good candidates sir supplying an interim fleet of trains for the East West Railway.
My money’s on one of the following.
- New Hitachi Class 385 trains
- Converted Class 379 trains.
- New Aventras
All would be battery electric trains.
But there is a change that Alstom’s Class 600 hydrogen trains could be used.
Raw Material For Southern’s Battery Trains
Porterbrook and Southern are proposing to convert a number of Class 377/3 trains to battery operation for the Uckfield Branch and the Marshlink Line, as I wrote about in Electroflex Battery EMU Plan To End Southern Diesel Operation.
This morning I took a ride in a ten-car Class 377 train formed by two three-car Class 377/3 units and one Class 377/4.
I will split my observations into various sections.
First Class
There is a small First Class section.
Is this really needed in a three-car train, considering that some franchises are going for one-class trains?
Gangways
On the Uckfield Branch and the Marshlink Line, I suspect that trains will work in multiple formations, so the gangway will be useful to allow passengers to pass between individual trains.
Interior
The interior is reasonably modern, as the trains were originally built in 2001-2002 and they meet all of the persons of reduced mobility legislation.
Multiple Working
The train I rode on consisted of three Class 377 Trains working together, so it would appear that six, nine and twelve car trains may be possible.
Tables And Cup-Holders
I would prefer full-size tables and perhaps these could be fitted, during the conversion, like they are in some Class 377 trains.
If not tables, then how about some cup-holders?
Universal Access Toilet
A universal-access toilet is fitted in the middle car.
Wi-Fi
Wi-fi appears to be fitted.
25 KVAC Operation
Although the trains are currently configured for operation on 750 VDC trird-rail electrification, these trains can be converted to run on 25 KVAC overhead electrification.
This would obviously mean that if the trains were no longer needed in Sussex, they could run anywhere else, where there is electrification.
Conclusion
They are a well-equipped train.
It would appear that very little will need to be done to the interior of the train in the conversion.
First may be downgraded to standard and I would fit full tables.
The operator would do what they wanted.
What Will Happen To Great Western Railway’s Class 387 Trains?
I have been looking at the services that Great Western Railway run using Class 387 trains.
Current services run by these trains are.
London Paddington And Didcot Parkway
This service has the following characteristics.
- The frequency is two trains per hour (tph)
- Services are run by two trains working as a pair.
- Intermediate stops are Ealing Broadway, Southall, Hayes and Harlington, West Drayton, Iver, Langley, Slough, Maidenhead, Twyford, Reading, Tilehurst, Pangbourne, Goring and Streatley and Cholsey.
- Journey time is one hour twenty-three minutes, giving a three hour round trip.
I estimate that twelve trains are needed to run this service.
From the 15th December 2019, this service appears to run to a similar timetable.
London Paddington And Reading
This service has the following characteristics.
- The frequency is two tph.
- Services are run by two trains working as a pair.
- Intermediate stops are Ealing Broadway, Southall, Hayes and Harlington, West Drayton, Slough, Burnham, Maidenhead and Twyford
- Journey time is fifty-seven minutes, giving a two and a half hour round trip.
I estimate that ten trains are needed to run this service.
From the 15th December 2019, this service will be run by TfL Rail using Class 345 trains.
Reading And Newbury
This service has the following characteristics.
- The frequency is one tph.
- Services are run by two trains working as a pair.
- Intermediate stops are Reading West, Theale, Aldermaston, Midgham, Thatcham and Newbury Racecourse.
- Journey time is twenty-nine minutes, giving an hour round trip.
I estimate that two trains are needed to run this service.
From the 15th December 2019, this service appears to run to a similar timetable.
Current Trains Needed
Summarising the trains needed gives the following.
- London Paddington and Didcot Parkway – twelve trains
- London Paddington and Reading – ten trains
- Reading and Newbury – two trains.
This gives a total of twenty-four trains.
Trains Needed After 15th December 2019
Summarising the trains needed gives the following.
- London Paddington and Didcot Parkway – twelve trains
- London Paddington and Reading – no trains
- Reading and Newbury – two trains.
This gives a total of fourteen trains.
Heathrow Express
Heathrow Express will use twelve Class 387 trains in the near future.
Great Western Railway’s Future Need For Class 387 Trains
Summarising the trains needed gives the following.
- London Paddington and Didcot Parkway – twelve trains
- Reading and Newbury – two trains.
- Heathrow Express – twelve trains.
This gives a total of twenty-six trains.
Great Western Railway have a total of forty-five Class 387 trains. Wikipedia is a bit confusing on this point, but I’m fairly certain this is a correct figure.
This means that Great Western Railway have nineteen trains available for expansion of services.
Great Western Railway’s Class 769 Trains
Great Western Railway have also ordered nineteen dual-voltage bi-mode Class 769 trains.
These are for the following routes.
- Reading – Redhill or Gatwick Airport
- London Paddington – Reading and Oxford
As the spare number of Class 387 trains is the same as that of the bi-mode trains, was it originally intended, that these routes could be run by the Class 387 trains, after Network Rail had joined the electrification together.
But the extra electrification never happened.
So Great Western Railway ordered the bi-modes trains.
Great Western Railway’s Dilemma
The Class 769 trains appear to be running late, so Great Western Railway are running the Gatwick and Oxford services with diesel multiple units, that they’d like to send to the West Country.
Bombardier appear to have moved on with their battery technology, that was successfully trialled using a similar Class 379 train in 2015. I wrote about the possibility of battery Electrostars on the Uckfield Branch last month in Battery Electrostars And The Uckfield Branch.
I believe that both routes would be within range of a battery-electric Class 387 train.
Reading – Redhill or Gatwick Airport
The various sections of the route are as follows.
Reading and Wokingham – Electrified with 750 VDC third-rail.
Wokingham and Aldershot South Junction – Not electrified – 12 miles
Aldershot South Junction and Shalford Junction – Electrified with 750 VDC third-rail.
Shalford Junction and Reigate – Not electrified – 17 miles
Reigate and Redhill/Gatwick – Electrified with 750 VDC third-rail.
To my mind, this is a classic route for a battery-electric train, as it is mainly electrified and both gaps are less than twenty miles long.
Some or all of the Class 387 trains are dual-voltage.
London Paddington – Reading and Oxford
The distance between Didcot Parkway and Oxford is under twelve miles, so a return trip should be well within range of a battery-electric Class 387 train.
There are also plans at Oxford station to put a new bay platform on the London-bould side of the station. This could be fitted with a charging station to avoid any range anxiety.
A Gatwick And Oxford Service
Could the Oxford and Gatwick services be joined together to make a direct Oxford and Gatwick service via Reading?
- I estimate that the service would take around two hours.
- Assuming a fifteen minute turnround at both ends, a round trip would be four and a half hours.
Running a half-hourly service would need just nine trains.
Or eighteen, if they were to run as eight-car trains!
Could this explain the order for nineteen trains, as it’s always a good idea to have a spare?
Conclusion
Great Western Railway can dig themselves elegantly out of a hole of Network Rail’s making by converting the spare Class 387 trains to battery-electric trains.
I’m sure Bombardier have the design available and would be happy to oblige after they have finished conversion of the Heathrow Express units.
There might also be an argument for fitting all Class 387 trains with batteries.
- A more unified fleet.
- Train recovery in the event of electrification failure.
- Better safety in depots.
- Direct services between Paddington and Henley and Bourne End.
- Would it allow Class 387 trains to run between Paddington and Bedwyn?
- Reduced electricity consumption.
It’ll be a decision for the accountants.
One collateral benefit of a successful conversion program for the Great Western Railway, is that it would enable Great Northern’s twenty-eight trains and c2c’s six trains to be easily converted to battery-electric versions.
- Great Northern’s coulde be used by sister company; Southern on the Uckfield Branch and the Marshlink Line.
- c2c trains are soon to be replaced by new trains.
I’m sure that quality four-car battery-electric trains won’t wait long for an operator.
The Batteries For Bombardier Electrostars
This article on the Railway Gazette is entitle Bombardier And Leclanché Sign Battery Traction MoU.
This is the second paragraph.
According to Bombardier, Leclanché will deliver ‘imminently’ its first performance demonstrator battery systems, after which it will be in line to supply traction equipment worth in excess of €100m for use in more than 10 rolling stock projects.
In Stadler’s New Tri-Mode Class 93 Locomotive, I investigated who was providing two large suitcase-sized batteries for Stadler’s new Class 93 locomotive.
In the related post, I said this about the batteries in the Class 93 locomotive, which I describe as a hybrid locomotive.
The Class 93 Locomotive Is Described As A Hybrid Locomotive
Much of the article is an interview with Karl Watts, who is Chief Executive Officer of Rail Operations (UK) Ltd, who have ordered ten Class 93 locomotives. He says this.
However, the Swiss manufacturer offered a solution involving involving an uprated diesel alternator set plus Lithium Titanate Oxide (LTO) batteries.
Other information on the batteries includes.
- The batteries are used in regenerative braking.
- Batteries can be charged by the alternator or the pantoraph.
- Each locomotive has two batteries slightly bigger than a large suitcase.
Nothing is said about the capacity of the batteries, but each could be say 200 litres in size.
I have looked up manufacturers of lithium-titanate batteries and there is a Swiss manufacturer of the batteries called Leclanche, which has this data sheet, that describes a LT30 Power cell 30Ah.
- This small cell is 285 mm x 178.5 mm x 12 mm.
- It has a storage capacity of 65 Wh
- It has an expedited lifetime of greater than 15,000 cycles.
- It has an energy density of 60 Wh/Kg or 135 Wh/litre
These cells can be built up into much larger batteries.
- A large suitcase is 150 litres and this volume would hold 20 kWh and weigh 333 Kg.
- A battery of 300 litres would hold 40 kWh. Is this a large Swiss suitcase?
- A box 2.5 metres x 1 metre x 0.3 metres underneath a train would hold 100 kWh and weigh 1.7 tonnes
These batteries with their fast charge and discharge are almost like supercapacitors.
, It would appear that, if the large suitcase batteries are used the Class 93 locomotive will have an energy storage capacity of 80 kWh.
I wonder how many of these batteries can be placed under a Bombardier Eectrostar.
It looks rather cramped under there, but I’m sure Bombardier have the detailed drawings and some ideas for a bit of a shuffle about. For comparison, this is a selection of pictures of the underneath of the driver car of the new Class 710 trains, which are Aventras.
It looks like Bombardier have done a big tidy-up in changing from Electrostars to Aventras.
In Battery Electrostars And The Uckfield Branch, I came to the conclusion that Class 387 trains were the most likely trains to be converted for battery operation.
I also developed Excel spreadsheets that model the operation of battery trains on the Uckfield Branch and the Marshlink Line.
Feel free to download and examine.
Size Of Batteries Needed
My calculations in the two spreadsheets are based on the train needing 3 kWh per vehicle-mile to cruise between stations.
To handle the Uckfield Branch, it appears that 290.3 kWh is needed to go South and 310.3 kWh to go North.
I said this earlier.
A box 2.5 metres x 1 metre x 0.3 metres underneath a train would hold 100 kWh and weigh 1.7 tonnes.
So could we put some of these batteries under the train?
The Effect Of More Efficient Trains
My calculations are based on the train needing 3 kWh per vehicle-mile, but what if the trains are more efficient and use less power?
- 3 – 290.3 – 310.3
- 2.5 – 242.6 – 262.6
- 2 – 194.9 – 214.9
- 1.5 – 147.2 – 167.2
- 1 – 99.4 – 119.4
Note.
- The first figure is Southbound and the second figure is Northbound.
- More power is needed Northbound, as the train has to be accelerated out of Uckfield station on battery power.
The figures clearly show that the more efficient the train, the less battery capacity is needed.
I shall also provide figures for Ashford and Ore.
- 3 – 288
- 2.5 – 239.2
- 2 – 190.4
- 1.5 – 141.5
- 1 – 92.7
Note that Westbound and Eastbound energy needs are the same, as both ends are electrified.
I obviously don’t know Bombardier’s plans, but if the train’s energy consumption could be reduced to around 2 kWh per vehicle-mile, a 250 kWh battery on the train would provide enough energy storage for both routes.
Could this be provided by two of Leclanche’s batteries designed to fit a space under the train?
These would be designed to provide perhaps 250 kWh.
What Would Be The Ultimate Range Of A Class 387 Train On Battery Power?
Suppose you have a four-car Class 387 train with 25 kWh of battery power that leaves an electrified station at 60 mph with a full battery.
How far would it go before it came to a lifeless stop?
The battery energy would be 250 kWh.
There would be 20 kWh of kinetic energy in the train.
Ranges with various average energy consumption in kWh per vehicle-mile are as follows.
- 3 – 22.5 miles
- 2.5 – 27 miles
- 2 – 34 miles
- 1.5 – 45 miles
- 1 – 67.5 miles
Obviously, terrain, other traffic and the quality of the driving will effect the energy consumption.
But I do believe that a well-designed battery-electric train could easily handle a fifty mile electrification gap.
What Would Be The Rescue Range On One Battery?
One of the main reasons for putting batteries on an electrical multiple unit is to move the train to a safe place for passenger evacuation if the electrification should fail.
This week, there have been two electrification failures in London along, one of which was caused by a failing tree in the bad weather.
I’ll assume the following.
- The train is a Class 387 train with one 125 kWh battery.
- The battery is ninety percent charged.
- The train will be moved at 40 mph, which has a kinetic energy around 9 kWh.
- The energy consumption of the train is 3 kWh per vehicle-mile.
The train will use 9 kWh to accelerate the train to line speed, leaving 116 kWh to move the train away from the problem.
With the energy consumption of 3 kWh per vehicle-mile, this would be a very useful 9.5 miles.
Regenerative Braking To Battery On Existing Trains
This has been talked about for the Class 378 trains on the London Overground.
Regenerative braking to batteries on the train, should cut energy use and would the battery help in train recovery from the Thames Tunnel?
What About Aventras?
Comparing the aerodynamics of an Electrostar like a Class 387 train with an Aventra like a Class 710 train, is like comparing a Transit van with a modern streamlined car.
Look at these pictures some of which are full frontal.
It should be noted that in one picture a Class 387 train is shown next to an InterCity 125. Did train designers forget the lessons learned by Terry Miller and his team at Derby.
I wonder how much electricity would be needed to power an Aventra with batteries on the Uckfield branch?
These are various parameters about a Class 387 train.
- Empty Weight – 174.81 tonnes
- Passengers – 283
- Full Weight – 2003 tonnes
- Kinetic Energy at 60 mph – 20.0 kWh
And these are for a Class 710 train.
- Empty Weight – 157.8 tonnes
- Passengers – 700
- Full Weight – 220.8 tonnes
- Kinetic Energy at 60 mph – 22.1 kWh
Note.
- The Aventra is twenty-seven tonnes lighter. But it doesn’t have a toilet and it does have simpler seating with no tables.
- The passenger weight is very significant.
- The full Aventra is heavier, due to the large number of passengers.
- There is very little difference in kinetic energy at a speed of 60 mph.
I have played with the model for some time and the most important factor in determining battery size is the energy consumption in terms of kWh per vehicle-mile. Important factors would include.
- The aerodynamics of the nose of the train.
- The turbulence generated by all the gubbins underneath the train and on the roof.
- The energy requirements for train equipment like air-conditioing, lighting and doors.
- The efficiency of the regenerative braking.
As an example of the improvement included in Aventras look at this picture of the roof of a Class 710 train.
This feature probably can’t be retrofitted, but I suspect many ideas from the Aventra can be applied to Electrostars to reduce their energy consumption.
I wouldn’t be surprised to see Bombardier push the energy consumption of an Electrostar with batteries towards the lower levels that must be possible with Aventras.
Rounding Up The Class 170 Trains
In an article in the October 2019 Edition of Modern Railways, which is entitled EMR Kicks Off New Era, more details are given of the trains that will be used by EMR Regional, which will operate the regional services of East Midlands Railway.
EMR Regional will obtain Class 170 trains from various sources.
- Five three-car from ScotRail
- Twenty-three two-car from West Midlands Trains
- Ten two-car and two three-car from Govia Thameslink Railway
- Four three-car from Govia Thameslink Railway
Note
- Thirty-five trains are owned by Porterbrook, with the rest owned by Eversholt.
- There is some work to do to bring them, all to the same standard.
- It looks like the fleet will end up as something like eighteen three-car trains and fourteen two-car trains.
They will be a great improvement to the trains that currently run the service.
But they could be a better improvement, if the powertrain were to be upgraded to a modern hybrid one!
Porterbrook, who own the largest proportion of these Class 170 trains, are converting some to hybrid drive, using an MTU Hybrid PowerPack.
I talk about the conversion in Looking At The Mathematics Of A Class 170 Train With An MTU Hybrid PowerPack.
So will some or all of these trains be converted?
Thst’s one for the engineers, the accountants and the environmentalists!
Are Battery Electrostars On The Way?
The article finishes with this paragraph about the Class 171 trains, that will come from Govia Thameslink Railway (GTR) and be converted back to Class 170 trains.
GTR currently uses the ‘171s’ on the non-electrified Marshlink and Uckfield lines, and the release of these sets to EMR is contingent on their replacement with converted Electrostar EMUs with bi-mode battery capability, removing these diesel islands of operation from the otherwise all-electric GTR fleet.
So are these battery Electrostars finally on their way?
Porterbrook Awards £11m Contract To Modify New Digital Heathrow Express Fleet
The title of this post is the same as that of this article on Rail Technology Magazine.
These are the first two paragraphs.
Porterbrook has unveiled a £11m contract with Bombardier to modify 12 Class 387 trains in preparation for their use on the Heathrow Express rail link.
The 12 specially converted ‘Electrostar’ trains currently operate on London commuter services for GWR but will now form a dedicated Heathrow Express fleet of electric multiple-units.
As other Class 387 trains are used on Gatwick Express, I’m sure that the trains will end up as some of the best airport expresses in the world.
But I feel that this is the most significant paragraph in the article.
The deal will also see the company fit digital signalling equipment, called ETCS, to the Class 387s – the first-time digital signalling will have been fitted on an existing fleet of electric passenger trains and will result in ‘type approval’ from the ORR which will enable ETCS to be fitted on all Electrostar fleets.
Fitting ETCS to the Heathrow Express trains will have several benefits.
More Trains Between Paddington And Reading
With the refurbishment of the Class 387 trains for the Heathrow Express, there will only be three types of trains between Paddington and Reading stations.
- Class 387 trains
- Class 800/801/802 trains
- Class 345 trains
Within a few years, all of these trains will be able to use ETCS and the benefits will be more trains between Paddington and Reading stations.
The trains would probably be a few minutes faster too!
All Electrostars Will Be Able To Be Updated With Digital Signalling
If the digital signalling works for the Class 387 trains, it would appear that it could be fitted to all the other Electrostars.
This could be very significant, as several busy lines have a high proportion of Electrostars.
These are my thoughts on some lines.
Brighton Main Line
The trains working the Brighton Main Line include.
- Gatwick Express’s Class 387 trains.
- Thameslink’s Class 700 trains, which are already using ETCS.
- Southern’s Electrostars.
Could we see digital signalling increase the capacity of this line.
East London Line
The East London Line is an all-Electrostar line and in the next few years, with the coming of Crossrail, it will probably need more services.
I suspect it will be using digital signalling and ETCS in a few years time.
North And West London Lines
If the East London Line were to be successfully signalled to bring capacity benefits, I could see the North London and West London Lines following suit.
The Class 710 trains, that will be boosting passenger capacity are Aventras and will be compatible with digital signalling. The freight locomotives are also being upgraded to digital signalling.
c2c
In a few years time, c2c will be using only Electrostars and Aventras! So why not use digital signalling?
As more new trains arrive with digital signalling, more lines will be converted to digital signalling and ETCS.
Conclusion
The updating of twelve Class 387 trains for Heathrow Express is a big step in the creation of a digital railway.