The Anonymous Widower

Will Greater Anglia Fit Batteries To Their Class 755 Trains?

Greater Anglia have ordered the following Class 755 trains.

  • 14 x three-car trains with two diesel engines in the power-pack
  • 24 x four-car trains with four diesel engines in the power-pack

The power-pack would appear to have four slots, each of which could take.

  • A V8 16-litre Deutz diesel that can produce 478 kW and weighs 1.3 tonnes.
  • A battery of about 120 kWh, which would probably weigh about 1.2 tonnes.

I estimated the battery size , by using typical battery energy densities for a battery of similar weight to the diesel engine.

The KeolisAmey Wales Tri-Mode Flirts

The Tri-Mode Flirts ordered by KeolisAmey Wales can use either electric, diesel or battery power.

From the pictures it appears that these trains have the same basic structure as the Class 755 trains.

In the July 2018 Edition of Modern Railways, there is an article entitled KeolisAmey Wins Welsh Franchise.

This is said about the Stadler Tri-Mode Flirts on the South Wales Metro.

The units will be able to run for 40 miles between charging, thanks to their three large batteries.

So does this mean that these Flirts have just one Deutz diesel engine of 478 kW and three batteries in the four slots of the power-pack?

These trains will run between Penarth and Rhymney stations.

  • I estimate about half the route will be electrified.
  • Penarth to the electrification at Cardiff is under ten miles.
  • The trains will work on battery power from Ystrad Mynach to Rhymney, which is ten miles up the hill.
  • Coming down from Rhymney, Newton’s friend will give assistance.

This seems a challenging task, but it must be possible, even after an important rugby match in Cardiff.

I think it is true to say, that these Tri-Mode Flirts are no wimps.

Greater Anglia’s Flirts And Batteries

Four-Car Flirts

The four-car Class 755 trains don’t have a spare slot, as they have four engines.

I also suspect the four-car trains will tend to serve the longer routes or those with more passengers.

  • Colchester and Peterborough
  • Stansted Airport and Norwich
  • Ipswich and Cambridge
  • Lowestoft and London via Ipswich
  • Norwich and Lowestoft
  • Norwich and Great Yarmouth

Consider.

  • These routes are partially-electrified.
  • These routes don’t have challenging terrain.
  • Except for Lowestoft and Great Yarmouth, all end stations are electrified.
  • A short length of electrification could be installed at Lowestoft and Great Yarmouth stations.

I wonder if one of the diesel engines were to be replaced with a battery, by capturing and reusing the regenerative braking energy, this could improve the economics of running the services.

In Tri-Mode Stadler Flirts, I estimated the following.

  • A four-car Tri-Mode Flirt will weigh around 150 tonnes.
  • I will assume 250 passengers at 90 Kg. each with all their baggage, which gives a weight of 22.5 tonnes.
  • This gives a total rain weight  of 172.5 tonnes.
  • The train is running at 100 mph.

This gives a kinetic energy of 48 kWh.

This would mean that a single 120 kWh battery could easily handle the regenerative braking and use the energy for the following purposes.

  • Hotel power, which includes the power to run passenger and train systems.
  • Traction power on sections, where low noise is important.
  • Traction power, if there is overhead electrification failure.
  • Short movements in depots and sidings.

I think that once Stadler have got their Tri-Mode Flirts working, that replacing one diesel with a battery in four-car Class 755 trains may be a sensible decision.

Lowestoft And London Via Ipswich

When the Class 755 trains are running services, there will be four direct trains per day from Lowestoft to London via Ipswich.

I will assume the following.

  • There will also be four trains in both directions.
  • An hourly service operates between Lowestoft and Ipswich
  • Lowestoft to Ipswich will take the current 90 minutes.
  • Greater Anglia will meet their promise of Ipswich to London in 60 minutes.
  • The first train currently leaves Lowestoft just after five in the morning.
  • The last train currently arrives at Lowestoft just before midnight.

For one train to do four round trips between five in the morning and midnight would need a round trip of around four hours and thirty minutes, which would mean that a time of around seventy minutes is needed between Ipswich and Lowestoft.

That is extraordinarily challenging.

But I think that could be Greater Anglia’s ultimate aim.

  • There must be savings of a minute or two at each of the nine stations between Ipswich and Lowestoft.
  • Some trains could be limited stop.
  • The current maximum speed on the East Suffolk Line is just 55 mph and could probably be increased in places.
  • The 100 mph Class 755 trains are quicker and probably accelerate and stop faster, than the current 75 mph Class 150 trains.
  • Trains turn at Liverpool Street in under five minutes.

If it can be done, then the four trains per day between Lowestoft and London can be run with just one train.

Would batteries help the achievement of this aim?

They might do! But they would certainly improve the electrical efficiency and cut the amount of running of the diesel engines.

Three-Car Flirts

The three-car Class 755 trains have two spare slots, as they have two engines.

I would expect that the three-car trains would be used on the shorter routes and those with less passengers.

  • Colchester Town and Sudbury
  • Ipswich and Felixstowe
  • Norwich and Sheringham via Cromer

To my mind the first two routes stand out for battery operation.

Ipswich and Felixstowe

Consider the following about the service between Ipswich and Felixstowe stations.

  • The Felixstowe Branch is just over twelve miles long.
  • There is one train per hour (tph) each way.
  • It takes the current trains abut 26-29 minutes to do the journey.
  • Currently, one train can provide the service.

In The New Trimley Freight Loop And Trimley Station, I talk about how a 1.4 km loop is being built to allow more freight trains to use the branch.

I also feel that there could be a second path in each hour for passenger trains, which would help reliability

But it also might make it possible to run a two tph service with two trains.

I also think, that if it was felt worthwhile, that this route could be run on battery power, charging at Ipswich and possibly with a short length of electrification in Felixstowe.

The advantages would be

  • Diesel-free running.
  • Less noise.
  • The environmentally friendly trains may attract new passengers.

As with the trains on the South Wales Metro, they’d probably have one diesel engine and three large batteries.

Knowing the bicycle-friendly contours of the centre of Ipswich and Felixstowe as I do, the trains would probably need adequate capacity for bikes.

Colchester Town And Sudbury

I am sure that this new route between Colchester Town and Sudbury stations has been designed for a battery train.

Consider.

  • A direct run between Colchester Town and Sudbury would probably take 45 minutes.
  • Over half the route would be electrified.
  • The Gainsborough Line is just eleven miles long.
  • A silent battery train would be ideal for the rural route.

A Class 755 train could leave the Great Eastern Main Line at Marks Tey with full batteries, go both ways on the branch and then return to Colchester Town using the electrification.

Norwich And Sheringham Via Cromer

At thirty miles, the Bittern Line is probably too long for running totally on batteries.

But one battery handling regenerative braking would make the train more environmentally friendly.

Conclusion

Batteries would make the Class 755 trains more economical and environmentally-friendly to run, but with the exception of the Felixstowe and Sudbury branches, I suspect that the routes are too long for pure battery power.

I do believe that Greater Anglia knew about Stadler’s concept for fitting batteries on Class 755 trains before they ordered the trains.

As this opens up possibilities for the future and the ability to be more environmentally-friendly and fiscally efficient, I suspect it was a factor in their decision to buy the trains.

 

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July 18, 2018 Posted by | Transport | , , , , , | Leave a comment

The New Trimley Freight Loop And Trimley Station

Felixstowe Port is the UK’s largest container port and it generates a lot of freight traffic on the Felixstowe Branch Line.

So a 1.4 km. loop is being added to the line at Trimley to enable more freight trains to enter and leave the port.

I took these pictures as I went to and from Trimley station.

This Google Map shows the section of line, that will effectively be doubled.

I do have a few thoughts on various issues.

How Many Extra Freight Trains Will Be Possible?

This page on the Network Rail web site, is entitled Felixstowe Branch Line Works To Unlock More Freight And More Reliable Passenger Services.

This is said.

The work on the branch line in this area will support up to 10 additional trains in each direction to move goods to and from the Port of Felixstowe.

I assume the frequency is in trains per day.

I would assume that with careful scheduling of the freight trains, one train per hour (tph) will be able to move reliably to and from each of the two rail freight terminals at the Port.

There are certainly upwards of thirty scheduled trains per day to and from the Port at the present time, so another ten will obviously need the ability to run two tph both ways for most of the day.

Is The Loop Long Enough?

Network Rail are working towards the UK network being able to handle freight trains up to a maximum length of 775 metres.

At a length of 1.4 km, the loop may not be long enough to accommodate two maximum length trains, if perhaps something goes wrong on the Great Eastern Main Line, like a track or signalling failure.

I would hope Network Rail have done their track planning!

Passenger Services

The Network Rail web page implies that passenger services will be more reliable.

So how would a freight loop improve passenger services?

I suspect that just as the number of freight paths each way will be a reliable two in every hour, the number of passenger paths will also be doubled.

The second path in the hour would be useful for two reasons.

  • If say there was a train or signalling failure, then the service can be recovered once the fault is fixed using the second path.
  • If demand on the branch were to increase substantially or a boost was needed for a special event, Greater Anglia could put on a second service.

Greater Anglia have ordered 38 Class 755 trains and they will be running direct routes to five destinations from Ipswich, so I suspect the operator could station a spare train at Ipswich to deal with disruptions, like the inevitable level crossing accidents that happen in East Anglia.

Will The Felixstowe Branch Line Ever Be Electrified?

This picture is from the Network Rail web page.

It illustrates why ports are not keen to electrify.

Containers do get dropped and a single mistake by a crane driver or the controlling automation could shut the rail terminal.

Class 66 locomotives may be an environmental disaster, but they are an affordable and reliable locomotive for ports and freight operators.

New locomotive types like the Class 88 locomotive are being ordered, which could work a port without electrification and change to and from electrification at a safe distance outside the port. The Class 88 locomotives can even do this at line speed.

There would also be no point in electrifying the Felixstowe branch line without electrifying the route all the way between Felixstowe and Nuneaton, which is the route a lot of freight trains take.

I think it is more likely, that innovative locomotive engineers will design a locomotive capable of pulling the longest trains on electricity or diesel, efficiently across the country. After all, using large environmentally unfriendly diesel locomotives is not a problem confined to the UK, so there are millions to be made, by designing the right locomotive for today.

 

July 10, 2018 Posted by | Transport | , , , | 1 Comment

Grayling Gives Green Light To Double Track On Part Of Felixstowe Line

The title of this post is the same as that of this article in the East Anglian Daily Times.

This page on the Network Rail web site gives more details.

This is said.

Building the additional track will help increase the capacity of the Felixstowe branch line and take lorries off the road. It will also mean more reliable journeys for passengers traveling between Ipswich and Felixstowe.

There is also this map, which shows where a second track is being added to the Felixstowe Branch Line between Trimley station and Grimston Lane level crossing.

Note that six level crossings are also being removed, with the one at Gun Lane being replaced with a bridge, which seems to be a bit controversial.

Freight Traffic On The Line

The East Anglian Article says this.

This will allow up to 47 freight trains to run per day, 14 more trains than can currently run on the single line. Each train can carry the equivalent of 60 lorry loads, meaning fewer lorries on busy roads such as the A14.

That is quite a lot of freight and a forty-two percent increase in the number of trains.

Trimley Station

Trimley station will be the Southern end of the new track.

This Google Map shows Trimley station.

Note.

  • Cordy’s Lane crossing the line at Trimley station.
  • The line to Flelixstowe Port (North) going South.
  • The line to Felixstowe station going straight on.

Judging by the number of houses on the South side of the track, I would assume that an automatic level crossing is being installed there.

Noise, Smell And Vibration

The Felixstowe Branch Line illustrates one of the problems of the various freight locomotives and especially the ubiquitous Class 66 locomotive. The locomotives are not particularly environmentally-friendly, especially when they are hauling up to forty truck with containers.

I think that some parts of the branch need to have noise mitigation measures installed, otherwise there will be serious levels of complaint.

New Locomotives Are Needed

This article in Rail Magazine is entitled GB Railfreight In ‘Locomotive Acquisition’ Talks, so at least one company thinks so!

In Jumbo Trains Are Arriving, I mused about the type of train required.

I came to this conclusion.

Some more powerful freight locomotives are needed, but the designs should be available.

I would add to that now. The locomotives would need to be dual-mode and a lot more environmentally-friendly/

October 2, 2017 Posted by | Transport | , , | Leave a comment