Hitachi Rail Names Preferred Supplier For Battery System Development For UK Trial
The title of this post is the same as that of this article on Rail Technology Magazine.
These are the first two paragraphs.
Hitachi Rail UK is continuing its commitment to electrification and sustainability as it has teamed with a UK based Technology firm to design and supply its traction and battery systems for its intercity battery train trial which it hopes to run in the future.
Working with the North East England Partnership and Turntide Technologies, Hitachi UK Rail are working towards a UK trial for its battery technology which is engineered to reduce emissions and fuel costs. It is hoped, that if successful, it’ll advance the UK’s position as a global leader in battery train technology.
Note.
- Turntide Technologies took over Hyperdrive Innovation.
- Turntide Technologies have designed and built systems for JCB.
Up until now, we have been told very little about the batteries.
I have the following questions.
Is The Battery System In The Class 803 Trains For Lumo By Turntide Technologies/Hyperdrive Innovation?
The Wikipedia entry for Lumo, says this about the design of the Class 803 train.
Services are operated by a fleet of 125 mph (200 km/h) Class 803 electric multiple unit trains, ordered in March 2019 at a cost of £100 million, financed by the rail leasing company Beacon Rail.[15] While based on the same Hitachi AT300 design as the Class 801 Azuma trains operated on the East Coast Main Line by franchised operator London North Eastern Railway (LNER), they are not fitted with an auxiliary diesel engine, but instead feature batteries intended solely to power onboard facilities in case of overhead line equipment failure.
The maker of the batteries has not been disclosed.
If they have been made by Turntide, then they would certainly have had a good vibration testing.
Is The Battery System In The Class 803 Trains Similar To That Proposed For Class 800/802/805/810 Trains?
It would seem sensible, as this would mean that Hitachi would only be introducing one type of battery into the various fleets.
Supporting structures and wiring harnesses would then be identical in all trains, whether diesel engines or batteries were to be fitted.
Are The Batteries Plug Compatible With Similar Performance To The Diesel Engines?
I have never driven a train, but I have ridden in the cab of an InterCity 125, as I wrote about in Edinburgh to Inverness in the Cab of an HST.
The driver controls the two locomotives individually, just like I controlled the two engines in my Cessna 340 with two separate throttles.
So how does a driver control all the three engines in a five-car Class 800 train or the five engines in a nine-car?
Put simply, the driver just tells the computer, what speed or power is required and the train’s computer adjusts al the engines accordingly.
I believe it would be possible to design battery packs that are plug-compatible with similar performance to the diesel engines.
Hitachi could be playing an old Electrical/Electronic Engineer’s trick.
As a sixteen-year-old, I spent a Summer in a rolling mills, building replacement transistorised control units for the old electronic valve units. They had been designed, so they were plug-compatible and performed identically.
The great advantage of this approach, is that no changes were needed to the rolling mill.
So if Hitachi are using a similar approach, there should be very few or even no changes to the train.
What Range Will A Class 800 Train Have On Batteries?
This article on Focus Transport is entitled 224-kilometre Battery Range For FLIRT Akku – Stadler Sets World Record For Guinness Book Of Records.
I would be very surprised if Hitachi don’t break that record of 224 kilometres or 139 miles.
Conclusion
I belive we’re going to see a real revolution in rail transport.
Could A Battery-Electric High Speed Two Classic-Compatible Train Be Developed?
A Battery-Electric High Speed Two Classic-Compatible Train, would not be needed for High Speed Two, as it is currently envisaged, as all lines will be electrified.
But Hitachi have already said that they are developing the Hitachi Intercity Battery Hybrid Train, which is described in this infographic.
This page on the Hitachi Rail web site gives this description of the Hybrid Battery Train.
A quick and easy application of battery technology is to install it on existing or future Hitachi intercity trains. A retrofit programme would involve removing diesel engines and replace with batteries.
Hitachi Rail’s modular design means this can be done without the need to re-engineer or rebuild the train, this ensures trains can be returned to service as quickly as possible for passengers. Adding a battery reduces fuel costs up to 30% or increase performance.
These trains will be able to enter, alight and leave non–electrified stations in battery mode reducing diesel emissions and minimising noise – helping to improve air quality and make train stations a cleaner environment for passengers.
Our battery solution complements electrification, connecting gaps and minimising potential infrastructure costs and disruption to service.
It looks to me, that Hitachi are playing an old Electrical/Electronic Engineer’s trick.
As a sixteen-year-old, I spent a Summer in a rolling mills, building replacement transistorised control units for the old electronic valve units. They had been designed, so they were plug-compatible and performed identically.
It appears, that Hitachi’s battery supplier; Hyperdrive Innovation of Sunderland has just designed a battery pack, that appears to the train to be a diesel engine.
In the Technical Outline, this is said.
- Train Configuration: 5 – 12 car
- Nominal Vehicle Length: 26m
- Power Supply: Battery
The AT-300 trains generally have twenty-six metre cars.
In How Much Power Is Needed To Run A Train At 125 Or 100 mph?, I calculated that a Class 801 train uses 3.42 kWh per vehicle mile, at 125 mph.
- This means that a five-car train will use 1710 kWh to do 100 miles at 125 mph.
- The train has three diesel engines, so three batteries of 570 kWh would be needed.
- Alternatively, if a battery was put in each car, 342 kWh batteries would be needed.
- In the Wikipedia entry for battery-electric multiple unit, there are two examples of trains with 360 kWh batteries.
I believe building 570 kWh batteries for fitting under the train is possible.
What would be the maximum range for this train at 100 mph?
- I will assume that five batteries are fitted.
- As drag is proportional to the square of the speed, I’ll use a figure of 2.07 kWh per vehicle mile, at 100 mph.
This is a table of ranges with different size batteries in all cars.
- 50 kWh – 24.1 miles
- 100 kWh – 48.3 miles
- 200 kWh – 96.6 miles
- 300 kWh – 145 miles
- 400 kWh – 193.2 miles
- 500 kWh – 241.5 miles
They are certainly useful ranges.
LNER Will Be Ordering Ten New Bi-Mode Trains
In LNER Seeks 10 More Bi-Modes, I discussed LNER’s need for ten new bi-mode trains, which started like this.
The title of this post, is the same as that of an article in the December 2020 Edition of Modern Railways.
This is the opening paragraph.
LNER has launched the procurement of at least 10 new trains to supplement its Azuma fleet on East Coast Main Line services.
Some other points from the article.
- It appears that LNER would like to eliminate diesel traction if possible.
- On-board energy storage is mentioned.
- No form of power appears to be ruled out, including hydrogen.
- LNER have all 65 of their Azumas in service.
I believe that ten trains would be enough to handle LNER’s services on lines without electrification to the North of Scotland.
- London and Aberdeen has 130 miles without wires.
- London and Inverness has 146 miles without wires.
- Electrification plans are progressing North to Perth and to Thornton Junction.
I suspect both routes could be upgraded to under a hundred miles without wires.
I believe, that if Hyperdrive Innovation pull out every trick in the book to save power in their batteries that a five-car Azuma with a 300 kWh battery in each car, will have sufficient range with reserves to go between Edinburgh and Inverness or Aberdeen at 100 mph.
A Battery-Electric High Speed Two Classic-Compatible Train
Consider.
- I am a great believer in regenerative breaking to batteries on the train, as my experience says it the most efficient and also gives advantages, when the catenary fails.
- Stadler’s approach with the Class 777 train, where all trains have a small battery for depot movements, is likely to be increasingly copied by other train manufacturers.
- Hitachi have also designed the Class 803 trains for Lumo with emergency batteries for hotel power.
I could envisage provision for batteries being designed into a High Speed Two Classic-Compatible Train.
Suppose it was wanted to run High Speed Two Classic-Compatible Trains between Crewe and Holyhead.
- The train has eight cars.
- The route is 105.5 miles.
- I will assume an average speed of 100 mph.
- A Class 801 train uses 3.42 kWh per vehicle mile, at 125 mph.
- As drag is proportional to the square of the speed, I’ll use a figure of 2.07 kWh per vehicle mile, at 100 mph.
- This means that an eight-car train will use 1747.08 kWh to do 105.5 miles at 100 mph.
- I would put a traction battery in each car, to distribute the weight easily.
Each battery would need to be 218.4 kWh, which is totally feasible.
How far would the train travel on 300 kWh batteries at 100 mph?
- Total battery capacity is 2400 kWh.
- One mile will use 16.56 kWh.
- I am assuming the train is using regenerative braking to the battery at each stop.
The train will travel 145 miles before needing a recharge.
On the Crewe and Holyhead route, there would be a reserve of around 40 miles or nearly 500 kWh.
Conclusion
I am convinced that Hitachi and their highly regarded partner; Hyperdrive Innovation, have developed a battery pack, that gives enough power to match the performance of Class 800/802/805/810 trains on diesel and give a range of upwards of a hundred miles on battery power at 100 mph, if you put a 300 kWh battery pack in all cars.
- But then Stadler have run an Akku for 115 miles and a Class 777 for 84 miles on battery power alone.
- I think the key is to put a battery in each car and harvest all the electricity you can from braking.
- Remember too that Hitachi can raise and lower their pantographs with all the alacrity of a whore’s drawers, so strategic lengths of overhead electrification can also be erected.
Hitachi and Hyperdrive Innovation appear to have invented the High Speed Battery Train.
We’ll know soon, when the order for the LNER bi-modes is announced.
Whatever works on LNER, should work on High Speed Two.
We’re Increasing Capacity At Oxford Station To Accommodate Additional Services From 2024
The title of this post, is the same as that of this news item on the Network Rail web site.
This is the sub-heading.
The rail infrastructure in the Oxford Station area is close to full capacity and currently wouldn’t support the start of East West Rail services from the end of 2024. Through Oxfordshire Connect, the station is being expanded and the wider area upgraded, bringing a range of benefits to passengers and residents alike.
I have a few thoughts,
East West Rail Services
East West Rail is aiming to get these services up and running. for Phase 2 of the project.
- Oxford and Milton Keynes Central via Oxford Parkway, Bicester Village, Winslow and Bletchley – two trains per hour (tph)
- Oxford and Bedford via Oxford Parkway, Bicester Village, Winslow, Bletchley, Woburn Sands and Ridgmont – one tph
- Aylesbury and Milton Keynes Central via Aylesbury Vale Parkway, Winslow and Bletchley – one tph.
I suspect not all services will be delivered by the end of 2024. But extra platforms may be needed at Oxford station to accommodate services on East West Rail.
Direct Services Between Oxford And London
There are two direct services in each hour, between Oxford and London Paddington.
- One service terminates at Oxford and the other service terminates at either Great Malvern, Hereford or Worcester.
- Both services stop at Slough and Reading.
- Both services are run by Class 800 electro-diesel trains.
Distances without electrification are as follows.
- Hereford – 96.9 miles
- Great Malvern – 76.1 miles
- Worcester Shrub Hill – 67.6 miles
- Oxford – 10.5 miles
Hitachi are developing a series of battery-electric Intercity trains, which I described in Hitachi Rail And Angel Trains To Create Intercity Battery Hybrid Train On TransPennine Express.
This Hitachi infographic shows the Hitachi Intercity Battery Hybrid Train.
And this Hitachi infographic shows the Hitachi Intercity Battery Hybrid Train.
It looks to me, that one or both of these trains could work some or all of the the four routes to and through Oxford.
A battery train with a range of 21 miles would certainly be able to go between Paddington and Oxford, with battery charging to the East of Didcot.
These trains could be running services by the end of 2024.
Discontinuous Electrification Through Derwent Valley Mills
One big problem area of electrification on the Midland Main Line could be North of Derby, where the railway runs through the World Heritage Site of the Derwent Valley Mills. There might be serious objections to electrification in this area.
But if electrification were to be installed between Leicester and Derby stations, the following would be possible.
- The Midland Main Line would be electrified at East Midlands Hub station.
- Power could be taken from High Speed Two’s supply at East Midland Hub station, even if High Speed Two is not built in full.
- Battery-electric trains could do a return trip to Nottingham from an electrified East Midlands Parkway station, as it’s only sixteen miles in total.
I am sure, that Hitachi’s Class 810 trains could be upgraded to have a of perhaps twenty-five miles on battery power, as this fits with Hitachi’s statements.
North of Derby, there would be electrification on the following sections.
- Derby station and South of the heritage-sensitive section at Belper station.
- Sheffield station and North of the heritage-sensitive section at Duffield station.
Milford Tunnel, which has Grade II Listed portals and is part of the World Heritage Site would not be electrified.
Belper and Duffield stations are 2.6 miles or 4.8 kilometres apart.
I believe it could be arranged that there would be no electrification in the sensitive section, where the Heritage Taliban might object.
The Hitachi Intercity Battery Hybrid Train
Hitachi will start testing their Intercity Battery Hybrid Train next year.
The train is described in this Hitachi infographic.
Note that is has a gap-jumping range of 5 km, which would handle the gap between Belper and Duffield stations.
CrossCountry Services Between Derby And Sheffield
CrossCountry operate the following services between Derby and Sheffield through Milford Tunnel and the World Heritage Site.
- Plymouth and Edinburgh Waverley/Glasgow Central
- Southampton/Reading and Newcastle
CrossCountry would need new trains and one of the current Hitachi Class 802 trains could handle this route and use electrification where it exists.
A five kilometre gap will be no big obstacle to designing a battery-electric train for these CrossCountry services.
Freight Trains
In Will Zero-Carbon Freight Trains Be Powered By Battery, Electric Or Hydrogen Locomotives?, I came to this conclusion.
In the title of this post, I asked if freight locomotives of the future would be battery, electric or hydrogen.
I am sure of one thing, which is that all freight locomotives must be able to use electrification and if possible, that means both 25 KVAC overhead and 750 VDC third rail. Electrification will only increase in the future, making it necessary for most if not all locomotives in the future to be able to use it.
I feel there will be both battery-electric and hydrogen-electric locomotives, with the battery-electric locomotives towards the less powerful end.
Hydrogen-electric will certainly dominate at the heavy end.
These locomotives would be able to handle the section of the Midland Main Line through Derwent Valley Mills.
More On Batteries On Class 802 Trains
In the December 2021 Edition of Modern Railways, there’s an article called Battery Trial For TPE ‘802’.
Class 802 trains are now involved in two battery trials.
- One involves Great Western Railway (GWR) trains, which I wrote about in Hitachi And Eversholt Rail To Develop GWR Intercity Battery Hybrid Train – Offering Fuel Savings Of More Than 20%.
- A second involves TransPennine Express (TPE), which I wrote about in Hitachi Rail And Angel Trains To Create Intercity Battery Hybrid Train On TransPennine Express.
This article puts some flesh of the bones of the two trials.
It is hoped that replacing one diesel engine (generator unit) with a battery pack will enable the following.
- Reduction of carbon emissions by at least 20 %.
- Reduction of fuel consumption.
- The ability to rely on battery power when entering and leaving stations to reduce noise pollution and emissions.
This paragraph explains a possible way the trains will be operated.
Another option is to use the battery to provide ‘classic’ hybridisation efficiency, allowing most diesel running to be done fuel-efficiently under two engines rather than three. In this case, the battery module would provide top-up power for peak demand and give regenerative braking capability when operating in diesel mode, which the trains currently do not have.
This is one of the aims of the GWR trial and I suspect anybody, who has owned and/or driven a hybrid car will understand Hitachi’s thinking.
The next paragraph is very revealing.
To fully test the 6m-long, 2.2m-wide battery module, the intention is for it to be flexibly programmable in order for different approaches to charging, including from the overhead line power supply, diesel engines and during braking , to be evaluated.
It looks to me that Hyperdrive Innovation will earn their fees for the battery design and manufacture.
This picture shows the underneath of a Class 802 train.
Note.
- The car is 26 metres long
- The car is 2.75 metres wide.
- The MTU 12V 1600 diesel engines, fitted to a Class 802 train, each weigh around two tonnes.
- The engines have a power output of 700 kW
I would think that the 6 x 2.2 m battery would fit under the car easily.
As an engineer, who has evaluated all sorts of weight and balance problems, I would make the battery similar in weight to the diesel engine. This would mean that the existing mountings for the diesel engine should be able to support the battery pack. It would also probably mean that the handling of a car with a diesel engine and one with a battery pack should be nearer to being identical.
Tesla claim an energy density of 250 Wh/Kg for their batteries, which would mean a battery with the weight of one of the diesel engines could have a capacity of around 500 kWh.
As a Control Engineer, I believe that Hitachi and Hyperdrive Innovation have a tricky problem to get the algorithm right, so that the trains perform equally well under all conditions. But with a good simulation and lots of physical testing, getting the algorithm right is very much a solvable problem.
The article says this about the reliability of the diesel engines or generator units (GU) as Hitachi call them.
Whilst reliability of the generator units (GU) has improved, operators of the bi-mode sets still report frequent issues which see sets ending their daily diagram with one out of use.
I wonder, if battery packs will improve reliability.
From statements in the article, it looks like Hitachi, MTU and the train operating companies are being cautious.
The article also says this about the design of the battery packs.
The battery pack has been designed so it is a like-for-like replacement for a GU, which can maintain or improve performance, without compromising on seats or capacity.
I have always said it would be plug-and-play and this would appear to confirm it.
How Will The Batteries Be Charged?
I showed this paragraph earlier.
To fully test the 6m-long, 2.2m-wide battery module, the intention is for it to be flexibly programmable in order for different approaches to charging, including from the overhead line power supply, diesel engines and during braking , to be evaluated.
GWR and TPE run their Class 802 trains to several stations without electrification. and they will probably need some method of charging the battery before leaving the station.
This is Hitachi’s infographic for the Hitachi Intercity Tri-Mode Battery Train.
Note.
- This infographic was published with the Hitachi press release announcing the development of the tri-mode train for GWR.
- One diesel engine has been replaced by a battery pack.
- Charging the battery can be under wires or 10-15 minutes whilst static.
- At some stations like Exeter St. Davids, Penzance, Plymouth or Swansea, heavily-laden services might need the assistance of batteries to get up to operating speed.
The infographic released with the Hitachi press release announcing the trials for TPE.
It is similar, but it says nothing about charging.
So how will these trains be charged in stations like Hull, Middlesbrough. Penzance, Scarborough and Swansea, so they leave on their return journey with a full battery?
Consider.
- The formation of a five-car Class 802 train is DPTS-MS-MS-MC-DPTF.
- Pantographs appear to be on both driver cars.
- The middle three cars have diesel engines.
- Only the middle three cars have traction motors.
- There is probably a high-capacity electrical bus running the length of the train, to enable electricity to power all the cars from either or both paragraphs, when running on an electrified line.
The simplest way to charge the batteries would probably be to install a short lengthy of 25 KVAC overhead electrification in the station and then to charge the batteries the driver would just raise the pantograph and energise the electrical bus, which would then feed electricity to the batteries.
I wrote about Furrer + Frey’s Voltap charging system in Battery Train Fast Charging Station Tested. This charging system would surely work with Hitachi’s designs as batteries can be charged from overhead electrification.
Conclusion
I suspect that Hitachi will achieve their objectives of saving fuel and cutting emissions.
But there is more than this project to just replacing one diesel engine with a battery pack and seeing what the savings are.
It appears that the battery packs could have an effect on train reliability.
If the battery packs are truly like-for-like with the diesel engines, then what will be effect of replacing two and three diesel engines in a five-car Class 802 train with battery packs.
Will it be possible to develop an ability to setup the train according to the route? It’s only similar to the way Mercedes probably set up Lewis Hamilton’s car for each circuit.
But then the speed Formula One cars lap Silverstone is not that different to the maximum speed of a Hitachi Class 802 train.
Could The Standedge Tunnels Be Part Of A High Speed Line?
This article on Rail Technology Magazine is entitled Warrington Borough Council React To Integrated Rail Plan, where this is said about improvements between Liverpool and Manchester via Warrington.
One such promise is the delivery of a new high-speed line between Warrington, Manchester and Marsden as part of NPR.
The IRP will also introduce a fully electrified upgraded line between Liverpool and Warrington as part of NPR.
Note NPR is Northern Powerhouse Rail.
Where Is Marsden?
This Google Map shows the rail line between the Standedge Tunnels and Marsden station.
Note.
- Standedge Tunnels and the Visitor Centre in the West.
- Marsden station in the South-East corner of the map.
- The railway between them is the Huddersfield Line.
- The distance between Marsden station and the Eastern Portals of the Standedge Tunnels is about a mile.
Huddersfield station is seven miles to the East of Marsden station.
The Eastern End Of The Standedge Tunnels
This Google Map shows the Eastern end of the Standedge tunnels.
Note.
- This is a 3D image tilted to give a possibly better view.
- Only a double-track railway and a canal tunnel are in daily use.
- There are two other disused but intact single-track rail tunnels.
- I suspect that the Tunnel End Reservoir keeps the canal water at the right level.
It looks to me that the Standedge Tunnels will be part of the proposed high speed route.
Greenfield Station
Greenfield station is to the West of the Western portal of the Standedge tunnels.
The distance between Greenfield and Marsden stations is six miles.
The Standedge Tunnels
Wikipedia has a very comprehensive description of the canal tunnel and the three rail tunnels that form the Standedge tunnels complex.
These are points from the entry.
- The canal tunnel is the oldest and was opened in 1811.
- The two single-track rail tunnels were opened in 1848 and 1871
- The double-track rail tunnel opened in 1894.
- The rail tunnels were all built using the canal tunnel for access.
- All the tunnels are parallel to each other.
- The tunnels are level.
- All tunnels appear to be connected together with cross passages.
- For safety reasons some diesel-powered boats are towed through the canal tunnel using electric tugs.
- The railway tunnels were the only level section of the route and were fitted with water troughs for steam engines.
- Drainage of the rail tunnels appears to be good, with water draining into the canal.
- Only the 1894 tunnel is in use by trains, but all three rail tunnels are maintained.
- The 1848 tunnel can be used for emergency access and is accessible to fire engines and ambulances.
The complex appears to be a masterpiece of nineteenth century engineering.
There are several factors that could enable the conversion of the rail tunnels into a high-capacity modern railway with speeds up to at least 100 mph.
- The tunnels are level.
- The tunnels are well-drained.
- The access to the tunnels is good.
- Slab track, which allows higher speeds could be installed in the tunnels, as it was in the Bowshank Tunnel on the Borders Railway.
But the biggest factor could be the possibility of using battery-electric trains to avoid electrification of the main lines, which as now would probably be in the double-track tunnel.
This Hitachi infographic describes their Intercity Battery Hybrid Train, which is based on a Class 802 train and they are developing in partnership with TransPennine Express.
Note.
- Greenfield and Marsden stations are only six miles apart.
- The tunnels are only a few metres longer than 5000 metres.
- The train may only be able to cover 5 km now, but I believe this could be increased.
I also wonder, if the electrification on either side could get as close to the tunnel as possible.
This would enable trains to drop pantograph at speed and switch to battery power a few metres from the tunnel and get to the other side using a mix of battery-power and kinetic energy. Once under the wires at the other side of the tunnel and they had slowed to a safe speed at which they could raise the pantograph, it would be raised and trains would continue using the electrification.
The operating speed would probably be determined by any curves at the ends of the straight and level tunnel.
This method of operation may be OK for expresses, but what about other passenger and freight trains?
I wonder, if it would be possible to put a third track in one of the other rail tunnels.
- Slab-track would probably be installed.
- This third track could be electrified.
- It would be signalled to allow bi-directional running.
This by-pass tunnel could keep the main lines free for the expresses.
Conclusion
I am fairly sure that the Standedge Tunnels could be incorporated in a high speed line.
Electrifying Derwent Valley Mills
Under the latest plans the Midland Main Line will be electrified.
One problem is electrifying the line through the World Heritage Site of Derwent Valley Mills.
This Google Map shows the Midland Main Line between Belper and Duffield stations.
Note.
- Belper with its station is at the North of the map.
- Duffield station is at the South of the map.
In the middle of the map the railway line disappears into Milford Tunnel.
Wikipedia says this about the portals of the tunnel.
Both portals are grade II listed, being part of the Derwent Valley Mills World Heritage Site.
I doubt that the Heritage Taliban would allow the tunnel to be electrified, as they wouldn’t want wires near the tunnels.
But between Belper and Duffield stations is only 4.2 kilometres.
This Hitachi infographic shows their Intercity Battery Hybrid Train, which I described in Hitachi Rail And Angel Trains To Create Intercity Battery Hybrid Train On TransPennine Express.
Note that the train can cover gaps of 5 km.
The Class 810 trains, that will be used by East Midlands Railways will have four diesel engines and I’m certain these trains will be able to be retrofitted to be Intercity Battery Hybrid Trains.
The electrification of the line will be discontinuous with no wires between Belper and Duffield stations.
Express trains going between Derby and Sheffield will go through the following procedure.
- Arrive at Duffield station with a full battery, after using the electrification from Derby and the South.
- Drop the pantograph in the area of Duffield station and switch to battery power.
- Proceed through Milford tunnel at an appropriate speed.
- Once under the electrification again at Belper station, they would raise the pantograph and switch to using the electrification.
The problem of electrification of Milford tunnel in the area of the World Heritage Site has been neatly side-stepped.
Are Grand Central Going To Order Some Hitachi Intercity Battery Hybrid Trains?
I ask this question because I’ve just looked at the Hitachi infographic for the Hitachi Intercity Battery Hybrid Train, that I wrote about in Hitachi Rail And Angel Trains To Create Intercity Battery Hybrid Train On TransPennine Express
Note that in the background of the image Hitachi Grand Central can be seen.
Looking at Grand Central‘s routes I can say the following.
- The Sunderland service uses the fully-electrified East Coast Main Line to the South of Northallerton.
- The Bradford service uses the East Coast Main Line to the South of Shaftholme Junction.
- The Sunderland service runs for 47.4 miles on lines without electrification.
- The Bradford service runs for 47.8 miles on lines without electrification.
- The trains run at 125 mph on East Coast Main Line.
- Each service has around half-a-dozen stops, most of which are on lines without electrification.
Grand Central run the services using Class 180 diesel trains.
I think there are two possibilities for new trains.
Hitachi Intercity Battery Hybrid Train
This train would be similar to the Hitachi Intercity Battery Hybrid Train shown in the infographic.
- It would be designed to run efficiently on diesel.
- The train could run at 140 mph on electricity and with a signalling update.
- The claimed extra performance could speed up the services.
- Batteries would be used in stations.
There would be a worthwhile saving in fuel and less carbon emissions.
Hitachi Intercity Battery Hybrid Train With A Larger Battery
This would be similar to the standard train, but with a larger battery.
- Battery range would be sufficient to cover the lines without electrification.
- Charging would need to be installed at Bradford Interchange and Sunderland stations.
- The other two diesel engines might be replaced with batteries.
- No diesel would be used.
- The train could run at 140 mph on electricity and with a signalling update.
- The claimed extra performance could speed up the services.
- Batteries would be used in stations.
There would be no fuel costs and zero emissions.
In Grand Central Opts For Split And Join, I wrote about Grand Central’s application to run more services that had been reported in the April 2018 Edition of Modern Railways in an article that is entitled Grand Central Applies For Extra Services.
If Grand Central are still interested in expanding and splitting and joining, then the Hitachi trains, which have a proven ability in this area would fit the requirement.
In
Hitachi Rail And Angel Trains To Create Intercity Battery Hybrid Train On TransPennine Express
The title of this post, is the same as that of this Press Release from Hitachi Rail.
The press release starts with these three points.
- Hitachi Rail, Angel Trains and TransPeninne Express (TPE) agree to trial retrofitting battery on intercity train
- Trial, starting next year, can cut fuel usage by at least 20% and reduce emissions on Transpennine network from 2022 onwards
- Tri-mode service can cut noise pollution in urban areas and improve air quality.
Hitachi also point to this infographic.
This very much looks to be a step forward from the Intercity Tri-Mode Battery Train that was announced in December 2020 in this press release from Hitachi which is entitled Hitachi And Eversholt Rail To Develop GWR Intercity Battery Hybrid Train – Offering Fuel Savings Of More Than 20%.
The Intercity Tri-Mode Battery Train is described in this Hitachi infographic.
The specifications are very similar, except for the following.
- The battery range is given as five kilometres.
- Fuel savings are up to 30% instead of at least 20%.
- A performance increase of 30 % is claimed.
- The upgrade appears to be able to be fitted to Hitachi intercity trains, as opposed to a straight replacement of one engine by batteries.
It looks to me, that Hitachi have been working hard to improve their design.
I think this paragraph of the press release is key.
The trial will see a diesel engine replaced by batteries to help power a five-carriage train, along with the two remaining engines. The power provided by the batteries will help to reduce the amount of fuel required to operate the train.
Hitachi don’t say, but I suspect the trains and their batteries have a lot of energy saving features.
- Regenerative braking is already used to power some services like lighting and air-conditioning on the trains.
- But I suspect regenerative braking will also be used to recharge the batteries.
- A sophisticated computer system will drive the train in the most optimal manner.
- Hopefully, diesel will only be used as a last resort.
Features like these and others will enable the trains to jump gaps in the electrification. As more and more tricks are added and batteries hold more charge, the gaps the trains will be able to cross will get larger.
Five kilometres might not sound much, but I think it could be surprisingly useful.
I will use an example from the Midland Main Line to illustrate how the trains and discontinuous electrification might work.
In Discontinuous Electrification Through Leicester Station, I described the problems at Leicester station and how discontinuous electrification could solve the problem.
The following is a modified extract from that post.
This Google Map shows the bridge and the Southern end of the station.
It looks to me, that Leicester station and the road, would have to be closed to traffic for some time, if the bridge were to be rebuilt, to allow the erection of electrification through the area. Leicester and all train passengers would love that!
A solution could be discontinuous electrification.
- The electrification from the South, would finish on the South side of bridge.
- The electrification from the North, would finish at a convenient point in Leicester station or just to the North.
- Electric trains would cover the gap of up to five kilometres on battery power.
Note.
Pantographs could be raised and lowered, where the wires exist.
Trains would probably use a stopping profile in Leicester station, that ensured they stopped with full batteries.
This would mean they had enough electricity to get back up to speed and reconnect to the electrification on the other side of the station.
To get an idea at how long five kilometres is in the Centre of Leicester, this Google Map shows the Leicester station.
Note that the platforms are around three hundred metres long.
In other words the electrification can be kept well away from the station and its troublesome bridge.
How much money would be saved and disruption avoided?
Application To The TransPennine Express Routes
These are the various routes, where Class 802 trains could be used.
Liverpool Lime Street And Edinburgh, Newcastle, Scarborough Or York
Sections are as follows.
- Liverpool Lime Street and Manchester Victoria – 31.7 miles – Electrified
- Manchester Victoria and Stalybridge – 8 miles – Electrified probably by 2024
- Stalybridge and Huddersfield – 18 miles – Diesel
- Huddersfield and Dewsbury – 8 miles – Electrified probably by 2024
- Dewsbury and Leeds – 9.2 miles – Diesel
- Leeds and York – 25.6 miles – Electrified probably by 2024
- York and Newcastle – 80.2 miles – Electrified
Note.
- All services take a common route between Liverpool Lime Street and York.
- A surprising amount is electrified.
- A further 42 miles are being electrified.
- The 3 km Morley Tunnel between Dewsbury and Leeds might not be electrified.
- The 5 km Standedge Tunnel between Huddersfield and Stalybridge might not be electrified.
It looks to me that the 5 km battery range will avoid electrification of two long Victorian tunnels.
Manchester Airport And Newcastle Or Redcar Central
Sections are as follows.
- Manchester Airport and Manchester Victoria – 13.2 miles – Electrified
- Manchester Victoria and Stalybridge – 8 miles – Electrified probably by 2024
- Stalybridge and Huddersfield – 18 miles – Diesel
- Huddersfield and Dewsbury – 8 miles – Electrified probably by 2024
- Dewsbury and Leeds – 9.2 miles – Diesel
- Leeds and York – 25.6 miles – Electrified probably by 2024
- York and Newcastle – 80.2 miles – Electrified
- Northallerton and Redcar Central – 29 miles – Diesel
The route goes through the Morley and Standedge tunnels.
Manchester Piccadilly And Hull
Sections are as follows.
- Manchester Piccadilly and Stalybridge – 7.5 miles – Electrified probably by 2024
- Stalybridge and Huddersfield – 18 miles – Diesel
- Huddersfield and Dewsbury – 8 miles – Electrified probably by 2024
- Dewsbury and Leeds – 9.2 miles – Diesel
- Leeds and Selby – 21 miles – Diesel
- Selby and Hull – 31miles – Diesel
The route goes through the Morley and Standedge tunnels.
Manchester Piccadilly And Huddersfield
The route goes through the Standedge tunnel.
Huddersfield And Leeds
The route goes through the Morley tunnel.
Manchester Airport And Cleethorpes
The Hope Valley Line which is part of this route has three tunnels.
Perhaps they will use a bit of diesel to get through Totley.
The Future
This paragraph sums up what Hitachi and Angel Trains could see as a possible future direction.
Once complete, the trial provides a pathway for Hitachi Rail, the train builder and maintainer, and Angel Trains, the train’s owner to develop plans to retrofit batteries to the wider fleet.
These plans will probably go in the directions like decarbonisation, more efficient operation and better standards for passengers.
Conclusion
This looks like a solution that has been helped by real ale in an appropriate hostelry.
- The battery range has been chosen so Network Rail don’t necessarily have to electrify the tunnels.
- Full electrification can be used either side of the tunnels.
- Will any stations not be electrified. After all if the trains are using battery power in stations do they need electrification?
- It might be useful to have some more bi-mode freight locomotives, that could traverse the tunnels on diesel or batteries.
Hitachi and Network Rail certainly seem to be cooking up a solution.
The Anonymous Widower 