My First Ride In A Class 769 Train
I went to Cardiff today and had my first ride in a Class 769 train. These pictures summarise my ride on the train between Cardiff Central and Bargoed stations.
So what was it like?
Noise And Vibration
Going up to Bargoed, I deliberately sat as near over the top of the engine as I could.
There was a bit of a whine, but not as much as in a new Class 195 train.
For those, who commuted on Class 319 trains for years on Thameslink, they probably wouldn’t notice much difference.
Performance
For a 100 mph electric train built for running between the flat lands of Bedfordshire and the South Coast over the hillocks of the Downs, the train climbed to Bengoed, which has an altitude of around a thousand feet with a purpose.
But then I have a Porterbrook brochure for these trains and the power source was sized, such that the train would be able to climb the stiffest routes in the UK.
The Interior
It looked to me like the Thameslink interior with new sea covers and plugs to charge a mobile phone.
They could certainly be upgraded a bit further to the standard of the Class 319 trains on the Abbey Line, that I wrote about in A Very Smart Class 319 Train.
A Job To Do
Trains for Wales has acquired these trains for extra capacity, whilst they refurbish their Class 150, 153 and 160 trains.
It looks to me, that they will do this job more than adequately.
Future Uses
I suspect Porterbrook hope that these trains will find uses around the UK, as they have spent a lot of time, effort and money to bring these trains into service.
But there are around eighty of the Class 319 trains in service or in store, from which the Class 769 trains are converted.
So they could find uses in several niche applications.
Short Term Fleets
This is effectively, the Trains for Wales application, where extra trains are provided, so that a fleet refurbishment can be performed.
- They would surely, have been a better replacement fleet for Greater Anglia, than the three Mark 2 coaches and a pair of diesel locomotives, that they used after a series of level crossing accidents.
- They could also be used to increase capacity for some major events like the Open Golf or a pop festival.
- Uniquely, they can stand in for both a 100 mph electric train or a 90 mph diesel train.
- They can even be fitted with third-rail shoes.
- They are the right size at four cars.
- They fit most UK platforms.
- They can be run in formations of up to twelve cars.
I wouldn’t be surprised to see Porterbrook or someone on their behalf, keep a fleet of trains on standby to handle short term needs.
Route Development And Testing
There has been a lot of pressure to open up new routes in recent years and these trains would be ideal to try out routes and test new electrification.
Tri-Mode Services
Great Western Railway have a particular problem with their service between Reading and Gatwick, in that it has some third-rail electrification. As they might like to extend this service to Oxford, an ideal train would be dual-voltage and self-powered.
This extract is from the Great Western Railway section in the Wikipedia entry for the Class 769 train.
Although initially planned for use in London and the Thames Valley whilst twelve Class 387 units are modified for Heathrow Express services, the future plan for these units will be operating on services between Oxford, Reading and Gatwick Airport, which would mean operating on unelectrified, 25 kV AC OHLE and 750 V DC third-rail routes. To enable this, Great Western Railway’s allocation of Class 769 units will retain their dual-voltage capability in addition to being fitted with diesel power units. The units will also receive an internal refurbishment and be fitted with air cooling.
I suspect, that they’ll also be used on the Henley, Marlow and Windsor branches, which have some operational problems.
- The branches are not electrified.
- Some branches run occasional services to Paddington.
- The Windsor branch probably needs more capacity.
The Marlow branch could be difficult, but I suspect that, there’s a solution somewhere.
Luxury Bi-Modes
Greater Anglia felt they needed luxury bi-modes for East Anglia and they bought Class 755 trains, which are probably a lot more expensive, as they are brand-new and from Stadler of Switzerland.
Surprisingly, the Class 319 trains have a higher passenger capacity.
But both trains could do a similar task, where the route is partially electrified.
As I said earlier about the GWR units.
The units will also receive an internal refurbishment and be fitted with air cooling.
Porterbrook’s brochure for the Class 769 train talks about using them between Manchester and Buxton.
Surely, this route could do with a Northern version of a GWR interior.
I also think a service should link Hellifield and Buxton. as I wrote about in Why Not Buxton To Hellifield?
That would show what Class 769 trains could do!
It would also connect the Peak District to the hills North of Lancashire.
I might also be, that the standby-fleet should also be the luxury variant of the train. Surely, supporters going to the Open at some of the inaccessible venues could afford pay to pay extra for a comfy train.
Express Freight And Parcels Services
Rail Operations Group would appear to have placed the second-largest order for Class 769 trains, which they will use to launch a high-speed parcels service called Orion.
This extract is from the Rail Operations Group section in the Wikipedia entry for the Class 769 train.
Orion is aiming to launch its first trial service conveying parcels and light freight in April 2021, with the Midlands to Mossend now likely to be the debut flow. The company is to use converted Class 319s for the service and is now planning for a fleet of 19 four-car units – nine Class 319s and 10 Class 769s. Arlington Fleet Services at Eastleigh is modifying the interiors of the units to accommodate roller cages for parcels, with the aim of operating primarily under electric power but with the 769s using their diesel engines to act as tractor units for the 319s on non-electrified stretches. The first 769 bi-mode, No 769501, has undergone its Flex conversion at Brush in Loughborough and is due to be outshopped from Arlington at Eastleigh in March following its interior modification.
In Did These Strawberries Have Road- Or Rail-Miles?, I talked about strawberries going between Scotland and London.
Surely, the movement of high-quality food could be one of the cargoes for Orion.
It wouldn’t be the first such traffic, as Class 43 power cars of the InterCity 125s used to carry flowers and fish up to London from Cornwall.
There’s a lot of space in the back of a Class 43 power car.
I certainly feel there are possibilities for using Class 769 trains as high speed parcels transport.
It should be noted that Class 325 trains already run high speed parcel services up and down the country on behalf of Royal Mail. These trains may look like later British Rail trains, but they are in fact based on Class 319 trains.
So I doubt, there’ll be any worries that the trains can’t handle the required services after conversion.
Conclusion
It looks to me that Porterbrooks plan to convert numbers of their Class 319 trains into Class 769 trains will find several ready markets.
It could be argued that more carbon savings could be achieved by perhaps a new battery-electric or hydrogen-electric train. But these will take years to develop!
These trains are a good short-term solution, that will help define their zero-carbon successors.
INEOS To Spearhead Formula 1 Hydrogen Fuel Technology Initiative With Mercedes
The title of this post, is the same as that of this article on Hydrogen Fuel News.
It’s an interesting concept to promote hydrogen-powered cars, trucks and specialist vehicles.
On the plus side, there would be all the environmental benefits.
But on the negative side there would be no noise and probably no smell.
If trials avowed it could be as exciting as Formula One today on a good day, I do feel it could be a way for the sport to progress.
All You Want To Know About Highview Power
This article on Power is entitled Market Prospects Heating Up for Cryogenic Energy Storage.
It talks in detail about the technology, financing and market prospects for Highview Power and their CRYOBattery.
- Their batteries store energy by liquifying air and storing it in large tanks.
- To recover the energy, the air is encouraged to go to a gaseous phase and put through an air turbine.
- Their first commercial system is being built at Carrington near Manchester.
- The Carrington system will have an output of 50 MW and be able to store up to 250 MWh.
- Other systems are under development for Vermont and Spain.
- The systems are built like Leho from readily available components from the oil and gas industry.
One of my regrets in life, is that I missed the crowdfunding for this company!
Read the article as you might find one of Highview Power’s CRYOBatteries coming to a site near you.
Power’s article is the best yet on describing the technology.
Kraft Heinz And Freight Innovation
In the UK, we certainly need to get more freight on to the railways.
Recently, KraftHeinz were involved in an experiment. A lot of their product currently comes into the UK in containers, which are then taken by road from the ports by truck.
This report about the experiment was on this page of the Modern Railway’s web site.
KraftHeinz’s distribution centre is in the Orrell district of Wigan, with the Wigan Wallgate to Southport route the closest railway line. The trial involved a container train that was sent from Crewe to the branch on an overnight working, with the notional offloading taking place from the running line close to Gathurst station. Also demonstrated was the feasibility of loco run round in this area. Network Rail signallers helped ensure the success of the trial by facilitating the use of a crossover at Parbold station for the run round (some signal alterations would be likely if this became a regular operation).
This Google Map shows the area.
Note.
- Gathurst station is in the North-West corner of the map.
- The KraftHeinz Distribution Centre is in the South-East corner of the map.
- The Wigan Wallgate and Southport Line runs between the two.
It was all very convenient for some intense night work.
I have some thoughts.
Where’s The Siding?
Years ago a lot of factories and distribution centres like this, would have had a siding.
Many have been sold off and built over, as many companies preferred to use road transport.
Using The Running Line
This was first used in the UK to load timber on to trains in the North of Scotland for transporting to markets in the South.
Surely, the only thing needed is ground strong enough alongside the track to support a container handling machine.
Were JCB Involved?
JCB are innovators and appeared a few days on this blog, in this a post entitled JCB Finds Cheap Way To Run Digger Using Hydrogen.
Although, that post wasn’t about cargo handling, it shows that the company thinks differently and I’m sure they can come up with a pollution-free container-handler to unload containers at night for companies like KraftHeinz.
Conclusion
Surely, if this freight movement were to be used regularly, the signalling changes and perhaps some concrete should be installed.
We need more cargo-handling experiments like this to get more trucks off the road.
New Hydrogen Engine Design Unveiled To Overcome Reliance On Fuel Cells
The title of this post, is the same as that of this article on Hydrogen Fuel News.
The article describes an innovative hydrogen-powered engine developed by an Israeli company called Aquarius Engines.
This is the sub-heading, that gives a little bit more information.
Aquarius Engines has developed a small 10kg emission-free unit operating entirely on H2.
It appears to be based on the company’s patented single-piston-linear-engine.
This page on the Aquarius web site describes the combustion technology in a short video.
Wikipedia also has an entry on the free-piston engine.
The power output of the Aquarius engine is not given.
Conclusion
I have a hunch, that Aquarius Engines might be on to something!
Light weight is so important in many applications.
Gravity, The Ultimate In Energy Storage
This is a must read article on explica.co.
It talks about three methods of storing energy using gravity.
Gravitricity
Gravitricity is under development in Edinburgh
Energy Vault
An image explaining the principle of Energy Vault is also shown.
The Energy Vault web site has some impressive video.
They could be a company to watch. Especially, when they have a battery working, where it can be viewed in action, as it will look like a gigantic many-armed robotic child, playing with thirty-five tonne concrete bricks.
Vázquez Figueroa
This writer from the Canaries has come up with an interesting idea, which combines an energy storage system with water desalination. This is his website. Unfortunately for me, it’s in Spanish only.
This is explica.co’s description of the idea.
Figueroa’s idea is conceptually very simple. Pumping water from the sea to an elevated reservoir, using renewable energy for the process when it is not in demand. Then, in a total win-win, the writer proposes to release that water into a vacuum (as in a traditional hydroelectric power station) which would move a turbine generating electricity. But also, and here’s the genius, that salty water could fall on a semi-permeable membrane, so that it desalinated. Clean electricity and fresh water for the same price. Who gives more?
It certainly sounds feasible.
It sounds to me, though it could be paired with another idea, I read about a couple of years ago.
- A reservoir would be built on a high place close to the sea.
- Pumps driven by the waves would pump seawater into the reservoir.
- When electricity is needed, water is released from the reservoir through turbines.
- There would be no reason, why the water discharged from the turbines couldn’t be desalinated.
Never underestimate the power of innovation. Especially, when it is fuelled by convivial company and appropriate beers!
Innovation In Action
I once broke an expensive allow wheel and tyre on one of Suffolk’s many potholes many years ago.
But now it appears those clever people from JCB have developed a quick fix!
|Except that it’s no bodged job.
Let’s all drink to innovation!
As that will get us out of the hole, that the covids have dug for us!
Will A British Bioelectric Hybrid Plane Really Take Off?
The title of this post, is the same as that of this article on The Guardian.
The article is a serious look from a serious newspaper at the Faradair BEHA.
- It will have a capacity of 18 passengers.
- It will have a cruising speed of 230 mph
- It will have a service ceiling of 14,000 feet.
The aircraft is a tri-plane based on a lightweight carbon-composite structure like many current Airbus designs and the Boeing 787 Dreamliner.
This image is copyright Faradair.
Note.
- The triple wing with the winglets.
- The conventional fuselage.
- The pusher fans at the rear of the fuselage.
It is not conventional.
Power
Power comes from a hybrid power unit consisting of a battery and the auxiliary power unit (APU) of an Airbus A 350 XWB. I wrote about the hybrid power unit in Honeywell Introduces Power Source For Hybrid-Electric Aircraft.
The power unit will run on sustainable aviation fuel produced from something like food, household or industrial waste.
As an experienced pilot and an experienced engineer and taking a few clues from the Guardian article, I believe the aircraft will fly a unique, but very sensible flight profile.
Many years ago, I wanted to fly my Cessna 340 A from Southend Airport to Naples Airport.
- I loaded as much fuel, as the tanks would take.
- I taxied to the runway,
- A fuel bowser followed me down and added extra fuel to make up what I’d used in taxiing.
- Take-off was on full power and I climbed at maximum rate to as high as I was allowed.
- Once over France, I climbed to Flight Level 195 (19,500 ft), which was the highest level allowed in a light aircraft in full visibility without a full instrument rating.
- The French Air Traffic Control handed me over to Italian Air Traffic Control at the same height.
- I flew down the West coast of Italy at around 200 mph.
- North of Naples, I descended slowly, trading height for speed and turned to come straight in to Naples airport.
Note.
- It had taken me six hours and forty minutes to fly around 1350 miles.
- What I had done in UK and French airspace was totally legal, but I suspect I broke the law in Italy.
- But the French ATC felt I was competent, so they just handed me over.
Sadly, I didn’t have a camera with me, as the views of Rome and the Italian coast were spectacular.
I believe that the Faradair BEHA will use a similar flight profile to that, which I used between Southend and Naples.
- The plane will leave the terminal or apron with a full battery.
- Before take-off, the hybrid power unit will make sure that the battery is full.
- Take-off will be on full power and the lift of three wings will be used to lift off quickly and climb at maximum rate to the service ceiling of 14,000 feet.
- The aircraft will build up speed to 230 mph using power in the battery or some extra power from the hybrid power unit.
- The aircraft would execute a low power approach at the destination.
Note.
- Unlike in my flight to Naples, an autopilot will probably fly the aircraft to the maximum range profile.
- The plane will be very aerodynamically efficient and I suspect fuel consumption will be very low in the cruise.
- The higher you go, the less the air resistance.
- Fuel consumption would be almost nothing in the descent, as just as I did in my Cessna potential energy would be converted into kinetic energy to keep the plane at the necessary flying speed.
Faradair have not disclosed the range, but I feel with development, it could be a thousand miles.
Conclusion
By 2030, many of us will be flying around a thousand miles in weird looking airliners with up to twenty-five seats.
The 317 miles between Stansted and Edinburgh will be a piece of cake!
Everybody should read the excellent Guardian article.
What Is The £150m Global Centre For Rail Excellence Scheme In South Wales?
The title of this post, is the same as that of this article on Business Live.
This sub-title is a good summary.
The Welsh Government project aims to create a world first in testing trains and rail infrastructure at the same facility
It looks like it will be very comprehensive and is a classic example of the sort of things we should do to attract world class companies to the UK.
This paragraph talks about one of the site’s uses.
Rail infrastructure cannot be tested on a live railway because there isn’t a safe way of doing it. The internal track will have a wagon travelling around at 40mph putting new infrastructure through its paces with rigorous assessment. When owner of the UK rail network Network Rail, which is committed to using the facility, want to test equipment it has to use the Pueblo testing centre in Colorado, as do equivalent organisations in Europe.
It’s surely easier to go from anywhere in Western Europe to Wales than Colorado. Especially, if you want to take some equipmement that might weigh several tonnes.
Conclusion
The Welsh seem to have done their homework and also come up with an innovative use for a worked-out open cast coal mine.
The Anonymous Widower 