Next Stop, Hydrogen-Powered Trains
The title of this post is the same as that as this article on the BBC’s Future Platet web site.
This is the introductory paragraph.
As old diesel trains are phased out of rail networks around the world, the UK is about to test a new type of engine that could help to decarbonise railways – hydrogen-powered trains.
The article then goes on to summarise the current developments in hydrogen grains.
Charging Battery Trains
In Sparking A Revolution, I talked about Hitachi’s plans to develop battery versions of their Class 800 trains.
The article also gives the specification of a Hitachi battery train.
- Range – 55-65 miles
- Performance – 90-100 mph
- Recharge – 10 minutes when static
- Routes – Suburban near electrified lines
- Battery Life – 8-10 years
These figures are credited to Hitachi.
Methods Of Charging
I can envisage two main methods of changing battery trains.
- Static charging in a station, depot or siding.
- Dynamic charging, whilst the train is on the move.
I am not covering other possible methods like battery swapping in this post.
Static Charging
Hitachi only mention static charging in their specification and they give a charge time of ten minutes.
This is a very convenient time, when you consider quite a few trains take around 10-15 minutes to turn round at a terminus.
Two companies have stated that they have products that can charge battery trains in around this time.
- Vivarail offers a system based on well-proven third-rail electrification technology.
- Furrer + Frey offers a system based on overhead electrification technology.
I suspect that other companies are developing systems.
Dynamic Charging
With dynamic charging, the batteries are charged as the trains run along standard electrified routes.
In the UK, this means one of two systems.
- 750 VDC third rail electrification
- 25 KVAC overhead electrification
Both systems can be used to charge the batteries.
Note that in the BEMU Trial in 2015, the Class 379 train used for the trial charged the batteries from the 25 KVAC overhead electrification.
A Mixture Of Dynamic And Static Charging
Many routes will be handled by a mixture of both methods.
As an example London Paddington and Cheltenham is electrified except for the 42 miles between Swindon and Cheltenham.
A round trip between London Paddington and Cheltenham could be handled as follows.
- London Paddington to Swindon using electrification – Dynamic charging battery at the same time!
- Swindon to Cheltenham using battery power
- Turnround at Cheltenham – Static charging battery at the same time!
- Cheltenham to Swindon using battery power
- Swindon to London Paddington using electrification
Note the following.
- Two legs of the round-trip are run using electrification power.
- Two legs of the round-trip are run using battery power.
- There is one dynamic charge and one static charge of the batteries.
No diesel power would be used on the journey and I suspect journey times would be identical to the current timetable.
I suspect that many routes run by battery electric trains will employ a mixture of both dynamic and static charging.
Here’s a few examples.
- London Kings Cross and Lincoln
- London Kings Cross and Harrogate
- London St Pancras and Melton Mowbray
- London Euston and Chester
- London Paddington and Bedwyn
There are probably many more.
Intermediate Charging On A Long Route
South Western Railway has a fleet that is nearly all-electric.
But they do have forty diesel trains, which are mainly used for services between London Waterloo and Exeter.
These don’t fit with any decarbonising strategy.
There is also the problem that the route between London Waterloo and Exeter, is only electrified as far as Basingstoke, leaving a long 124 miles of route without electrification.
This means that a battery train needs to charge the batteries at least twice en route.
Charging At A Longer Stop
The obvious approach to providing en route charging would be to perform a ten minute stop, where the batteries are fast charged.
Looking at Real Time Trains, the stop at Salisbury is often five minutes or more, as trains can join and split and change crews at the station.
But two stops like this could slow the train by fifteen minutes or so.
Charging At A An Electrification Island
On the section of the route, West of Salisbury, there are a series of fairly close-together stations.
- Tisbury – 7 miles
- Gillingham – 16 miles
- Templecombe – 18 miles
- Sherborne – 23 miles
- Yeovil Junction – 39 miles
- Crewkerne – 48 miles
- Axminster – 61 miles
Note,
The distances are from Salisbury.
- Much of this nearly ninety mile section of the West of England Line between Salisbury and Exeter is single track.
- The Heart of Wessex Line between Westbury and Weymouth crosses at Yeovil Junction.
- There are three sections of double track and four passing loops.
- There is a passing loop at Axminster.
It strikes me that the optimal way of charging battery trains on this secondary route might be to electrify both the West of England and Heart of Wessex Lines around Yeovil Junction station.
The power for the electrification island, could come from local renewable sources, as proposed by Riding Sunbeams.
Distances from Yeovil Junction station are.
- Bath Spa – 50 miles
- Castle Cary – 12 miles
- Exeter St. Davids – 49 miles
- Salisbury – 39 miles
- Weymouth – 30 miles
With a battery-electric train with a 55-65 mile range, as proposed in Hitachi’s draft specification, SWR’s London Waterloo and Exeter service would certainly be possible. Charging would be at Salisbury and in the Yeovil area.
On Summer Saturdays, SWR also run a London Waterloo and Weymouth service via Salisbury and Yeovil Junction. This would appear to be within the range of a battery-electric train.
As Weymouth is electrified with third-rail, I suspect that arranging charging of a battery-electric train at the station, will not be an impossible task.
The other service through the area is Great Western Railway‘s service between Gloucester and Weymouth, that runs every two hours.
It would appear that in some point in the future, it will be possible to run this service using a Hitachi battery-electric train.
Third-Rail Or Overhead?
The previous example of an electrification island would probably use 750 VDC third-rail electrification, but there is no reason, why 25 KVAC overhead electrification couldn’t be used.
Note that these trains have been talked about as possibilities for running under battery power.
- Greater Anglia’s Class 379 trains, built by Bombardier
- Greater Anglia’s Class 755 trains, built by Stadler.
- Merseyrail’s Class 777 trains, built by Stadler.
- Scotrail’s Class 385 trains, built my Hitachi
- Several companies’ Class 800 trains, built by Hitachi
- Suthern’s Class 377 trains, built by Bombardier
All the manufacturers named have experience of both dual-voltage trains and battery operation.
I would suspect that any future battery-electric trains in the UK will be built to work on both of our electrification systems.
When talking about battery-electric trains, 750 VDC third-rail electrification may have advantages.
- It can be easily powered by local renewable sources, as Riding Sunbeams are proposing.
- It is compatible with Vivarail’s Fast-Charge system.
- Connection and disconnection is totally automatic and has been since Southern Railway started using third-rail electrification.
- Is is more affordable and less disruptive to install?
- Third-rail electrification can be installed in visually-sensitive areas with less objections.
Developments in third-rail technology will improve safety, by only switching the power on, when a train is connected.
More Electrification Islands
These are a few examples of where an electrification island could enable a battery-electric train to decarbonise a service.
London Euston and Holyhead
In Are Hitachi Designing the Ultimate Battery Train?, I looked at running Hitachi’s proposed battery-electric trains between London Euston and Holyhead.
I proposed electrifying the fourteen miles between Rhyl and Llandudno Junction stations, which would leave two sections of the route between London Euston and Holyhead without electrification.
- Rhyl and Crewe is fifty-one miles.
- Llandudno Junction and Holyhead is forty-one miles.
Both sections should be within the battery range of Hitachi’s proposed battery-electric trains, with their 55-65 mile range.
The following should be noted.
- The time between arriving at Rhyl station and leaving Llandudno Junction station is nineteen minutes. This should be time enough to charge the batteries.
- Either 25 KVAC overhead or 750 VDC third-rail electrification could be used.
- There could be arguments for third-rail, as the weather can be severe.
- The railway is squeezed between the sea and the M55 Expressway and large numbers of caravans.
The performance of the new trains will be such, that they should be able to run between London Euston and Holyhead in a similar time. Using High Speed Two could reduce this to just under three hours.
Edinburgh And Aberdeen
I’m sure Scotland would like to electrify between Edinburgh and Aberdeen.
But it would be a difficult project due to the number of bridges on the route.
Distances from Edinburgh are as follows.
- Leuchars – 50 miles
- Dundee – 59 miles
- Arbroath – 76 miles
- Montrose – 90 miles
- Stonehaven – 114 miles
- Aberdeen – 130 miles
A quick look at these distances indicate that Hitachi’s proposed battery-electric trains with a 55-65 mile range could cover the following sections.
- Edinburgh and Dundee – 59 miles
- Arbroath and Aberdeen – 56 miles
Would it be possible to electrify the seventeen miles between Dundee and Arbroath?
I have just flown my helicopter along the route and observed the following.
- Dundee station is new and appears to be cleared for overhead wires.
- Many of the bridges in Dundee are new and likely to be cleared for overhead wires.
- There is a level crossing at Broughty Ferry station.
- Much of the route between Broughty Ferry and Arbroath stations is on the landward side of golf links, with numerous level crossings.
- Between Arbroath and Montrose stations, the route appears to be running through farmland using gentle curves.
- There is a single track bridge across the River South Esk to the South of Montrose station.
- According to Wikipedia, the operating speed is 100 mph.
Montrose might be a better Northern end to the electrification.
- It has a North-facing bay platform, that could be used for service recovery and for charging trains turning back to Aberdeen.
- Montrose and Aberdeen is only forty miles.
- It might be possible to run the service between Montrose and Inverurie, which is just 57 miles on battery power.
The problem would be electrifying the bridge.
Operationally, I can see trains running like this between Edinburgh and Aberdeen.
- Trains would leave the electrification, just to the North of Edinburgh with a full battery.
- Battery power would be used over the Forth Bridge and through Fife and over the Tay Bridge to Dundee.
- Electrification would take the train to Arbroath and possibly on to Montrose. The battery would also be charged on this section.
- Battery power would take trains all the way to Aberdeen.
Trains would change between battery and electrification in Dundee and Arbroath or Montrose stations.
My one question, is would it be a good idea to electrify through Aberdeen, so that trains returning South could be charged?
I believe that four or five-car versions of Hitachi’s proposed battery-electric trains would be able to run the route.
Glasgow And Aberdeen
This builds on the work that would be done to enable battery-electric trains go between Edinburgh and Aberdeen.
The route between Glasgow and Dundee is partially-electrified with only a forty-nine mile section between Dundee and Dunblane without wires.
I believe that four or five-car versions of Hitachi’s proposed battery-electric trains would be able to run the route.
To Be Continued…
Conclusion
I don’t think it will be a problem to provide an affordable charging infrastructure for battery trains.
I also think, that innovation is the key, as Vivarail have already shown.
Innolith Claims It’s On Path To 1,000 Wh/kg Battery Energy Density
The title of this post is the same as that of this article on InsideEVS.
This is the introductory paragraph.
Innolith, the Switzerland-based company with labs in Germany, announced that it is developing the world’s first rechargeable battery with an energy density of 1,000 Wh/kg (or simply 1 kWh per kg of weight). Such high energy would easily enable the production of electric cars with a range of 1,000 km (620 miles).
If they achieve their aim, a one MWh battery will weigh a tonne.
I am sceptical but read this second article on CleanTechnica, which is entitled Swiss Startup Innolith Claims 1000 Wh/kg Battery.
Innolith has a working battery at Haggerstown, Virginia, but say full production is probably 3 to 5 years away.
The CleanTechnica article, also says this about Tesla’s batteries.
Let’s put that into perspective. It is widely believed that Tesla’s latest 2170 lithium ion battery cells produced at its factory in Nevada can store about 250 Wh/kg. The company plans to increase that to 330 Wh/kg as it pursues its goal of being a world leader in battery technology. 1000 Wh/kg batteries would theoretically allow an electric car to travel 600 miles or more on a single charge.
So it would appear that Tesla already has an power density of 250 Wh/Kg.
Conclusion
I am led to believe these statements are true.
- Tesla already has an energy density of 250 Wh/Kg.
- Tesla will increase this figure.
- By 2025, the energy density of lithium-ion batteries will be much closer to 1 KWh/Kg.
- Innolith might achieve this figure. But they are only one of several companies aiming to meet this magic figure.
These figures will revolutionise the use of lithium-ion batteries.
Thoughts On Very Light Rail
The article on Railway Gazette International, which is entitled Very Light Rail Research On Track, a list of thirty-five rail lines, that could use the technology are given.
These are some of my thoughts.
Multiple Working
These are some examples of branch lines, where very light rail my be used.
- Cromer to Sheringham – 226,000
- Liskeard to Looe – 118,000
- St Erth to St Ives – 750,000
- Twyford to Henley-on-Thames – 771,000
- Maidenhead to Marlow – 300,000
- Slough to Windsor & Eton Central – 2,024,000
- Watford to St Albans Abbey – 167,000
Note.
- The first station is on the main line and the second is the terminus of the branch line.
- The figure is the number of passengers, who used the terminal station in 2018-2019
The numbers have quite a range and I’m sure that a single eighteen metre vehicle carrying 56 seated and 60 standing passengers, will not be big enough, even if it runs at a frequency of four trains per hour (tph) on some routes.
So I am convinced that the vehicles must be able to work in multiple.
One picture on this page on the Transport Design International web site, shows the vehicle with a coupler.
Increasing Passenger Numbers, Festivals And Sporting Events
Forecasting passenger numbers on a new rail service, is a very inexact science. I talk about London Overground Syndrome, which seems to occur regularly.
There are also the problems of festivals and sporting events of various kinds, where perhaps for a week or so traffic is much higher.
Extra very light rail vehicles can be added to the trains as required or even drafted in at times of high demand.
Automatic Coupling And Uncoupling
They must also be able to couple and uncouple quickly and automatically, as needs vary throughout the day and to rescue a stranded unit.
Transit Mode
Suppose a large event, like say the Open Golf was taking place near a station with an inadequate train service and for the duration of the event, a dozen very light rail vehicles were to be running a shuttle to the nearest major rail hub.
A method must be developed to bring the vehicles to the event. I suspect Rail Operations Group, who are the experts in rolling stock movements would have a simple solution, perhaps by using a diesel locomotive to tow them to and from central warm storage.
It could probably be argued, that a capability to build temporary stations is needed.
Automation
These very light rail vehicles are prime candidates for automation.
I can envisage a lot of routes being run automatically, with the driver in a supervisory role, very much as the Victoria Line has been run since it opened in 1968.
- At each station, when they had ascertained that the passengers had all left and boarded the train safely, they would close the doors and activate a control to start the vehicle.
- It would then move to the next station and stop in the right place.
- The doors would then be opened automatically or by action of the crew.
Dear old Vicky has been doing this for over fifty years!
I also think, that with automation and CCTV, a system could be devised, where the driver stays in one cab all the time.
This would speed up operations.
Procedures For Running On Shared Tracks With Freight, Private And Heritage Railways
These suggested routes for very light rail are either freight, private or heritage railways.
- Bodmin Parkway to Bodmin General
- Kidderminster to Stourport
- Ashington to Blyth
- Sheffield to Stocksbridge
- Paignton to Brixham
- Totton to Hythe
I’m sure procedures can be devised, so that all traffic can run safely.
Very Light Rail Research On Track
The title of this post is the same as that of this article on Railway Gazette International.
It details the progress on very light rail, which is defined as a vehicle with a weight of less than one tonne per linear metre.
It is a thorough article and very much a must-read.
It also details thirty-five rail routes in the UK and several cities, where the technology could be employed.
Some of the routes mentioned include, ones that I’ve covered on this blog, including.
- Cromer – Sheringham – Part of Greater Anglia
- Saxmundham – Aldeburgh – Part of Greater Anglia
- Coventry – Nuneaton – Part of West Midlands
- Liskeard – Looe – Part of Great Western
- Plymouth – Tavistock – Part of Great Western
- St Erth – St Ives – Part of Great Western
- Henley-on-Thames – Twyford – Part of Great Western
- Maidenhead – Marlow – Part of Great Western
- Slough – Windsor & Eton Central – Part of Great Western
- Truro – Falmouth- Part of Great Western
- Watford – St Albans Abbey – Part of London Midland
- Ashington – Blyth
- Fleetwood – Poulton-le-Fylde
Note.
- On reading the full list, I wondered why Greenfood – West Ealing and Southall – Brentford weren’t included, but it’s probably because freight uses the lines.
- I particularly like the inclusion of Saxmundham – Aldeburgh and Watford Junction – St. Albans Abbey.
You can understand why the rail leasing company; Eversholt, has got involved, as they must see quite a few possible sales.
There is more information on the concept call Revolution on this page on the Transport Design International web site.
Some points that can be gleaned from this page.
- One picture shows a coupler on the front of the vehicle. So can they work in multiple?
- Vehicles will have low axle weights (around 4 tonnes),
- Self-powered vehicles, with energy recovery and storage systems as standard,
- Reduced infrastructure costs for installation, operation and maintenance.
The consortium is also aiming for a sub million pound price tag.
Conclusion
It is a bold plan, which is backed by some large companies and organisations with deep pockets.
Digital Displacement Project On Track To Reduce Rail Emissions
The title of this post is the same as that of this article on Rail Technology Magazine.
This is the introduction paragraph.
With challenging targets to radically reduce railway CO2 emissions, Artemis Intelligent Power is looking at the potential of Digital Displacement® hydraulics as a novel route to lower emissions for freight locomotives, shunters and on-track plant.
Artemis Intelligent Power are an Edinburgh-based company, who are owned by Misubishi and claim they are global leaders in digital displacement technology.
The company has a section on their technology on their web site.
Effectively, they have designed a very efficient computer controlled hydraulic pump. When used in an application, there is often a fuel saving of several percent.
How Good Is ‘Freezing Air’ The Solution For Electricity?
The title of this post is the same as that for this article on Energy News 24.
The article discusses Highview Power’s proposed 400 MWh installation in Vermont, where they are installing lots of renewable power sources and need a way to store the energy, which is partly wasted.
Read the article and especially the last sentence.
Vice President Jason Burwen Energy Storage Association said the capacity of the plant would be “on par with today’s largest grid energy storage projects under construction.” He said it would be the equivalent electricity needed “to power maybe 50,000 homes for eight hours.”
Are the British coming?
The Highview Power system to me is a blindingly obvious simple idea, based on proven technology, that has been used for many decades. Add in clever computing technology to control it and blend it with renewable energy and every wind or solar farm, tidal power station and sizeable town or city should have one, where there is a site the size of a football pitch.
Eco-Friendly Party Bag Wrapping
I usually do the party bags for Christmas Day and these pictures show how I wrap the goodies.
Note.
- The cotton drawstring bags come from The Clever Baggers.
- I found the little plastic pots called Mini Bites in Robert Dyas.
- The Mini Bites have a screw lid, which is easier to open than most packaging.
They have lots of reusable possibilities.
- Last night, I found that the capacity of one Mini-Bite is ideal for frozen peas for one.
- I keep shoes in the cotton bags.
- I shall be using a Mini Bite to hold a selection of my daily pills.
- As the pictures show, they hold a sensible portion of nuts, sweets or chocolate.
- Are they a daily pack of forbidden foods, like chocolate and sweets?
We need more packaging ideas like these!
The Power Of Battery Storage
This article on Fastmarkets is entitled Neoen To Expand Li-ion Battery Capacity at Hornsdale Plant.
This is the introductory paragraph.
Australia’s Hornsdale Power Reserve, the world’s biggest lithium-ion battery plant, is set to expand capacity by 50% to 150 megawatts, according to Neoen SA, the French power producer that owns and operates the site.
If you read the article and the Wikipedia entry for Hornsdale Power Reserve (HPR), you’ll see why it is being expanded.
This paragraph is from Wikipedia.
After six months of operation, the Hornsdale Power Reserve was responsible for 55% of frequency control and ancillary services in South Australia.[11] By the end of 2018, it was estimated that the Power Reserved had saved A$40 million in costs, most in eliminating the need for a 35 MW Frequency Control Ancillary Service.
Somewhat surprisingly, the power is mainly generated by the associated Hornsdale Wind Farm.
These are some statistics and facts of the installation at Hornsale.
- There are 99 wind turbines with a total generation capacity of 315 megawatts.
- HPR is promoted as the largest lithium-ion battery in the world.
- HPR can store 129 MWh of electricity.
- HPR can discharge 100 MW into the grid.
- The main use of HPR is to provide stability to the grid.
HPR also has a nice little earner, in storing energy, when the spot price is low and selling it when it is higher.
It certainly explains why investors are putting their money in energy storage.
Wikipedia lists four energy storage projects using batteries in the UK, mainly of an experimental nature in Lilroot, Kirkwall, Leighton Buzzard and six related sites in Northern |England. One site of the six has a capacity of 5 MWh, making it one of the largest in Europe.
But then we have the massive Dinorwig power station or Electric Mountain, which can supply ,1,728-MW and has a total storage capacity of 9.1 GWh
Consider.
- Electric Mountain has seventy times the capacity of Hornsdale Power Reserve.
- Electric Mountain cost £425 million in 1984, which would be a cost of £13.5 billion today.
- Another Electric Mountain would cost about £1.6 billion per GWh of energy storage.
- Hornsdale Power Reserve cost $ 50 million or about £26 million.
- Hornsdale Power Reserve would cost about £0.2 billion per GWh of energy storage.
So it would appear that large batteries are better value for money than large pumped storage systems like Electric Mountain.
But it’s not as simple as that!
- There aren’t many places, as suitable as North Wales for large pumped storage systems.
- Omce built, it appears pumped storage system can have a long life. Electric Mountain is thirty-five years old and with updating, I wouldsn’t be surprised to see Electric Mountain in operation at the end of this century.
- Battery sites can be relatively small, so can be placed perhaps in corners of industrial premises or housing developments.
- Battery sites can be built close to where power is needed, but pumped storage can only be built where geography allows.
- Pumped strage systems can need long and expensive connections to the grid.
- I think that the UK will not build another Electric Mountain, but will build several gigawatt-sized energy storage facilities.
- Is there enough lithium and other elements for all these batteries?
- Electric Mountain is well-placed in Snowdonia for some wind farms, but many are in the North Sea on the other side of the country.
In my view what is needed is a series of half-gigawatt storage facilities, spread all over the country.
Highview Power looks to be promising and I wrote about it in British Start-Up Beats World To Holy Grail Of Cheap Energy Storage For Wind And Solar.
But there will be lots of other good ideas!
The Anonymous Widower 