Great Western Railway’s Battery Train Sets New Distance Record
The title of this post, is the same as that of this press release from Great Western Railway.
This is the sub-heading.
Great Western Railway’s innovative FastCharge battery trial has achieved another significant step – just days after laying claim to a battery train UK distance record without recharging.
These two paragraphs add more detail.
The train demonstrated its capability on Wednesday by travelling a UK record of 86 miles (138km) on battery power alone and without recharging.
Today the Class 230 battery train completed a 70-mile move from Long Marston to Reading Train Care Depot – using just 45 per cent of its battery capacity. GWR’s team of specialist engineers on board the train claim it could have travelled more than 120 miles on a single charge.
There is also this impressive video.
Note.
- In the video, the train is cruising at 36 mph.
- The top speed of the D78 Stock was 45 mph.
- The train looks in excellent condition.
This is a total game-changer for battery-electric trains in the UK.
The train makers, who have demonstrated battery-electric trains; Alstom/Bombardier, CAF, Hitachi, Siemens and Stadler will have to up their distances on battery power to at least 86 miles and possibly 120 miles, as who would want their new product to be outdistanced by second-hand forty-year-old upcycled London Underground trains?
I have some further thoughts.
The Trains Performance In The Real World
Dr. Simon Green, who is GWR’s Engineering Director, said this.
It’s also worth noting that in reaching the 86 miles on Wednesday, the train was operating in a real-world environment, at speeds of up to 60mph, stopping and starting over a hilly route, with elevation changes of up to 200m.
The train exceeded the 84 miles (135km) recorded by a Stadler Class 777 under test conditions in 2022 – believed to have been the greatest distance travelled by a battery train designed for the UK.
Note that the train was running at up to 60 mph.
Timings For The Mid-Cornwall Metro
This map shows the Mid-Cornwall Metro.
I have been looking at the Mid-Cornwall Metro and this service will share the Cornish Main Line with faster services between Par and Truro.
- Expresses and the Mid-Cornwall Metro will both stop at Par, St. Austell and Truro.
- Par and Truro is a distance of 19 miles.
- Expresses between Penzance and Plymouth take around 22-23 minutes to go between Par and Truro.
- This is an average speed of around 50-52 mph.
It looks to me, that there is scope for the Mid-Cornwall Metro and the express trains to run at similar speeds between Par and Truro.
- If the Mid-Cornwall Metro used Class 230 trains running on batteries, these trains should be fast enough to keep out of the way of the expresses.
- Par station has an island platform, where the Mid-Cornwall Metro uses one side (Platform 3) and expresses use the other (Platform 2).
Perhaps, if the timetable was something like this, it would give the best services to passengers.
- All expresses would use Platform 2, if they were stopping at Par station. The current track layout allows this.
- For Westbound passengers the Mid-Cornwall Metro would stop in Platform 3 and the express would stop in Platform 2, so that passengers going to beyond Truro on the Cornish Main Line could to the express on the other platform.
- Between Par and Truro, the Mid-Cornwall Metro would run a couple of minutes behind the express.
- Passengers for the Falmouth Branch could swap trains at Par on wait for the Metro at St. Austell or Truro.
- For Eastbound passengers, between Par and Truro, the Mid-Cornwall Metro would run a couple of minutes behind the express.
- At Par, the Mid-Cornwall Metro would stop in Platform 3 and the express would stop in Platform 2.
- The express would wait at Par for the Mid-Cornwall Metro.
- Passengers for Plymouth and London Paddington would change trains at Par for the express on the other platform.
- Passengers for the Newquay Branch on the express would swap trains at Par or wait for the Metro at St. Austell or Truro.
I suspect there are other patterns, but something like this will combine express services with the Mid-Cornwall Metro.
Simon’s Vision
Simon Green also says this about his vision of how the trains and the related FastCharge technology could be used.
GWR’s FastCharge technology has been designed to solve the problem of delivering reliable, battery-only trains capable of fulfilling timetable services on branch lines, eliminating the use of diesel traction and helping to meet the Government and wider rail industry’s target to reach net-zero carbon emissions by 2050.
The use of batteries for extended operation has typically been constrained by their range and meant widespread implementation has, until now, not been possible. It also negates the need for overhead electric lines which are expensive, time consuming to install and impact the landscape.
He’s judging the system as a whole, which is the only way to do it.
Where Could Class 230 Trains Be Used On The Great Western Railway?
These are a few ideas.
- Slough and Windsor & Eton Central – 2.8 miles – 3 cars – FastCharge at Slough
- Maidenhead and Marlow – 7.1 miles – 2 or possibly 3 cars – FastCharge at Maidenhead
- Twyford and Henley-on-Thames – 4.6 miles – 3 cars – FastCharge at Twyford
- Reading and Basingstoke – 15.4 miles – 3 cars – FastCharge at Basingstoke
- Weston-super-Mare and Severn Beach – 32.5 miles – 3 cars – FastCharge at Severn Beach
- Bristol Temple Meads to Avonmouth 8.9 miles – 2 cars – FastCharge at Avonmouth
Bourne End station, where there is a reverse may restrict the length of the service to Marlow.
Newquay Station – 9/10th February 2024
These pictures show Newquay station.
Note.
- It is a small one-platform station.
- It has a few facilities.
- It is located on the main street in the centre of the town.
This Google Map shows Newquay station.
Newquay station appears to have a very long platform.
- This page on Railway Data gives a length of 242 metres.
- It should accommodate a nine-car Class 802 train.
- The station is also close to the beach.
It looks to me that Newquay station is ready for a big surfing festival.
I have a few thoughts.
Adding A Second Platform
These pictures show the space alongside the current single track. At least for a five-car train.
Note.
- I would expect that adding a second platform could be easily done by a competent and experienced construction company.
- There would need to be new track and a set of points, so that a train could use either platform.
- Signalling would be added, so both platforms could be used, either separately or at the same time.
I also expect that the Tregoss Loop would need to be commissioned before the second platform.
Adding Charging For Battery-Electric Trains
Consider.
In GWR Trialling Transformative Ultra-Rapid Charging Train Battery, I talked about the installation of the Vivarail/GWR Fast Charge system at West Ealing station.
In Decarbonising The Mid-Cornwall Metro, I talked about using the Vivarail/GWR Fast Charge system or hydrogen to decarbonise the Mid-Cornwall Metro.
This picture shows the Vivarail/GWR Fast Charge system at West Ealing station.
I feel there would be no problem fitting one of these in one or both of the platforms at Newquay.
But I do feel that the best way to decarbonise services to Newquay, would be to fully-electrify Par station with 25 KVAC overhead wires.
- Mid-Cornwall Metro services would charge their batteries using a pantograph, every time that they reversed in the station.
- Long distance battery-electric services through the station would top up their batteries during a stop at the station.
- Locomotives with batteries will be increasingly used on freight services and charging may be needed for the locomotives used from china clay trains.
Note.
- Par and Falmouth Docks is 30.8 miles.
- Par and Newquay is 20.8 miles.
- Par and Penzance is 44.8 miles
- Par and Plymouth is 34.7 miles.
- Par and Truro is 19 miles.
Par would appear to be a station, that could be easy to electrify and is conveniently placed in the heart of services through Cornwall.
Decarbonising The Mid-Cornwall Metro
Although the Mid-Cornwall Metro will probably run initially using what diesel multiple units, after a year or so, the route will be converted to zero-carbon operation.
Newquay To Falmouth Docks
This map shows the Mid-Cornwall Metro.
These are current timings.
- By train can take almost three hours with changes at Par and Truro.
- By car should take 45 minutes to drive the 24.4 miles according to Google.
Note.
- The train timings are for a typical British Rail-era Diesel Multiple Unit on the branches and something smarter between Truro and Par.
- A Day Return ticket would cost £8.90 without a Railcard.
- If there was a through train, that meant you didn’t have to change trains, I estimate that the time could be as low as one hour and 35 minutes.
I feel that most travellers, who had access to a car, would use that to travel between Newquay and Truro.
Newquay To Falmouth Docks By Electric Train
I have ridden in three battery-electric trains.
- Class 379 train – Manningtree and Harwich in passenger service.
- Class 230 train – Vivarail demonstration
- Class 777 train- Liverpool Central and Headbolt Lane in passenger service.
Note.
- All were mouse-quiet.
- There was no detectable difference, when running on battery power in the trains.
It is my view that battery-electric trains are no second-class solution.
Consider.
- Newquay and Par is 20.8 miles.
- Falmouth Docks and Par is 30.8 miles.
- Newquay and Falmouth Docks is 51.6 miles.
- The maximum speed between Par and Newquay is around 30 mph
- The maximum speed between Par and Falmouth Docks is around 50-70 mph
- There are twelve intermediate stations.
- There is a reverse at Par station.
- Charging would be easy to install at Falmouth Docks, Newquay and Par.
- In Par Station – 10th February 2024, I suggested that Par station could be fully-electrified, so that expresses could have a Splash-and-Dash on their way to London and Penzance. If all platforms at Par were electrified the Mid-Cornwall Metro trains could charge from the electrification, as they reversed.
There are two main ways that the Mid-Cornwall Metro might operate.
- There would be chargers at Newquay and Falmouth Docks and trains would shuttle the 51.6 miles between the two stations.
- There would only be charging at Par and trains would after charging at Par go alternatively to Newquay and Falmouth Docks.
The first might need smaller batteries and the second would only need one charger.
Newquay To Falmouth Docks By Hydrogen-Powered Train
There is only one hydrogen-powered train in service and that is the Alstom Coradia iLint, which is running in Germany.
I feel it is very much an interim design, as Alstom has taken a diesel-mechanical Lint train and swapped the diesel for a hydrogen-powered electricity generator and an electric motor.
But Alstom are putting together a hydrogen-powered train based on an Aventra.
Note.
- The train is three cars.
- I would envisage performance of the hydrogen train would be very similar to that of a similar battery-electric train.
- I wouldn’t be surprised that refuelling of the train would not be a problem, as with all the china clay working nearby, there may well be developments to use hydrogen in the industry to decarbonise the mining.
The Mid-Cornwall Metro and Alstom’s Hydrogen Aventra could be ideal for each other.
Conclusion
I believe, that although the Mid-Cornwall Metro will start operation with diesel multiple units, it will be running in a zero-carbon mode within a few years.
Smart Train Lease Aims ‘To Make Renting Trains As Easy And Simple As Renting A Car’
The title of this post, is the same as that of this article on Railway Gazette International.
These four paragraphs outline the scheme.
Siemens Mobility has established a leasing subsidiary that would enable train operators to use its Mireo Smart battery, hydrogen and electric multiple-units without needing to make long-term investment commitments.
Smart Train Lease GmbH would make available at short notice multiple-units already approved for operation. These could be short or medium-term leases, with services such as maintenance available as part of the package. The aim is to provide operators with an economical way to quickly and flexibly expand their fleets and try out more sustainable traction technologies.
‘We want to make renting trains as easy and simple as renting a car, and thus help accelerate the mobility transition’, the leasing company’s CEO Benjamin Dobernecker explained on February 14.
Smart Train Lease will initially operate in Germany, although it plans to expand throughout Europe in the medium term.
I like this idea and I think it will work.
Metier Management Systems And Artemis
When four of us started Metier Management Systems in 1977 to sell our mini-computer-based project management system; Artemis, we generally rented or leased our systems, although we did sell some as the years progressed.
- For a fixed fee per month, a company got a project management computer and all the software.
- The fixed fee included installation, first line support, training and software updates.
- We could also supply extra training and project management consultancy at appropriate rates.
- The only extra costs to the client were the electricity to power the hardware and the paper to put in the printer.
- We also allowed clients to convert leases into outright sales.
This simple sales model appealed to a lot of our clients.
- The cost of the system was easy to budget.
- Many of our clients were happy with leasing or renting computer equipment.
- As the system was desk-sized, it easily fitted the average office.
But the leasing model was very advantageous to us.
- Most of our clients were large high-value quality organisations like big oil companies, nationalised industries and engineering consultancies.
- Our Finance Director and our Bank Manager at Lloyds Bank devised a plan, whereby we bundled a number of high-quality leases together and sold the bundle to Lloyds Bank’s leasing company.
The money we received gave us a healthy cash flow.
- The cash flow was then used to fund Research and Development and to finance more sales.
- If say someone like BP or Shell should phone up or send a fax, wanting a system immediately, we were generally able to fulfil their request.
I am sure that Siemens Mobility will be using a similar model.
They will aim to have trains in stock to fulfil clients needs.
So if Deutsche Bahn phone up saying have you got a three-car battery-electric train that works with 15 KVAC and has a range of 100 kilometres for next Monday, Siemens Mobility can generally say yes.
What helps is that the modular Mireo Smart multiple unit comes in battery, hydrogen and electric versions.
Extras could include full servicing a driver.
So Siemens Mobility will plug the train together and deliver it.
How Would Siemens Use The Leasing Model In Great Britain?
Consider.
- There are a lot of routes that need to be decarbonised in Great Britain.
- Many of these routes have electrification at one or both ends.
- Often these routes terminate in a bay platform.
- On most of these routes a two-, three-, four- or five-car train will be sufficient capacity.
- In the Desiro City, Siemens have a train, that is acceptable to Great Britain.
- If routes in Great Britain are to be electrified, they must be electrified with 25 KVAC overhead wires.
- Trains would be 100 mph, so they wouldn’t be limited as to routes.
- A Mireo-B has a range of between 80-100 kilometres or 49.7-74.6 miles.
I am sure Siemens Desiro City or its European equivalent; Mireo can be developed into a family of trains suitable for GB!
- The basic train would be two driving cars.
- Length would be increased by coupling trailer cars between the two driving cars.
- Hydrogen power would be in one of the trailers.
- Batteries would be under an appropriate number of cars.
Battery trains would be able to use a simple automatic charger, similar to the one, that I described in GWR Trialling Transformative Ultra-Rapid Charging Train Battery.
An Example – Mid-Cornwall Metro
This map shows the Mid-Cornwall Metro.
Consider.
- Newquay and Par is 20.8 miles.
- Falmouth Docks and Par is 30.8 miles.
- Newquay and Falmouth Docks is 51.6 miles.
- The maximum speed between Par and Newquay is around 30 mph
- The maximum speed between Par and Falmouth Docks is around 50-70 mph
- There are twelve intermediate stations.
- There is a reverse at Par station.
- Charging would be easy to install at Falmouth Docks, Newquay and Par.
- In Par Station – 10th February 2024, I suggested that Par station could be fully-electrified, so that expresses could have a Splash-and-Dash on their way to London and Penzance. If all platforms at Par were electrified the Mid-Cornwall Metro trains could charge from the electrification, as they reversed.
There are two main ways that the Mid-Cornwall Metro might operate.
- There would be chargers at Newquay and Falmouth Docks and trains would shuttle the 51.6 miles between the two stations.
- There would only be charging at Par and trains would after charging at Par go alternatively to Newquay and Falmouth Docks.
The first might need smaller batteries and the second would only need one charger.
An Example – Uckfield Branch
The Uckfield branch is in Southern England.
- It is not electrified between Hurst Green Junction and Uckfield, which is 24.7 miles.
- There are eight intermediate stations.
- The line can accommodate ten-car trains.
There is space at Uckfield station for a charger.
Charging would be at Uckfield station and North of Hurst Green Junction, where it will use the existing electrification.
Conclusions
This leasing/rental model will surely encourage train operators to replace diesels with appropriate zero-carbon alternatives on routes that need to be decarbonised.
Par Station – 10th February 2024
Par station will see changes because of the Mid-Cornwall Metro.
I took these pictures as I passed through.
Note.
- The level crossing was busy with cars every time I crossed it.
- The semaphore signalling.
- The arriving GWR Castle in the last picture.
This Google Map shows Par station.
Note.
- There three platforms. Platform 1 is in the East, with Platforms 2 and 3 forming an island platform.
- There is a footbridge connect the platforms together.
- The Atlantic Coast Line leaves the map in the South West Corner.
As one of the modifications for the Mid-Cornwall Metro, the footbridge will be replaced with one that is step-free.
I have a few thoughts.
Will The Mid-Cornwall Metro Reverse At Par Station?
This OpenRailwayMap shows the track layout at Par station.
Note.
- The tracks shown in orange form the Cornish Main Line.
- The tracks shown in yellow that curve away to the West are the Atlantic Coast Line.
- The busy level crossing is shown in the South-West corner of the map.
- The Atlantic Coast Line connects to Platform 3 on the West side of the station.
- The track layout allows trains to access Platform 3 from both directions on the Cornish Main Line.
It does look like, Mid-Cornwall Metro trains will have to reverse every time, they call at Par station.
Could The Cornish Main Line Be Electrified At Par Station?
At some point in time, it will be desirable to run zero-carbon trains both on the Mid-Cornwall Metro and the Cornish Main Line.
- Plymouth and Par is a distance of 34.7 miles.
- Truro and Par is a distance of 19 miles.
- Newquay and Par is a distance of 20.8 miles.
- All of these distances would be in range of a typical battery-electric train.
- In The Data Sheet For Hitachi Battery Electric Trains, I said that a Hitachi express train with a battery range of 43.5 miles.
To my untrained eye, it looks like Par station wouldn’t be the most difficult place to electrify.
I believe there are possibilities to put an island of electrification at Par to give the trains a quick Splash-and-Dash before continuing.
How Many Direct Trains Should There Be Between London Paddington And Newquay?
The Mid-Cornwall Metro will see the following improvements on the Atlantic Coast Line between Newquay and Par stations.
- A second platform built at Newquay station.
- There will be a passing loop across Treegoss Moor.
- There will be a step-free bridge at Par station.
This will allow the current service on the line to be increased from two-hourly to hourly.
FirstGroup’s services in the UK, include several services, where a service is extended to a terminus away from the main line.
- Avanti West Coast – two trains per day (tpd) to Blackpool
- Great Western Railway – six tpd to Carmarthen
- Hull Trains – five tpd to Hull.
- Hull Trains – two tpd to Beverley.
- Hull Trains (proposed) – two tpd to Worksop and Sheffield.
Given that there will only be an hourly local service on the Atlantic Coast Line, I suspect that FirstGroup will be able to run up to six tpd to Newquay to satisfy the traffic needs of the London and Newquay service.
How Will Great Western Railway Run A Service To Newquay?
Last weekend, when I went to Ebbw Vale, I wrote My Train To Wales Today Divided At Swansea.
My train, that day was a ten-car train formed of a pair of Class 800 trains.
- The front train was signed as going to Swansea.
- The rear train was signed as going to Carmarthen.
- At Swansea the trains split into two.
- The front train finished its journey.
- The rear train reversed out and continued to Carmarthen.
Returning to London Paddington, trains join at Swansea.
Will Great Western Railway use a similar operation with Newquay services.
The train would be a ten-car train formed of a pair of Class 802 trains.
- One train would be going to Plymouth and the other train to Newquay.
- At Plymouth the trains split into two.
- One train finishes its journey at Plymouth.
- The other train continues to Newquay.
As Bodmin General station, has a second platform, that was recently built with financial help from Great Western Railway, could this be another destination served by splitting a train at Plymouth?
I discuss the implications of the second platform at Bodmin General station in Beeching Reversal – Increased Service Provision Bodmin General-Bodmin Parkway
How Long Would A Round Trip Take Between Plymouth And Newquay?
Current timings are as follows.
- Plymouth to Par – 34.7 miles – 50 minutes
- Par to Newquay – 20.8 miles – 51 minutes
- Turnround at Newquay – 5 minutes
- Newquay to Par – 20.8 miles – 51 minutes
- Par to Plymouth – 34.7 miles – 50 minutes
Note.
- Times are from Class 802 trains between Par to Plymouth.
- Times are for Class 150 trains between Par and Newquay.
Total time is 207 minutes or three hours and twenty-seven minutes.
The Proposed Mid-Cornwall Metro
In the January 2022 Edition of Modern Railways, there is this description of the Mid-Cornwall Metro.
This would see an hourly service shuttling between the north and south coasts of the county and linking the main population centres at Newquay, St Austell, Truro and Falmouth. This would become the main service on the Newquay branch, and it would take over one of the twice-hourly services on the Falmouth branch, with the other service being a Truro to Falmouth shuttle as now.
Facilitating the Metro idea will be the latest phase of the modernisation of signalling in Cornwall, which will see the upgrade of a level crossing near Truro. Other infrastructure work required is a new passing loop on the Newquay branch at Tregoss Moor and restoration of a second platform face at the terminus at Newquay.
A business case was due to be submitted to the Department for Transport before Christmas 2021.
These are a few thoughts.
The Current Timings
If you look at the distances and timings of the various sections they are as follows.
- Newquay and Par – Five stops – 20.8 miles – 49-52 minutes
- Par and Truro – One stop – 19 miles – 22 minutes
- Truro and Falmouth Docks – Four stops – 11.8 miles – 24 minutes
Note.
- It appears that the Newquay to Par service is three minutes quicker than the other way.
- There will be a reverse at Par, which could take three minutes.
- The Par and Truro times were either GWR Castles or Class 802 trains.
The total time is 98-101 minutes and the total distance is 51.6 miles
Possible Timing
Consider.
- For the ease of timetabling and operation, it is probably best that a round trip between the two Newquay and Falmouth Docks takes an exact number of hours.
- The operating speed between Par and Truro is 75 mph and it is only 50 mph elsewhere.
- Turnround time at Newquay is five minutes.
- Turnround time at Falmouth Docks is 4-6 minutes
For these reasons, I doubt that much improvement could be made on the fastest time of 98 minutes. Certainly, a round trip of three hours would appear impossible.
But a round trip time of four hours would be very sensible.
However, there would be a turnround time of between 19-22 minutes at each end of the route.
This time might seem overly long, but it would be ideal for charging a battery-electric train.
How Many Trains Would Be Needed?
As the round trip will be four hours and an hourly service is needed, there will be a need for four trains to run the service, with the addition of probably two extra trains to allow for one in maintenance and one covering for any breakdowns.
Could The Mid-Cornwall Metro Use Battery-Electric Trains?
This Hitachi infographic shows the specification of the Hitachi Regional Battery Train.
Note
- The range of ninety kilometres is fifty-six miles and a longer distance than Newquay and Falmouth Docks.
- The operating speed of 90-100 mph is ideal.
- The time needed for a full charge at either end is within the timetable, I calculated earlier.
Hitachi Regional Battery Trains would be ideal for working the Mid-Cornwall Metro with a full charge at both ends of the route.
I have used my virtual helicopter to explore the Cornish Main Line between Par and Truro.
If it was decided to electrify the Cornish Main Line between Truro and Par, this could be an alternative way to charge the trains.
- The Mid-Cornish Metro trains should be able to do a return trip to Newquay and Falmouth Docks from the main line without charging at the two terminal stations.
- The electrification would be able to charge battery-electric Class 802 trains between Plymouth and Penzance.
But the extra infrastructure works to raise nine road bridges and several footbridges might blow the budget.
Where Would The Trains Be Serviced?
Great Western Railway has depots at both Penzance and Plymouth and with perhaps a charger at Truro and/or Par stations, the trains should be able to get to either depot at the end of the day.
Trains To Newquay
Wikipedia says this about the services to Newquay station.
The service is irregular with typically one train around every two hours.
As well as the local service, the station handles a number of long-distance trains in the summer. These services include Great Western Railway trains from London Paddington and CrossCountry trains from the North of England and the Scottish Lowlands, which do not stop at intermediate stations between Par and Newquay. On Sundays, there are some local trains and a small number of intercity services. As well as the weekend through trains, in peak summer months there is also a Monday-Friday through Great Western Railway intercity service to and from London, but local trains continue on these days too. Traditionally, there was no Sunday service in the winter, even in the ‘golden age’ between both of the 20th century’s world wars, but the line has a service of three trains each way on Sundays from 11 December 2011.
The Mid-Cornwall Metro will at least come with an hourly service.
But this will mean, that to run other services to the station with the hourly Metro will mean that a second platform will be needed.
I discuss the improvements needed in Beeching Reversal – Transforming The Newquay Line.
This is a quirky video, which describes an architect’s plans for the station.
It is the sort of simple solution, that I like.
Conclusion
I believe that a small fleet of Hitachi Regional Battery Trains could create an iconic Metro for Cornwall, that would appeal to both visitors and tourists alike.
The Anonymous Widower 