Partnership To Develop North American Battery Train
The title of this post, is the same as that of this article on Railway Gazette.
This is the first paragraph.
A contract for the development and testing of a battery multiple-unit for the North American market based on Stadler’s Flirt Akku design for Europe has been signed by the Swiss manufacturer, Utah State University and the Advancing Sustainability through Powered Infrastructure for Roadway Electrification engineering research centre.
After my recent visit to Liverpool, after which I wrote Riding In A Train Designed To Run On Battery Power, I am certainly of the belief that Stadler know where they are going.
Skegness Station To Benefit From A £3.3m Improvement Package
The title of this post, is the same as that of this article on Rail Technology Magazine.
I took these pictures of Skegness station, on a visit to the town in July last year, which I wrote about in A Trip To Skegness.
I feel that Skegness station would welcome some improvement.
The Rail Technology Magazine article says this about the project.
Upon completion of the project, customers will be able to utilise a number of enhanced facilities, including an improved accessible toilet with changing spaces, two new start-up offices, a community café and retail provisions. Upgrades will continue through improved access into the station for pedestrians and vehicles, offering integration with the surrounding community.
Work is hoped to start this year.
A Modern Zero-Carbon Train Service
If £3.3 million is going to be spent on Skegness station, would it not be a good idea to have better trains serving the station.
In A Trip To Skegness, I talked about updating the hourly Nottingham and Skegness service using Class 170 trains with Rolls-Royce MTU Hybrid PowerPacks.
I wonder if this route could be improved by fitting the Class 170 trains with Rolls-Royce MTU Hybrid PowerPacks?
- The hybrid technology would have a lower fuel consumption and allow electric operation in stations.
- The prototype hybrid is already working on Chiltern Railways in a Class 168 train.
- The Class 168 train is an earlier version of the Class 170 train and they are members of the Turbostar family.
- Rolls-Royce are developing versions of these hybrid transmissions, that will work with sustainable fuels.
- As we have a total of 207 Turbostar trainsets, these could be a convenient way of cutting carbon emissions on long rural lines.
- As Rolls-Royce MTU are also developing the technology, so their diesel engines can run on hydrogen, it is not outrageous to believe that they could be on a route to complete decarbonisation of this type of train.
I believe that we could see hydrogen-hybrid Class 170 trains, with a Rolls-Royce badge on the side.
But would it be possible to go the whole way using one of Stadler’s battery-electric trains?
Consider the service between Nottingham and Skegness.
- It is hourly.
- The route is run by 100 mph Class 170 trains.
- Nottingham and Grantham are 22.7 miles apart.
- Grantham and Skegness are 58.2 miles apart.
- Trains take four minutes to reverse at Grantham.
- Trains wait 20 minutes before returning at the two end stations.
- Trains reverse at Nottingham in a bay platform, which is numbered 2.
- Grantham is electrified.
- Nottingham station will be electrified in the next few years.
- Skegness station is next to the bus station in the middle of the town, so hopefully the electricity supply is robust enough to charge buses and trains.
Stadler make a train called an Akku.
- It is a member of the FLIRT family.
- It is a 100 mph train.
- I wrote Stadler FLIRT Akku Battery Train Demonstrates 185km Range, which means it could run between Nottingham and Skegness without intermediate charging.
This leads me to the conclusion that with charging systems at Nottingham and Skegness and taking a four-minute top-up at Grantham if needed, a FLIRT Akku could handle this route with ease.
Conclusion
Skegness is a town that needs leveling-up. A refurbished station and 100 mph electric trains to Grantham and London would be a good start.
Regulator Approves New Grand Union Train Service From Carmarthen To London Paddington
The title of this post, is the same as that of this press release from the Office of Rail and Road.
This is the sub-heading of the press release.
The Office of Rail and Road (ORR) has opened up the Great Western Main Line to competition and enabled a significant increase in rail services between London and South Wales.
These points are made in the press release.
- The rail regulator has approved the introduction of new train services between London, Cardiff and South West Wales from the end of 2024.
- The services will be operated by a new open access operator, Grand Union Trains, bringing competition to the Great Western route out of Paddington.
- Passengers travelling between London, Bristol Parkway, Severn Tunnel Junction, Newport, Cardiff, Gowerton, Llanelli and Carmarthen will benefit from an extra five daily return services and greater choice of operator.
- The decision opens up the Great Western Main Line to competition for the first time, with potential benefits in terms of lower fares, improved service quality and innovation for all passengers using the route.
- The application, submitted to ORR in June 2022, was disputed by Network Rail due to concerns about capacity on the network. But following careful consideration and analysis, ORR has directed Network Rail to enter into a contract with Grand Union.
- Grand Union has committed to significant investment in new trains.
- As an ‘open access’ train operator, however, it will not get paid subsidies from public funds, unlike current operators along the route.
ORR supports new open access where it delivers competition for the benefit of passengers. In making this decision, the regulator has weighed this up against the impact on Government funds and effect on other users of the railway, both passengers and freight customers.
These are my thoughts.
The Company
Grand Union Trains have certainly persevered to get this approval.
- The company was created by Ian Yeowart, who previously created open access operators; Alliance Rail Holdings and Grand Central before selling both to Arriva.
- After multiple negotiations with the Office of Road and Rail (ORR), Yeowart must know how to get an acceptable deal.
- Grand Union Trains have a similar application for a service between Euston and Stirling with the ORR.
Grand Union Trains also have a web site.
The home page has a mission statement of Railways To Our Core, with this statement underneath.
At Grand Union we are passionate about Britain’s railways. We are committed to the traditional values of providing a high-quality customer service and a comfortable journey experience at a fair price.
I’ll go with that.
The Financial Backing Of The Company
All the UK’s open access operators are well-financed either by Arriva or First Group.
The ORR would not receive any thanks, if they approved an operator, which duly went bust.
So what is the quality of the financing behind Grand Union Trains?
This article on Railway Gazette is entitled RENFE Looks At Entering UK Rail Market Through Open Access Partnership, which starts with this paragraph.
Open access passenger service developer Grand Union Trains is working with Spain’s national operator RENFE and private equity firm Serena Industrial Partners on a proposed service between London and Wales.
That is fairly clear and would surely help in the financing of Grand Union Trains.
The Route
Trains will run between Carmarthen and London Paddington, with stops at Llanelli, Gowerton, Cardiff, Newport, Severn Tunnel Junction and Bristol Parkway.
A new station at Felindre will replace Gowerton at some time in the future.
There will be five trains per day (tpd).
I have some thoughts and questions about the route
Felindre Station
Felindre station is named in Wikipedia as the West Wales Parkway station, where it is introduced like this.
West Wales Parkway is a proposed railway station north of Swansea, near to the boundaries of the neighbouring principal area of Carmarthenshire, and the villages of Felindre and Llangyfelach. The station is proposed to be situated at the former Felindre steelworks, near Junction 46 of the M4 and A48, and near Felindre Business Park and Penllergaer Business Park. The project is in the planning stages, as part of a wider Department for Transport proposal to re-open the Swansea District line to passenger traffic.
This Google Map shows where, it appears the Felindre station will be built.
Note.
- The Felindre Business Park in the North-West corner of the map, with a Park-and-Ride.
- The M4 running across the bottom of the map.
- The Swansea District Line runs East-West between the motorway and the Business Park.
It looks that the new station could be located on the South side of the Business Park.
When High Speed Two Opens Will Trains Call At Old Oak Common?
When High Speed Two opens, all GWR trains will stop at Old Oak Common station for these connections.
- Chiltern for for Banbury, Bicester, High Wycombe and the West Midlands
- Elizabeth Line for Central and East London and the Thames Valley
- Heathrow Airport
- High Speed Two for Birmingham and the North
- Overground for Outer London
As Old Oak Common will be such an important interchange, I think they should.
Will The Platforms At Carmarthen Station Need Lengthening?
This Google Map shows Carmarthen station.
Note.
- The station has two platforms.
- There are certainly pictures of the station with an InterCity 125 in the station. There is a picture on the Wikipedia entry for Carmarthen station.
These pictures show the station.
I suspect that the station will be upgraded to accommodate Grand Union Trains.
The Trains
An article in the June 2022 Edition of Modern Railways, which is entitled Grand Union Bids For London To Carmarthen, gives these details of the trains.
- Three classes.
- 2023 start for the service.
- Cycle provision.
- Vanload freight will be carried.
- Electric trains could start between London and Cardiff by 2023.
- In 2025, trains could be nine-car bi-modes.
- South Wales-based operation and maintenance.
- 125 full-time jobs created.
It certainly seems to be a comprehensive and well-thought out plan.
I have a few thoughts on the trains.
What Make Of Trains Will Be Procured?
Consider.
- Lumo’s Class 803 trains were ordered from Hitachi in March 2019 and entered service in October 2021.
- So if they ordered their version of the Hitachi trains by the end of 2022, the trains could be in service by July/August 2025.
- It would probably be easier, if the only fast trains on the Great Western Main Line between London and South Wales were all Hitachi trains with identical performance.
But the Spanish backers of Grand Union Trains may prefer Spanish-designed trains assembled in South Wales. So would a bi-mode version of CAF’s Class 397 trains be suitable?
On the other hand, the Carmarthen and Cardiff section of the route without a reverse at Swansea is only seventy-five miles.
This Hitachi infographic shows the Hitachi Intercity Tri-Mode Battery Train.
Consider.
- Charging could be provided at Carmarthen using a short length of electrification or one of Furrer + Frey standard chargers.
- Charging would also use the electrification between London Paddington and Cardiff.
- A nine-car Class 800 or Class 802 train has five engines and a five-car train has three engines.
- The Intercity Tri-Mode Battery Train was announced in December 2022.
- In the intervening two years how far has the project progressed?
- For the last twelve months, Lumo have been running trains with an emergency battery-pack for hotel power. How are the batteries doing, whilst being ferried up and down, the East Coast Main Line?
Can Hitachi configure a train with more than one battery-pack and a number of diesel engines, that has a range of seventy-five miles? I suspect they can.
I suspect that CAF also have similar technology.
There is also a benefit to Great Western Railway (GWR).
If GWR were able to fit out their Class 802 trains in the same way, they would be able to run between Cardiff and Swansea on battery power.
- It is only 45.7 miles.
- Charging would need to be provided at Swansea.
- GWR could still run their one tpd service to Carmarthen.
It looks like both train operating companies could be able to do as Lumo does and advertise all electric services.
What Could Be The Maxmum Range Of A Hitachi Train On Batteries?
This Hitachi infographic shows the Hitachi Regional Battery Train.
Consider.
- It has a battery range of 90 km or 56 miles on the single battery.
- I would expect that by a regional train, Hitachi mean a five car Class 800 or 802 train, like those that go to Cheltenham, Lincoln or Middlesbrough.
- A five-car Hitachi Regional Battery Train would have a battery that could contain power equivalent to 280 car-miles.
- Five-car Class 800 or 802 trains have three engine positions.
- These Hitachi trains have a very sophisticated control system, which I wrote about in Do Class 800/801/802 Trains Use Batteries For Regenerative Braking?
I believe the engineers at Hyperdrive Innovation have designed the battery-packs that replace the diesel engines as simulations of the diesel engines, so they can be a direct replacement.
This would mean that battery-packs could be additive, so the following could apply to a five-car train.
- Two battery packs could have a range of 112 miles.
- Three battery packs could have a range of 168 miles.
GWR generally runs pairs of five-car trains to Swansea, which would be 90 miles without electrification.
If five-car trains with two battery packs, could be given a range of 112 miles, GWR could run an electric service to Swansea.
They could also run to Carmarthen, if Grand Union Trains would share the charger.
What ranges could be possible with nine-car trains, if one battery pack is good for 280 car-miles?
- One battery-pack, gives a range of 280/9 = 31 miles
- Two battery-packs, give a range of 2*280/9 = 62 miles
- Three battery-packs, give a range of 3*280/9 = 93 miles
- Four battery-packs, give a range of 4*280/9 = 124 miles
- Five battery-packs, give a range of 5*280/9 = 155 miles
- Six battery-packs, give a range of 6*280/9 = 187 miles
- Seven battery-packs, give a range of 7*280/9 = 218 miles
Note.
- I have rounded figures to the nearest mile.
- There are five cars with diesel engines in a nine-car train, which are in cars 2,3,5, 7 and 8.
- Diesel engines are also placed under the driver cars in five-car Class 810 trains.
- For the previous two reasons, I feel that the maximum numbers of diesel engines in a nine-car train could be a maximum of seven.
- I have therefor assumed a maximum of seven battery packs.
These distances seem sensational, but when you consider that Stradler’s Flirt Akku has demonstrated a battery range of 243 kilometres or 150 miles, I don’t think they are out of order.
But, if they are correct, then the ramifications are enormous.
- Large numbers of routes could become electric without any infrastructure works.
- Grand Union Trains would be able to run to Carmarthen and back without a charger at Carmarthen.
- GWR would be able to run to Swansea and back without a charger at Swansea.
Prudence may mean strategic chargers are installed.
Rrenewable Energy Developments In South West Wales
In Enter The Dragon, I talked about renewable energy developments in South West Wales.
I used information from this article on the Engineer, which is entitled Unlocking The Renewables Potential Of The Celtic Sea.
The article on the Engineer finishes with this conclusion.
For now, Wales may be lagging slightly behind its Celtic cousin to the north, but if the true potential of the Celtic Sea can be unleashed – FLOW, tidal stream, lagoon and wave – it looks set to play an even more prominent role in the net zero pursuit.
The Red Dragon is entering the battle to replace Vlad the Mad’s tainted energy.
South West Wales could see a massive renewable energy boom.
Grand Union Trains will increase the capacity to bring in more workers to support the developments from South Wales and Bristol.
‘Castle’ HSTs To Be Withdrawn By Great Western Railway
The title of this post, is the same as that of this article on Rail Advent.
This quote from a GWR spokesman, sums up the action that will be taken.
The Castles were always designed to be a temporary measure on the Cardiff to Penzance route. We expect to replace the Castle Class trains on a phased basis over the next couple of years, bringing customers the benefit of more modern trains that will reduce both cost and carbon emissions across the route.
These are my thoughts.
Could The Engines In The Power Cars Be Replaced With Modern Carbon-Neutral Engines?
This would be an alternative way to solve the decarbonisation problem.
It would also mean that other applications of the Class 43 power cars, like ScotRail’s Inter7City trains, Cross Country’s HSTs and Network Rail’s New Measurement Train would have a decarbonisation route,
In Rolls-Royce Releases mtu Rail Engines For Sustainable Fuels, Rolls-Royce mtu outline their route to decarbonise rail engines using sustainable fuels.
This was the first paragraph of my conclusion in the linked article.
Rolls-Royce and Cummins seem to be doing a thoroughly professional job in decarbonising the diesel engines they have made in recent years.
The Class 43 power cars have Rolls-Royce mtu Series 4000 engines, which will soon be available to run on sustainable fuel.
I think as a possible fall-back, one Class 43 power car should be converted to carbon neutral.
Could The Engines In The Power Cars Be Replaced With Modern Hydrogen Engines?
I looked at this in Will We See Class 43 Power Cars Converted To Hydrogen?.
I came to the conclusion, that this might be possible and said this.
It would be the ultimate Roller.
But then Rolls-Royce know about winning battles with large internal combustion engines.
The Option Of New Trains
This quote from a GWR spokesman was fairly definite about new trains, when they said.
The Castles were always designed to be a temporary measure on the Cardiff to Penzance route. We expect to replace the Castle Class trains on a phased basis over the next couple of years, bringing customers the benefit of more modern trains that will reduce both cost and carbon emissions across the route.
What trains could replace the Castles?
- The Cardiff and Penzance route is just short of 250 miles or roughly 400 kilometres.
- Only about 30 miles at the Cardiff end is electrified.
- Trains would need to be able to handle 25 KVAC overhead electrification.
- 125 mph trains will be needed at the Cardiff end.
- Four or five passenger cars will be needed.
- Currently, there are twelve Castles, so I will assume twelve new trains.
As these trains will be lasting up to forty years, they must be zero-carbon, which must mean battery-electric or hydrogen.
Charging Battery-Electric Trains
Consider
- Bristol Temple Meads, Exeter St. Davis and Plymouth are large stations with several platforms. I suspect that a number of Furrer + Frey’s charging stations can be installed along the route.
- The timetable would be adjusted to allow trains to be charged as they stopped to set down and pick up passengers.
- Trains would dwell in the station and then use their 125 mph performance to regain the time.
- I’ve also found a Penzance to Cardiff service, that stopped at Plymouth for fourteen minutes, which is more than enough to charge the batteries.
- Regenerative braking to the batteries would further eke out the range.
- There might also be some extra electrification around Bristol or Exeter.
- Some form of charging would be needed at Penzance.
Note.
- Putting up electrification may mean that it will delay the new trains for a few years.
- Charging stations along the route could probably be installed to a tight timetable.
I believe that with some top-class work, by battery and charger manufacturers, that a battery-electric train could be developed that could run between Cardiff and Penzance.
Thoughts On Hydrogen
Consider.
- The Alstom Coradia iLint train has a range of about 1,000 km. on hydrogen.
- Companies like Airbus, Boeing and a host of rocket makers will improve the storage and safety of hydrogen.
- A range of a 1,000 km. would allow refuelling at one end of the route.
- Trains could be multiple units or a hydrogen-electric locomotive pulling a rake of coaches with a driving van trailer.
I feel that hydrogen would be very feasible as a power source.
Alstom Could Offer A Hydrogen Aventra
Consider.
- Alstom are developing a hydrogen-powered Aventra.
- Bombardier were offering a 125 mph Aventra.
- A typical Aventra like a Class 720 train seats a hundred passengers a car.
A hydrogen Aventra would be feasible.
Hitachi Could Offer A Battery-Electric Or Hybrid AT-300
In 2021, in Hitachi And Eversholt Rail To Develop GWR Intercity Battery Hybrid Train – Offering Fuel Savings Of More Than 20%, I wrote about the announcement of the Hitachi Intercity Tri-Mode Battery Hybrid Train, which is shown in this Hitachi infographic.
Note.
- Batteries replacing an engine to cut fuel usage and reduce carbon emissions.
- First time a modern UK intercity train, in passenger service, will use alternative fuel.
- These Hitachi trains use mtu engines, so I suspect they will be switched to sustainable fuel like HVO.
- The trains are 125 mph and 140 mph with the latest digital signalling.
- Great Western Railway already have 58 five-car Class 800/802 trains and 35 nine-car 800/802 trains.
- They would not need any changing stations or other infrastructure changes.
- Staff retraining would be minimal.
Testing of the prototype of these trains must be getting very close or even underway.
Stadler Could Offer A Battery-Electric Flirt Akku
Consider
- Stadler have run a Flirt Akku on batteries for 243 km.
- Flirt Akkus will go into service soon.
- Flirts have been designed for 125 mph running.
With charging at Cardiff, Bristol, Exeter, Plymouth and Penzance, I believe a Flirt Akku could handle the route.
Are Hitachi Home And Hosed?
I have a feeling that the announcement has been made about retiring the Castles as the prototype Hitachi Intercity Tri-Mode Battery Hybrid Train is under test and is performing well.
So I wouldn’t be surprised to see an order for twelve more Class 802 trains soon.
Flirt Akku And Class 755 Train Compared
This article on Focus Transport is entitled 224-kilometre Battery Range For FLIRT Akku – Stadler Sets World Record For Guinness Book Of Records.
These facts about the record run are given.
- The route was from from Berlin to Warnemünde.
- It appears to have been independently verified.
- The distance was 224 kilometres or 139 miles.
- This distance is more than London to Great Yarmouth via Norwich.
- It is reported that the temperature was around zero, which is not very battery-friendly.
No mention was made in the article of the number of passengers on board or the average speed.
Various articles have stated that the Flirt Akku is a three-car train, but I was not sure, if it included a PowerPack car like the Class 755 train.
So I flew my virtual drone over the route and got this picture.
Compare the front end with this picture of a Class 755 train at Lowestoft.
And the side view with this diagram of the trains, that I clipped from Wikipedia.
I can come to these conclusions.
- The two front ends are very different, although the basic layout of doors and windows appears the same.
- The Akku seems to have a flatter side.
- The Akku lacks the PowerPack of the British train.
It also looks like the Greater Anglia train has better step-free access between between train and platform. But then you never seem to find good step-free access on German trains.
Some extra information and thoughts .
Testing The Flirt Akku
This article on Railvolution is entitled FLIRT AKKU Research Project Completed.
The article comprehensively described the testing process and gave more details of the train.
- The train was running at 140 kph or 87 mph.
- This speed is available from the catenary or battery.
- Battery charging takes twenty minutes.
- The train seats 154 passengers in a 2 + 2 configuration.
The train appears to be roughly the same size and performance as a three-car Class 755 train.
Range On A Battery-Electric Class 755 Train
The battery range needed on various Greater Anglia routes are as follows.
Ipswich and Cambridge – 41.3 miles
- Ipswich and Felixstowe – 15.6 miles
- Ipswich and Lowestoft – 48.9 miles
- Ipswich and Peterborough – 71.2 miles
- Norwich and Great Yarmouth – 18.3 miles
- Norwich and Lowestoft – 23.5 miles
- Norwich and Sheringham – 30 miles
- Norwich and Stansted Airport – 53.7 miles
- Marks Tey and Sudbury – 11.8 miles
Note.
- Cambridge, Ely, Ipswich, Norwich and Peterborough are stations with full electrification.
- I suspect some services will need charging at the remote station.
It looks like to handle all routes will need a train with a range of around 80 miles or around 129 kilometres.
Conclusion
I don’t think that it would be impossible for Stadler to create a battery-electric Class 755 train with enough range.
Stadler FLIRT Akku Battery Train Demonstrates 185km Range
The title of this post, is the same as that of this article on Railway-News.
This is the first paragraph.
Stadler’s offering in the battery-powered rolling stock market, the FLIRT Akku has demonstrated a guaranteed range of 185km, even in energy-intensive conditions, it has been found following a three-year research period.
The range is very good and is over twice what Hitachi are claiming with the Hitachi Regional Battery Train.
I can’t find out many details of the size of a Flirt Akku train, but this article on the International Railway Journal has these details.
- A picture shows a three-car train.
- The trains have a 100 mph operating speed.
- Fifty-five two-car trains are on order for Schleswig-Holstein.
Stadler can also fit batteries into trains like Greater Anglia’s Class 755 trains.
There have been reports of these trains being fitted with batteries in a couple of years to reduce carbon emissions.
Battery Answer To Schleswig-Holstein’s Diesel Replacement Question
The title of this post, is the same as that of this article on Railway Gazette International.
It is a good explanation of why there is so much interest in battery-powered trains.
This paragraph from the article, describes how the trains will operate in Schleswig-Holstein.
They will have range of 150 km under optimal conditions, although the longest non-electrified route they will operate on is around 80 km. The batteries will be recharged from the existing 15 kV 16·7 Hz overhead electrification at Kiel, Neumünster, Flensburg, Lübeck and Lüneburg stations and on the Osterrönfeld – Jübek line. Charging facilities will also be provided in other locations, and there will be some extensions to the existing overhead power supply.
Consider.
- These trains can run on routes of up to eighty kilometres or around fifty miles.
- Greater Anglia and Transport for Wales will be running the UK versions of the Stadler Flirts, that will be used in Schleswig-Holstein.
- Transport for Wales will also be running a tri-mode Flirt with electric, diesel and battery power.
- The Continental loading gauge, probably allows more batteries than the smaller UK loading gauge.
I think it could be reasonable to assume, that a UK-sized battery-electric Stadler Flirt could have a range of forty miles on batteries.
These could be possible routes for Greater Anglia.
- Norwich and Sheringham – 30 miles
- Norwich and Lowestoft – 23.5 miles
- Norwich and Great Yarmouth – 18 miles
- Ipswich and Felixstowe – 16 miles
- Colchester Town and Sudbury – 20 miles
In addition some partially-electrified routes have gaps less than forty miles. Think Cambridge and Ipswich!
I would not be surprised to see battery trains, quietly gliding around East Anglia.
Would they attract passengers and tourists?
Perhaps Germany and Stadler will give us the Schleswig-Holstein Answer, which will be much more interesting than the Schleswig-Holstein Question.
Economics Of Battery Trains
The article also has this quote from the CEO of Stadler Germany about the economics of battery trains.
It makes us very proud that with the battery-powered Flirt we have not only managed to find an ecological and innovative solution, but have also enabled a clear economic improvement. If we consider the average life of a rail vehicle of around 30 years, battery-operated vehicles are more cost-effective than diesel’.
I think it can also be said, that battery technology will improve continuously in the next thirty years and we should see a corresponding improvement in range and performance.
You don’t get that with diesel.
Hydrogen Or Battery Power?
I would think that Alstom are not happy about this order for battery-powered trains.
- Only a hundred kilometres or so to the West, they are supplying Alstom Coradia iLint trains for a similar network.
- These trains are working well.
- They have teamed up with Linde to supply the hydrogen.
I wouldn’t have been surprised if Schleswig-Holstein had chosen hydrogen trains.
So why did Schleswig-Holstein, choose battery rather than hydrogen trains?
- Provided, the driver or a computer, raises and lowers the pantograph appropriately, there is no difference between an electric train and its battery-electric sibling.
- Systems to charge battery trains can be installed anywhere, there is an electricity supply.
- The electricity supply could be local wind or solar.
- Charging battery trains could be automatic and require no more action from the driver, than checking everything is as it should be and perhaps pushing a button or two. On a bleak miserable day, the driver would remain in the warm and comfortable cab.
- Hydrogen would need to be loaded on the train at a depot or another place with the necessary safety clearance.
- The iLint seats 160 and the Flirt Akku seats 124, so I suspect capacity isn’t much of a problem.
- The Flirt Akku is a train designed for battery-electric operation, whereas the iLint is a modified diesel train, with a noisy and harsh mechanical transmission. It’s like comparing Class 710 trains, with their predecessors on the Gospel Oak to Barking Line; the Class 172 trains.
- I suspect most Germans have talked to a relative or older person, who remembers the Hindenburg.
There is probably little to choose between the two trains, but I believe that the operation of the hydrogen-powered train will be more complicated.
I also don’t know the cost of each train.
As I said earlier, Stadler claim long-term ownership of battery-powered trains is more economic than diesel. Does the same apply to battery against hydrogen power.
Conclusion
I believe we’ll see lots more battery trains.
Mathematics Of A Stadler Flirt Akku Battery Train
In Stadler Receives First Flirt Akku Battery Train Order, I quoted this from as that of this article in Railway Gazette International.
Schleswig-Holstein transport authority NAH.SH has selected Stadler to supply 55 Flirt Akku battery multiple-units to operate regional services and provide 30 years of maintenance.
This is a substantial order for a large number of trains and many years of maintenance, and would appear to be structured similarly to deals in East Anglia, Glasgow and Liverpool in the UK.
Does The Train Have A Central Power-Pack Car?
Is the Flirt Akku, similar to Greater Anglia’s Class 755 trains and other of the companies products, in that it has a central power-pack car?
This picture shows a Class 755 train at Norwich.
Note that this four-car train has four full-size cars and a shorter one, that doesn’t appear to have any doors or proper windows.
This is the power-pack car, which in these trains has the following properties.
- The power-pack car is 6.69 metres long.
- The power-pack car is identical in both the four-car and three-car versions of the Class 755 trains.
- The four-car trains have four diesel engines.
- The three-car trains have two diesel engines.
The number of engines possible, leads me to believe there are four slots for engines in the power-pack car.
Transport for Wales have ordered a number of Flirts, which are similar to those in use by Greater Anglia, but they are tri-mode trains, that can run on overhead 25 KVAC electrification, diesel or battery power.
I speculate that they have one diesel engine and three batteries in the four slots.
This is a picture of the Flirt Akku.
I have enlarged the image and it would appear that the trains do not have a central power-pack car, but they do seem to have a lot of electrical gubbins on the roof.
This video shows the Class 755 train being tested at Diss.
It looks to have a much smoother roof line.
Could this indicate that the batteries on the Akku are placed on the roof of the train, as there is certainly a lot of equipment up there?
Stadler Receives First Flirt Akku Battery Train Order
The title of this post, is the same as that of this article in Railway Gazette International.
This is said.
Schleswig-Holstein transport authority NAH.SH has selected Stadler to supply 55 Flirt Akku battery multiple-units to operate regional services and provide 30 years of maintenance.
Announcing its selection as preferred bidder on June 19, Stadler said that it will reveal more details when the contract is signed, which is expected after the 10-day standstill period. NAH.SH called tenders for zero-emission trains to run on non-electrified lines but did not specify the technology to be used.
NAH.SH becomes the launch customer for the Flirt Akku, which was officially unveiled last year at the Stadler Pankow factory in Berlin.
Information on the order is a bit short, but that doesn’t stop me speculating.
Do The Flirt Akku Trains Have A Power-Pack Like Greater Anglia’s Class 755 Trains?
Certainly, the Stadler Flirts for the South Wales Metro, do have both a power-pack and a battery, as Stadler use the same image for both trains and the trains have batteries.
These pictures show some of Greater Anglia’s Class 755 trains in the sidings at Crown Point Depot.
Note, these are four-car Class 755 trains with a power-pack in the middle.
In Importance Of Battery Range: Stadler’s FLIRT BMU For Greater Anglia, I referenced an article, that said that Greater Anglia’s network is too long for battery trains. But the article seemed to suggest, that Greater Anglia could go battery in the future.
Until, I get more details on the Flirt Akku, I will assume that they use a power-pack containing batteries instead of diesel engines.
As in South Wales, there could also be a mix of diesel engines and batteries in the power-pack of a Flirt Akku.
Importance Of Battery Range: Stadler’s FLIRT BMU For Greater Anglia
The title of this post is the same as a sub-section of this article on Railway News, which is entitled Stadler Presents New FLIRT Akku For The First Time.
This is said.
By contrast, Stadler recently unveiled its bi-mode (electric-diesel) FLIRT for Greater Anglia (U.K.) at InnoTrans 2018. When asked why Greater Anglia went for a diesel-electric option rather than a battery-electric option to bridge the non-electrified gaps in the network, Railway-News was told that the non-electrified distances in the U.K. are currently too great for battery-operated trains to cope with. As battery technology improves, this will hopefully change, making diesel and the need for electrification obsolete
Does this infer the following?
- Greater Anglia would have preferred to use battery-electric trains.
- It is possible to swap the diesel engines in the power-pack for battery modules.
- It could be possible to swap a diesel generator for a hydrogen fuel cell.
Option three might be difficult, as you need somewhere to put the hydrogen tank within the limited UK loading gauge.
Conclusion
I think it is highly likely that as battery technology improves and Stadler are able to package it better for the Class 755 trains, that Greater Anglia will change some of their Class 755 trains to battery-electric operation.
The Anonymous Widower 