Battery powered Electrostar

[Class377/5]

http://www.networkrail.co.uk/news/2013/aug/We-are-developing-a-prototype-battery-powered-train/

We're developing a prototype battery powered train

19 August 2013

This work is part of an industry study into the feasibility of using electric trains on parts of the railway which have not been electrified.

Electric trains are quicker, quieter, and more efficient - making them better for passengers and the environment. The potential to spread those benefits while not having to install miles of wiring would be cost-effective and sustainable.

A battery-powered train could use non-electrified and diesel lines, and recharge their batteries at terminal stations.

Electrification strategy

This project is an important part of our strategy of increasing the electrification of the railway, delivering improved sustainability whilst reducing the burden on the taxpayer. If we can create an energy storage capability for trains, electric traction can be introduced to more parts of the railway without the need to necessarily extend the electrification infrastructure.


“As the principle funder and delivery manager, we have done a great deal of feasibility work before reaching this stage, both to define the outputs we seek from the trial and to build confidence in the project across the industry. We are working with our partners to drive this innovation forward.”

Richard Eccles, Network Rail director of network strategy and planning

The test train

Working closely with Derby-based train manufacturer Bombardier and operator Greater Anglia, the project will use one of the operator’s Class 379s as a test-bed to determine future battery requirements and what kind of train might be needed.

This train will be adapted by Bombardier and fitted with two different forms of batteries: lithium (iron magnesium) phosphate and hot sodium nickel salt. The batteries will undergo many lab tests before being fitted to the train.

The modified train will then undergo a variety of tests ‘off network’. If these tests prove successful, the train will then run on an electrified branch line on the Anglia route, yet to be chosen, with its pantograph down. This is so that if there is a problem, it can raise its pantograph, and collect power again. This running will be both in – and out of – passenger service and by the end of 2014, the trial will be complete.

Our partners
•The Department for Transport
•Enabling Innovation Team (set up to accelerate the uptake of innovation in the rail industry)
•Greater Anglia
•Bombardier

So GA are going to lose a 379 for testing so they can have a battery powered unit.

I wonder what branch the 379 will run on, unlikely to be Stanstead.....

 

[neilm]

Maybe uckfield line and marshlink line?

 

[tsr]

It's an excellent idea, but just imagine the chaos and bad press if one of these "ran out" of juice on a single-line stretch with no alternative power source... and a low frequency/inconvenient siting of suitable locos or units capable of assisting. Unlike a mechanical or electronic fault, I can't imagine you could very easily find a way to get a fitter to insert new batteries! On the other hand, as the article points out, there are many benefits of this sort of traction if it's all done properly and efficiently - so provided the Daily Fail/tabloid/inclement news source of your choice doesn't get a chance to write about the thing not being recharged sufficiently, why not?

However, I can see several other lines apart from Uckfield and Marshlink as primary contenders, so there's probably no shortage of opportunities - for example, the length of the partially-electrified North Downs Line, if it's possible to fit this kit to a 377 or another local Electrostar, a Desiro or a Juniper (and I presume you may be able to).

 

[WatcherZero]

I think the idea is you could have refuges at stations where there would be power for it to recharge.

 

[30909]

The report clearly states (my bold) The modified train will then undergo a variety of tests ‘off network’. If these tests prove successful, the train will then run on an electrified branch line on the Anglia route, yet to be chosen, with its pantograph down. This is so that if there is a problem, it can raise its pantograph, and collect power again.
So I would suggest Walton - on the- Naze, Braintree, Chingford, or if they are really unsure Romford to Upminster

 

[Prairie_5542]

It would depend on clearance also. I reckon the Chingford branch line!

 

[Fincra5]

its sounds like a good idea... but going on even cars that are battery powered, that you would need a hell of a lot for all of it... traction motors aside you hsve lighting, aircon, pis, cctv etc... thats a lot... batteries on 377s are dire atm...
I could see a whole coach being converted to a battery coach and then weight the same as s small moon!

 

[Prairie_5542]

Can't they make it, so that the wheels when they turn and braking it re-charges the batteries??

 

[Class377/5]

I think the idea is you could have refuges at stations where there would be power for it to recharge.

Like the trams?

What I find funny is once a Electrostar is on batteries you lose the toilets....

 

[Prairie_5542]

Like the trams?

What I find funny is once a Electrostar is on batteries you lose the toilets....

Not enough power?

 

[DDB]

They are testing the idea with a four coach train as it needs to slot into an already electrified route and have the same number of seats. However I wonder if it will work with a shorter train as the rural routes you might want to use this for presumably currently have two coach sprinters.
Equipment that you only need one set of per train such as transformers, toilet tanks and cab equipment must take up a greater proportion of potential battery space in a shorter train.

If it will work in a shorter train the Derwent valley line must be a candidate location. When the MML is electrified the Nottingham to Matlock service will run under the wires for over half its journey (Nottingham to Ambergate junction). The other half (Ambergate junction to Matlock) has lots of original low stone and metal footbridges in a world heritage site and would I suspect be difficult to electrify.

It would also allow the train to nip back to Bombardier in Derby if there are teething troubles!

DDB

 

[Prairie_5542]

They are testing the idea with a four coach train as it needs to slot into an already electrified route and have the same number of seats. However I wonder if it will work with a shorter train as the rural routes you might want to use this for presumably currently have two coach sprinters.
Equipment that you only need one set of per train such as transformers, toilet tanks and cab equipment must take up a greater proportion of potential battery space in a shorter train.

If it will work in a shorter train the Derwent valley line must be a candidate location. When the MML is electrified the Nottingham to Matlock service will run under the wires for over half its journey (Nottingham to Ambergate junction). The other half (Ambergate junction to Matlock) has lots of original low stone and metal footbridges in a world heritage site and would I suspect be difficult to electrify.It would also allow the train to nip back to Bombardier in Derby if there are teething troubles!

DDB

They probably wouldn't give planning permission for this then.

 

[jon0844]

I think this is great news and did wonder a few years back why we couldn't have electric trains, using the large amount of underfloor storage space, for batteries.

Of course, charging is the main issue - but there are now fast charging solutions for cars and the railway doesn't have the same problem as cars do (namely lots of charging places all over the country/world). Everyone knows where the trains will be, so you can have fixed charging points - and there's also the inductive charging that is being trialled for cars and possibly already used on some trams? This might solve the obvious issue of having to plug the train in, which could be prone to problems.

Let's say you have charging facilities at stations, or even near signals and passing loops where a train might wait, you could probably ensure a very long range for the trains.. and use regenerative braking to top them up on the move.

In the future, the next generation of solar panels might even allow for topping up (or running other essential services like air con) on the move too. I think we'll see panels extracting a lot more energy from light than we do now.

 

[Prairie_5542]

I think this is great news and did wonder a few years back why we couldn't have electric trains, using the large amount of underfloor storage space, for batteries.

Of course, charging is the main issue - but there are now fast charging solutions for cars and the railway doesn't have the same problem as cars do (namely lots of charging places all over the country/world). Everyone knows where the trains will be, so you can have fixed charging points - and there's also the inductive charging that is being trialled for cars and possibly already used on some trams? This might solve the obvious issue of having to plug the train in, which could be prone to problems.

Let's say you have charging facilities at stations, or even near signals and passing loops where a train might wait, you could probably ensure a very long range for the trains.. and use regenerative braking to top them up on the move.

In the future, the next generation of solar panels might even allow for topping up (or running other essential services like air con) on the move too. I think we'll see panels extracting a lot more energy from light than we do now.

It would be very interesting seeing the next DMU/EMU with sollar panels on the roof!

 

[jon0844]

[/B]It would be very interesting seeing the next DMU/EMU with sollar panels on the roof!

I am not sure we're quite there with solar energy so I am not sure there would be enough power generated to be of much use right now... but maybe it would be sufficient to keep the onboard LED lighting going, CCTV and CIS - but certainly not the air conditioning or anything that would get/keep the train moving.

Obviously that would only be of any use in daylight too, unless it charged internal batteries.

There are certainly a lot of options. It's good to see more trains getting LED lighting for a start, and I also noticed that Baker Street (at least for the H&C/Circle lines) has now got LED lighting throughout the platform area.

 

[Prairie_5542]

I am not sure we're quite there with solar energy so I am not sure there would be enough power generated to be of much use right now... but maybe it would be sufficient to keep the onboard LED lighting going, CCTV and CIS - but certainly not the air conditioning or anything that would get/keep the train moving.

Obviously that would only be of any use in daylight too, unless it charged internal batteries.

There are certainly a lot of options. It's good to see more trains getting LED lighting for a start, and I also noticed that Baker Street (at least for the H&C/Circle lines) has now got LED lighting throughout the platform area.

Solar panels on top of canopies would be good. Who knows, what will be used in the future to power trains!? It's all very interesting. Fossil fuels won't last forever.

 

[jon0844]

Imagine the irony of having wired up so much more of the network and one day not needing any of it!

 

[daikilo]

http://www.networkrail.co.uk/news/2013/aug/We-are-developing-a-prototype-battery-powered-train/



So GA are going to lose a 379 for testing so they can have a battery powered unit.

I wonder what branch the 379 will run on, unlikely to be Stanstead.....

Lithium iron or Lithium ion? I think the latter and it is by far the best way to go for a rapid discharge/recharge. One solution could be to wire up only the terminal platforms to recharge before return departure.

 

[The Ham]

Given it will be able to pick up power at stations it should enable the batteries should be able last quite a bit longer as the most power is needed when starting up.

The other place that could be a good place for some wires (to extend the range of the batteries further) would be on steep hills.

 

[61653 HTAFC]

I do wonder if a 4-car unit might be too much weight for the motors on battery power, though besides the reasons for this being mentioned, perhaps they need that much underfloor space to avoid all the gubbins eating into the passenger saloon. I assume that once they've ironed out any problems on the tests under the wires they'll switch to a trial on a non-electrified line. The Marks Tey-Sudbury branch would be an obvious candidate for this kind of operation in that part of the country, though would the platforms on there have space for a 379?

 

[daikilo]

Given it will be able to pick up power at stations it should enable the batteries should be able last quite a bit longer as the most power is needed when starting up.

The other place that could be a good place for some wires (to extend the range of the batteries further) would be on steep hills.

Wires, with pantograph management, or 3rd rail? And power recovery into the batteries on descents? I'm happy we have just made public what could have been patented.

 

[route:oxford]

There's never anything new really...

Is it 50 years since the last battery unit operated on the network?

Perhaps it's one way to avoid wiring the Forth Bridge (and other difficult sites) - just design a fleet of EMUs with sufficient on-board battery power to operate for 3 miles on peak load away from the wires.

 

[asylumxl]

There's never anything new really...

Is it 50 years since the last battery unit operated on the network?

I wonder if it will be prone to fires like the battery powered train they trialed in Scotland ?

 

[jon0844]

As long as they don't ask Boeing for assistance we might just be okay!

 

[asylumxl]

As long as they don't ask Boeing for assistance we might just be okay!

It would make seeing your train coming a lot easier though, particularly at night.

 

[jon0844]

Ah, so the fire would create light that powers the solar cells - even at night. Genius!

 

[tsr]

Ah, so the fire would create light that powers the solar cells - even at night. Genius!

Can't we just make the yellow cab ends radioactive so they glow in the dark? It'd be much safer...

 

[Tiny Tim]

Wires, with pantograph management, or 3rd rail? And power recovery into the batteries on descents? I'm happy we have just made public what could have been patented.

It's bit late to patent regenerative braking, trams have used it since the 1930s

 

[Class172]

Can't we just make the yellow cab ends radioactive so they glow in the dark? It'd be much safer...

Just get some radium paint to do th trick, it was all the fad in the 1920s.

Really though, I see this being an excellent step forwards, especially if it allows diesel trains to be moved elsewhere from their islands (ie Uckfield etc).

 

[jopsuk]

on Flett availability, does this just mean the remaining 29 379s will be worked harder? As far I'd understood the peak requirments are 9 2x4 sets on Stansted Express and 3 3x4 sets on Cambridge fasts- which leaves three spare/maintainence.