Battery technology to be trialled on TransPennine

[Narrowgauge725]

Testing of the UK’s first intercity battery train commenced earlier today. The battery, which generates a peak power of more than 700kw, has now been successfully retrofitted onto a TransPennine Express ‘Nova 1’ train (five-carriage intercity Class 802), ahead of the trial on Transpennine routes this summer.

Nice to see TPE trying out batteries as an alternative to diesel as secondary power source.
Brand new battery technology to be trialled on TransPennine train

 

[Pete_uk]

This week's Green Signals podcast has a feature on this with Richard Bowker visiting Hitachi.

 

[Narrowgauge725]

This week's Green Signals podcast has a feature on this with Richard Bowker visiting Hitachi.

Link here

 

[InTheEastMids]

A development: Hitachi have issued a new media release (link below) saying that mainline testing has now commenced.
it says the battery power is 700 kW (doesn't give a kWh capacity figure) so presumably it's scoped to have similar characteristics to the diesel engine it's replaced.

Press releases | Rail Company News & Information | Hitachi Rail | Hitachi Rail

See all press releases by Hitachi Rail, covering rolling stock information, supplier and contract procurement news, and a media library for press use.

www.hitachirail.com

• Intercity battery train starts testing on rail network after successful low speed running completed at Newton Aycliffe.
• New livery applied to the train ahead of testing on lines between York to Manchester Airport and Leeds to Liverpool Lime Street.
• Industry collaboration between TransPennine Express, Angel Trains and Hitachi Rail to help reduce emissions and fuel costs by as much as 30%.

Regarding the capacity, earlier PR suggested it stored enough energy to "power 75 houses for one day". Using Ofgem's typical yearly value of 2,700 kWh per year, this would suggest around 550 kWh, which is in the same ball park as battery-electric HGV tractor units that are now in the market.

 

[superkev]

I wonder how the change to battery propulsion affects the weight of the coach.
No engine and fuel and possibly a lighter fire system but batteries are not lightweight.
Presumably the weight is the main factor in choosing the battery capacity.
K

 

[D6975]

802207?

 

[vuzzeho]

What do we know about the battery itself? Is it solid state? Samsung just unveiled their new all-solid state batteries (on the same day!) so that may be useful tech if Hitachi is using it.

 

[Nottingham59]

What do we know about the battery itself? Is it solid state? Samsung just unveiled their new all-solid state batteries (on the same day!) so that may be useful tech if Hitachi is using it.

They're made by Turntide Technologies: https://turntide.com/products/energy-storage/

Lithium-ion NMC (Nickel / Manganese / Cobalt)

EDIT: Also "capable of running up to 100km in battery mode", but it doesn't say whether that is at normal linespeeds.

== Doublepost prevention - post automatically merged: 30 Aug 2024 ==

I wonder how the change to battery propulsion affects the weight of the coach.
No engine and fuel and possibly a lighter fire system but batteries are not lightweight.
Presumably the weight is the main factor in choosing the battery capacity.
K

The May press release says:

"The single battery unit is incredibly powerful, storing enough electricity to power more than 75 houses for a day. This impressive energy and power density will deliver the same levels of high-speed acceleration and performance, while being no heavier than the diesel engine it replaces."

 

[driver9000]

It's a Hitachi project using the long term stopped 802207 which has been undergoing repairs after its derailment at Heaton. The unit isn't part of the TPE fleet while it has the battery pack fitted and won't be used in service. I believe it will be crewed by ROG and returned to standard configuration before it's returned to TPE later this year.

 

[InTheEastMids]

They're made by Turntide Technologies: https://turntide.com/products/energy-storage/

Lithium-ion NMC (Nickel / Manganese / Cobalt)

EDIT: Also "capable of running up to 100km in battery mode", but it doesn't say whether that is at normal linespeeds.

== Doublepost prevention - post automatically merged: 30 Aug 2024 ==


The May press release says:

"The single battery unit is incredibly powerful, storing enough electricity to power more than 75 houses for a day. This impressive energy and power density will deliver the same levels of high-speed acceleration and performance, while being no heavier than the diesel engine it replaces."

Interesting that they're using NMC as there have been doubts expressed about whether that chemistry is appropriate for rail use, particularly in terms of durability.
The power output is similar to the diesel genset so I would expect performance from a hypothetical all-battery unit to be similar to an 80x on diesel.
I also wonder if the 100 km is usable range, or what the acceptable distance between electrification would be (clearly this test train can still limp along on 2 gensets if that happens)

Something else I'm sure the trial is thinking about is recharging. With 700 kW charge/discharge and 550 kWh capacity, charging will take perhaps 40 mins to 1h. So to cover longer routes, there needs to be enough time under the wires to recharge.
I guess extending dwells at an electrified end of the route can be considered, but it strikes me that these will typically be large, busy electrified stations in city centres, where this would reduce capacity or need additional platforms (£££). Shortening dwell times is also a main way to recover from disruption, and so requiring a long dwell to recharge may kill of off that option.

That doesn't make me think that we can just bin off all planned electrification, I think we'll need some significant extensions, as well as solutions at the other/rural end of the line and some innovation about how to recover from disruption if a significantly reduced turnaround time is not in all cases going to be an option.

 

[Nottingham59]

I also wonder if the 100 km is usable range, or what the acceptable distance between electrification would be (clearly this test train can still limp along on 2 gensets if that happens)

100km nominal range problably means around 50km off the wires, in case the train has to go back to where it came from if the line gets blocked. Withing TPEs network, that should be enough to from Stalybridge to Leeds; Neville Hill to Church Fenton.

For a 802 BEMU I'd propose a version with two battery packs and one diesel genset. On most TPE routes that could run on just the two batteries, with diesel boost only up the main uphill gradients. And one diesel running continuosly would be enough to give unlimited range off the wires.

 

[Mag_seven]

It's a Hitachi project using the long term stopped 802207

Indeed and is already being discussed here:

802207 Hitachi testing battery power for Transpennine

I am trying to find out the current situation of unit, 802207, did this unit ever make it back into passenger service following its derailment in March 2022? (https://www.railforums.co.uk/threads/heaton-derailment-22-03-22.229511/). If not, does anyone know the plans/likely return date for this...

www.railforums.co.uk