It could just as well be two batteries and one diesel module, I guess. The train has to have at least one diesel module, or it wouldn't be a tri-mode.
Bounds Green is pretty full with LNER and other operators using it.
Looking at the routes they operate and the modelling done as part of the trail results would suggest 2 battery packs per train
It really depends on the route, how far off the wires, one diesel might be enough if route is flat enough, because batteries can be used as a boost to accelerate.
The stock has been ordered for their current routes, not the highly speculative open access applications.
I thought the batteries were intended for approaching stations, for during station calls and then for departing stations, at any other time (away from OHL) they would operate on diesel.
If they are fortunate enough to get that OA approved, they would configure any new order appropriately. It would be crazy to specify units which will be fully utilised on their existing routes suboptimally for those routes purely on the off chance that they get the chance to run a service down to the south coast.
They have only ordered 9 new Hitachi units which will be for Sunderland and Bradford services.
To some extent, if the trains have modular power packs, the different units can be designed to hang on the same brackets and be swappable.
Exactly! Hence the mention of the Brighton services was a complete red herring.
It’s not a speculative application if the application has actually been made… I think the word you’re looking for is ambitious.
Putting aside the shock (no pun intended) that the user who praises battery potential the most has said something pessimistic about them, is Northallerton to Sunderland and back on pure-battery power enough range? I'm almost certain the OHLE at Sunderland is useless given it's not just a different voltage, but a different current type as well.
I was thinking more about the Crofton based unit diagrams.
Absolutely, I mean there's no particular reason, other than adding more complication and cost, you couldn't have a dual-voltage unit capable of running on 25kV AC and 1.5kV DC (I believe such units exist on the Continent?) but it hardly seems worthwhile for Grand Central seeing as they'll only get an extremely limited benefit from such a thing.
absolutely - many trains in the Netherlands and in France are capable of that.
That's 47 route miles each way, so perhaps possible with two battery modules. But entirely possible with a single diesel power pack to top up those batteries if necessary. The benefit of the diesel/battery combination is that the diesel only has to generate the average power used off the wires, which be much less than the peak power need.
That would probably depend how the battery modules are configured. I noticed from Green Signals interview with Bob Tiller re the class 99s, he said that the class 93s could only recharge theier batteries from the OLE - a reason why GBRf rejected the notion of batteries on the class 99s.
Interesting, I'll have to listen to that Green Signals interview (it's on the list). I'm surprised a modern battery vehicle isn't configured for at least regenerative charging under braking. Hopefully the new Hitachi ones are, although for a high-speed train on the ECML there shouldn't be too many options for brake-charging.
They can.