Lines and services already suitable for battery train operation

[Nottingham59]

Alstom has battery trains (BEMU) in passenger service in Germany, covering 50mi/80km off the wires, which is also the "guaranteed range" of the Stadler Flirt AKKU. (See links in the quote below).

Assuming a BEMU with this range in the UK, what lines or services could be served by BEMUs with no further electrification? And also after those electrification projects already committed? (e.g. after MML, TRU, Lostock-Wigan).

So we're looking for branch lines of 25 miles or less; or unelectrified segments up to 50miles, but with electrification at each end. Let's assume also that the electrified section of the route must be at least as long as the unelectrified length, so the trains don't have to wait under the wires to recharge.

This article talks about 50miles off the wires: https://www.railtech.com/infrastruc...pply-dublin-with-battery-and-electric-trains/
"This concept will enable the BEMU fleet to run more than 50 miles outside the electrified network on battery power and will be the first modern battery fleet in Ireland."

This one mentions 50 miles too:

Battery-electric train successfully passes technical trial in Chemnitz

Alstom’s battery-electric train (BEMU) has successfully conducted a technical demonstration journey in in Chemnitz.

www.railwaypro.com

"In February 2020, the transport company for central Saxony, VMS GmbH and Alstom signed a EUR 100 million contract for the supply of 11 three-car Coradia Continental battery-electric trains. To bridge the 80 km of non-electrified line between the cities of Chemnitz and Leipzig the authority requested a battery-electric (BEMU) fleet expected to enter service in 2023."

Similar to the Stadler FLIRT Akku which has 80 kilometres guaranteed by the company, according to this: https://www.railtech.com/rolling-st...kku-sets-world-record-for-battery-only-range/

 

[Minstral25]

North Downs - perfect gaps with electrification at either end (albeit 3rd rail)

 

[Nottingham59]

North Downs - perfect gaps with electrification at either end (albeit 3rd rail)

I'm sure a third rail BEMU would be feasible. Another candidate in third rail land is the Uckfield branch.

In the North, there are the Buxton and Windermere branches. And after MML electrification, there's Matlock-Newark Castle, and Crewe-Nottingham.

 

[mike57]

York to Leeds via Harrogate, just under 40 miles, wires either end, would the 20-30 mins layover at each end plus the short distance of wires into York and Leeds be enough?

 

[MarkyT]

North Downs - perfect gaps with electrification at either end (albeit 3rd rail)

3rd rail BEMUs should be simpler and lighter than those with 25kV OHLE capability, because they don't need the heavy step down transformer and a pantograph well on the roof.

 

[Nottingham59]

York to Leeds via Harrogate, just under 40 miles, wires either end, would the 20-30 mins layover at each end plus the short distance of wires into York and Leeds be enough?

That looks interesting. When I suggested as much distance under the wires as unelectrified, I was guessing. I wonder what recharging rates would be possible? One of the reasons I wanted to avoid recharging during layovers is that concetrating all that current into a single point on the contact wire will/could cause problems with local heating.

I guess you could always extend the wiring at each end for a few miles, at relatively little cost to allow recharging on the move.

 

[mike57]

That looks interesting. When I suggested as much distance under the wires as unelectrified, I was guessing. I wonder what recharging rates would be possible? One of the reasons I wanted to avoid recharging during layovers is that concetrating all that current into a single point on the contact wire will/could cause problems with local heating.

I guess you could always extend the wiring at each end for a few miles, at relatively little cost to allow recharging on the move.

I think on that route you would have to recharge during the lay over, but could you have a short section of conductor bar with plenty of contact area at the layover points (but then you loose platform flexibility...), maybe some form of shore supply would be better, perhaps at the voltage used to actually recharge the batteries, as plugging and unplugging 25kv isnt going to work easily/safely.

The solution you have identified, extend the wires at relativley little cost, is the main reason why we are where we are in the UK, we cannot deliver electrification on time or to budget anymore. One has to say that for any route where the service is more than hourly each way then it should be electrified, but its not going to happen. Carting big batteries around feels like a 'make do and mend' solution.

 

[Nottingham59]

extend the wires at relativley little cost,

Yes, but my thinking is you could extend at each end at least until the first overbridge. That would be much less per mile than a full electrification with all the bridge raising and other civil engineering that would entail. And you get 40 miles of electric railway for say 5-10 miles of new OHLE. So relatively little cost compared to full electrification, which is what I meant.

 

[Bald Rick]

A good rule of thumb is that a battery train needs as much time on the juice as off it. There’s loads of possibilities.

However, don’t forget that the power drawn will be roughly the same as if the line was fully electrified. (Charging losses broadly similar to power system losses). Therefore you will still need more power supply, if not more contact system.

 

[Nottingham59]

There’s loads of possibilities.

I'm sure there are. What I'm trying to do with this thread is to try get a feel for how much of the whole network can be "electrified" this way. I understand that about 50% of track km are currently electrified, accounting for ~80% of passenger km. How will those figures change with battery technology? And how many BEMU's should GBR be ordering now?

 

[ld0595]

I'd say Maryhill line. Relatively short and electrified at the Glasgow end. Can't imagine it would be too difficult to electrify the third platform at Anniesland.