Great Western Coffee Shop

Ways of delivering infill rail electrification in areas with 750V DC third rail are to be explored in a study for the Rail Safety and Standards Board (RSSB).

Most of the rail network in southeast England is third rail, including the lines in Kent, East Sussex, West Sussex, Surrey, Hampshire and parts of Dorset. Weymouth is the western extremity of the DC network. The Merseyrail Electrics network also uses third rail.

A small number of non-electrified passenger lines exist in the South East: Ashford to Hastings; Oxted to Uckfield; and Wokingham-Ash and Guildford to Redhill on the North Downs Line. The RSSB’s brief for the new study also cites the West of England line, which runs from Basingstoke to Salisbury and Exeter.

Says the RSSB: “There are also several [passenger] reopening candidates where electrification would be valuable and potentially an essential enabling factor, including the Isle of Grain branch in Medway, the Fawley branch in Hampshire and Headbolt Lane/Skelmersdale in Merseyside.”

The £200,000 study will identify ways to remove diesel services either by “enabling extensions to the existing electric network or appropriate alternatives”. The chosen contractor will explore options for reducing the safety risk of third rail systems.

Here is the ORR position on 3rd rail extension.
It places the onus of safety with the organisation promoting the extension. It specifically mentions the time taken for isolations but NR South East and presumably Wessex are installing modular isolation systems that make it both safer and quicker.

https://orr.gov.uk/__data/assets/pdf_file/0017/17621/dc-electrification-policy-statement.pdf

Can't see it happening within 15 years to be honest.  A Salisbury extension of 3rd rail might.

Well. I have ticked the not in 15 years box. However, you can argue that electric trains are already running to Exeter. Perhaps the thread should have been headed 'Electric traction to Exeter'?

Here is the ORR position on 3rd rail extension.
It places the onus of safety with the organisation promoting the extension. It specifically mentions the time taken for isolations but NR South East and presumably Wessex are installing modular isolation systems that make it both safer and quicker.

https://orr.gov.uk/__data/assets/pdf_file/0017/17621/dc-electrification-policy-statement.pdf

I would not put forward the idea of wholesale additions to the 3rd Rail network but infills such as Oxted and the North Downs line need to be considered. The other outpost, Ashford to Hastings, would be better done at 25kV so that it could be served from HS1 at Ashford.

The much mentioned - by Network Rail anyway - rolling programme of 25kV electrification must proceed. The first fairly immediate step on the B&H should be wiring to Bedwyn, so the IET's can be replaced by 387's. Follow that with electrification in stages to Westbury (new electric service to include the projected Devizes Parkway station), Taunton & Exeter.

The electrification project teams have enough recent practice, particularly in terms of what not to do, on this route to complete the work in 5-7 years.

(At the same time perhaps the DfT & NR would care to remove their collective head from the orifice in which it currently resides and authorise full completion of the wiring on the routes to BRI.)

I would suggest that replacing IETs by Class 387s on the Bedwyns would affect line capacity between Paddington and Reading. The 387s have a 110mph top speed rather than the 125mph of practically every other train using the Mains between Paddington and Reading and this will affect pathing and line capacity. In the 2019 timetable trains are scheduled to leave Paddington and two minute headways, with the maximum being five minutes there being, IIRC, some 16 departures per hour. Introducing even slightly slower trains on this stretch, even if there is only one per hour, will affect punctuality.

I can't see it happening.

I would suggest that replacing IETs by Class 387s on the Bedwyns would affect line capacity between Paddington and Reading. The 387s have a 110mph top speed rather than the 125mph of practically every other train using the Mains between Paddington and Reading and this will affect pathing and line capacity. In the 2019 timetable trains are scheduled to leave Paddington and two minute headways, with the maximum being five minutes there being, IIRC, some 16 departures per hour. Introducing even slightly slower trains on this stretch, even if there is only one per hour, will affect punctuality.

I can't see it happening.

Press release - 06 July 2020 07:30
Hitachi Rail and Hyperdrive agreement opens way for battery trains across Britain

Hitachi Rail and Hyperdrive agreement opens way for battery trains across Britain

Hitachi Rail and Hyperdrive Innovation have signed an exclusive agreement to develop battery packs to power zero-emission trains and create a battery hub in the North East.

The two North East manufacturers will now accelerate the creation of batteries that can be mass-produced to provide emission-free power for hundreds of battery trains across the UK.

With almost two-thirds (58%) of the UK’s 20,000 mile rail network not electrified and with the Government setting ambitious decarbonisation targets, Hitachi Rail analysis estimates the potential market for Hyperdrive and Hitachi’s battery technology is over 400 trains.

This agreement is an important step towards manufacturing batteries at Hyperdrive’s HYVE facility in Sunderland, and then installing them just 20 miles away at Hitachi Rail’s train-building factory in Newton Aycliffe, County Durham.

Hitachi has identified its fleets of 275 trains as potential early recipients of the batteries for use in the UK, as well as installing them on new metro and intercity trains that will be needed in the coming years to replace ageing diesel fleets.

Battery trains produce no greenhouse gases, air pollution and are a far quieter, offering passengers cleaner air in stations, less noise disruption and a carbon-free way to travel. Installing batteries on to existing fleets can also extend their range and allow passengers to reach stations on non-electrified branch lines without having to change train.

A widespread adoption of battery train technology could be a major boost for industry in the UK, creating a market for Hyperdrive to increase its manufacturing capability up to 30,000 battery packs per year and double the number of jobs at its Sunderland factory.

Development of the UK’s first independent battery pack manufacturing facility will drive costs down and for the first time offer domestic production of batteries for rail, automotive, construction and energy sectors.

It sounds like Hitachi and Co have come to the conclusion that Vivarail came to a few years ago.

Hitachi has extensive battery train experience across the world. In 2016, Hitachi introduced one of the world’s first regional battery trains in Japan. The Dencha currently carries passengers on two routes in Japan, with a wire-free range of 50km.

In 2007, Hitachi Rail fitted a hybrid test train – known as a Class 43 HST – with batteries and ran over 100,000 km. The ‘Haybusa’ train produced no emissions out of stations and provided a 15% fuel saving.

This has high potential!  ;)

Although they're going to need more than 50km range if they're going to be used on most of the network. Interesting though to see the competition between this, hydrogen, bi-mode, OHLE and possibly third-rail.

Does member Broadgage have shares in this!  ;D ;D ;D

In my view, hydrogen is not a serious contender, it is inherently expensive, explosive, bulky to store, and challenging to handle at fuelling stations.

The trains on this line are due for replacement (hopefully) within the next 10 years. It would seem logical to electrify at 25kv west of Basingstoke with dual voltage stock. As Reading to Basingstoke is likely to be electrified the addition of Southampton to Salisbury would give an electric route for the many container trains heading north without the complication of any work on the direct line through Winchester

As far as I'm aware there is already a western entrance to the freightliner terminal,unless it has recently been removed.

I wonder if this would be the answer - or at least the first answer likely to happen, though the timescale of any retrofit programme is not clear from this press release from Hitachi Rail (https://www.mynewsdesk.com/uk/hitachi-rail-global/pressreleases/hitachi-rail-and-hyperdrive-agreement-opens-way-for-battery-trains-across-britain-3019165):
...

Hitachi and Eversholt Rail to develop GWR intercity battery hybrid train ? offering fuel savings of more than 20%
 

•   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
•   Tri-mode train can improve air quality and reduce noise across South West route?s non-electrified stations

In a UK-first, Hitachi Rail and Eversholt Rail have signed an exclusive agreement aimed at bringing battery power ? and fuel savings of more than 20% ? to the modern Great Western Railway Intercity Express Trains that carry passengers between Penzance and London.

The 36 longer, faster trains ? with their iconic sleek design ? have already transformed journeys for passengers in south west England, since their introduction by GWR in August 2018. Now the partnership between Hitachi, the train builder and maintainer, and Eversholt Rail, the trains? owner, will develop a plan to install batteries on a modern Intercity Express Train. The trial will demonstrate that the innovation meets passenger service and safety standards.

The line between the South West and London is only partially electrified, with the majority of the 300 mile journey requiring diesel power. The partnership is looking at batteries replacing a diesel engine as a power source on an existing Hitachi-built five-carriage train ? currently known as a bi-mode for its ability to switch seamlessly between electric and diesel power.

Adding a battery creates an electric-diesel-battery hybrid train (tri-mode). On non-electrified sections of the route, the batteries will supplement the power of the engines to reduce fuel usage and carbon emissions by more than 20%. Whereas when travelling in and out of stations and surrounding urban areas, the train would rely on battery power only. This has the benefit of improving air quality and dramatically reduce noise levels, creating a more pleasant environment for passengers and people living nearby.

GWR?s Intercity Express Train fleet currently calls at 15 non-electrified stations on its journey between Penzance and London, all of which could benefit from trains running on battery-only power.

Hitachi Rail will draw upon market-leading expertise in Japan, and the support of its battery partner ? Hyperdrive Innovation. The two North East-based companies reached an agreement in July 2020 to create and develop battery packs for mass production at Hyperdrive?s HYVE facility in Sunderland, the UK?s first independent battery pack manufacturing facility.

The projected improvements in battery technology ? particularly in power output and charge ? create opportunities to replace incrementally more diesel engines on long distance trains. With the ambition to create a fully electric-battery intercity train ? that can travel the full journey between London and Penzance ? by the late 2040s, in line with the UK?s 2050 net zero emissions target.

Installing battery technology on trains can complement electrification and helps to improve the business case for upgrades that can level-up the South West and provide a low emission alternative to domestic air travel.

I remain a bit doubtful about battery power for London to Penzance or similar length journeys.
I see a bright future for battery trains on secondary or lightly used routes, and on main lines that are substantially electrified but not perhaps throughout.

Yes, I know that the initial proposal is to fit a battery instead of one of the engines on an IET. It has however been suggested that this an initial test with a view to eventually achieving a fully battery powered inter city train.

Where does the 15 come from?

Using only battery power, with diesel, over the Devon banks could be an interesting challenge - whether talking about either the GWR or SWR route. With stops at Totnes on the GWR route and Axminster on the SWR route, both 'in between' severe banks, the batteries would need to be powerful. 

Using only battery power, without diesel, over the Devon banks could be an interesting challenge - whether talking about either the GWR or SWR route. With stops at Totnes on the GWR route and Axminster on the SWR route, both 'in between' severe banks, the batteries would need to be powerful. 

Using only battery power, without diesel, over the Devon banks could be an interesting challenge - whether talking about either the GWR or SWR route. With stops at Totnes on the GWR route and Axminster on the SWR route, both 'in between' severe banks, the batteries would need to be powerful. 

But that is not what they are proposing.  Only battery power in urban areas.  Diesel elsewhere, though the batteries could help out on the banks.

How much OLE is there between Penzance and London? IIRC it's only once they join the GWML at Reading?

The wires extend to Newbury.

In any case, if this trial is successful, hopefully it could be used for Bristol-Thingley and the 'ugly wires in Bath' could be saved for another day.

Not sure it would go all that way, the gap would have to be reduced a bit I think.

Plan for UK long-distance battery-powered trains

(https://ichef.bbci.co.uk/news/976/cpsprodpb/184F5/production/_110937599_mediaitem100809186.jpg)
(C) PA - Hitachi Rail has launched a plan to operate trains on batteries, electricity and diesel

Long distance trains could run on battery power for the first time in the UK, a manufacturer has announced.

Hitachi Rail said Great Western Railway services between London Paddington and Penzance, Cornwall, could be powered by a combination of batteries, electricity and diesel.

Using battery power at the route's non-electrified stations will reduce fuel consumption by more than 20%, improve air quality and reduce noise levels.

Testing is expected to begin in 2022.

The line from Cornwall to London is only partially electrified, with the majority of the 300 mile route requiring diesel power.

The 36 intercity express trains used on the line are bi-modes, which switch between electric and diesel power.

The firm said it would be the first time a long-distance passenger service used an alternative power source in the UK.

It is hoped a full-battery powered intercity train could be developed by the late 2040s, Hitachi Rail added.
(Continues at source)

What "it"? The initial plan announced is for one battery fitted to one 802/0. NR's "first base" core network for decarbonisation is OLE to Exeter, and something beyond, and presumably we will reach something of that kind. The path from the trial to there could follow several routes, both in train systems and infrastructure.

A bit complex and techie to explain in a post here, sufficed to say lessons have been learned from the engineering of GWEP

Lets hope the teams get the chance to stay together to use that learning rather than have a gap then have to learn it all over again. 

That is certainly part of the message Andrew Haines is sending to the DfT, the forming a new electrification construction team from scratch after a few years break will add costs and delays as it did with GWEP

Following on from that announcement earlier this year, Hitachi are now going to put some batteries into some of GWR's 802s. This was behind this morning's news items (http://www.firstgreatwestern.info/coffeeshop/index.php?topic=24371.msg298545#msg298545), based on this press release from Hitachi (https://www.mynewsdesk.com/uk/hitachi-rail-global/pressreleases/hitachi-and-eversholt-rail-to-develop-gwr-intercity-battery-hybrid-train-offering-fuel-savings-of-more-than-20-percent-3059268):

That reads as if they plan to do a trial, though perhaps even that depends on a bit of prior work on the batteries.

Just wondering on the technical details. They plan to replace one of the under-floor diesel engines with batteries. I presume that each diesel engine only powers the motors in that carriage. But obviously when the train is running on OLE, all motors are powered from the same transformer. So is power in fact shared between driven carriages when running in diesel, and therefore presumably also diesel-battery, mode too?

It would make perfect sense to keep a permanent team, or teams, with all the kit in full working order, to do a rolling national programme of electrification. Suddenly. most of the cost becomes part of the routine budget, and slowly but surely, we have an electric railway.

I have been wondering that too. I've not found a clear statement on the matter, though.

I have read of a "3 kV DC bus", taking power from the transformers via AC/DC converters. However, looking at the cables between vehicles, that's not a bus in the normal sense. It must be implemented as relatively low-power links (ca. 600 W), each from one of the two (5-car) or three (9-car) transformers to a motor drive unit.

When running on diesel power, each engine feeds its own motor drive units. If any engines are not running, that will reduce the adhesion significantly, so a way of feeding some power between motor vehicles would make sense. With a true busbar, that would be the obvious thing to do, but with separate links I think you'd have to reconfigure them by switching. I think it's possible, but you'd need to be told - no way to work it out by looking.

Electrical power "bus" on rolling stock is quite common.  For example Class 800 have 25kV bus along the entire unit, Class 700 have two 400V 3 phase bus one for each half of the train with a bus coupler to join the 2 if required.

A common 3kV dc bus is possible, its likely to be a common feature on some European trains, the prime mover (diesel or hydrogen) would generate at a standard 3 ph 400V feeding into the power bus via switch mode power supply and onto the power bus; traction power, battery charging and domestic power can be tapped off of the power bus via inverters

I was reading an article about the development of aluminium-ion batteries (which I'd never heard of previously).  It appears they have many advantages over lithium-ion ones.

This was the article:

https://www.forbes.com/sites/michaeltaylor/2021/05/13/ev-range-breakthrough-as-new-aluminum-ion-battery-charges-60-times-faster-than-lithium-ion/?sh=2bf34746d287

Do our experts on batteries here on the forum think that they have the potential to become game changers in terms of trains, as the author of the article suggests they will be for cars?

I was reading an article about the development of aluminium-ion batteries (which I'd never heard of previously).  It appears they have many advantages over lithium-ion ones.

This was the article:

https://www.forbes.com/sites/michaeltaylor/2021/05/13/ev-range-breakthrough-as-new-aluminum-ion-battery-charges-60-times-faster-than-lithium-ion/?sh=2bf34746d287

Do our experts on batteries here on the forum think that they have the potential to become game changers in terms of trains, as the author of the article suggests they will be for cars?

Sicily is introducing a new, Hitachi-built hybrid train that can run electrically, on battery or on diesel depending on which part of the network it is travelling on.

Hitachi Rail said the new ‘Blues’ train, which is the first of its type to enter passenger service in Europe, could reduce carbon dioxide emissions and fuel consumption by up to 50 per cent when compared to traditional trains.

The train is ready to begin passenger service following its international presentation at rail expo Innotrans last September in Berlin.

The Blues is equipped with a new generation of hybrid technology: the train can travel with diesel engines on non-electrified lines, with pantographs on electrified lines, and with batteries, where applicable, to travel the last mile on non-electrified lines or while stopping at stations, avoiding the use of fuel.

Batteries also help to further improve normal power performance. Switching off the engines during the arrival, parking and departure from stations allows a 50 per cent reduction in fuel consumption and CO2 emissions compared to current diesel trains as well as helping to reduce noise pollution, Hitachi said.

The Blues train is also equipped with an air-conditioning system designed to optimise power consumption based on the actual number of passengers on board. Other on-board technologies designed to minimise energy consumption include internal and external LED lighting systems and the use of smart parking.

It also includes USB and 220V power sockets for greater connectivity, as well as bike areas and high luggage transport capacity.

Blues Commuter

The "Blues" trains derive from the Masaccio platform and are equipped with diesel-electric propulsion integrated with batteries that make the train a hybrid-bimodal solution, that can also run without electrification.

These new vehicles are record-breaking in terms of performance and sustainability as they are equipped with new-generation and low-emission diesel engines (Stage V) integrated with batteries allowing emission and noise reduction.

The trains can run up to 160 km/h on electrified lines with great travel time savings.

On-board technologies include: smart air-conditioning systems capable of adapting to internal conditions such as temperature and the number of passengers on board, LED systems that contribute to save energy, video surveillance for improved safety of passengers, WiFi connection, electric and USB plugs and space for bikes and baggage.

A dedicated area and toilet are available for people with reduced mobility who can also benefit from enhanced ease of access.