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« Reply #121 on: July 02, 2025, 18:04:13 » |
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I think they were convinced a while back, I have had one visit and a few meeting as part of my day job with the NR» Technical Authority Engineers to look at items in the safety case and how the lineside and track mounted equipment is to be maintained NR staff competencies etc |
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Starship just experienced what we call a rapid unscheduled disassembly, or a RUD, during ascent,”
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matth1j
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« Reply #123 on: July 02, 2025, 21:57:27 » |
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He says charging takes 4 minutes (2:30 in the video), but not how often it needs that; at every stop? |
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grahame
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« Reply #124 on: July 03, 2025, 06:04:18 » |
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He says charging takes 4 minutes (2:30 in the video), but not how often it needs that; at every stop? No - less than that. On the Greenford Branch, charging is once an hour at West Ealing - enough for calls at three intermediate stops (which they did make) to Greenford and then the same three stops on the way back. Total running time perhaps 40 minutes. |
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Coffee Shop Admin, Chair of Melksham Rail User Group, TravelWatch SouthWest Board Member
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Electric train
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« Reply #125 on: July 03, 2025, 06:05:39 » |
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He says charging takes 4 minutes (2:30 in the video), but not how often it needs that; at every stop? I think he based the 4 mins on the Greenford round trip. The battery charge on the train never normally exceeds 80%, that's to do with battery life. The charger is quick around 800 Volts at several hundred Amps, the train BMS (Battery Management System) controls the charge rate and the train uses 2 sets charging rails each set of rails has its own shore side battery bank |
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Starship just experienced what we call a rapid unscheduled disassembly, or a RUD, during ascent,”
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Mark A
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« Reply #126 on: July 03, 2025, 10:02:13 » |
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He says charging takes 4 minutes (2:30 in the video), but not how often it needs that; at every stop? I think he based the 4 mins on the Greenford round trip. The battery charge on the train never normally exceeds 80%, that's to do with battery life. The charger is quick around 800 Volts at several hundred Amps, the train BMS (Battery Management System) controls the charge rate and the train uses 2 sets charging rails each set of rails has its own shore side battery bank The 80% figure caught my eye, I've an app on the phone that monitors state of charge and makes a small fuss when the phone's charging and a set level of charge is reached to allow the user to stop charging it. 80% advised but this can be set to any value. The app also tracks battery degradation, and indicates that up to 80% is efficient from that perspective, and that it's the 80 to 100% segment that causes the majority of wear to the battery. I'd been wondering about this with respect to electric vehicles and their owners' thirst for range. Mark |
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Ralph Ayres
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« Reply #127 on: July 03, 2025, 10:11:22 » |
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Would it be over-pessimistic of me to think that despite the success of this trial, it may still be several years before we actually see any of these in regular service on GWR▸ ? Infrastructure, training, certification, contracts and more still to do, and nothing ever seems to happen quickly. Might still beat HS2▸ opening though!
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IndustryInsider
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« Reply #128 on: July 03, 2025, 14:19:25 » |
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Would it be over-pessimistic of me to think that despite the success of this trial, it may still be several years before we actually see any of these in regular service on GWR▸ ? Infrastructure, training, certification, contracts and more still to do, and nothing ever seems to happen quickly. Might still beat HS2▸ opening though!
And the trains have to be rebuilt from their original District Line use of course. Probably three years away at least? |
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To view my GWML▸ Electrification cab video 'before and after' video comparison, as well as other videos of the new layout at Reading and 'before and after' comparisons of the Cotswold Line Redoubling scheme, see: http://www.dailymotion.com/user/IndustryInsider/ |
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REVUpminster
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« Reply #130 on: July 04, 2025, 19:49:57 » |
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Didn't GWR▸ buy up all the stock? Why not use them?
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ChrisB
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« Reply #131 on: July 04, 2025, 19:52:15 » |
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Cost? Bought before nationalisation & now DfT» win’t offer a contract for them? Maybe they want them for their open-access offerings?
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didcotdean
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« Reply #132 on: July 04, 2025, 21:32:26 » |
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The class 230 appears in the 2023 GWR▸ Facilities Guide, on page 36 including a seating plan - the year it was expected to enter service. The fleet: one unit. Looks like it may well join the 769, also in that Guide, which didn't enter proper service. |
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TonyK
Global Moderator
Hero Member
Posts: 6664
The artist formerly known as Four Track, Now!
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« Reply #133 on: July 04, 2025, 23:29:44 » |
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I read the whole of the white paper. Even allowing for GWR▸ 's pride in this being their baby, it's impressive, and suggests that the results of the trial exceeded expectations by a margin. Any misgivings I had about the concept are now gone, and I look forward to the next step. I doubt that will be soon because the report acknowledges the need for replacements for diesel stock nearing the end and the difficulties that would be faced in retrofitting diesel trains anyway. This technology would really be best used in retrofitted EMUs▸ and entirely new units. The charging infrastructure sounds astonishingly easy to install, a fit for any station really. I like the exploration of fringe benefits too, which make sense.
Time to start negotiations with the unions, and for DfT» to draw up specifications for new kit. The former will be busy with the slow but steady march towards nationalisation, looking for problems that didn't exist when they were calling for that. So it will take time, but doesn't everything?
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Now, please!
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anthony215
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« Reply #134 on: July 08, 2025, 00:01:04 » |
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Pity the 769s couldn't have been fitted with batteries. Porterbrook likely to be looking for homes for yhe class 350/2's and they did suggest fitting these units with batteries
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