[PR] DART Battery Train Tender Issued

James Howard · 28-05-2019, 12:38

I think the issue is that the cable will overheat at the point where it connects with the pantograph if the train is stationary and drawing a lot of current. If the train is in motion, the connection point is in effectively in motion and so the resistive heating is only happening in the one spot for a short amount of time.

This battery idea strikes me as being a bit of a greenwash. At face value, the original idea of bi-mode makes a lot more sense if it's a contingency for delays in electrification. If the electrification is a couple of years late, they'll be ripping out a relatively cheap engine with a year or two to go before overhaul rather than a vastly expensive battery with a decade or more life left in it.

Still, at least the 50km range removes the temptation to run high-density commuter units to Sligo.

ACustomer · 28-05-2019, 16:26

I know this sounds a bit nostalgic, but over 80 years ago Prof Drumm's patent battery trains were effectively doing 50km on a full charge. So what's with all this fancy new lithium battery technology?

Also as far as I am aware the Drumm trains used to recharge from a fixed point at Amiens Street, using a pantograph..

The more I think about it the more I fear that bi-modal battery trains will be an excuse for not providing a more comprehensive proper electrification.

Also we should not get advice from the UK on electrification projects. They have a cost over-run history worth of the HSE. So for advice go the Spaniards, the Portuguese, the French, or others who have done electrification on fairly lightly trafficked lines which does not appear to cost the earth.

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28-05-2019, 12:38	#1
James Howard Really Really Regluar Poster Join Date: Aug 2009 Location: Sligo Line Posts: 1,115	I think the issue is that the cable will overheat at the point where it connects with the pantograph if the train is stationary and drawing a lot of current. If the train is in motion, the connection point is in effectively in motion and so the resistive heating is only happening in the one spot for a short amount of time. This battery idea strikes me as being a bit of a greenwash. At face value, the original idea of bi-mode makes a lot more sense if it's a contingency for delays in electrification. If the electrification is a couple of years late, they'll be ripping out a relatively cheap engine with a year or two to go before overhaul rather than a vastly expensive battery with a decade or more life left in it. Still, at least the 50km range removes the temptation to run high-density commuter units to Sligo.

28-05-2019, 16:26	#2
ACustomer Really Regular Poster Join Date: Jan 2006 Posts: 767	I know this sounds a bit nostalgic, but over 80 years ago Prof Drumm's patent battery trains were effectively doing 50km on a full charge. So what's with all this fancy new lithium battery technology? Also as far as I am aware the Drumm trains used to recharge from a fixed point at Amiens Street, using a pantograph.. The more I think about it the more I fear that bi-modal battery trains will be an excuse for not providing a more comprehensive proper electrification. Also we should not get advice from the UK on electrification projects. They have a cost over-run history worth of the HSE. So for advice go the Spaniards, the Portuguese, the French, or others who have done electrification on fairly lightly trafficked lines which does not appear to cost the earth.