On 11/04/2021 15:29, Anna Noyd-Dryver wrote:
Graeme Wall wrote:
On 11/04/2021 14:00, Anna Noyd-Dryver wrote:
Recliner wrote:
Graeme Wall wrote:
On 11/04/2021 12:28, Recliner wrote:
Marland wrote:
wrote:
On Sat, 10 Apr 2021 15:41:53 -0000 (UTC)
Recliner wrote:
wrote:
That matters for long distance lorries and buses for whom suitable batteries
would be a ridiculous size, but for cars its not even an issue right now,
never mind as technology advances. Yes, they're maybe half a ton heavier
than an equivalent ICE car at most, but the vehicle size is the same, if
not a bit smaller.

Which is why H2 is mainly being considered for larger, heavier vehicles:
trains, trucks, long distance buses, large SUVs, perhaps even short range
airliners. It's not needed nor viable for ordinary cars.

Hummer have already built 2 large battery SUVs. And H2 trains makes no
bloody sense whatsoever - just electric the damn lines and if its too
expensive for overhead then they should recind that moronic rule about
no more 3rd rail and lay that instead.



Don’t know about that but now that having multi system trains is easier now
than it once was then I wonder if electrification at 25,0000 volt and all
the clearance work that has to be done thus raising costs is always the
best solution. If you are not building for high speed or heavy loads then
1500 or 3000 DC may suffice for short parts of the network. The tram train
concept in Yorkshire shows the electrical side is achievable. Just
surmising but if 25.000 ever gets to Penzance would you really need it to
Barnstaple , Okehampton Looe, Falmouth etc if using stock that could use
1500 DC with trolley wire electrification and no need to rebuild bridges
would save costs even though you may need a few more substations. OTOH
presumably it is easier to hook a DC substation into the existing
electricity supply network as the rectifiers connected to all 3 phases
don’t unbalance it in the way single phase 25,000 can without careful
planning.

The current bright idea is discontinuous electrifcation. Trains/trams are
fitted with short range batteries so the difficult/scenic bits don't need
OHL. The first UK example is the Birmingham Metro extension.

Hitachi is offering class 800 variants with traction batteries rather than
big diesel engines so they will be able to run for a few miles without OHL.
That will save the cost of rebuilding low bridges or disfiguring historic
areas.

It could also save money by bridging the non-electrified islands or
branches in otherwise electrified networks, such as the Uckfield or
Marshlink lines. The proposal is to retrofit batteries to some third rail
Electrostar units.


I wonder if that would work on the North Downs Line? I suspect the
section from Shalford to Redhill is probably too long for battery working.


Isn't that much shorter than the Marshlink line?



It's around 18 miles. There's another 11 miles non-electrified from
Wokingham to Ash.


Ta, I was assuming the Wokingham-Ash section was within the capabilities
of a battery unit.




Though as they're only separated by around 5.5miles, you need to consider
the effect that one will have on the other (or effectively consider it as
one, 29-mile, section).


That is the imponderable, would there be enough time between Ash and
Shalford to recharge the batteries sufficiently.


--
Graeme Wall
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