Fast Charge Battery-Electric Train Trial

[simple simon]

This is currently (June 2024) underway in west London

It uses 230 001 - a former London Underground D stock train.

To simulate a real-world application this test train shadows the West Ealing - Greenford diesel passenger service, stopping at stations etc but it is not carrying passengers.

 

[simple simon]

More About Fast Charging
The reason for the trial is to see if battery technology can offer a viable alternative solution for services on lightly used routes which (to reduce air pollution and generally make more attractive to passengers) would benefit from electrification but for which the traditional forms of overhead wire or third rail power supply systems will not be financially viable

The fast charging issue is important because traditionally the weight and daily travel range of the batteries has proven to be significant drawbacks.

Fast charge battery systems have already been found successful on some bus and tram / streetcar / light rail networks, The benefits of fast charge technology include:
*carrying fewer batteries (hence less weight)
*the ability to extend the daily range - instead of relying on one overnight charge.

It is usual to carry out fast charging during layovers when the vehicle is stationary - such as at the route terminus. For this the bus industry coined the phrase 'opportunity charging' which derives from the ability to give the batteries a top-up charge where and when the opportunity arises ... all that is needed is a battery charging facility.

Note that this is not the only form of public transport battery charging - some railway services use trains that can collect power from the fixed infrastructure (typically overhead wires) where these are available and travel in battery mode when on non-electrified routes. This mimics a trolleybus technology (called 'in-motion charging') that is used in many towns and cities overseas. Here in the UK this is how the West Midlands Metro (which is actually a tramway) operates.

 

[swt_passenger]

Have you not seen the current thread about this trial? I don’t think we really need an explanation, it’s been under discussion in the rolling stock forums for over a year now:

GWR Class 230 Information, Movements & Discussion.

Whilst there is a separate thread specifically for the Greenford Battery Trial, I thought I would start a more general information, movements & discussion thread for the GWR Class 230. Possibly 3 units (numbers n/k at this time) will be moving to Reading TCD in the latter half of this month...

www.railforums.co.uk

 

[45669]

My photo and videos:

RD27677vid. 230001 at South Greenford. by Ron Fisher, on Flickr

RD27643vid. 230001 at Greenford. by Ron Fisher, on Flickr

RD27642. 230001 at West Ealing. by Ron Fisher, on Flickr

 

[Capybara]

More About Fast Charging
The reason for the trial is to see if battery technology can offer a viable alternative solution for services on lightly used routes which (to reduce air pollution and generally make more attractive to passengers) would benefit from electrification but for which the traditional forms of overhead wire or third rail power supply systems will not be financially viable

The fast charging issue is important because traditionally the weight and daily travel range of the batteries has proven to be significant drawbacks.

Fast charge battery systems have already been found successful on some bus and tram / streetcar / light rail networks, The benefits of fast charge technology include:
*carrying fewer batteries (hence less weight)
*the ability to extend the daily range - instead of relying on one overnight charge.

It is usual to carry out fast charging during layovers when the vehicle is stationary - such as at the route terminus. For this the bus industry coined the phrase 'opportunity charging' which derives from the ability to give the batteries a top-up charge where and when the opportunity arises ... all that is needed is a battery charging facility.

Note that this is not the only form of public transport battery charging - some railway services use trains that can collect power from the fixed infrastructure (typically overhead wires) where these are available and travel in battery mode when on non-electrified routes. This mimics a trolleybus technology (called 'in-motion charging') that is used in many towns and cities overseas. Here in the UK this is how the West Midlands Metro (which is actually a tramway) operates.

Thanks for the video and explanation. As an occasional reader I find wading through umpteen pages of posts to establish a few basic facts a bit time-consuming so your summary is welcome and useful.

 

[45669]

Another shot video clip of 230001 on test, this time passing South Greenford at speed:

RD27683vid. 230001 at South Greenford. by Ron Fisher, on Flickr

TTFN,

Ron.

 

[D365]

More About Fast Charging
The fast charging issue is important because traditionally the weight and daily travel range of the batteries has proven to be significant drawbacks.

Fast charge battery systems have already been found successful on some bus and tram / streetcar / light rail networks, The benefits of fast charge technology include:
*carrying fewer batteries (hence less weight)
*the ability to extend the daily range - instead of relying on one overnight charge..

However the battery capacity cannot be significantly reduced, else you run into the issue of premature wear due to repeated cycling.

In order to maximise the operating cycles of the onboard battery, especially with the high currents involved in fast charging, it is preferable for the battery to be recharged from ~30% to ~80%. And then trickle charged overnight.

 

[itfcfan]

The battery trial train was back at West Ealing recently. I took these photos on 8th October.

 

[Meerkat]

Is that copious undergrowth scratching on the side in the bottom photo?!

 

[Noddy]

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