Tweed <usenet.tweed@gmail.com> wrote:
Theo <theom+news@chiark.greenend.org.uk> wrote:
Low floor does suggest Stadler. I'm curious about the battery aspect... how can having a battery reduce electricity costs? Unless they're planning
on charging up the battery on off-peak electricity... but I don't think they'll running on battery 4-7pm.
There were some noises at using battery to allow de-electrifying a certain
tunnel (Sevenoaks, was it?) to save money on renewals costs. I wonder if that idea has gone anywhere?
Perhaps they just mean more efficient motors and control electronics.
I suppose they might be able to regen when the third rail is not able to accept that power? I think currently regen happens if there's another train in the section, otherwise power is dumped into resistor banks at the substations (ie the train always regens, even if the power is ultimately wasted).
Theo <theom+news@chiark.greenend.org.uk> posted:
Tweed <usenet.tweed@gmail.com> wrote:
Theo <theom+news@chiark.greenend.org.uk> wrote:
Low floor does suggest Stadler. I'm curious about the battery aspect... >>>> how can having a battery reduce electricity costs? Unless they're planning
on charging up the battery on off-peak electricity... but I don't think >>>> they'll running on battery 4-7pm.
There were some noises at using battery to allow de-electrifying a certain >>>> tunnel (Sevenoaks, was it?) to save money on renewals costs. I wonder if >>>> that idea has gone anywhere?
Perhaps they just mean more efficient motors and control electronics.
I suppose they might be able to regen when the third rail is not able to
accept that power? I think currently regen happens if there's another train >> in the section, otherwise power is dumped into resistor banks at the
substations (ie the train always regens, even if the power is ultimately
wasted).
They could add batteries to the substations...
Regards, ULF
Alstom, CAF, Hitachi, Siemens and Stadler were shortlisted by the operator
in May 2024.
Recliner <recliner.usenet@gmail.com> wrote:
Alstom, CAF, Hitachi, Siemens and Stadler were shortlisted by the operator >> in May 2024.
Would there be any viable alternatives to these five?
Three of them are comparatively recent entries to the UK market so I guess another new entrant is not beyond the realms of possibility.
In that theoretical situation, who else might?
I'm surprised that Tokyu and Hyundai-Rotem didn't move across from the
Irish market to UK; perhaps also Pesa, Newag, Skoda?
Ulf Kutzner <user2991@newsgrouper.org.invalid> wrote:
Theo <theom+news@chiark.greenend.org.uk> posted:
Tweed <usenet.tweed@gmail.com> wrote:
Theo <theom+news@chiark.greenend.org.uk> wrote:
Low floor does suggest Stadler. I'm curious about the battery aspect... >>>>> how can having a battery reduce electricity costs? Unless they're planning
on charging up the battery on off-peak electricity... but I don't think >>>>> they'll running on battery 4-7pm.
There were some noises at using battery to allow de-electrifying a certain
tunnel (Sevenoaks, was it?) to save money on renewals costs. I wonder if >>>>> that idea has gone anywhere?
Perhaps they just mean more efficient motors and control electronics.
I suppose they might be able to regen when the third rail is not able to >>> accept that power? I think currently regen happens if there's another train
in the section, otherwise power is dumped into resistor banks at the
substations (ie the train always regens, even if the power is ultimately >>> wasted).
They could add batteries to the substations...
Regards, ULF
It is interesting to see that modern electronics are allowing to some
extent a return to practices once common in the embryonic electric supply industry around the the turn of the 19th-20th Century when most early generators supplied DC as their main load initially was for trams ,quite a few of those
early power stations had a bank of batteries so they didn?t need to keep steam engines going at times of little demand or they could bring in the batteries to help if it was high.
Electric Railways certainly in he UK were quite rare but one early scheme that also utilised
such a battery was the Mersey Railway which I believe survived into BR
days.
AC distribution of relatively cheap power along grids of
interconnected generators soon made those early DC stations obsolete but now power is not so cheaply generated batteries are coming back as it is
now possible to integrate them in to AC networks with the equipment now available, even in a domestic setting some people are investing in a house battery that be charged cheaply off peak and power sold back when there is high demand.
GH
Recliner <recliner.usenet@gmail.com> wrote:
Alstom, CAF, Hitachi, Siemens and Stadler were shortlisted by the operator >> in May 2024.
Would there be any viable alternatives to these five?
Three of them are comparatively recent entries to the UK market so I guess another new entrant is not beyond the realms of possibility.
In that theoretical situation, who else might?
I'm surprised that Tokyu and Hyundai-Rotem didn't move across from the
Irish market to UK; perhaps also Pesa, Newag, Skoda?
I wonder if post-Brexit procurement rules permit a public sector buyer to favour manufacturers with local manufacturing, or at least final assembly? That would favour Alstom (with actual UK manufacturing), over CAF, Hitachi and Siemens (final assembly) over Stadler (no UK factory).
Recliner <recliner.usenet@gmail.com> wrote:
Alstom, CAF, Hitachi, Siemens and Stadler were shortlisted by the operator >> in May 2024.
Would there be any viable alternatives to these five?
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