[All] Fwd: An UltraBattery Powered LRT
Robert Milligan
mill at continuum.org
Wed Nov 17 02:09:46 EST 2010
FYI
Robert M
Begin forwarded message:
> From: Robert Milligan <mill at continuum.org>
> Date: November 17, 2010 2:07:20 AM GMT-05:00
> To: CAO Mike Murray <mmike at region.waterloo.on.ca>
> Cc: Chair Ken Seiling <sken at region.waterloo.on.ca>, Commissioner
> Thomas Schmidt <sthomas at region.waterloo.on.ca>, Commisioner Rob
> Horne <hrob at region.waterloo.on.ca>, Director Nancy Button <bnancy at region.waterloo.on.ca
> >, Manager Darshpreet Bhatti <bdarshpr at region.waterloo.on.ca>,
> Director Graham Vincent <vgraham at region.waterloo.on.ca>, Becky
> Schlenvogt <sbecky at region.waterloo.on.ca>
> Subject: An UltraBattery Powered LRT
>
> Mike,
>
> "Individuals who get startled by the future weren't paying attention
> (or otherwise had insufficient knowledge.)" Gary Hamel in "Leading
> the (Innovation) Revolution", Harvard Business School Press
>
> The future is now as the recently operationally-demonstrated (in key
> US cities) Kinki Sharyo Li-ion battery-powered LRT suggests -- so
> "Why not" use it to great advantage! http://www.kinkisharyo.com/media/pdf/lfx.pdf
> http://www.kippo.or.jp/e/news/kipponews_detail_606.html
>
> And if this KS LRT used Furukawa's (manufacturer) proven
> UltraBattery (CSIRO invented), it would most likely perform better
> (no time delays for charging, less frequent charging, greater
> battery longevity, ...) with lower costs (UB purchase/replacement
> price much less, ' fewer charging stations' necessary, ... -- likely
> at terminal only)! http://www.electricforum.com/cars/batteries/2520-ultra-battery.html
> (many links here)
>
> Kawasaki also has a battery-powered LRT using their own proprietary
> nickel metal-hydride Gigacell® battery who also might have a more
> cost-effective approach if they use the UltraBattery instead! http://www.kawasakirailcar.com/overview-of-swimo.html
>
> What follows is especially for Commissioner Thomas Schmidt who I
> have urged to do the necessary due diligence research on battery-
> powered LRTs to help allay his concerns:
> http://findarticles.com/p/articles/mi_m1215/is_9_210/ai_n39353160/pg_2/
> (originally in Railway Age, Sept 2009)
>
> "Siemens only began work on its Sistras HES hybrid energy storage
> system in September 2007, but it has already completed a successful
> six-month trial of the system, which has been used in passenger
> service on Lisbon's Metro South (MTS) light rail network since last
> November (2008). Sistras HES combines a double-layer capacitor (DLC)
> with a NiMH traction battery, allowing the LRV to store both braking
> energy and power drawn from the catenary. The roof-mounted modules
> have been installed in spare roof space on an MTS Siemens Combino
> Plus LRV, and are electrically connected to the vehicle's power by
> means of a step-up/step-down chopper.
>
> This simple "independent" connection concept means Sistras HES can
> be easily retrofitted to older vehicles, including those of other
> manufacturers. On new Siemens vehicles, the chopper is integrated
> into the traction converter. Both integrated and independent systems
> have been approved by Tuv Sud in accordance with the German
> construction and operating code for tramways (BOStrab).
>
> Sistras HES can complete its charging cycle in just 20 seconds,
> taking power from the catenary or a charging point while the LRV is
> standing in a station. This provides sufficient power for the
> vehicle to run independently for up to 1.5 miles, depending on the
> operating conditions."
>
>
> Again -- as with Kinki Sharyo and Kawasaki above-- if Siemens now
> uses the UltraBattery (with simpler electronic controls requ'd,
> etc.), then they would likely realize a great leap forward in cost-
> effectiveness!
>
> Best regards,
> Robert (always interesting but occasionally irritating -- especially
> so at this critical juncture)
>
> PS: I had a recent meeting with Chair Ken Seiling in which I
> informed him in greater detail about my proposed LRT IDEAS.
> Hopefully I will be able to meet with you soon to explore the same
> and the need for a temporary LRT Innovative IDEAS Evaluation Team.
>
>
> ADDENDUM:
>
> FYI, here is some more information on mostly historical aspects of
> battery-powered passenger rail cars:
>
> 1. CPR until 1941 (Guelph to CP mainline at Guelph Junction west of
> Milton)
> http://www.trainweb.org/oldtimetrains/CPR_London/history_branch_psgr.htm
> -- notice the open "doors" on the 4 RHS lead-acid battery banks
>
>
> One of the more unusual types of self-propelled passenger car was
> the storage battery car. Looking similar to the more conventional
> gas-electrics, they were powered by batteries, the electrical power
> of which was delivered to the traction motors. Developed in the
> U.S., they found favour in short haul branch line service.
>
> Over the years, Canadian Pacific had a variety of self-propelled
> cars powered by steam, gas-mechanical, gas-electric, diesel-electric
> and diesel-mechanical drive. The 9002 battery car in this photograph
> (Note:Battery doors are open) taken in August, 1932 at Guelph, was
> built early in 1924 by Canadian Car and Foundry, Canadian
> Westinghouse and International Equipment Co. of Montreal, whose
> president Mr. E.G. Jackson had persuaded the CPR to try this type of
> car. The car was originally numbered 45 when built and was a combine
> with a baggage compartment and a seating area for 50 passengers. Its
> length was 53' 2" and it weighed 38 tons. The batteries, as can be
> seen in the photograph were contained in under-slung compartments,
> the doors of which are open. The life of the batteries was estimated
> at three to five years. The car rode on roller bearing journals. The
> construction cost was $65,000 including the battery recharging
> station. The batteries, which accounted for $25,000 of the cost,
> required seven to eight hours to fully charge. The charging time
> could be split up to two or three different periods in a 24 hour
> span. This unit was put into service on the new Hamilton to Galt run
> with two trips daily each way on a 90 minute schedule for the 34
> miles.
>
> Thus a new mode of transport was introduced to the travelling
> public. By November 1925 car 45 had run 90,000 miles of satisfactory
> service. Unfortunately the Hamilton-Galt service did not continue
> beyond 1926 and car 45 was transferred to the Guelph Junction-Guelph
> run, where it was later renumbered to 9002 in 1931. ... the power
> units were removed and the car converted to a trailer for gas-
> electric cars around 1941.
>
>
>
>
>
> 2. Accumulator (passenger) railcar
> http://en.wikipedia.org/wiki/Accumulator_railcar
>
>
> An accumulator railcar (also "accumulator car" or "accumulator
> railbus") is an electrically-driven railcar whose energy is derived
> from rechargeable batteries that drive its traction motors.
> The main advantage of these vehicles is their clean, quiet
> operation. They do not use fossil fuels like coal or diesel fuel,
> emit no exhaust gases and do not require the railway to have
> expensive infrastructure like electric ground rails or overhead
> catenary. On the down side is the weight of the batteries, which
> raises the vehicle weight, and their range before recharging of
> between 300 and 600 kilometres. Accumulator cars have a higher
> purchase price and running cost than petrol or diesel railcars and
> need a network of charging stations along the routes they work.
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