Reforming the railways

IS THE END OF RAIL FRANCHISING ENOUGH?

In September 2020, after 24 years, the UK Government announced the end of rail franchising. The goal is to move to a simpler and more effective operating model that improves the transport experience for passengers. In parallel with the transition to the new rail system, what more can be done to reform our railways? David Atkins, projects director of Cressall, looks at the system change and some of the technologies that are improving rail transport.

It’s no question that the UK’s railway system has caused and will continue to cause heated debate in recent years. Poor reliability and rising ticket prices have been large problems for travellers. In fact, independent consumer body Which? found that passengers lost almost four million hours to significantly delayed trains in 2018 — equivalent to 448 years.

Many regard rail franchising as a factor in the widespread dissatisfaction with rail transport. The implementation of rail franchising in the 1990s involved awarding contracts to private train companies for a limited time through a bidding and competition process. The aim was to benefit the industry for passengers through strong competition between operators, and to increase passenger numbers.

FRANCHISE FAULTS

However, franchising hasn’t lived up to its high hopes, causing a complicated system for all. With different train operators dominating different routes, passengers face a complex ticket system that can see high price jumps when their route uses two or more operators. This disconnected ticket system can also cause a lack of coordination on the tracks.

Train operators are performing to profit margins, so if a route yields a low profit, its service will be reduced. This may help the operator’s finances, but does not aid the commuter who relies on that route for work.

The franchise system doesn’t only negatively affect passengers. Operators can overbid for services and be left unable to keep up payments due to overestimated passenger predictions. While a train operator can attempt to draw in more custom, there are many external factors that affect passenger numbers that are beyond their control, such as the general state of the economy.

The Government’s announcement to end rail franchising is the first step towards creating a simpler and more coordinated rail system. Operators are being moved onto transitional contracts called Emergency Recovery Measures Agreements (ERMAs), which will help address the continuing impact of COVID-19 while beginning the replacement of the current franchising system.

The new change is expected to create a more effective rail structure that is built around passengers. The agreements focus on high performance targets and simpler journeys, requiring rail operators to coordinate better with each other.

A SUPPORTING ROLE

A change in the rail management structure is a large step towards improving the UK’s railways, which can be further enhanced by technology. For example, introducing more trains onto routes that travel faster and arrive on time will require fine speed control using advanced braking techniques.

As trains become faster, braking powers will increase. Traditional disc brakes can become unsuitable because of their high wear rates and resulting maintenance costs. Instead, both regenerative and dynamic braking should be favoured, which uses the electric traction motor as a generator to produce the braking torque, converting excess kinetic energy into electrical energy.

The generated electrical energy can be fed back into the line as part of regenerative braking systems to power other trains on the line, a process that’s already used extensively on underground lines. However, when there are no other trains on the line, or the distance between trains is too great, the excess energy can be safely dissipated as heat by a resistor.

Cressall has supplied resistors to the transport sector for over 60 years, and remains at the forefront of technology. Our EV2 advanced water cooled resistor can withstand severe conditions in traction, and is proven to meet all major shock and vibration standards for traction use.

Franchising’s end has been regarded as the biggest change to the railways in 25 years. The move to a simpler system brings hope that trains will become more reliable and fares made simpler. However, reforming the railways will require policy and technology to go hand in hand in order to create a more effective rail transport system for all.

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Offshore wind

ADVANCING OFFSHORE WIND

HOW CAN WE EXPAND OFFSHORE WIND TO REACH 2030’S 40 GW TARGET?

The UK’s history is enriched with maritime activity. Surrounded by water from John o’ Groats to Lands’ End, the surrounding waters have played a pivotal role in trade, travel, and most recently, electricity production. Achieving the Government’s target of generating 40 gigawatts (GW) of offshore wind power every year by 2030 will require continued investment and development in power equipment.

Offshore wind power plays to the nation’s geographical strengths while also providing a clean energy source to fuel the country’s path to net zero. The North Sea’s high quality wind resources and relatively shallow water make it an ideal location for offshore wind farms. According to the International Renewable Energy Agency (IRENA), around 90 per cent of global offshore wind capacity is located in the North Sea, which is why the UK is already a world leader in this renewable power source.

However, to reach the Government’s 2030 production goal, energy suppliers must make advancements in wind turbine technology, while simultaneously considering how their generated power will be safely transferred to the grid.

IMPROVED TURBINE TECHNOLOGY

Turbines capable of producing more power per rotation are essential for the development of efficient offshore wind farms. One way of improving turbine efficiency is to increase the blade length.

An increased blade length means that stronger forces will act on the turbine, so the blade material needs to be appropriately chosen. To achieve an adequate stiffness-to-weight ratio to avoid deflection, carbon fibre or fibreglass blades are typically favoured. However, there is an expanding market for hybrid reinforcements, which combine the two materials together for optimum sturdiness.

Improvements in wind turbine technologies have already triggered a move into deeper waters to use sites with better wind resources. Static wind turbines are still restricted to waters at a maximum depth of 60 metres, so to upscale the UK’s wind power output, floating wind turbines will be essential.

MORE SUITABLE SITES

Once all viable sites within 60 metres of shore have been constructed, floating wind projects will become vital to offshore’s growth. Floating offshore wind farms, which can be located up to 80 kilometres (km) from land, could play a key role in the long-term decarbonisation of the power sector.


Floating wind turbines sit on a steel and concrete floating system instead of a fixed base, meaning they can be placed in a larger number of sites up to 200 metres deep. They can also be towed, allowing them to be relocated without much additional cost. This broadens the potential output that offshore wind could provide and brings it one step closer to the 40 GW target.

SECURED POWER SUPPLY

Like all renewable energy, offshore wind can be unpredictable and inconsistent, which can make grid connection challenging. In periods of high wind, large inrush currents occur, which can lead to overvoltages on the grid and subsequent equipment malfunctioning.

It’s important to prepare for these inevitable inrush currents by integrating technologies such as pre-insertion resistors (PIRs). Already in use across many of the UK’s windfarms, Cressall’s PIRs have a high thermal mass, which allows them to absorb excess energy produced by the inrush current and safely dissipate it as heat. This prevents damage to the grid and improves the reliability of offshore wind’s power supply.

Offshore wind holds great potential in the shift towards renewable energy and could be the key to decarbonising electricity generation. However, we must continue to advance critical power protection technologies to prevent any obstacles in its upscaling and to enable this powerful resource to flourish.

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Battery show

IMPROVING ELECTRIC VEHICLE EFFICIENCY AT THE BATTERY SHOW EUROPE

Electric vehicle heavy duty resistor

Cressall Resistors, is exhibiting at The Battery Show Europe from June 28 to 30, 2022 at Messe Stuttgart, Germany. At the show, Cressall will be showcasing its EV2 dynamic braking resistor (DBR), which improves electric vehicle (EV) performance and contributes to the widespread rollout of commercial and passenger battery, hybrid and hydrogen fuel cell electric vehicles.

Over 480 exhibitors will be showcasing their latest technologies at Europe’s largest showcase of advanced battery and hydrogen and EV technology. Visitors will have the opportunity to learn about the latest market innovations for increased battery efficiencies and reduced manufacturing costs. Additionally, live product demos will enable visitors to get a closer look at cutting-edge battery technology.

Cressall will be exhibiting its EV2 DBR, which is suitable for use in both battery electric vehicles (BEVs) and fuel cell electric vehicles (FCEVs). The advanced resistor safely dissipates excess energy during regenerative braking and ensures the vehicle’s braking system remains operational. Cressall’s EV2 is uniquely designed to separate the resistor elements from the coolant.

The EV2 is water-cooled, meaning that it can safely dissipate heat without the need for extra components, such as fans, unlike air-cooled resistors. This results in a total weight 30 per cent less than a conventional DBR, improving the EV’s energy efficiency and respecting EU safety testing regulation.

“One of the biggest barriers to widespread EV adoption is range anxiety,” explained Simone Bruckner, managing director of Cressall Resistors. “To ensure we can electrify the automotive sector and reach net-zero carbon emissions, manufacturers must ensure EVs are energy efficient and can travel the furthest possible distance on the smallest possible amount of power.

“Regenerative braking technology is crucial to EV efficiency. Cressall’s EV2 resistor is a lightweight, compact resistor that is suited to every EV application. Its modular design means that up to five units can be combined in a single assembly to achieve a power rating between one kilowatt (kW) and 125kW, with no real upper limit using multiple assembly.”

Cressall’s recently-launched, dedicated load bank division, Power Prove, will also be exhibiting it load bank offering for battery discharge testing. Power Prove’s standard range of portable AC and DC load banks are easy to operate and suitable for the on-site load testing of most battery systems. Its experienced team of engineers and manufacturing experts provide ongoing, comprehensive support for all manufacturers that require fixed and portable load bank testing.

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Cleaning up automotive emissions

CLEANING UP AUTOMOTIVE EMISSIONS

IT’S TIME TO START ADDRESSING NON-EXHAUST EMMISSIONS

 Road transportation is widely recognised as a large contributor to carbon emissions, responsible for 24 per cent of the global total. However, carbon isn’t the only thing the world’s vehicle fleet emits —non-exhaust emissions also have a detrimental impact on the health of the population and the planet.

Electric vehicles (EVs) are often referred to as ‘zero emission’, but this is not entirely true since non-exhaust emissions are produced by all vehicles, irrespective of their fuel source. In fact, the EV rollout is not expected to have any impact on non-exhaust emissions.

IT’S NOT JUST CO2

Non-exhaust emissions are particles released from brake, tyre and road surface wear, resulting in the production of particulate matter — all chemical compounds and materials in the air that are not gas. Particulate matter is classified depending on the diameter of the particles. PM10 and PM2.5 refer to particles less than ten micrometres and 2.5 micrometres in diameter.

Particulate matter from non-exhaust emissions originates from surface wear, which leads to abrasion and the release of small particles that become airborne. Friction between brake pads and the rotating disc and between the tyre and the road both lead to abrasion, component wear and the release of particles from the surfaces into the atmosphere.

THE PROBLEM WITH PARTICULATE MATTER

The minute size of these particles means that some of the toxins that they include are small enough to enter the human body through the bloodstream, where they can cause serious damage to the heart, brain and respiratory systems. According to the World Health Organisation (WHO), nine out of ten people worldwide breathe polluted air, and seven million people die a year because of the health effects of air pollution.

In addition to the detrimental effects on human health, particulate matter can seriously damage the environment. Once airborne, it can be carried large distances and settle on the ground or in water where toxins can lead to catastrophic ecosystem disruption, altering the nutrients of water and soil and contributing to increased acidity and agricultural destruction.

With so many issues, it comes as a surprise that several nations lack a policy regulating non-exhaust emissions. The current legal limit for PM2.5 is 25 micrograms per cubic metre air (µg/m3) in the UK, 20 µg/m3 in the EU and 25 µg/m3 in Australia, all of which exceed the WHO’s recommended limit of 15µg/m3. Therefore, it’s essential for vehicle manufacturers to consider how they can reduce non-exhaust emission through design.

SUSTAINABLE BY DESIGN

When considering how to reduce particulate matter emissions, it’s important for transport manufacturers to consider the factors that determine the production of non-exhaust emissions. Reducing brake wear is the key area for transport manufacturers can concentrate their efforts to reduce emissions thanks to regenerative braking technology.

In regenerative braking, upon deceleration, the vehicle’s kinetic energy is recovered and stored in the vehicle’s battery, increasing EV range and improving energy consumption. However, it’s important that these systems have a safety mechanism in place for when the vehicle’s battery is in a high state of charge. If the battery is full or there is a failure it will be unable to store additional energy from thebraking system. Therefore, the energy must have an alternative pathway to keep the vehicle’s power system functional.

A dynamic braking resistor is an essential component of a regenerative braking system, safeguarding the EV by removing excess energy and dissipating it as heat. Most of the time, electric brakes will be sufficient to slow the vehicle, meaning that the mechanical system will only be used at very low speeds when the motor cannot generate sufficient braking force to stop the vehicle quickly. Less reliance on the brakes leads to minimised brake wear, resulting in a reduction in particulate matter and non-exhaust emissions.

The 2030 ban on petrol and diesel vehicles will ignite the elimination of exhaust emissions, but the idea that this will result in a zero-emission fleet is incorrect. Although some of the contributing factors to non-exhaust emissions may be out of our control, it’s important to minimise those that we can, like vehicle mass and brake wear, to reduce risks for the population and the planet.

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