[XAP]Bob wrote:
For a train it makes no sense, since you can electrify the lines pretty easily, and have some battery storage if required for emergencies (like braking after the grid gets cut off)
Exactly.
[XAP]Bob wrote:
For a train it makes no sense, since you can electrify the lines pretty easily, and have some battery storage if required for emergencies (like braking after the grid gets cut off)
[XAP]Bob wrote:
For a train it makes no sense, since you can electrify the lines pretty easily, and have some battery storage if required for emergencies (like braking after the grid gets cut off)
al_yrpal wrote:[XAP]Bob wrote:
For a train it makes no sense, since you can electrify the lines pretty easily, and have some battery storage if required for emergencies (like braking after the grid gets cut off)
Tell that to the folk who are electrifying the Great Western!
Al
bigjim wrote:Back in the 1970s I worked for a while as a Fork Lift driver. I drove a huge FLT capable of lifting large Cable reels weighing many tons. It was electric. The battery was massive but capable of a full 12 hour shift. Towards the end of the shift I had to crane this battery out and replace it with it's twin that had been charging for 12 hours. You'd think they could do this with large vehicles such as buses, so little time off the road.
kwackers wrote:bigjim wrote:Back in the 1970s I worked for a while as a Fork Lift driver. I drove a huge FLT capable of lifting large Cable reels weighing many tons. It was electric. The battery was massive but capable of a full 12 hour shift. Towards the end of the shift I had to crane this battery out and replace it with it's twin that had been charging for 12 hours. You'd think they could do this with large vehicles such as buses, so little time off the road.
I guess they don't need to because the buses spend overnight in the garage and the batteries are capable of running them all day.
The original London electric buses circa 1907 had replaceable batteries - they could swap them in 3 minutes.
Back then though the range was only around 50 miles so they couldn't make it through a single shift.
bigjim wrote:Do they spend that long in a garage? Round here the buses are running till about midnight and are out again at about 5am. Do London buses run all night? Then there is the likes of National long distance buses which probably run 24hrs. The same for a lot of Taxis. A 3 min battery swap sounds like a good idea still.
Ben@Forest wrote:It's not entirely true to believe that a bus with a low average speed therefore is very fuel efficient. The repeated acceleration to get back up to speed uses fuel just like an normal engine. There may be some recovery in braking or deacceleration but not that much.
Ben@Forest wrote:It's not entirely true to believe that a bus with a low average speed therefore is very fuel efficient. The repeated acceleration to get back up to speed uses fuel just like an normal engine. There may be some recovery in braking or deacceleration but not that much.
[XAP]Bob wrote:For a train it makes no sense, since you can electrify the lines pretty easily, and have some battery storage if required for emergencies (like braking after the grid gets cut off)
al_yrpal wrote: Tell that to the folk who are electrifying the Great Western!
Have you any idea what the railways are like down here?PDQ Mobile wrote:There is a wealth of expetience in Europe electrifying railways, perhaps they should go over and get a few tips!!