tential for faster acceleration offers an opportunity to increase capacity on the network. 'Accelerating just a bit quicker helps to increase capacity, and we are very positive about anything to increase capacity.'
The HST is the first use of Hitachi's hybrid system in Europe, and the most powerful yet tried. However, experience has been gathered from the E991 prototype New Energy Train Series, a single-car unit with a roof-mounted 19 kWh battery which has been on test in Japan since 2003. Derived from a Series E231 EMU, the 100 km/h vehicle has demonstrated a 20% reduction in fuel consumption compared to a standard JR East DMU. There was a 2% to 5% cut in fuel consumption through the ability to switch the engine off at stations, which also reduces noise and pollution. Hydrocarbon, NOx carbon monoxide and particulates were cut by 50%
One strength of the system is that it is independent of the power source. JR East's 100 km/h NE Train was built as a battery-assisted DMU, then was converted last year to use two underfloor 65 kW fuel cells (RG 12.06 p758).
As well as being suitable for incorporation into vehicles powered by diesel or fuel cells, the hybrid system can be used on electrified lines where the fixed equipment is not designed for regeneration. Hitachi suggests it could bring benefits on high speed lines built using French technology, such as Britain's Channel Tunnel Rail Link, which are not currently able to benefit from regeneration. The use of battery energy storage is also seen as a possibility for Britain's extensive 750 V DC third-rail network, where the costs of adapting existing hardware for regeneration may be high.
'This hybrid HST power car is a fantastic demonstration of the advances in hybrid battery-diesel technology', Hitachi Europe General Manager Alistair Dormer told guests at the launch on May 3. 'Hitachi is very proud to unveil this technology which will demonstrate energy and emissions savings today, but more importantly unlocks the future potential for the application of rapidly-improving battery hybrid-powered traction technology to future generations of rail vehicles in the UK.'
- CAPTION: Executive General Manager of Hitachi Europe's Rail Group, Chiaki Ueda (left), unveiled the nameplate to mark the start of testing on May 3
- CAPTION: 'Hayabusa' makes use of the same battery technology found in Toyota's Prius hybrid car
- CAPTION: Network Rail will use the hybrid power car in its New Measurement Train to provide a rigorous assessment of the concept on the main line. The power car will remain permanently coupled to the trailer coach behind, which houses the battery racks
- CAPTION: Porterbrook Leasing is providing an unrefurbished Paxman Valenta-engined power car as part of the trial to enable comparisons to be made in traffic with Hayabusa