Southall Station – 28th August 2021
Southall station is now another station, that is ready for Elizabeth!
I took these pictures this morning.
Note.
- It appears all four current platforms will be getting step-free access with lifts.
- The leg of the bridge to Platform 1 hasn’t been completed, although the lift tower is in place.
- The station signage is bi-lingual; English and Punjabi.
- A new modern station building has been added to the North of the original station building, which opened in 1839.
- A level walkway runs between the new station building and the footbridge.
This Google Map shows the station.
Note.
- This image was taken during building of the footbridge.
- The new station building and the walkway to the footbridge don’t appear to have been erected at the time of the image.
- The Southern pair of lines are the fast lines that go through Platforms 1 and 2.
- The Northern pair of lines are the slow lines that go through Platforms 3 and 4, which will be used by Crossrail.
- There is a fifth unused platform face, that shares the island and the stairs and future lift with Platform 1.
This map from cartometro.com shows the lines through the station in detail.
Note the single line coming in from the South-East is the freight-only Brentford Branch.
A Passenger Service On The Brentford Branch
It would appear that, when the builders complete the step-free footbridge at Southall station, that there will be a step-free interchange between Crossrail and any future passenger service on the Brentford Branch.
I feel that the Brentford Branch would be ideal for one of Adrian Shooter‘s Pop-Up-Metros, that would use Vivarail‘s Class 230 trains or similar.
In its simplest form a train would just shuttle between Brentford and the unnumbered fifth platform at Southall station.
Expansion At Southall Station (?)
This Google Map shows Southall station.
Note
- Southall station with one side and two island platforms towards the top of the map.
- Two fast and two slow railway lines going East towards Paddington station.
- A large commercial and residential development called The West Works to the South of the map.
And this map from varto.metro.free.fr shows a map of the railway lines in the area.
Note.
- The two East-West fast lines, that are shown in black are used for Great Western Railway expresses and Heathrow Express services.
- The two East-West railway lines, that are shown in blue, will be used for Crossrail and other slow services into Paddington.
- Platforms and numbers South to North, with 1 and 2 serving the fast lines and 3 and 4 serving the slower services.
- The line going off to the South-East is the Brentford Branch Line.
These are pictures I took of a new step-free bridge that will link the platforms at Southall station.
Note.
- The bridge will definitely have access to platforms 1 and 2 and 3, and I would assume it will also serve platform 4.
- The bridge will have lifts.
- The West Works can be seen in the last picture.
Even now it looks to be a comprehensive scheme.
Access Between Southall Station And The West Works
Thjs picture was taken from the islans platform 2 and 3 in July 2015 and clearly shows a rusty footbridge, that has since been demolished.
I would assume the bridge used to provide access across the railway.
Has the new bridge been designed so that, it can be extended at both ends to give full step-free access across the railway and provide a step-free route between The West Works and Southall station?
Serving A Future Brentford Branch
Hounslow Council is keen to reopen the Brentford Branch Line, to link Btrntfprd to Southall station for Crossrail.
I wrote about it in Plans To Reopen The Brentford To Southall Railway.
This recent Google Map shows the Southernmost of the two island plsatforms at Southall station.
The island platform seems to have a few blue safety hoardings.
- The Down Fast line from Paddington is on the North side.
- It is likely, that the platform for the Brentford Branch Line will be on the South side.
For safety reasons, there will probably be a safety fence down the middle of the platform.
Passengers needing to change between Crossrail and the Brentford Branch Line will have to use the bridge.
I would assume that the step-free bridge will only need minor improvements to accommodate the Brentford Branch Line.
Southall’s Suicide Problem
I suspect that safety fences will be put on platforms 1 and 2, which will be only used occasionally and under strict supervision, to minimise the suicide problem at the station.
Southall Gasworks Site
Whilst at Southall, I’ll take a look at the massive Southall Gas Works site.
It is shown on this Google Wap to the West of Southall station.
It is likely to be over three thousand houses and flats.
- So that will surely mean a similar number of cars.
- Can the roads in the area cope?
- What about the air quality?
Are there any plans for an innovative rail connection to the station? And cycleways through the site?
Conclusion
It does seem that the bridge will allow limited expansion of the station.
I feel very strongly, that the type of housing developments being built around Southall station, must be built with step-free access to a rail station or tram stop.
Plans To Reopen The Brentford To Southall Railway
The title of this post, is the same as that of this article on Ian Visits.
I have posted on the Brentford Branch Line several times previously and Ian says this about Hounslow Council’s thinking.
The council has been working on a scheme for some years to resurrect the line, with a new station built in Brentford and passenger services restored to Southall. A key factor for the plans is that Southall will then be on the Elizabeth line, which they hope will drive a lot more traffic on the spur down to Brentford.
In order to part-fund the 4-mile railway, Hounslow Council has now agreed to undertake a full business case to look at introducing a Workplace Parking Levy (WPL) within the Great West Corridor (GWC).
In my trips to document the updating of Syon Lane station with a new step-free footbridge, I have talked to several people, who would find a rail link to Southall useful.
Ian also says this about the latest situation.
As part of the proposal, the council has also commissioned Network Rail to begin a detailed study (known as ‘GRIP 4’) on building the new train link from Brentford to Southall, following encouraging early studies into the feasibility of such a link.
At least, this will give the Hounslow a list of all the problems and a cost estimate.
A few of my thoughts.
What Should Be The Frequency Of The Service?
The current truncated Brentford Branch Line is mainly single track, but from my helicopter, it appears that there would be space to add an additional track for as much of the route as required.
Preferably, there should be a service on the branch of at least two trains per hour (tph). Although, ideally four tph is much better, as it attracts passengers in large numbers.
It should be noted that from December 2019, there will be four tph on Crossrail calling at at Southall station all day. Connections should surely be well-arranged.
Four tph would be possible between two single platforms at Southall and Brentford, but would require selective doubling or passing loops to accommodate the service and the freight trains going to Brentford.
This Google Map shows the various sites clustered around the branch.
The branch runs from the North-West to the South-East across the map.
- The Great West Road is a couple of hundred metres to the South.
- To the East of the branch, there are a collection of waste and scrap metal transfer sites, aggregate and concrete sites and others that hide away in big cities.
- To the West is the massive Sky Studios complex.
I do wonder, if Sky would like a station? If they did, this would surely mean that a four tph service would be required.
What Is The Future Of The Industrial Site?
Because of London’s thirst for land for housing and office developments, sites like this inevitably get developed.
With its position between the River Brent and parkland, and the Brentford Branch Line, I believe that if new sites can be found for the various tenants, that this site could be a high quality housing development.
An intermediate station would surely be required.
Could An Intermediate Station Serve Both The Brentford Branch Line And The Piccadilly Line?
This Google Map shows where the two lines cross.
Note.
- The Northern tip of the industrial site is just visible.
- The Brentford Branch Line has three tracks under the Piccadilly Line,
- There is no pedestrian bridge over the River Brent.
I think it would be possible, if the industrial site were to be developed for housing or perhaps a hotel, for a simple interchange station to be built here.
- There would be an island platform on the Brentford Branch Line.
- There would be two side platforms on the Piccadilly Line,
- There would be lifts and stairs between the three platforms.
- There could be a second entrance on the Eastern bank of the River Brent.
I feel that a decent architect could make this a very nice place to live. After all, it’s only six intermediate stops between Boston Manor and Heathrow.
What Should Be The Terminus Of The Branch?
I believe that the branch should terminate as close to the River as is possible.
- There is a lot of new housing being constructed in Brentford.
- I believe that Thames Clippers will eventually extend their river-boat services to Brentford and Kew.
But the problem would be that this would need an expensive bridge over the Great West Road.
These pictures show the Great West Road, where the current Brentford Branch Line finishes.
The tracks finish about a hundred metres North of the road, as shown on this Google Map.
The rusty footbridge over the busy road can be clearly seen.
Initially, I believe that the passenger service should terminate at the Great West Road.
If I was designing the station, I would build it much like the Deptford Bridge DLR station.
- It would be on a bridge above the Great West Road.
- It would be suspended from step-free towers on either side of the road.
- Would it only need to be a single platform station?
- The pavements on either side of the Great West Road would be improved to create a better walking environment.
- If possible a walking and cycling route to Brentford and the River would be provided.
- The design would leave provision to extend the railway South.
I also think, that it could be designed to enhance the collection of Art Deco and modern buildings in the area.
Could The Service Go Further Than The Great West Road?
This Google Map shows the former route of Brentford Branch Line, from just North of the Great West Road to the centre of Brentford.
Note.
- The former route is very green on the map.
- The Hounslow Loop Line crossing parallel and a few hundred metres South of the Great West Road.
- The only building on the route is some retail sheds between the Great West Road and the Hounslow Loop Line.
- To the \east of the Brentford Branch Line is a large and semi-derilict bus garage.
I’m sure that the railway could be extended through this area, as it is developed with housing and offices or parkland.
Could The Service Go Further Than Southall?
There is a section in the Wikipedia entry for the Brentford Branch Line, which is entitled Proposed Reopening, where this is said.
In April 2017, it was proposed that the line could reopen to allow a new link between Southall to Hounslow and possibly down to the planned Old Oak Common station with a new station in Brentford called Brentford Golden Mile. The proposals suggest the service could be operated by Great Western Railway and could be open by 2020 with a new service from Southall to Hounslow and possible later to Old Oak Common
It sounds a good idea, but it would mean trains would surely have to reverse direction and cross over to the North side.
It must be better to provide full step-free access at Southall station, which should be finished fairly soon.
Crossrail will also be providing at least four tph to and from Old Oak Common.
How Many Trains Would Be Needed?
I am pretty sure, that several train types could do a Southall and Brentford round trip in under thirty minutes.
This would mean the following.
- For a two tph service, one train would be needed.
- For a four tph service, two trains would be needed.
I suspect too, that a spare train would be added to the fleet.
Would The Branch Be Electrified?
I doubt it!
- The branch is only four miles long.
- A 100 kWh battery would probably provide enough power for a four-car train.
- It is unlikely electric haulage will be needed for the freight trains o the branch.
- There is 25 KVAC electrification at the Southall end of the branch to charge trains with batteries.
- The branch is probably short enough to not need a charging point at Brentford.
In my mind, it is a classic route to run using battery power.
What Trains Could Be Used?
I feel the trains need to have the following specification.
- Abiility to use 25 KVAC overhead electrification.
- A out and back battery range of at least eight miles.
- Three or four cars.
- 60 mph operating speed.
There are several proposed trains that meet this specification.
Class 710 Train
The Class 710 train would be an obvious choice, if London Overground were to run the service.
But it would need the 25 KVAC electrification be added to Platform 5 at Southall station.
Class 230 Train
The Class 230 train could be a lower cost option and would only require one of Vivarail’s clever charging systems at Southall.
Class 387 Train
A modified Class 387 train would surely be a choice, If Great Western Railway were to run the service.
But as with the Class 710 train, it would need Platform 5 at Southall station to be electrified.
Class 399 Tram-Train
A Class 399 tram-train to the South Wales Metro specification is also a possibility.
But as with the Class 710 train, it would need Platform 5 at Southall station to be electrified.
However, the lighter weight vehicle with a tight turning circle might allow the route to be extended further South.
Conclusion
I am led to these conclusions.
- Battery power is capable of working the Brentford Branch Line.
- At least two tph is needed between Southall and Brentford.
- The operator will choose the trains.
IBut as they are a lower-cost and simpler option, this route could be run by Class 230 trains.
Will The Class 230 Trains Be Coming Home?
Long term readers of this blog, will notice, that I keep returning to the short Greenford Branch Line in West London.
- It is four kilometres long
- It runs between West Ealing and Greenford stations.
- Greenford station is step-free and West Ealing station should be by December 2019.
- There are three intermediate stations.
- It is mainly double track, with a short length of single track at both ends.
- Two trains per hour (tph) is provided by a single Great Western Railway (GWR) Class 165 diesel train.
It will be a valuable feeder route for passengers to and from Crossrail, which is rumoured to be opening to Reading in December 2019.
An opening of the Western branches of Crossrail between Paddington and Reading would bring the following services to West Ealing station.
- Two tph between Paddington and Reading
- Two tph between Paddington and Maidenhead
- Four tph between Paddington and Heathrow Terminal 4
- Two tph between Paddington and Heathrow Terminal 5
Two tph shuttling between West Ealing and Greenford is a bad match to the future ten tph on Crossrail.
Four tph Run Between West Ealing And Greenford Stations
This would obviously be ideal, but is it possible?
This Google Map shows West Ealing Junction, where the Greenford Branch joins the Crossrail tracks alongside the Great Western Main Line.
Note how the two tracks of the Greenford Branch Line start in the North-west corner of the map.
- They join into a single-track, which passes under the footbridge.
- The tracks then split a few metres to the East of the bridge.
- The Northern track goes into the bay Platform 5 at West Ealing station, which must be over eighty metres long.
- The Southern track joins the Crossrail line towards Paddington.
The track layout allows the ocassional refuse trains to pass along the Greenford Branch Line, but would also allow four tph to be run into the bay Platform 5.
This picture shows the current state of the under-construction step-free bridge at West Ealing station.
Once this bridge is complete, probably later this year, West Ealing station will be ready for four tph to Greenford.
The simplest safe operation would be for an incoming train to West Ealing station, to wait at Drayton Green station, until it was passed by the outgoing train. Once the points and the signals were set, the incoming train, would move into West Ealing station.
This Google Map shows the lines at the Greenford end of the Greenford Branch Line.
Note how the two tracks of the Greenford Branch Line start in the South-East corner of the map.
- They join into a single track.
- After a few metres, the tracks split into two.
- The Western track dives under the Westbound Central Line and goes into the bay Platform at Greenford station.
- The Northern track goes under both Central Line tracks and joins the Acton-Northolt Line.
It would appear that the track layout is designed so that four tph can work into Greenford station.
The Problem Of The Trains
The current Class 165 train works the line well.
- A two-car train has enough capacity
- At 45 metres long the train fits the short platform at Greenford station.
- I estimate that in a month, the train does about 5,400 miles.
But as the only GWR diesel train, surrounded by large numbers of electric trains, the Class 156 train probably has to trundle some miles to be serviced.
In an ideal world, the train would have the following properties.
- Less than fifty metres long.
- Self-powered.
- Ability to be serviced locally.
- To run a four tph service, two trains and a spare would probably be needed
To look after the trains and hold the spare train, a convenient facility will be needed.
This Google Map shows the wider area around West Ealing station and West Ealing Junction.
Note the sidings between the Great Western Main Line, the Greenford Branch and the Plasser UK factory.
These sidings are where GWR stable some of their Class 387 trains.
But if the rumours are correct, that Crossrail is going to take over London to Reading services in December 2019, GWR will probably have less use for this facility.
It would surely, be an ideal mini-depot for the Greenford Branch Line fleet.
- It is a secure site.
- A refuelling facility could be provided, if necessary.
- If a passenger service were to be started on the Brentford Branch Line, that is only a few miles away.
There may be a small amount of trackwork needed for efficient operation.
Did A Small Revolution Start In Bedford Yesterday?
In A First Ride In A Revenue-Earning Class 230 Train, I wrote about my ride in the first Class 230 train to enter public service.
This was the conclusion to my post.
It is a well-designed train, that impressed me.
It should find a niche in the train market.
The fact that the train is in service, will in itself provoke interest from train operating companies and Councils and other groups promoting new or reopened train services.
I wouldn’t be surprised to see more orders this year.
So will a small fleet of Class 230 trains be coming back to London, where they spent the first nearly forty years of their working lives?
- The Class 230 train is the right size.
- The Class 230 train is a quality train, with an interior, that can be tailored to the route.
- Servicing can be organised locally.
- Diesel or battery power is available.
A fleet of four trains would provide the following services.
- Four tph on the Greenford Branch Line.
- One or two tph on the Brentford Branch Line.
One train would be spare.
What Is The Likelihood Of A Passenger Service On The Brentford Branch Line?
Like the Greenford Branch Line, the Brentford Branch Line could be a valuable feeder line for Crossrail.
- Hounslow Council have been pushing for a passenger service between Southall and a station at the Golden Mile (The Great West Road)
- South of the Golden Mile, the original route can be seen on Google Map and there might be possibilities to extend it to the original terminus.
- It would be in walking distance of a lot of development at Brentford Lock West.
- Unfortunately, a new viaductwould need to be built over the Great West Road.
If the branch gets passenger trains, I estimate that one train could run a two tph service between Southall and Brentford Golden Mile.
New developments around Brentford could be what eventually makes adding passenger trains to this freight line worthwhile.
What About The Costs?
Transport for London is probably very happy with the current service on the Greenford Branch Line, as it is not their responsibility.
If Crossrail opens to Reading in December 2019, I suspect GWR will look at this leftover from privatisation as a increasing nuisance.
The Wikipedia entry for the Class 230 train has a section on Cost Comparison.
- Using the figures for a Class 150 train, GWR are spending about 14,300 pounds a month, plus staff and fuel to provide the current service.
- Three Class 230 trains providing a four tph service would cost an operator about 25,300 pounds a month, plus staff and fuel.
How much extra revenue for Transport for London, would a four tph service on the Greenford Branch Line generate, if Crossrail were to open to Reading?
An extra train for the Brentford Branch ine would probably add another 9,000 a month, plus staff and fuel.
I have no evidence, but after my ride yesterday, I feel that Class 230 trains could transform the economics of rail services in West Ealing and Brentford.
Conclusion
Bring a small fleet of Class 230 trains home!
And while you’re about it, reopen the Brentford Branch Line to passenger trains with an hourly service.
An Automated Shuttle Train On The Brentford Branch Line
The Brentford Branch Line
There are various proposals to add a passenger service to the Brentford Branch Line.
The Brentford Branch Line has the following features.
- It is 4 miles long.
- It is a mixture of single and double-track.
- It is not electrified.
- There is a bay platform at Southall station, that could be used, as a Northern terminal.
- Freight trains also use the line.
If the Greenford Branch can mix an automated shuttle and freight trains, then it would be very likely, that a similar approach would work on this branch.
The train (or tram-train) would have the following features.
- It would be battery-powered.
- It would be highly automated.
- Charging would be carried-out in the bay platform at Southall station.
A service of at least two tph would be provided, that would link Brentford to Crossrail.
Batteries In Class 378 Trains Revisited
Two and a half years ago, I wrote Will London Overground Fit On-board Energy Storage To Class 378 Trains?.
This post effectively updates that post, with what we now know.
As far as I know, batteries have not been fitted to the Class 378 trains, but there have been other developments involving Bombardier since.
Aventras
The linked post was based on statements by Marc Phillips of Bombardier in this article in Rail Technology Magazine entitled Bombardier enters key analysis phase of IPEMU. He also said about Aventras.
Bombardier is also looking at battery options on new builds, including its Aventra platform.
I have stated several times including in Rail Magazine, that the Class 345 trains for Crossrail must have batteries and no-one has told me that I’m wrong.
Battery Train Applications
The Rail Technology article also says this.
Bombardier has started assessing potential customers for battery-powered trains, looking first at branch line applications. Batteries could be a solution allowing non-continuous electrified infrastructure, and emergency rescue and last-mile opportunities.
The article was written three and a half years ago and I suspect Bombardier have been busy researching the technology and its applications.
The High-Speed Bi-Mode Aventra With Batteries
This train was first reported to be in development in this article in Rail Magazine, which was entitled Bombardier Bi-Mode Aventra Could Feature Battery Power.
The article stated the following.
- Battery power could be used for Last-Mile applications.
- The bi-mode would have a maximum speed of 125 mph under both electric and diesel power.
- Bombardier’s spokesman said that the ambience will be better, than other bi-modes.
I very much believe that the key to the performance of this train is using batteries to handle regenerative braking in both electric and diesel modes.
In Mathematics Of A Bi-Mode Aventra With Batteries, I looked at how the train might operate.
Bombardier with better data and the latest mathematical modelling techniques have obviously extensively modelled the proposed trains and prospective routes.
No sane company listed on a Stock Exchange would launch such a product, if it didn’t know that the mathematics of the dynamics and the numbers for the accountants didn’t add up.
Voyagers With Batteries
In Have Bombardier Got A Cunning Plan For Voyagers?, I discuss a snippet found in the July 2018 Edition of Modern Railways, in an article entitled Bi-Mode Aventra Details Revealed.
In a report of an interview with Bombardier’s Des McKeon, this is said.
He also confirmed Bombardier is examining the option of fitting batteries to Voyager DEMUs for use in stations.
Batteries appear to be being proposed to make the trains more environmentally-friemdly and less-noisy.
Talent 3 With Batteries
Bombardier have launched a version of their Talent 3 train with batteries. This is the launch video.
Some of Bombardier’s points from the video.
- Emission-free
- The current range is forty kilometres
- The range will be extended to a hundred kilometres by 2020.
- Charging for forty kilometres takes between seven and ten minutes from overhead electrification.
This looks to be a serious train with orders from German train operators.
It would appear that Bombardier are very serious about the application of batteries to both new and existing trains.
Class 378 Trains And Batteries
What could batteries do for the Class 378 trains?
It looks like over the next few years, the Class 378 trains will be increasingly used on the East London Line, as they have the required evacuation capability for the Thames Tunnel.
Various documents indicate that to maximise capacity on the line, the following may happen.
- Some or all services may go to six trains per hour (tph)
- Trains may be lengthened to six-cars from five-cars.
Extra destinations might be added, but although this could be easy in South London, it would probably require a lot of station or platform development in the North.
Trains Required For The East London Line
If you look at the timing of the East London Line, you get the following journey times for the four routes.
- Highbury & Islington to West Croydon – 52-57 minutes
- Dalston Junction to New Cross – 24 minutes
- Highbury & Islington to Crystal Palace – 46 minutes
- Dalston Junction to Clapham Junction – 47-48 minutes
It could almost have been choreographed by Busby Berkeley.
This means that to run four tph on the routes needs the following number of trains.
- Highbury & Islington to West Croydon – 8 trains
- Dalston Junction to New Cross – 4 trains
- Highbury & Islington to Crystal Palace – 8 trains
- Dalston Junction to Clapham Junction – 8 trains
Which gives a total of 28 trains.
To make all these services six tph, would require the following number of trains.
- Highbury & Islington to West Croydon – 12 trains
- Dalston Junction to New Cross – 6 trains
- Highbury & Islington to Crystal Palace – 12 trains
- Dalston Junction to Clapham Junction – 12 trains
Which gives a total of 42 trains.
At present only the Crystal Palace and Clapham Junction routes have dates for the extra trains and if only these routes were increased in frequency, there would be a need for 36 trains.
Six-Car Trains
The trains might also go to six cars to increase capacity on the East London Line.
As I indicated in Will The East London Line Ever Get Six Car Trains?, cars could be used from the five-car trains not needed for the East London Line.
You would just end up with a number of three- and four-car Class 378 trains, that could be used on other routes with less passengers.
My conclusion in Will The East London Line Ever Get Six Car Trains? was this.
It will be interesting to see how London Overground, increase capacity in the coming years.
There are fifty-seven Class 378 trains in total, which have the following formation.
DMOS-MOS(B)-PTOS-MOS-DMOS
They can be lengthened and shortened, by adding or removing MOS cars.
As an extra MOS car was added to convert all trains from four-cars to five-cars a few years ago, I suspect it is not the most difficult of processes.
It should also be noted that the original three-car trains for the North London Line had the following formation.
DMOS-PTOS-DMOS
If all East London Line routes go to six tph, the required number of trains would be forty-two.
This would leave a surplus of fifteen trains to act as donors for lengthening.
To make all trains six-cars would require a further forty-two MOS cars.
Reducing the trains not needed for the East London Line to three-cars, would yield thirty MOS cars.
This could give the following fleet.
- Thirty six-car trains.
- Twelve five-car trains
- Fifteen three-car trains
To lengthen all trains needed for six-cars would require another twelve MOS cars to be obtained.
Some services could be run with five-car trains, but I don’t think that be a good idea.
I am inevitably led to the conclusion, that if the the Class 378 trains need to be extended to six-cars, then Bombardier will have to produce some more cars.
Adding Batteries To A Six-Car Class 378 Trains
Batteries would be added to Class 378 trains for all the usual reasons.
- Handling energy from regenerative braking.
- Health and safety in depots and sidings.
- Short movements on lines without electrification
- Emergency train recovery
But there might also be another important use.
The Thames Tunnel is under five hundred metres long.
As the only trains running through the tunnel are Class 378 trains, it might be possible and advantageous to run services on battery power through the tunnel.
I will estimate the kinetic energy of a six-car Class 378 train, as the batteries must be able to handle the energy of a full train, stopping from maximum speed.
- The empty train will weigh around 192 tonnes
- The maximum speed of the train is 75 mph.
- The train will hold 1050 passengers, who I will assume each weigh 90 Kg with baggage, bikes and buggies.
- This gives a fully loaded train weight of 286.5 tonnes.
Using the Omni Kinetic Energy calculator gives an kinetic energy of 45 kWh.
If four 100 kWh batteries can be fitted under a two-car Class 230 train, then surely a reasonable amount o capacity can be fitted under a six-car Class 378 train.
These pictures show the under-floor space on a dual-voltage Class 378/2 train.
As a six-car train will have five motored cars, why not put one 50 kWh battery in each motored car, to give a capacity of 250 kWh.
In an article in the October 2017 Edition of Modern Railways, which is entitled Celling England By The Pound, Ian Walmsley says this in relation to trains running on the Uckfield Branch, which is not very challenging.
A modern EMU needs between 3 and 5 kWh per vehicle mile for this sort of service.
So how far would a six-car Class 378 train go with a fully-charged 250 kWh battery?
- 5 kWh per vehicle mile – 8 miles
- 4 kWh per vehicle mile – 10 miles
- 3 kWh per vehicle mile – 14 miles
- 2 kWh per vehicle mile – 20 miles
This is only a crude estimate, but it shows that fitting batteries to a Class 378 train with batteries could give a useful range.
Adding Batteries To A Three-Car Class 378 Trains
The same calculation can be performed for a three-car train created by removing the two MOS cars.
- The empty train will weigh around 96 tonnes
- The maximum speed of the train is 75 mph.
- The train will hold 525 passengers, who I will assume each weigh 90 Kg with baggage, bikes and buggies.
- This gives a fully loaded train weight of 143.3 tonnes.
Using the Omni Kinetic Energy calculator gives an kinetic energy of 22.4 kWh.
Unsurprisingly, the kinetic energy of the three-car train is around half that of a six-car train.
As a three-car train will have two motored cars, why not put one 50 kWh battery in each motored car, to give a capacity of 100 kWh.
Using the Ian Walmsley formula gives the following ranges.
- 5 kWh per vehicle mile – 7 miles
- 4 kWh per vehicle mile – 8 miles
- 3 kWh per vehicle mile – 11 miles
- 2 kWh per vehicle mile – 17 miles
When you consider that the length of the Greenford Branch Line is 2.5 miles, these ranges are very useful.
Routes For Three-Car Class 378 Trains With Batteries
I would suspect that these trains will have the following specification.
- Dual-voltage with ability to use either 25 KVAC overhead or 750 VDC third-rail electrification.
- A maximum speed of 75 mph
- Three cars
- Passenger capacity of 525 passengers.
- Range of between seven and fifteen miles
So for what routes would the train be suitable?
Brentford Branch Line
There have been various ideas for reopening the freight-only Brentford Branch Line to passenger traffic.
The simplest proposal would be to run a two tph shurttle train Southwards from Southall station.
As the branch is only four miles long, I believe that a three-car Class 378 train, which ran on battery-power and charged at Southall station could work the branch.
Greenford Branch Line
I’ve already mentioned the 2.5 mile long Greenford Branch Line.
The following work would need to be done before the trains could be used.
- Electrification of the bay platform at West Ealing with 25 KVAC overhead wires.
- Electrification of the bay platform at Greenford with 750 VDC third-rail.
- Minor lengthening of the bay platform at Greenford to allow sixty metre long trains.
- An extra crossover at the West Ealing end of the branch.
With these modifications it might be possible to run four tph on the branch.
Romford To Upminster Line
Currently, the Romford-Upminster Line uses a single train to shuttle the three miles at a frequency of two tph.
If the passing loop were to be reinstated, I believe that two trains could run a four tph service.
Using battery-power on the line and charging on the existing electrification at either end of the line might be a more affordable option.
It should be noted that increasing the current two x four-car tph to four x three-car tph, would be a doubling of frequency and a fifty percent increase in capacity.
West London Orbital Railway
The West London Orbital Railway is outlined like this in Wikipedia.
The West London Orbital is a proposed extension to the London Overground that makes use of a combination of existing freight and passenger lines including the Dudding Hill Line, North London Line, and the Hounslow Loop. The route runs for approximately 11 miles from West Hampstead and Hendon at the northern end to Hounslow at the Western end via Brent Cross West, Neasden, Harlesden, Old Oak Common, Acton and Brentford.
This is one of those plans, which ticks a lot of boxes.
- The tracks are already in existence.
- There is a proven need.
- Passenger numbers would support at least four tph.
- The route connects to Crossrail and HS2.
- Changing at Old Oak Common to and from Crossrail gives a quicker route to Heathrow for many in West London.
- There is electrification at both ends of the route, with only four miles without any electrification.
- At only eleven miles, it could be run by electric trains under battery power.
- The cost is quoted at around £250 million.
- Studies show it has a benefit cost ratio of 2.2:1.
As the route is now being promoted by the Mayor of London, I have a feeling this route will be created in time for the opening of HS2 in 2025.
If you want to know more about the proposals, this document on the Brent Council web site, which is entitled West London Orbital Rail, was written by consultants WSP to analyse the proposals and give a cost.
This is paragraph 5.4.38
At this stage we are assuming that the railway will be operated by diesel traction, or possibly battery or hybrid traction. While the Kew – Acton and Dudding Hill Line sections are not electrified, all the rest of the line is and battery technology may have developed sufficiently by the time of opening to be a viable option. Therefore, potential subsequent phases of the
enhancement plans could electrify the non-electrified sections.
The consultants go on to say, that stabling for diesel trains is more difficult to find in London than for electric..
The route would be suitable for Class 378 trains with batteries, but the consultants say that four-car trains will be needed.
So four-car Class 378 trains with a battery capability will be needed.
Alternatively, new four-car Class 710 trains, which I’m certain are built around a battery capability could be used instead.
A rough estimate says that for the full service of two four tph routes will need a total of eight four-car trains.
This is a much-needed route with definite possibilities.
Should A Battery MOS Car Be Designed?
If the Class 378 trains are lengthened to six cars, it looks like there will be a need for at least twelve new MOS cars.
I wonder, if it would be better to design a new BMOS car with batteries, that could either be created from an existing MOS car or newly-built.
The car would have the following specification
- It would be able to replace any current MOS car.
- It would contain the appropriate size of battery.
The advantages of a compatible new BMOS car are.
It would not require any modifications to the PTOS or DMOS cars, although the train software would need to be updated.
It would make it possible to easily create trains with a battery option with a length of four and five cars.
Could The PTOS Car Be Updated With Batteries?
This could be a logical way to go, if a battery of sufficient size can be fitted in the limited space available with all the other electrical gubbins under the floor of a PTOS car.
These pictures show a Class 378/2 PTOS car.
Modifying only the PTOS cars would give the following advantages.
- Only the PTOS car would need to be modified.
- PTOS cars for Class 378/1 trains would be 750 VDC only.
- PTOS cars for Class 378/2 trains, would be dual-voltage.
- Only PTOS cars for Class 378/2 trains would have a pantograph.
I will propose that the PTOS car is fiited a 100 kWh battery.
This would be sufficient for the six-car East London Line services, as all it would do was handle the regenerative braking energy, which has a maximum value of just 45 kWh. Battery range of the train would be between three and five miles, which would be enough to recover the train if power failed.
For three-car trains, the 100 kWh ranges would be as I calculated earlier.
- 5 kWh per vehicle mile – 7 miles
- 4 kWh per vehicle mile – 8 miles
- 3 kWh per vehicle mile – 11 miles
- 2 kWh per vehicle mile – 17 miles
Which is a very useful range.
If some four-car trains, were built by adding a new MOS car, the ranges on 100 kWh batteries would be.
- 5 kWh per vehicle mile – 5 miles
- 4 kWh per vehicle mile – 6 miles
- 3 kWh per vehicle mile – 8 miles
- 2 kWh per vehicle mile – 12.5 miles
As the Dudding Hill Line is only four miles long with electrification at both ends, these four-car Class 378 trains would be able to work the routes of the West London Orbital Railway.
Conclusion
Fitting batteries to Class 378 trains opens up a lot of possibilities.
One scenario could be.
- Forty-two six-car trains for the East and |South London Lines.
- One three-car train for the Brentford Branch Line
- Two three-car trains for the Greenford Branch Line.
- Two three-car trains for the Romford to Upminster Line.
- Eight four-car trains for the West London Orbital Railway.
There would be two spare three-car trains and another twenty MOS cars would be required.
.
Will London Overground Procure Some Class 230 Trains?
Transport for London has a cash flow problem caused by various factors.
- The reduction in grant from Central Government.
- A fall in bus revenue caused by traffic congestion.
- The freeze of fares by the Mayor.
- The need to add services to stimulate much-needed housing.
This article in Rail Magazine is entitled Vivarail’s D-Trains Confirmed For Bedford-Bletchley.
As West Midlands Trains have now confirmed the order for the Class 230 trains, does this mean that buying Vivarail’s innovative refurbished London Underground D78 Stock, is now a less-risky train purchase?
Battery Or Diesel Class 230 Trains?
Would Transport for London buy a diesel or battery version of the Class 230 train?
Transport for London will have an exclusively electric fleet in a few months, when they have passed the Class 172 trains to West Midlands Trains.
I can’t believe they’d want to buy a small number of diesel trains, so I suspect they’ll go for battery versions.
Advantages Of Class 230 Trains For Transport for London
The trains must have advantages for Transport for London.
- They are simple trains, built for remote servicing.
- In some applications, their short length of just two cars must help, in that expensive platform extensions will not be needed.
- I would suspect that one two-car train is designed to rescue another.
- Capacity can be increased by adding a third-car.
- Transport for London must also have a lot of expertise on how to get the most out of these trains.
Possible Routes
There are a handful of possible routes.
Greenford Branch Line
The Greenford Branch Line must be a prime candidate for running with two-car battery version of a Class 230 train.
Consider.
- Using a four-car train, like a Class 710 train would require the platform at Greenford to be lengthened.
- A Class 230 train would only need some form of simple electrification at Greenford and/or West Ealing stations.
- Class 230 trains, would probably fit all platforms easily and give level access for wheelchairs and buggies.
- Could London Overground’s third-rail engineers add suitable electrification to charge the batteries at Greenford station?
- The branch is only four kilometres long.
- The branch only has the two tph passenger service and the occasional freight train.
- All trains use the new bay platform at West Ealing station.
One train could obviously work the current two trains per hour (tph) timetable, but could two trains and a possible spare run a four tph service on the branch?
The advantages of using Class 230 trains over a more conventional approach using perhaps Class 710 trains would include.
- No electrification of the branch.
- No platform lengthening and possibly little platform modification.
- Only a short length of third-rail electrification would be needed to charge the batteries.
- A four tph service might be possible.
The big advantage would be that it would be a low-cost project.
Romford To Upminster Line
The Romford To Upminster Line is currently run by a single four-car Class 315 train, which was to be replaced by a new Class 710 train.
In the March 2018 Edition of Modern Railways, whilst discussing nine more Class 71 trains for the London Overground, it is said, that a Class 315 train will be retained for the Romford To Upminster Line.
Why not procure another Class 230 train and use that to shuttle along the branch?
Consider.
- The electrification can be removed from the line, to save maintenance costs.
- A short length of third-rail electrification can be used to charge the batteries at Upminster station.
- The trains could be stabled at Upminster Depot.
The line used to have a short passing loop between Romford and Emerson Park station, that could be long enough for a two-car Class 230 train. If this loop were to be reinstated without electrification, if might allow a four tph service.
It would be another low-cost project.
Bromley North Line
The Bromley North Line is currently served by Southeastern.
Reading Wikipedia for the line, I get the impression, that the line isn’t a major problem, but there are little annoyances.
- Services are not frequent enough at some times of the day and week.
- Connection to services to and from London aren’t always convenient.
- It is not the easiest branch to provide with trains and drivers.
In addition, Southeastern would appear to be amenable to pass the line to Transport for London.
The track layout for the line has the following characteristics.
- Double-track throughout.
- There is a single platform at Grove Park station.
- There are two platforms at Bromley North station.
- The intermediate station; Sundridge Park has two platforms.
It looks like the line was designed so that two trains can operate simultaneously.
- Two Class 230 trains could run a four tph service.
- Stabling and servicing could be in Bromley North station.
- Trains could be third-rail or battery.
- A spare train could be held ready if it was felt needed.
It would be a self-contained low-cost solution.
Epping To Ongar
The Epping to Ongar service on the Central Line is no more, but would it be viable now with a Class 230 train?
Brentford Branch Line
The Brentford Branch Line has been proposed for reopening.
Class 230 trains powered by batteries would be ideal rolling stock.
The trains would be charged in Southall station.
West London Orbital
This article on Global Rail News is entitled Commitment To West London Orbital rail line.
This is said.
A press release distributed by the office of London Mayor Sadiq Khan said: “This new line, delivered through TfL, the West London Alliance, boroughs and Network Rail, could potentially support the delivery of an additional 20,000 homes, as well as employment growth in west London.”
In this article on Ian Visits, this is said about the service on the proposed West London Orbital line.
Phase 1: 4 trains per hour from West Hampstead to Hounslow, calling at West Hampstead, Cricklewood, Neasden, Harlesden, OOC, Acton Central, South Acton, Brentford, Syon Lane, Isleworth, Hounslow.
Phase 2: additional 4 trains per hour from Hendon to Kew Bridge, calling at Hendon, Brent Cross/Staples Corner, Neasden, Harlesden, OOC, Acton Central, South Acton, Kew Bridge.
The track is all in place and with a new bay platform at Hounslow, Class 230 trains could work Phase 1 on batteries with ease.
The key to the intermediate stations is property development. At Neasden, Harlesden and Old Oak Common, there is a lot of spare land around the Dudding Hill Line, where the trains will run. Developers will be told to build an appropriate amount of housing with a new station underneath.
The West London Orbital could be built to the following specification.
- No full electrification.
- Battery trains.
- Platforms long enough for four-car Class 710 trains.
- Bay platforms with possible charging at West Hampstead, Hendon, Hounslow and Key Bridge stations.
- Four tph on both routes.
It lends itself to a very efficient way of building the railway.
- Build a platform on the freight line through West Hampstead Thameslink station.
- Build a bay platform that will accept a four-car train at Hounslow station.
- Establish a four tph shuttle service between West Hampstead Thameslink and Hounslow stations calling at Acton Central, South Acton, Brentford, Syon Lane and Isleworth.
- Stations could be built at Neasden, Harlesden and Old Oak Common, where there is a generous amount of brownfield land, with lots of space for housing above the tracks and platforms.
Note.
- Batteries would be charged between Acton Central and Hounslow using the existing third-rail electrification.
- About five miles of the route would not be electrified.
- Housing developments on top of a station are a property developers dream.
The service could be started using Class 230 trains, with the option to switch to four-car Class 710 trains, powered by batteries, when more capacity is needed and Bombardier have fully developed the battery Aventra.
Phase two of the project would need development of platforms at Hendon and Kew Bridge stations.
The beauty of the West London Orbital, is that the only costs for Transport for London are four new platforms, some track-work and a fleet of new trains.
Hopefully, the development of the intermediate stations would be down to property developers, as they will make a fortune out of the housing!
Conclusion
I think the answer to my original question posed in the title of this post is Yes!
Along The Golden Mile
London used to have a Golden Mile in Brentford, which used to be a string of Art Deco buildings.
As the pictures show, a lot of them have gone and been replaced with modern buildings.
The Brentford Branch Line
You can clearly see where the Brentford Branch Line terminated to the right of Currys and the footbridge.
Hounslow Council is proposing to reopen the branch line and Wikipedia says this.
n April 2017, it was proposed that the line could reopen to allow a new link between Southall to Hounslow and possibly down to the planned Old Oak Common station with a new station in Brentford called Brentford Golden Mile. [5][6] The proposals suggest the service could be operated by Great Western Railway and could be open by 2020 with a new service from Southall to Hounslow and possible later to Old Oak Common.
This map from carto.metro.free.fr shows the lines.
This Google Map shows the area.
Note.
- The old track of the railway by Currys PC World and the footbridge over the Great West Road.
- The Hounslow Loop Line going across the South-East corner of the map.
- I’m not sure that a connection between the two lines would be a practical proposition.
Surely though, there is a better way to connect the Golden Mile to Old Oak Common!
The Brentford Branch Line connects to Crossrail at Southall station.
If the connection was fully step-free, then the Brentford Branch Line would have an easy connection to all of Crossrail’s stations, including Old Oak Common and Heathrow.
Could The Golden Mile In Houslow Get A Station?
A couple of words in Modern Railways led me to this article on the Hounslow Council web site, which is entitled Restoring Great West Rd to former golden glory. This is said.
He said: “We need a big improvement to the public transport links to realise our vision. We want to see a brand new station near Sky’s HQ by using an under-used freight line and create a new station – the Golden Mile’s very own station – and link it to Southall which will be on Crossrail.”
This Goggle Map shows the area.
Sky HQ And Possible Golden Mile Station
Note the following.
- Sky’s HQ is indicated by a red arrow.
- The rail line behind the Sky HQ is the Brentford Branch Line.
- The main road is the A4.
- The other rail line running parallel to and south of the A4 is the Hounslow Loop Line.
There are certainly possibilities to create a station here.
At the other end the Brentford Branch Line used to terminate at Southall station.
Around Southall Station
Note.
- The Brentford Branch Line curves into the Great Western Main Line to the East of Southall station.
- Trains on the branch could terminate in a bay platform in Southall station.
I have deliberately taken the Google Map over a wide area, so that I bring in the Southall Gas Works site, which is currently used for long term valet parking at Heathrow.
The site is to be developed and I just wonder, if the businesses and houses could be served by an extension of services on the Brentford Branch.
Perhaps a tram could run from the Gas Works site, through Southall station and then down to the Golden Mile.
- I have suggested a tram, as this would mean that extra stops would be more affordable.
- If it needed to cross the Great Western Main Line, a single-track bridge for trams would be more affordable.
- Trams could also go walkabout at either end of the core section.
- If the line was just used as a shuttle between Southall and the Golden Mile, to get sufficient capacity with trains might be an expensive solution.
- Perhaps a tram could sneak down to Syon Park and the River Thames.
I think that there are possibilities for a well-designed solution in the area to connect the Golden Mile to Southall station for Crossrail.
The Anonymous Widower 