From Reading To Gatwick Airport Along The North Downs Line
After writing Connecting Reading And The West To Gatwick Airport And Eurostar, I decided to go and look at the reality of the North Downs Line between Reading and Gatwick Airport stations.
I took my usual route to Reading, which is to go to Moorgate and get the Elizabeth Line direct to Reading using my Freedom Pass, after having breakfast in the Leon on Moorgate.
- I then had to leave the station at Reading, so that I could buy my ticket to Gatwick Airport.
- It would be so much easier, if there ere a couple of ticket machines on the bridge or platform at Reading station, so that passengers, who were changing trains could buy tickets quickly and easily.
In the end, I caught the 11:24 train to Gatwick with only a few minutes to spare.
From Reading To Gatwick Airport Along The North Downs Line
Along the North Downs Line, the train was a well-refreshed Great Western Railway Class 165 train.
These are some of the pictures, that I took on the route.
Note.
- The route goes through a lot of typical Surrey heathland.
- I noticed several pubs along the way.
- I suspect that there are some good walks from the stations.
- Reading and Guildford are university cities.
- Sandhurst is home to the Royal Military Academy.
- Farnborough Airport used to be home to the Royal Aircraft Establishment.
- Most of the seats on the train were taken.
I would expect that for a mainly rural route it is fairly busy.
Hitachi’s Intercity Battery Trains
Hitachi have developed an Intercity battery train and it is described on this page on their web site, where this is said about converting the trains to battery-electric operation.
A quick and easy application of battery technology is to install it on existing or future Hitachi intercity trains. Hitachi Rail’s modular design means this can be done without the need to re-engineer or rebuild the train and return them to service as quickly as possible for passengers.
Replacing one diesel engine with just one battery reduces emissions by more than 20% and offers cost savings of 20-30%. Our intercity battery powered trains can cover 70km on non-electrified routes, operating at intercity speeds at the same or increased performance.
That performance is certainly enough for Reading and Ashford via Gatwick, as only 37.7 miles in total, is not electrified.
Does The North Downs Line Mirror The East-West Rail?
Consider.
- The East West Rail will encircle London to the North, between Oxford and Cambridge.
- The North Downs Line encircles London to the South, between Reading and Ashford.
They could be considered two complimentary rail lines.
A Milton Keynes And Ashford International Service
Looking at the track layout on OpenRailwayMap, it would appear that one of Hitachi’s proposed Intercity Battery Trains fitted with dual voltage could pick its way elegantly along the East West Rail and the North Downs Line between Milton Keynes and Ashford International via Oxford, Reading and Gatwick Airport.
An Occasional Sheffield And Ashford International Service
If you could run a service between Milton Keynes and Ashford International, why not extend it to Bedford or even Sheffield in the North?
I believe if you put these Hitachi’s proposed Intercity Battery Trains on a cross-country route, that they will quickly suffer from London Overground Syndrome. This is my definition of the syndrome.
This benign disease, which is probably a modern version of the Victorian railway mania, was first identified in East London in 2011, when it was found that the newly-refurbished East London Line and North London Line were inadequate due to high passenger satisfaction and much increased usage. It has now spread across other parts of the capital, despite various eradication programs.
Put simply, it can probably be summed up as Quality Attracts Passengers.
Serving Heathrow
There have been various plans to get rail access into Heathrow from the West, but none have so far got off the starting blocks.
It is my view, that in the interim period, after my trip last weekend in the superb Wrightbus hydrogen double deck bus from Sutton to Gatwick, that I wrote about in Sutton Station To Gatwick Airport By Hydrogen-Powered Bus, that we should ask Wrightbus, who are designing a hydrogen-powered coach, to design the ultimate coach to connect rail hubs to major airports.
I would then run these coaches every ten minutes between Reading station and Heathrow Airport.
Serving Attractions
I believe that pairing Hitachi’s proposed Intercity Battery Trains with Wrightbus’s hydrogen coach could be a winner for passengers and operators.
As an example, Lumo are hoping to run an open access service between Paddington and Carmarthen, if Heidi the Spoilsport permits. Would it not be sensible, if one of Wrightbus’s hydrogen coaches did the last mile duties to the ferry for Ireland at Fishguard harbour.
Improvements At Marylebone Station – 15th October 2024
I passed through Marylebone station today and took these pictures of the improvements.
Note.
- The Class 165 and Class 168 trains are being refurbished.
- The Chiltern gate line has been improved.
- A wider ticket gate line has been installed in the Underground station.
- The stairs to the Bakerloo Line has been replaced with a third escalator.
- The last picture shows the lack of grab handles in the doors of Bakerloo Line trains.
It certainly looks like Chiltern Railways and its assets are improving.
Refurbished Class 165 Trains
I have collected these pictures over the last couple of days of the recently refurbished Class 165 trains.
Note.
- The copious luggage space for holidaymakers and schoolchildren.
- The large number of quality charging points.
- The good quality painting and decorating.
- Lots of useful accessories like litter bins.
- I found the seats reasonably comfortable.
They certainly haven’t scrubbed up like a thirty-year old train.
Ashley Down Station – 28th September 2024
Ashley Down Station opened today, so I went to visit and took these pictures.
Note.
- There are four tracks and two platforms.
- The numerous numbers of Class 165 trains buzzing around.
- I saw several Hitachi Class 80x and CrossCountry passing trains passing through.
- I arriving in and left in Class 165 trains.
- All the Class 165 trains appear to have been refurbished.
- The station has stairs and a pair of lifts.
- There is bicycle parking and a car drop-off area.
It is certainly, a station with a long list of features.
The station is also in walking distance of Bristol Rovers ground.
This map shows the two locations.
Note.
- The football ground is in the North-West corner.
- Te staiton is in the South-East corner.
A Bristolian told me it will be 15-20 minutes walk.
The Bay Platform At Greenford Station
These pictures show Greenford station.
I have some observations to make.
Electrification
Tests for the new battery-electric train would appear to be taking place soon, but there is no electrification or Vivarail/GWR Fast Charge system.
This leads me to the conclusion, that all charging will be done at West Ealing station.
What Length Of Train That Can Be Accommodated In Platform 2 At Greenford Station?
Consider.
- The two-car Class 165 train shown in the pictures is 47 metres long.
- FirstGroup’s test Class 230 train appears from a GWR video, to be three-cars, which would make it 54.663 metres long.
- The test Class 230 train would appear to be nearly eight metres longer, than the current train that works the route.
From the pictures it appears that there is sufficient space in the platform to accommodate the longer train.
Chiltern Sets Out New Fleet Ambitions
The title of this post is the same as that of an article in the September 2023 Edition of Modern Railways.
These are the first three paragraphs.
Chiltern Railways deserves to be the next operator to order new trains, its Managing Director Richard Allan has told Modern Railways.
On 7 August the operator published a tender notice seeking proposals for the supply of between 20 and 70 new or converted low-emission trains. This followed the unveiling on 19 July of its ‘RightRoute’ vision setting out the case for investment in new trains, which was presented to stakeholders and parliamentarians in Westminster.
Chiltern is prioritising replacement of its Class 165 DMU fleet, which comprises 89 vehicles. It carried out a pre-market engagement exercise last Autumn, and Mr. Allan said the view is that a battery train would be suitable for the Marylebone to Aylesbury route, either operating solely on battery power or additionally picking up power from the London Underground four-rail system South of Amersham.
These are my thoughts.
Electrification At Amersham
This OpenRailwayMap shows the electrification at Amersham station.
Note.
- Tracks shown in pink are electrified with the London Underground four-rail system.
- Tracks shown in black are not electrified.
- All three platforms are electrified.
The track layout allows both Chiltern and London Underground trains to pass through Amersham station on electrified lines.
Electrification Between Amersham And Harrow-on-the-Hill
This OpenRailwayMap shows the electrification at Northwood station.
Note.
- Tracks shown in pink are electrified with the London Underground four-rail system.
- All four platforms are electrified.
- Some sections are only double-track.
All tracks between Amersham And Harrow-on-the-Hill stations are electrified.
Electrification At Harrow-on-the-Hill
This OpenRailwayMap shows the electrification at Harrow-on-the-Hill station.
Note.
- Tracks shown in pink are electrified with the London Underground four-rail system.
- Tracks shown in black are not electrified.
- All six platforms are electrified.
The track layout allows both Chiltern and London Underground trains to pass through Harrow-on-the-Hill station on electrified lines.
Electrification Between Harrow-on-the-Hill And Finchley Road
Willesden Green station is typical of the stations on this section
This OpenRailwayMap shows the electrification at Willesden Green station
Note.
- Tracks shown in pink are electrified with the London Underground four-rail system.
- Tracks shown in black are not electrified.
- The two tracks South of the station are the Chiltern tracks.
- All Chiltern Trains along this route use these two separate tracks, that are not electrified.
Stations with this layout include Northwick Park, Preston Road, Wembley Park, Neasden, Dollis Hill, Willesden Green, Kilburn and West Hampstead.
The Chiltern Tracks Alongside The Metropolitan Line
I took these pictures as I journeyed from West Hampstead to Harrow-on-the-Hill.
Note.
- The Chiltern Tracks are those farthest from the train without electrification.
- There also seemed a lot of graffiti, where the tracks weren’t electrified.
- Platforms 1 and 2 at Harrow-on-the-Hill station are electrified and used by Chiltern’s diesel trains.
Finding a Jubilee or Metropolitan Line train with clean enough windows for photography was difficult.
Distances Between Stations
These are the distances, times and electrification, between selected stations, between Marylebone and Aylesbury Vale Parkway.
- Marylebone and Harrow-on-the-Hill – 9.2 miles – 13 minutes – Not Electrified
- Harrow-on-the-Hill and Amersham – 14.3 miles – 24 minutes – Electrified
- Amersham and Aylesbury – 15.3 miles – 23 minutes – Not Electrified
- Aylesbury and Aylesbury Vale Parkway – 2.3 miles – 7 minutes – Not Electrified
Note.
- The 24 minutes between Harrow-on-the-Hill and Amersham, should be enough to fully-charge the batteries.
- Harrow-on-the-Hill to Marylebone and return is 18.5 miles.
- Amersham to Aylesbury Vale Parkway and return is 35.2 miles.
As Merseyrail’s Class 777 trains have achieved 83.9 miles on battery power, I am fairly sure that Marylebone and Aylesbury Vale Parkway could be achieved by a battery electric multiple unit, that has been designed for the route.
Rolling Stock
Bombardier built the Class 378 Electrostar train, so that it would run on the London Underground four-rail system to Richmond. so I’m sure that Alstom could build Aventras, that could use the Underground electrification.
I’m also sure that other UK trains manufacturers and suppliers like CAF, Hitachi, Siemens and Stadler have the expertise.
The article mentions between twenty and seventy trains. The number probably depends on the train length.
I think we’ll see some interesting bids.
Train Charging Issues
The main charging will be done between Harrow-on-the-Hill and Amersham using the London Underground four-rail system already installed for the Metropolitan trains between London and Amersham and Chesham.
As the electrification will be powering six trains per hour in both directions between Harrow-on-the-Hill and Amersham and charging the batteries on the Chiltern trains, I wouldn’t be surprised to find, that the power system will be uprated.
I also suspect, that the trains could have the ability to use 25 KVAC overhead electrification, as this could allow short lengths of electrification to be used to charge the trains at terminal stations.
Speed Issues
If you look at the speeds and times, you get the following.
- Current Chiltern Class 165 trains are 75 mph trains.
- Current Underground S Stock trains are 62 mph trains.
- Chiltern take 33 minutes between Amersham and Marylebone.
- Trains in both services run every half hour.
- There is also an every half hour service between Chesham and Aldgate, which means there are six trains per hour between Chalfont & Latimer and Harrow-on-the-Hill.
- I suspect Chiltern set the timetable, by going through first with the slower Amersham and Chesham services following.
- This means that if the new Chiltern trains are 100 mph trains, it shouldn’t make much difference to the operation of the trains.
But the faster Chiltern trains could knock eight minutes off the time between Amersham and Harrow-on-the-Hill stations.
In an ideal world, where TfL had more money, faster Underground trains would allow more services to the area.
Leamington Spa Services
Chiltern Railways run two local services from Leamington Spa station.
- One service goes to Stratford-on-Avon, which is a distance of 15.3 miles.
- The other service goes to Birmingham Moor Street, which is a distance of 22.7 miles.
- Both services are run by Class 165 diesel trains.
- Both services have a frequency of one train per two hours.
I suspect that these services could be run using battery-electric trains with charging at Leamington Spa.
Timescale
This is said about timescale.
Under the plans set out in its ‘RightRoute’ prospectus, Chiltern wants to agree scope and funding for new trains this year and launch the first new trains by 2027 between London and Aylesbury, and upgrade infrastructure and trains on the West Midlands route between 2028 and 2035.
West Midlands Route
This is said about the West Midlands route.
Mr Allan said that after ‘165’ replacement consideration would be given to the best solution for the main line between London and the West Midlands, including whether this would involve partial or full electrification, with a rolling stock solution to succeed the Class 168 DMUs and loco-hauled sets to be devised accordingly. Chiltern’s Interim Engineering & Safety Director Tim Sayer told Modern Railways one potential option the Government and Network Rail are keen on is third party funding of electrification, which could be built into a manufacturer’s contract for new stock.
Note.
- I must admit that I like the idea of bundling rolling stock and electrification in one contract.
- After all, rolling stock and maintenance have been bundled together for some years and it seems to work.
- I disclose some of Hitachi’s thinking in Solving The Electrification Conundrum, which is based on an article in Modern Railways.
I wonder if Hitachi will come up with a solution something like this.
- A number of five-car battery-electric trains.
- High quality interiors.
- They would serve Birmingham Moor Street, Oxford and Stratford-on-Avon.
- Short lengths of electrification in terminals and perhaps at strategic locations in the middle. Banbury?
- Automation as needed.
It could be a service that’s a viable alternative to High Speed Two for some passengers.
Charging At London Marylebone Station
I recently took these pictures at Marylebone station.
Note.
- It is a surprisingly spacious station and I feel that Furrer+Frey or some other specialist company could add some form of charging to the platforms.
- In its simplest form it would be a short length of 25 KVAC overhead electrification.
- Charging would be performed using the train’s pantograph.
It appears that the turnround time in Marylebone is typically twelve minutes or more, which should be adequate to fully charge a train.
Charging At Oxford Station
These pictures show the bay platforms at Oxford station, where Chiltern services terminate.
I wouldn’t be surprised, if these two platforms were designed for future 25 KVAC overhead electrification.
Marylebone And Oxford Services
Marylebone and Oxford are only 66.7 miles apart and I believe that a battery electric train would be able to shuttle between the two terminals, charging as required after each journey.
Charging At Birmingham
These pictures show the bay platforms at Birmingham Moor Street station, where some Chiltern services terminate.
Note.
- Currently, Birmingham Moor Street station has two through platforms and two bay platforms.
- None of the platforms are electrified.
- Some plans include adding two more bay platforms to the station.
- Electrifying the bay platforms 3 and 4, would allow the charging battery electric trains from London.
The two through platforms could also be electrified to help Birmingham’s local trains decarbonise and allow London services to reach Birmingham Snow Hill station.
Marylebone And Birmingham Services
Consider.
- Marylebone and Birmingham Moor Street are only 111.7 miles apart.
- Birmingham Moor Street and Birmingham Snow Hill stations are only 0.6 miles apart.
- Birmingham Moor Street and Birmingham Snow Hill stations could be easily connected by an electrified line.
- Stadler are talking of battery-electric trains having a range of over 125 miles.
- It might be sensible to electrify Banbury to give the batteries a top up.
I believe that a battery electric train would be able to shuttle between Marylebone and Birmingham, charging as required after each journey.
Conclusion
It seems a sound plan!
Chiltern Railways Seeks Proposals For Low-Emission Multiple-Unit Fleet
The title of this post, is the same as that of this article on Railway Gazette.
These are the first three paragraphs.
Chiltern Railways is seeking proposals for the supply of between 20 and 70 new or converted ‘low-emission’ multiple units.
The operator has called for ‘established’ rolling stock manufacturers, owners and modifiers to propose vehicles which would provide a ’meaningful’ reduction in the emissions and external noise compared to its existing diesel multiple-units, particularly in urban areas.
The envisaged five-year framework agreement has an estimated value of up to £400m, including supply and maintenance of the fleet, refuelling infrastructure and any depot modifications.
I have my thoughts.
Chiltern’s Rolling Stock
Chiltern Railways have two different types of rolling stock; diesel multiple units and rakes of coaches haled by diesel locomotives.
Chiltern’s Diesel Multiple Units
Chiltern has these diesel multiple units.
- Class 165 diesel trains – 28 x two-cars – 56 cars
- Class 165 diesel trains – 11 x three-cars – 33 cars
- Class 168 diesel trains – 9 x two-cars – 18 cars
- Class 168 diesel trains – 9 x three-cars – 27 cars
- Class 168 diesel trains – 10 x four-cars – 40 cars
Note.
- The trains were built between 1990 and 2004.
- The Class 165 trains are 75 mph units, whereas the Class 168 trains are 100 mph units.
- These total to 67 trains and 174 cars.
- This is an average train length of 2.6 cars.
Could a fleet of three-car low-emission 100 mph trains fit Chiltern’s requirements?
- They could work in pairs for six-car units for Birmingham Moor Street and Oxford.
- There may be a need for some four-car units.
But how will they be powered?
- Pure diesel will surely give out too many emissions!
- Would an mtu Hybrid PowerPack lower emissions enough?
- Could hydrogen-power be used, either with fuel-cells or a hydrogen internal combustion engine?
In Alstom And Eversholt Rail Sign An Agreement For The UK’s First Ever Brand-New Hydrogen Train Fleet, I wrote about Alstom’s proposed Hydrogen Aventra.
A version of these trains could be ideal, if Children could source the fuel economically.
Chiltern’s Diesel-Hauled Rakes Of Coaches
Chiltern have four rakes of Mark 3 coaches hauled by Class 68 locomotives.
These could be replaced by pairs of three-car low-emission’ multiple units.
Conclusion
A fleet of seventy three-car ‘low-emission’ multiple units, powered by hydrogen could be an innovative solution to the trains to run Chiltern’s services.
Chiltern Electrification Alternatives Studied
The title of this post, is the same as that of this article on Railway Gazette.
These are the first two paragraphs.
Chiltern Railways is working to present the Department for Transport with options for a fleet renewal programme, with London Marylebone being the only non-electrified London terminal and pressure for the withdrawal of diesel trains continuing to mount, particularly from local residents.
Industry insiders report that this could see at least the 39 two and three-car Class 165 diesel multiple-units replaced.
Note.
- The Class 165 trains were built in 1990-1992 and refurbished around the turn of the century.
- Chiltern Railways have 28 two-car and 11 three-car Class 165 trains.
- Chiltern Railways also have ten similar two-car, nine three-car and nine four-car Class 168 trains.
- In addition, Great Western Railway has 20 two-car and 16 three-car Class 165 trains, and 23 Class 166 trains.
- The Class 165 and Class 166 trains are 90 mph units, whereas the Class 168 trains are 100 mph units.
As Chiltern’s study would appear to rule out electrification, could all of these trains be replaced with an appropriate number of a new class of 100 mph zero-carbon independently-powered multiple units?
In Alstom And Eversholt Rail Sign An Agreement For The UK’s First Ever Brand-New Hydrogen Train Fleet, I talked about a proposed hydrogen train fleet.
These trains are described as three-car in Alstom’s press release.
- Most Aventras are 100 mph trains.
- They could easily be lengthened to four cars by the addition of an extra car.
- It may even be possible, that these trains could be fitted with a pantograph for working on electrified lines.
The only problem, I can envisage, is that a two-car version might not have enough space for the hydrogen and electrical gubbins.
Chiltern’s Locomotive-Hauled Mark III Stock
Greater Anglia have replaced locomotive-hauled Mark III stock with multiple units and it appears to have been successful.
Could Chiltern’s locomotive-hauled Mark III stock be replaced by six-car hydrogen-powered Aventras, with a long-distance interior?
Other Routes
Alstom and Eversholt Rail announced their agreement in November 2021.
Since then, I have written these posts, where the proposed Alstom Hydrogen Aventra could have an application.
- Adding Buxton And Manchester Piccadilly To The Bee Network
- ‘Castle’ HSTs To Be Withdrawn By Great Western Railway
- Proposals Submitted To Create Darlington To Dales Rail Link
- Alstom Hydrogen Aventras And Teesside
- Alstom Hydrogen Aventras And The Reopened Northumberland Line
- Alstom Hydrogen Aventras And Extension Of The Birmingham Cross-City Line
- Alstom Hydrogen Aventras And Great Western Branch Lines Between Paddington And Oxford
- Alstom Hydrogen Aventras And The Uckfield Branch
Note.
- A two-car version would surely increase the number of applications.
- A 110 mph capability would allow the trains to mix it with high speed trains on fast lines.
- Bombardier proposed a 125 mph bi-mode Aventra. Could this be achieved with hydrogen power?
I feel the eight applications, I listed, could be the start of something a lot bigger.
Conclusion
Alstom and Eversholt Rail Group appear to have done their research.
Could Chiltern Go Battery-Electric?
In the October 2022 Edition of Modern Railways, there is an article, which is entitled Chiltern Considers Turbo Future, with a sub-title of Battery Replacement Could Be On The Cards.
These are the first two paragraphs.
In early September Chiltern Railways was preparing to launch a market sounding exercise to consider options for the future of the Class 165 Turbo DMU fleet.
The operator has 28×2-car and 11×3-car ‘165s’. which operate alongside its more modern Class 168 DMUs and its loco-hauled sets. The market sounding exercise will consider two options for the future of the fleet – some sort of hybrid conversion, or outright replacement.
The Class 165 Trains
The Class 165 trains were built in 1990-1991.
- Maximum Speed – 75 mph
- Prime Movers – One per car, Perkins 2006-TWH
- 2-car Trains – 28
- 3-car Trains – 11
One is being converted to a diesel/battery hybrid.
The Class 168 Trains
The Class 168 trains were built in 1998-2004.
- Maximum Speed – 100 mph
- Prime Movers – One per car, MTU 6R 183TD13H
- 2-car Trains – 9
- 3-car Trains – 8
- 4-car Trains – 11
One has been converted to a diesel/battery hybrid.
Conversion To Hybrid Operation
If this proves to be feasible, it will surely be the more affordable of the two options.
But it does leave Chiltern with a mixed fleet with two types of train with different maximum speeds and these lengths.
- 2-car Trains – 37
- 3-car Trains – 19
- 4-car Trains – 11
Would a fleet of similar trains, with perhaps a maximum speed of 100 mph, be better operationally?
Battery-Electric Operation
The Modern Railways article introduces the concept of battery-electric operation with this paragraph.
If a replacement fleet is considered the best option for the Turbo units, the replacements could take the form of a straight battery EMU, taking advantage of recent advances in ‘fast charge’ technology.
The article also says this about battery technology and electrification.
There is optimism that advances in battery technology will provide a smooth pathway to decarbonise Chiltern’s operations – the company serves the only non-electrified London terminus.
In the longer-term, it is hoped electrification from Birmingham to Banbury as part of a strategy to decarbonise CrossCountry and freight services would enable Chiltern to run a battery EMU on London to Birmingham duties, running under battery power as far north as Banbury and switching to overhead wires from there, both powering the unit and enabling the batteries to be recharged.
The Modern Railways article looked at each route and I will do this in more detail.
London Marylebone And Aylesbury via High Wycombe
London Marylebone and Oxford would be under battery operation for 40 miles.
Trains would be charged at London Marylebone and Aylesbury stations.
London Marylebone And Aylesbury Vale Parkway
London Marylebone and Oxford would be under battery operation for 41 miles.
Trains would be charged at London Marylebone and Aylesbury Vale Parkway stations.
It might be better to electrify between Aylesbury and Aylesbury Vale Parkway stations.
London Marylebone And Banbury
London Marylebone and Oxford would be under battery operation for 69 miles.
Trains would be charged at London Marylebone and Banbury stations.
Leamington Spa And Birmingham Moor Street
Assuming the Birmingham and Banbury section of the route is electrified, this route will be electrified.
London Marylebone And Birmingham Moor Street Or Birmingham Snow Hill
Assuming the Birmingham and Banbury section of the route is electrified, this route can be considered to be in two sections.
- London Marylebone and Banbury – Battery operation – 69 miles
- Banbury and Birmingham – Electric operation – 42 miles
Trains would be charged at London Marylebone station and on the electrified section.
London Marylebone And Gerrards Cross
London Marylebone and Oxford would be under battery operation for 19 miles or 38 miles both ways.
Trains would be charged at London Marylebone station.
London Marylebone And High Wycombe
London Marylebone and Oxford would be under battery operation for 28 miles or 56 miles both ways.
Trains would be charged at London Marylebone station.
London Marylebone And Oxford
London Marylebone and Oxford would be under battery operation for 66.8 miles.
Trains would be charged at London Marylebone and Oxford stations.
London Marylebone And Stratford-upon-Avon
Assuming the Birmingham and Banbury section of the route is electrified, this route can be considered to be in two sections.
- London Marylebone and Banbury – Battery operation – 69 miles
- Banbury and Hatton Junction – Electric operation – 26 miles
- Hatton Junction and Stratford-upon-Avon – Battery operation – 9 miles
Trains would be charged at London Marylebone station and on the electrified section.
Chiltern’s Mainline Service
Chiltern’s Mainline service between London and Birmingham is run by either a Class 68 locomotive pulling a rake of six Mark 3 coaches and a driving van trailer or two or three Class 168 trains.
As the locomotive-hauled train is about eight coaches, it could surely be replaced by two four-car multiple units working together.
I believe that if Chiltern obtained a fleet of four-car battery electric trains, this would be the most efficient fleets for all their routes.
Charging At London Marylebone Station
I took these pictures at Marylebone station today.
Note.
- It is a surprisingly spacious station and I feel that Furrer+Frey or some other specialist company could add some form of charging to the platforms.
- Charging would probably performed using the train’s pantograph.
It appears that the turnround time in Marylebone is typically twelve minutes or more, which should be adequate to fully charge a train.
Conclusion
Both solutions will work for Chiltern.
But I prefer the new battery-electric train, which has some crucial advantages.
- Battery-electric trains will be quieter than hybrid trains.
- Marylebone station has a noise problem and battery-electric trains are very quiet.
- Chiltern have ambitions to built new platforms at Old Oak Common and to serve Paddington. This could be easier with a battery electric train.
Rhe only disadvantage is that Banbury and Birmingham would need to be electrified.
Extending The Elizabeth Line – Improving The Route To Windsor & Eton Central Station
This post is now complete.
I took the Elizabeth Line to Slough station, for onward travel to Windsor & Eton Central station today and took these pictures along the route.
Note.
- I joined the Elizabeth Line at Moorgate station and took a train all the way to Paddington station.
- As a Freedom Pass holder, I use the Elizabeth Line for nothing.
- I changed between the Central and Western sections of the Elizabeth Line at Paddington.
- I also bought my Slough and Windsor & Eton Central ticket at Paddington from a machine, for the princely sum of £2.10. It was with a Senior Railcard.
- There is a lot of building going on along the route.
- The diesel train on the Slough-Windsor & Eton Line was a three-car Class 165 train.
I have some thoughts on how to improve the train service to Windsor.
What Do I Mean By Improving?
I don’t mean direct trains, as that would be impossible for various reasons.
- Platform length at Windsor & Eton Central station would be a problem.
- Flat crossing across the fast lines would slow the expresses.
- To make the running efficient, a flyover would need to be built. The disruption of building it and the cost would be immense.
What is needed, is a system, which means that getting from Central Elizabeth Line stations to Windsor & Eton Central station is as easily as possible.
Windsor Is One Of Our Premier Tourism Destinations
I suspect that on passenger numbers; Bicester Village, Cambridge, Oxford and Windsor are the four most visited tourist sites by rail from London.
I don’t think it’s a good idea to provide some of the services to these destinations, with the exception of Cambridge, with British Rail-era diesel multiple units.
Could A Four-Car Train Be Run On the Slough-Windsor & Eton Line?
I took this picture of the Slough end of the three-car Class 165 train in Windsor & Eton Central station.
It does appear that say a four-car Class 387 train could be fitted into the platform, with perhaps some adjustment to the platform and the track.
Would The Train Be Electric Or Battery-Electric Powered?
Consider.
- The Slough-Windsor & Eton Line is only 2.5 miles long.
- It is single-track.
- Trains take six minutes to do the trip.
- Modern electric trains with better acceleration could probably do the trip in four minutes.
- A battery-electric train will need charging.
This OpenRailMap map shows the electrification at Slough station.
Note.
- 25 KVAC overhead electrification is shown in red.
- The Slough-Windsor & Eton Line leaves the map in the South-West corner of the map and runs into the electrified Bay Platform 1.
- The electrification in Platform 1 could be used to charge a battery-electric train.
- The Slough-Windsor & Eton Line appears to be partially electrified at the Slough end.
I wonder, if the simplest, most-affordable, least risky approach is to electrify the 2.5 miles with 25 KVAC overhead electrification, as it would allow a standard Class 387 train to work the route.
Operation Of The Shuttle
Currently, the Class 165 trains take six minutes between Slough and Windsor & Eton Central stations, which means that with turning the train at each end of the route, where the driver must walk seventy metres or so to change ends only a three trains per hour (tph) schedule is possible.
If I look at some of the station-to-station stops on the Elizabeth Line, I suspect that a well driven electric train could go between Slough and Windsor & Eton Central stations in perhaps four minutes. With a well-marshalled stop at either end of the route in perhaps two minutes, it could be possible to do a round trip in twelve minutes, which would allow a four tph service.
Capacity would go up from nine cars per hour to sixteen. or an over seventy percent increase in capacity.
There are several ways that, this shuttle could operate.
- As now, where the drivers have to be fit to change ends in the time.
- Two drivers are used with one in each cab.
- Drivers walk back on arrival at the terminal and then step-up into the next train. This is standard London Underground practice at stations like Brixton and Walthamstow Central.
- The train is fully-automated and the driver sits in either cab with an override, that allows him to take control, if say protestors or criminals get on the track.
As a Control Engineer, I certainly feel the fourth option is possible.
Intriguingly, I suspect the concept could be proved with two drivers in an existing three-car Class 165 train, to see if four tph are possible.
Ticketing
Ticketing is less of a problem now, than it was before March 28th 2022, as from that date Windsor & Eton Central station is now in the contactless area, so you could touch in with your bank card at any station in the London contactless area and touch out at that station.
It’s all explained on this page on the Great Western Railway web site.
I am a Freedom Pass holder, which gives me the ability to get free travel to and from anywhere on the Elizabeth line for free, so getting to and from Slough for nothing, is no problem, if I use the Elizabeth Line.
But I would need a ticket for the section between Slough and Windsor & Eton Central stations.
Before I got on the Elizabeth Line at Moorgate, I tried to buy an extension ticket between Slough and Windsor & Eton Central stations, from the ticket machines at Moorgate, but it was not possible, so in the end, I made a detour to the ticket office at Paddington and bought the ticket there. But when the Elizabeth Line is fully connected, there will have to be a rethink, as Freedom Pass holders from say Ilford would want a day out in Windsor.
Perhaps the Slough-Windsor & Eton Central line should become a fixed-fare line, where a bank card would be charged say a pound for each journey.
Note that I only paid £2.10 for a return ticket at Paddington with my Senior Railcard.
A Better Interchange At Slough
Currently, the Off Peak frequency of trains at Slough is as follows.
- Slough and Windsor & Eton Central – 3 tph
- Slough and Paddington – Elizabeth Line – 2 tph
- Slough and Paddington – Great Western Railway – 2 tph – Non-stop
- Slough and Paddington – Great Western Railway – 2 tph – Stopping
In TfL Confirms Details Of Reading Services, I wrote that the Elizabeth Line will have 4 tph to London in the Off Peak, with two extra services in the Peak.
This indicates to me, that the Slough and Windsor & Eton Central service needs four tph.
The Anonymous Widower 