The Anonymous Widower

Westbury Station – 30th July 2020

I went to Westbury station today and took these pictures.

I found Westbury station to be a station in extremely good condition.

It also had a buffet, where I was able to purchase a delicious ice cream.

Passenger Services Through Westbury Station

I was at the station for about an hour and several trains passed through.

Great Western Railway services through the station include.

  • One train per two hour (tp2h) – London Paddington and Exeter St. Davids – Stops
  • One tp2h – London Paddington and Penzance – Passes through
  • One tp2h – London Paddington and Plymouth – Passes through
  • One train per hour (tph) – Cardiff Central and Portsmouth Harbour – Stops
  • One tp2h – Great Malvern and Westbury
  • One tp2h – Gloucester and Weymouth – Stops
  • One tp2h – Swindon and Westbury

Train classes included Class 800 trains and Class 166 trains.

South Western Railway services through the station include.

  • Five trains per day – Salisbury and Bristol Temple Meads – Stops

Train classes include Class 159 trains.

Battery Trains Through Westbury

Hitachi’s Class 800 train with a battery electric capability or Regional Battery Train, is described in this infographic from the company.

The proposed 90 km or 56 mile range could even be sufficient take a train between Westbury and Bristol Temple Meads stations on a return trip.

Many of the trains through Westbury go to the same stations.

Distances are as follows.

  • Bristol Temple Meads – 28 miles
  • Newbury – 42 miles
  • Salisbury – 24 miles
  • Swindon – 32.5 miles
  • Taunton – 47 miles

It looks like all of these places should be in range of an electric train with a battery capability, providing there is a charging facility at the other end.

An Electrification Island At Westbury Station

I have been advocating an island of electrification around Westbury station for some time and feel about a dozen miles of electrification through the station would be sufficient for Class 800 trains with a battery capability to bridge the gap.

  • At Newbury, trains would access the current electrification into London Paddington.
  • Between Exeter and Taunton, the rail route runs alongside the M5, so why not electrify this stretch, as the wires will not be so noticeable?

Looking at Westbury, to my untrained eye, it would appear that a short section of electrification around the station, would not be the most challenging of projects.

I believe that discontinuous electrification between Newbury and Exeter would be possible and could gradually be extended across Devon and Cornwall.

It should also be noted that one of Hitachi’s Regional Battery Trains has a range of 56 miles, so that these places from Westbury could be an return trip on batteries, with a well-driven train with excellent energy management.

  • Bath Spa – 17 miles
  • Bradford-on-Avon – 7 miles
  • Bristol Temple Meads – 28 miles
  • Chippenham – 16 miles
  • Frome – 6 miles
  • Salisbury – 24 miles
  • Trowbridge – 4 miles
  • Warminster – 9 miles

Obviously, the number of stops and the terrain will play a part.

Freight Might Drive Full Electrification Through Westbury Station

As the pictures show, there are heavy freight trains going through the area, which bring long and weighty loads of stone from the Mendips to London.

  • There are regularly two or three stone trains in an average hour of the day.
  • Like in the picture, I suspect they are usually hauled by a noisy, smelly, polluting and carbon-dioxide emitting Class 66 Locomotive. Not all of these, are as clean and well-maintained, as the one in the picture.
  • Some trains start at Merehead Quarry, which is about fifteen miles from Westbury station.

I believe that we must decarbonise freight trains.

But freight and electric haulage is not a simple subject.

  • I once had extensive talks with a Senior Crane Driver at the Port of Felixstowe during an Ipswich Town Away match. Ports don’t like overhead wires, as containers do get dropped and fall off rail wagons.
  • Suppose a historic line without electrification, like the Settle and Carlisle has a serious land-slip, which it did a couple of years ago. How do you haul in the materials for repair?
  • Because freight can be of a random and unpredictable nature, to electrify freight, you probably need to electrify the whole rail network.

For these and other reasons, we need independently-powered freight locomotives and I feel that a new freight locomotive will develop, that will be needed by the rail industry all over the world.

There are several solutions.

Biodiesel

Biodiesel is the simplest solution and would mean that the current diesel locomotives could be used.

In Grant Shapps Announcement On Friday, I talked about Government support for an industrial process, that has been developed by Oxford University and their spin-off company; Velocys, from the the Fischer-Tropsch Process, which can produce, the following fuels from household and industrial waste.

  • Aviation biofuel.
  • Biodiesel.

A plant to process 500,000 tonnes per year of Lincolnshire finest waste is now being built at Immingham to create 50,000,000 litres of fuel, by Altalto, which is a partnership between Velocys, British Airways and Shell.

If nothing else, waste-to-fuel is the interim solution to the decarbonisation of tricky sectors like heavy rail freight, rail construction, large diesel-powered machines, ships or long-distance aviation.

This fuel could be ideal to haul the heavy stone trains from the Mendips.

Hydrogen

I did think, it would be hydrogen powered, but I’m not so sure now, as hydrogen trains and locomotives seem to have a slow development cycle.

Although, there is one factor, that might influence the use of hydrogen as a fuel, which I wrote about in Thirsty High-Rollers … Mining’s Heavy Haulers Prime Candidates For Hydrogen Conversion.

Mining and quarrying don’t have a good green image, but converting mines and quarries to hydrogen power, would surely have operational and good public relational advantages.

It would also ensure a plentiful and convenient supply of hydrogen, for any hydrogen-powered locomotives.

Hydrogen-powered locomotives, with their electric transmissions, would probably be able to use electrification for traction power, so they would put pressure on the Government to electrify between Westbury and Newbury stations, so that there was a fully-electrified route between the Mendips and London.

Rolls-Royce’s Staggering Development

Staggering is not my word, but that of Paul Stein, who is Rolls-Royce’s Chief Technology Officer.

He used the word in a press release, which I discuss in Our Sustainability Journey.

To electrify aviation, Rolls-Royce has developed a 2.5 MW generator, based on a small gas-turbine engine, which Paul Stein describes like this.

Amongst the many great achievements from E-Fan X has been the generator – about the same size as a beer keg – but producing a staggering 2.5 MW. That’s enough power to supply 2,500 homes and fully represents the pioneering spirit on this project.

This generator is designed for flight and the data sheet for the gas-turbine engine is available on the Internet.

  • It has a weight of under a couple of tonnes compared to the thirteen tonnes of the diesel engine and generator in a Class 68 locomotive.
  • It is also more powerful than the diesel.
  • It looks to be as frugal, if not more so!
  • Rolls-Royce haven’t said if this gas-turbine can run on aviation biofuel, but as many of Rolls-Royce’s large engines can, I would be very surprised if it couldn’t!

Rolls-Royce’s German subsidiary is a large producer of rail and maritime diesel engines, so the company has the expertise to customise the generator for rail applications.

I can see this generator ending up in a high-powered heavy independently-powered electric locomotive for hauling stone and inter-modal container trains.

As with hydrogen-powered locomotives, this new breed of gas-turbine locomotive with its electric transmission, will be able to use electrification, where it exists.

So would locomotive developments drive the electrification through Westbury and especially between Westbury and Newbury?

I would rate is likely, that in the future, increasingly rail locomotives will have sophisticated electric transmissions, between their prime motive power of diesel, hydrogen, gas-turbine or whatever and their traction system. All of these locomotives will have pantographs and/or third-rail shoes to access electrification, where it exists.

These locomotives will surely add to pressure to electrify between Westbury and Newbury.

Biodiesel is surely the interim freight solution, if one is needed.

Future Zero-Carbon Passenger Services

Passenger services through Westbury can be divided into three groups.

Great Western Railway’s Services Between London Paddington And Devon And Cornwall

From Beeching Reversal projects put forward over the last few months, it looks like these services will increase and stop at several new and refurbished stations.

I can see discontinuous electrification being used to create a series of electrification islands to allow Class 800 trains, with a battery capability reach the Far South West of Cornwall.

Electrification islands could be at places like

  • Around Westbury station.
  • Between Taunton and Exeter St. Davids stations alongside the M5.
  • Between Plymouth station and the Royal Albert bridge.
  • Around Bodmin Parkway station
  • Around Truro station
  • At Newquay station
  • At Penzance station

Obviously, the number and type of the various installations will depend on the methods used and the engineering required.

I do believe that with Hitachi trains, that meet their specification, that trains will be able to travel between Paddington and Penzance without touching a drop of diesel.

Great Western Railway’s Cardiff Central And Portsmouth Harbour Service

The service can be split into the following legs.

  • Cardiff Central and Filton Junction – 33 miles – Electrified
  • Filton Junction and Bristol Temple Meads – 5 miles – Not Electrified
  • Bristol Temple Meads and Westbury – 28 miles – Not Electrified
  • Westbury and Salisbury – 24 miles – Not Electrified
  • Salisbury and Southampton Central – 15 miles – Not Electrified
  • Southampton Central and Portsmouth Harbour – 26 miles – Electrified

It would appear that a train with the performance and range on batteries of Hitachi’s Regional Battery Train should be able to handle the route, provided the following conditions are met.

  • It can leave the Great Western Main Line at Filton Junction with a full battery.
  • It can leave the electrification at Westbury station with a full battery.
  • It can leave Southampton Central station with a full battery.
  • Third-rail shoes are fitted for working between Southampton Central and Portsmouth Harbour stations.

Recharging batteries at Bristol Temple Meads and Salisbury stations, although probably welcome, are not necessary.

I can envisage Hitachi Class 800 and Class 385 trains being able to fulfil this role, along with Bombardier Electrostars and Aventras and Siemens Desiros.

As Great Western Railway have forty-five Class 387 trains, conversion of some of these to battery electric operation must be a possibility.

Great Western Railway’s Gloucester and Weymouth Service

The service can be split into the following legs.

  • Gloucester and Bristol Temple Meads – 39 miles – Not Electrified
  • Bristol Temple Meads and Westbury – 28 miles – Not Electrifield
  • Westbury and Dorchester Junction – 52 miles – Not Electrified
  • Dorchester Junction and Weymouth – 4 miles – Electrified

It would appear that a train with the performance and range on batteries of Hitachi’s Regional Battery Train should be able to handle the route, provided the following conditions are met.

  • It can leave Gloucester station with a full battery.
  • It can leave Bristol Temple Meads with a full battery.
  • It can leave Westbury with a full battery.
  • It can leave the South Western Main Line at Dorchester Junction with a full battery.

It would be a tight trip for a battery electric train and I suspect, that there would be some extra electrification between Westbury and Dorchester Junction or perhaps charging facilities at Frome or Yeovil Pen Mill stations.

The alternative would be to fit larger batteries on the train.

As to the train to be used, a Class 387 train with a battery capability would surely be ideal.

Great Western Railway’s Swindon and Westbury Service

The service can be split into the following legs.

  • Swindon and Chippenham – 16 miles – Electrified
  • Chippenham and Westbury- 16 miles – Not Electrified

It would appear that a train with the performance and range on batteries of Hitachi’s Regional Battery Train should be able to handle the route, provided the following conditions are met.

  • It can leave Chippenham station with a full battery.

This would have sufficient charge to do the thirty-two mile round trip from Chippenham to Westbury and back.

As to the train to be used, a Class 387 train with a battery capability would surely be ideal.

South Western Railway’s Bristol Temple Meads and Salisbury Service

The service can be split into the following legs.

  • Bristol Temple Meads and Westbury – 28 miles – Not Electrified
  • Westbury and Salisbury- 24 miles – Not Electrified

t would appear that a train with the performance and range on batteries of Hitachi’s Regional Battery Train should be able to handle the route, provided the following conditions are met.

  • It can leave Bristol Temple Meads station with a full battery.
  • It can leave Westbury with a full battery.
  • It can leave Salisbury with a full battery.

But, I do wonder, if with a slightly larger battery, a well-driven train could work the route with only charging the battery at Westbury station?

Conclusion

Could Westbury station develop into a zero-carbon rail transport hub for Wiltshire?

  1. It has an hourly train service between London Paddington and Exeter St. Davids.
  2. It has an hourly service between Bristol Temple Meads and Weymouth.
  3. There are hourly services to stations like Bath Spa, Bradford-on-Avon, Bristol Temple Meads, Chippenham, Dorchester, Frome, Swindon, Taunton, Trowbridge and Yeovil

It could be electrified to charge battery electric trains as they pass through.

 

July 30, 2020 Posted by | Energy Storage, Hydrogen, Transport | , , , , , , , , , , , , | 1 Comment

Shuffling The Class 165 Trains

The May 2020 Edition of Modern Railways has an article, which is entitled West Of England Improvements In GWR Deal.

The sub-title is the following.

EMU Trailers Could Be Inserted Into Turbo DMUs

GWR‘s Turbo DMUs are.

The article says, they will be internally-refreshed with interiors better suited for long-distance services.

It also looks that they might get hybrid transmissions, if a trial with a Chiltern Class 165 train is successful. In Class 165 Trains To Go Hybrid, I wrote about this trial.

The article says this about the retractioned units.

The additional power available from the new hybrid units would allow the sets to be lengthened with trailers released from withdrawn Class 365 or 465 EMUs, lengtheing two-car Turbos by one vehicle and the three-car sets to five carriages. The EMU vehicles are 20 metres long, rather than the 23 metres of the DMU design, but it is thought integration into the diesel sets would be relatively simple.

This sounds like a cunning plan, from BREL’s book of Cut-And-Paste With Trains.

At the time of writing there are nineteen Class 365 trains in storage, which could release 38 trailer cars. However, Varamis Rail may need some of these trains for their proposed parcel business, that I wrote about in Varamis Plans Electric Freight To Carry Light Goods.

If all the fifty-six trains were to be lengthened, this would need ninety-two trailer cars. So I suspect, that GWR will be awaiting the retirement of some of the 147 Class 465 trains, which are currently in service with Southeastern.

A sister company to GWR, South Western Railway is transferring thirty Class 707 trains to Southeastern. I wrote about the transfer in Southeastern Signs Deal To Lease Unwanted Class 707s. As each pair of Class 707 trains, could release two Class 465 trains containing four trailer cars, this could be the source of sufficient trailer cars to lengthen the Turbos.

This would mean that the following suitable trailer cars would be available.

  • Thirty-eight from stored Class 365 trains.
  • Sixty from Class 465 trains displaced by Class 707 trains at Southeastern.

It’s a close-run thing.

But there may be trouble ahead, as Chiltern have twenty-eight two-car and eleven three-car Class 165 trains, which would need another fifty trailer cars, if Chiltern decided to lengthen their trains in the same way as GWR.

  • There appear to be twenty-one trains or forty-two trailer cars in service with Great Northern.
  • Six trailer cars should be available from the previous swaps.

So it looks like they are one train or two trailer cars short, if they want to do a full conversion.

Unless the thirty Class 707 trains going to Southeastern, with their faster operating speed can scoot route the network faster and do the work of more than thirty Class 465 trains.

 

April 23, 2020 Posted by | Transport | , , , , , , | 1 Comment

Southeastern Signs Deal To Lease Unwanted Class 707s

The title of this post is the same as that of this article on Rail Magazine.

This is the introductory paragraph.

New trains made redundant before they even entered traffic are set for a new home, with Southeastern signing a deal to lease the 30 five-car Class 707s.

These pictures show Class 707 trains.

Having ridden in the trains many times, the trains don’t seem to have a major problem, except for the high step, which isn’t very wheel-chair friendly.

I can summarise the Class 707 fleet as follows.

  • Thirty trains of five cars.
  • 100 mph operating speed.
  • Metro interior with lots of space, as I wrote about in The Space In A Class 707 Train.
  • Air-conditioing
  • 275 seats
  • Built in 2014.
  • Wi-fi

Looking at Southeastern fleet, they have a fleet of Class 376 trains.

  • Thirty-six trains of five cars.
  • 75 mph operating speed.
  • Metro interior.
  • 228 seats
  • Built in 2004

Could it be that the Class 707 trains will replace these?

  • They are ten years younger
  • They have more seats.
  • They are 25 mph faster and probably have better acceleration.

The Class 707 have better passenger features like air-conditioning, power sockets and wi-fi. They may also have shorter dwell times in stations, just because they are newer trains.

On the other hand, the fleet is six trains smaller.

I do wonder though, if the Class 707 trains are faster over a metro route, than the Class 376 trains, because of better performance, does this mean that fewer trains can work Southeastern’s metro routes?

Kent On The Cusp Of Change

The Kent On The Cusp Of Change article in the July 2017 Edition of Modern Railways discusses the improvements that may be made by the new franchisee of the Southeastern franchise.

In Kent On The Cusp Of Change – Elimination Of Slow Trains, I outlined the reasons for replacing the 75 mph trains in Southeastern’s fleet.

There are three sub-fleets of 75 mph trains.

Note.

  1. The Class 465 and 466 trains generally work in ten-car formations of 2 x Class 465 and 1 x Class 466 trains.
  2. The Class 465 and 466 trains have toilets, but the Class 376 trains don’t.
  3. The Class 465 and 466 trains work both Main Line and Metro services.
  4. Surely, 75 mph trains will slow up Main Line services.
  5. I doubt that Class 707 trains can run Main Line services, unless they were updated with toilets.

It should also be noted that the trailer cars of Class 465 trains may be needed to lengthen Class 165 and 166 trains, as I wrote about in Shuffling The Class 165 Trains, where I estimated that sixty trailer cars would be needed from the Class 465 fleet.

I can see an intricate strategy being developed with the following objectives.

  • Introduce the Class 707 trains on Southeastern’s Metro services.
  • Withdraw sixty Class 465 trains so they can donate trailer cars to lengthen Class 165/166 trains.
  • Reorganise some services, so Main Line services can be all 100 mph trains.

Southeastern may need to acquire some additional rolling stock.

The first two fleets are 75 mph trains, but the Class 379 trains are 100 mph units, that could be ideal to support Southeastern’s Main Line services.

Conclusion

The Class 707 trains look like a good replacement for the Class 376 trains.

But because there appears to be a need for trailer cars to strengthen GWR’s Class 165 and Cass 166 trains, there also appears to be a need to withdraw some Class 465 trains, which creates the need for some detailed planning.

April 20, 2020 Posted by | Transport | , , , , , , , | 4 Comments

An Interloper At West Ealing Station

These pictures show a Chiltern Railway‘s Class 165 train in West Ealing station.

Has the train just been borrowed by Great Western Railway or is there another reason?

It looks like as I passed, that I saw a Parliamentary Train, which uses the Greenford Branch to travel to High Wycombe

December 11, 2019 Posted by | Transport | , , , | Leave a comment

Pacers To Continue Into 2020, Operators Confirm

The title of this post is the same as that of this article on Railway Gazette.

This is the introductory paragraph.

Operators have confirmed that their Pacer diesel multiple-units will remain in service into early 2020, in spite of previous announcements that the unpopular four-wheeled vehicles dating from the 1980s would be withdrawn before enhanced PRM accessibility requirements come into force on January 1 2020.

The article then summarises the situation in the three operators running Pacers.

Northern

Some Pacers used by Northern will continue in service into 2020, because of late delivery of new Class 195 diesel trains and Class 331 electric trains.

They are also still awaiting delivery of eight Class 769 trains, which are very late into service.

Great Western

Great Western has said, that some Pacers will continue in service around Exeter.

No reason is given, but it does appear that because of non-delivery of electrification to Oxford and the late arrival of Crossrail, Great Western they still need Class 165 and Class 166 trains to work services for London commuters.

They are also still awaiting delivery of nineteen Class 769 trains.

Transport For Wales

Transport for Wales are in the same position as Great Western, in that the Class 769 trains, they ordered have still not been delivered.

The Operator Will Get The Blame!

Obviously, the operator will get the blame, but I would argue that all three have at least tried hard to avoid this crisis, as they knew the Pacers would have to be on their way to the scrapyard at the end of 2019.

  • If CAF had delivered their trains for Northern on time, things would be much better in the North.
  • If Porterbrook and their engineers had delivered the Class 769 trains on time, all three operators would be in a better position.

Hopefully, in a few months, the new trains will have been delivered and the Class 769 trains will have been created and in service.

 

October 24, 2019 Posted by | Transport | , , , , , , , | Leave a comment

The Future Of Great Western Railway’s Class 165 Trains

My excursion to Greenford was to get a detailed look at the Class 165 train that works the Greenford Branch.

I took these pictures.

Note.

  1. The trains are internally in reasonable condition.
  2. They have a Universal Access Toilet.
  3. This particular train had a large number of well-placed point points and USB sockets.

The interior would not need much work to bring it up to a very good standard.

Moving To Bristol

The majority of the trains are moving to the Bristol area to provide local services including some longer distance ones to Cardiff, Exeter and Gloucester.

Conversion To Class 165 HyDrive Trains

If the initial conversion of a Chiltern Class 165 train to a hybrid train, that I wrote about in Class 165 Trains To Go Hybrid,  is a successful conversion, I think there could be several reasons to look at converting Great Western Railways trains.

  • Improved performance.
  • Less noise and pollution.
  • Lower operating costs.
  • The marketing value of a hybrid train

The financial details will decide whether the conversion is worthwhile.

September 21, 2018 Posted by | Transport | , , | Leave a comment

Could Class 165 HyDrive Trains Be The Solution To The Greenford Branch?

I ask this question, as I think the Greenford Branch should be developed and run at a frequency of four trains per hour (tph).

I give my reasons in An Illustration Of Why The Greenford Branch Needs Four Trains Per Hour.

The Class 165 HyDrive Train

I described the proposed Class 165 HyDrive trains in Class 165 Trains To Go Hybrid.

These are given as the advantages of these and other hybrid trains.

  • Improved acceleration.
  • Smooth and powerful regenerative braking.
  • Less gaseous and noise emissions.

A two-car Class 165 train can already run on the branch, so I’m pretty sure, that to run on the route,, a Class 165 HyDrive train would require no new major infrastructure, like lengthened platforms or electrification.

The Track Layout Of The Greenford Branch

The Greenford Branch is double-track.

This map from carto.metro.free.fr shows the track layout at Greenford station.

Note that both tracks of the branch, are connected to the following.

  • The bay platform in Greenford station, where the service on the branch terninates.
  • Both tracks of the Acton-Northolt Line going West using Greenford West Junction.
  • Both tracks of the Acton-Northolt Line going East using Greenford East Junction.

It is a well-designed junction, where all required movements seem possible.

This map from carto.metro.free.fr shows the track layout at West Ealing station.

Unlike at Greenford station, it appears that, there is no connection from the bay platform at West Ealing station to the left track towards Greenford station.

This might make it difficult to run the more frequent service of four tph, that this line needs.

So there might be a need for an extra crossover or minor track updates.

The Current Passenger Service On The Greenford Branch

The current service is two tph, which is based on a single train, shuttling backwards and forwards.

  • West Ealing to Greenford – 12 minutes
  • Turnround at Greenford – 3 minutes
  • Greenford to West Ealing – 11 minutes
  • Turnround at West Ealing – 4 minutes

Obviously, the train can only do two round trips in an hour.

Service Improvements With The Class 165 HyDrive Train

The proposed Class 165 HyDrive train will not offer and dramatic improvements, but its superior acceleration and braking, could speed up the three intermediate stops by a minute or two.

But I doubt that this would be enough time savings to enable one train to achieve the much-needed four tph.

Four Tph On The Greenford Branch

This could be achieved by two trains.

Train 1 would run as follows.

WE Dep – XX:00

GF Arr – XX:12

GF Dep – XX:15

WE Arr – XX:26

WE Dep – XX:30

GF Arr – XX:42

GF Dep – XX:45

WE Arr – XX:56

Train 2 would run as follows.

WE Dep – XX:15

GF Arr – XX:27

GF Dep – XX:30

WE Arr – XX:41

WE Dep – XX:45

GF Arr – XX:57

GF Dep – XX:00

WE Arr – XX:11

Note how Train 2 is fifteen minutes behind Train 1.

With the track improvements at West Ealing station, two Class 165 trains could run this timetable, if they were well driven and nothing went wrong.

But I believe that if the more agile Class 165 HyDrive trains were to be used, they could use their performance to regain the timetable.

Their extra performance might also allow the  creation of  some extra paths for freight trains and empty stock movements.

Conclusion

Four tph is possible on the Greenford Branch, but it will need an extra crossover just outside West Ealing station.

Class 165 HyDrive trains with their extra performance would make the four tph timetable more reliable.

The lower noise and emissions of the trains would also please the local residents.

I also feel that a well-designed battery-powered two-car train, with perhaps a charging station at either end could also provide the improved service.

 

 

September 21, 2018 Posted by | Transport | , , | Leave a comment

Class 165 Trains To Go Hybrid

There must be something in the DNA of British Rail’s rolling stock.

Mark 3-based trains like the InterCity 125, Class 319 and Class 321 trains seem to have had collectively more lives than a city full of feral cats.

It is also understandable, that MTU are looking at upgrading modern rolling stock built with their engines to be more efficient and environmentally-friendly. They have launched the MTU Hybrid PowerPack, which adds up to four 30 kWh batteries, electric drive and regenerative braking to a typical diesel multiple unit built in the last twenty years.

So now, upgrading the traction systems of the Class 165 trains is being undertaken.

The Wikipedia entry for Class 165 trains, says this under Future Development.

It was reported in September 2018 that Angel Trains were to convert class 165 units for Chiltern Railways to hybrid diesel and battery-powered trains, and that the first Class 165 HyDrive train should be ready by late 2019.

There is more in this article on Rotherham Business, which is entitled Magtec Changes Track To Convert Diesel Trains.

This is said.

Magtec, the UK’s largest supplier of electric vehicle drive systems, is working to deliver the rail industry’s first conversion of a diesel-powered train to hybrid drive.

Founded in 1992, MAGTEC designs and manufactures electric drive systems and components for a wide range of applications including trucks, buses and military vehicles.

This is also said about the modified trains performance.

In future, passengers using the Class 165 HyDrive could benefit from potentially reduced journey times, thanks to the improved acceleration offered by the hybrid technology compared to its diesel-only counterparts. Additionally, when the hybrid system detects proximity to stations or depots, it will turn the engines off and run on its battery, removing gaseous and noise emissions from populated areas.

That sounds very good to me.

There is also a serious article in the Financial Times, which is entitled Hybrid Battery Trains Set To Shorten Commuter Journey Times.

The headline sounds like hype, but then it is the FT, who usually tell it as it is. Read the article and there is a lot of philosophy and reasons behind this avalanche of retrofitting old trains with new innovative traction systems, in Germany, France and the UK.

It should be remembered that Chiltern have a record of doing the right things.

Further Development

MAGTEC look to be a very innovative company.

The Class 465 train is a third-rail electric train, that is closely-related to the Class 165 train.

It should be noted that sixteen miles of the London to Aylesbury Line is electrified using London Underground’s fourth-rail system.

So could we see the creator’s of the Class 165 HyDrive train, raid the Class 465 train’s parts bin, so the trains can use London Underground’s electrification?

Conclusion

If the project produces a successful outcome, there are seventy-five Class 165 trains running on Chiltern and Great Western Railway, which all seem to be in good condition.

 

September 21, 2018 Posted by | Transport | , , , , , , , | 5 Comments