Reading Green Park Station – 27th May 2023
Reading Green Park station opened today, so I went and took these pictures.
Note.
- It is a high-specification station with two platforms, toilets and full step-free access using a bridge and lifts.
- I was told, that the station can handle six-car trains.
- There is no coffee kiosk in the station, but there is a Tesco Express outside.
- Trains run between Reading and Basingstoke, at a frequency of two trains per hour (tph).
- The Reading and Basingstoke Line is partially-electrified.
- As I’ve seen before, there was a Chinese guy taking pictures of the station.
- At present there are only 54 parking spaces, but Wikipedia indicates this could be increased.
This Google Map shows the station under construction.
The map shows the station has room for expansion, which in a thriving town like Reading could be important.
I have a few thoughts.
Rolling Stock
The route is not unique, but it is unelectrified, but has 1.8 miles of high quality electrification at the Northern end.
This equates to a route, where 11.7 % is electrified.
Trains normally terminate at Reading in the fully-electrified Platform 2, which is shown in this picture.
In a typical round trip, a train can spend up to 26 mins under the wires between passing Southcote junction going North and passing it going South.
This time should be more than enough to fully-charge a battery-electric train.
Consider.
- Modern battery-electric trains have a range in excess of sixty miles.
- Network Rail must have known that from before 2015, when they ran the Class 379 IPEMU trial on the Mayflower Line, which I wrote about in Is The Battery Electric Multiple Unit (BEMU) A Big Innovation In Train Design?.
- I was told, by the onboard text engineer, that the Class 379 IPEMU train had a range of sixty miles on the batteries.
- In Is It Architecture,Engineering Or Art? I describe my first visit to the superbly rebuilt Reading Station. This was in 2013 and there is no sign of any electrification.
So was the electrification scheme at Reading designed knowing the results of the trials in Essex, which showed that battery-electric trains did more than work and were a serious proposition?
A sixty mile range would mean a battery-electric train could handle, these routes from Reading.
- Southcote junction and Basingstoke and then back to the electrification at Southcote junction, which would be 27.2 miles.
- Newbury and Westbury, which is 42.5 miles.
- Didcot Parkway and Oxford and then back to the electrification at Didcot Parkway, which would be 21.0 miles.
If four-car Class 321 Renatus, Class 379 or Class 387 trains were to be converted, I doubt there would be many modifications needed to stations and track.
The Bridge
The bridge has everything anybody would want with two lifts, stairs and lots of glass for good views.
But what puzzles me about Network Rail’s bridges is that a few years ago, they held a competition with RIBA to design a bridge.
This stylish, affordable and easy-to-install footbridge was the winner.
I wonder why not one has been built!
Ticketing
I feel there could be a minor problem with the ticketing.
For my trip today, I used my Freedom Pass on the Elizabeth Line as far as Reading, where I bought a return to Basingstoke, as I wanted to photograph something at that station.
In common with many stations, I had to exit from Reading station to buy my ticket from a machine.
As Reading has that superb bridge with lots of space and many changes at Reading will involve crossing the bridge, would it not be possible to put a ticket machine on the bridge?
I have travelled extensively on German trains and they place lots of ticket machines on the platforms, which I have used extensively, as their English is better than my German, which I have to use in a ticket office.
A Waste Of Valuable Resources Between Paddington And Heathrow
Much of my working life was spent in writing project management software.
I like to think, I was an expert at writing software to juggle resources.
I wrote my first piece of software in that field in ICI, to get my boss out of trouble, after he’d promised the department a program to allocate the department’s office space more efficiently.
Unfortunately, the student, who’d written the software, without leaving anything that worked or any decent instructions.
So I told my boss;Colin, that I’d have a go.
In my previous position at ICI in Runcorn, I’d worked out an algorithm to decode mass spectrometer traces, which started with a rough idea of what was there, which was entered by an operator and then used permutations and combinations to fit the output.
I used the algorithm in every resource scheduler, I ever wrote and it worked a treat.
So when I see a waste of resources, I get angry, as I know those who devised the system could have done a lot better.
Look at these pictures, I took of a Heathrow Express, that I took today.
It is barely ten percent full.
It has become a waste of resources; train, valuable paths in the Heathrow tunnel, and platform space at Paddington.
These are a few thoughts.
Capacity To And From Heathrow
Consider.
- Heathrow Express uses twelve-car Class 387 trains, with a capacity of 672 seats, that run at a frequency of four trains per hour (tph), which is 2688 seats per hour.
- The Elizabeth Line uses nine-car Class 345 trains, with a capacity of 454 seats, that run at a frequency of six tph, which is 2724 seats per hour.
- The Class 345 trains can also carry another 1046 standing passengers on each journey, which adds up to a maximum of 6276 standees per hour.
- The Piccadilly Line uses 73 Stock trains, with a capacity of 684 seats, that run at a frequency of twelve tph, which is 8208 seats per hour.
This gives a capacity of 19896 passengers, staff and visitors per hour, or which 13620 get seats.
Expressed as percentages, the four modes of transport are as follows.
- Heathrow Express – 13,5 %
- Elizabeth Line – Sitting – 13.7 %
- Elizabeth Line – Standees – 33.8 %
- Piccadilly Line – 41.2 %
In Effects Of The ULEZ In West London, I said this about journeys to and from the airport.
Heathrow Airport is one of the world’s busiest airports and 76,000 people work at the airport, with many more employed nearby.
The airport handled 61.6 million passengers in 2022, which is a few short of 170,000 per day.
If you consider that those that work at the airport do two trips per day and passengers generally do one, that means there are 322,000 trips per day to or from the airport.
But as it now so easy to get to the Airport using the Elizabeth Line will more people use the new line to meet and greet and say goodbye to loved ones or business associates. Since the Elizabeth Line opened, I’ve met a couple of friends at Heathrow, who were passing through.
I wonder, if that daily journey total of 322,000 could be nearer to 350,000 or even 400,000.
If the ULEZ charge makes some passengers and staff switch from their car to using a bus or train, this probably means that public transport to and from the airport, will need to be boosted by a substantial amount.
322,000 trips per day is 13, 416 per hour assuming a 24 hour day.
Consider.
- The ULEZ will drive employees and passengers to trains to Heathrow.
- A lot of would-be travellers to Heathrow have had a tough couple of years.
- Because of the Elizabeth Line more meeters and greeters will go to the airport.
- The Elizabeth Line is making it easy to get to Heathrow for a large proportion of those living in the South-East.
- There have been numerous car parking scandals at Heathrow and other airports.
- Are there enough charging points for electric cars in Heathrow’s parking?
- Parking at Heathrow is very expensive.
- Taxis to the airport are expensive.
- Passengers with large cases can use the Elizabeth Line.
- Good reports of the Elizabeth Line will push people to use it.
- The Elizabeth Line serves the City, Canary Wharf and the West End.
- The Elizabeth Line has a step-free connection with Thameslink.
- Passengers seem to travel with very large cases.
- Passengers seem to be deserting Heathrow Express, as I wrote in Elizabeth Line Takes Fliers Away From Heathrow Express.
Note.
- The train, I took back from Heathrow this morning was full with all seats taken and quite a few standees.
- And it was a Sunday morning!
- We won’t know the effect of the ULEZ until August, but I believe it will be significant.
Obviously, I’m only using rough figures, but they lead me to believe that in a few months, the Elizabeth Line will be at full capacity to and from Heathrow.
Heathrow Express’s Train Path Should Be Re-Allocated To The Elizabeth Line
This would increase hourly passenger capacity from 19896 to 23208 or by seventeen percent.
Great Western Railway would get two extra platforms at Heathrow and the Class 387 trains could be reallocated.
Where Would Great Western Railway Run Trains From Two Extra Platforms?
Consider.
- Various government levelling up funding has been allocated to Wales and the West.
- I talk about the Mid-Cornwall Metro in Landmark Levelling Up Fund To Spark Transformational Change Across The UK.
- The Mid-Cornwall Metro could include direct trains between London and Newquay.
- There are also plans for a new station at Okehampton Parkway.
- Given all the wind farm development in the Celtic Sea, I can see more trains between London and Pembrokeshire.
- Cardiff and Bristol would probably welcome extra services.
I don’t think Great Western Railway will have problems finding destinations to serve from two extra platforms.
What Will Happen To The Class 387 Trains?
Currently, twelve Class 387 trains are used for Heathrow Express.
In The Future Of The Class 387 And Class 379 Trains, I said this.
The Battery-Electric Class 379 Train
I rode this prototype train in 2015.
An Outwardly Normal Class 379 Train
I think it is reasonable to assume, that as battery technology has improved in the seven years since I rode this train, that converting Class 379 trains to battery-electric operation would not be a challenging project.
Creating A Battery-Electric Class 387 Train
If the Class 387 train is as internally similar to the Class 379 train as it outwardly looks, I couldn’t believe that converting them to battery-electric operation would be that difficult.
I could see a lot of the Class 379 and Class 387 trains converted to 110 mph battery-electric trains.
Would Heathrow Express Completely Disappear?
If the Elizabeth Line trains are going between Heathrow Airport and Central London, at a frequency of 10 tph or one train every six minutes, I feel there may be scope for marketing and operational reasons to create a sub-fleet of the Class 345 trains.
The trains would be identical to the Elizabeth Line’s current fleet, except for livery, seating and some internal passenger features.
- Perhaps, they could be called the Heathrow Train boldly on the outside, so even the dimmest passenger didn’t get on a Reading train instead of a Heathrow one.
- All trains would have wi-fi and 4G connectivity. These features have been promised for the Class 345 trains.
- Some coaches would be fitted with luggage spaces for the outsize cases people carry.
I could envisage the Heathrow Trains terminating at a wide number of places in addition to Abbey Wood and Shenfield. Possibilities must include Beaulieu Park, Ebbsfleet, Gravesend, Northfleet and Southend Victoria
Govia Thameslink Railway Issues a Prior Information Notice For New Trains
This article on Railway Gazette is entitled UK Railway News Round-Up and contains this section.
Govia Thameslink Railway has issued a prior information notice seeking the provision of between 21 and 30 four-car 25 kV 50 Hz 160 km/h through-gangwayed EMUs with air-conditioning and toilets for use on existing and/or additional Great Northern services from May 2024. Maintenance would be undertaken in-house at Hornsey depot, supported by a Technical Support & Spares Supply Agreement.
I find this all a bit puzzling.
- The trains that need replacing are surely the eighteen Class 313 trains, that run on the West Coastway Line, as they are some of the oldest trains on the UK network.
- If Govia Thameslink Railway were serious about decarbonisation, they would also replace the Class 171 diesel trains, that work the Marshlink Line and the Uckfield branch, with electric trains with a range of thirty miles on batteries.
How many trains would be needed to replace the Class 313 and Class 171 trains?
- The eighteen three-car Class 313 trains could be replaced with an equal number of new four-car trains and this might result in a rise in passenger numbers.
- I would assume the eighteen trains includes allowances for trains in maintenance and spare trains for when a train fails.
- It may be possible to replace the six four-car Class 171 trains used on the Marshfield Line with three new four-car trains, which have a range of thirty miles on batteries.
- The eleven two-car Class 171 trains used on the Uckfield branch could be replaced with three new four-car trains, which have a range of thirty miles on batteries and would run as four-car trains.
- If eight-car trains were needed on the Uckfield branch, there would be a need for six new four-car trains.
- If twelve-car trains were needed on the Uckfield branch, there would be a need for nine new four-car trains.
Note.
- If four-car trains are needed on the Uckfield branch, this means a total of 18+3+3 or 24 trains.
- If eight-car trains are needed on the Uckfield branch, this means a total of 18+3+6 or 27 trains.
- If twelve-car trains are needed on the Uckfield branch, this means a total of 18+3+9 or 30 trains.
Trains on these Southern routes wouldn’t be stabled at Hornsey depot, but could be moved to Hornsey for maintenance using Thameslink.
But the puzzling bit is that the prior information notice says that the trains will be.
Four-car 25 kV 50 Hz 160 km/h through-gangwayed EMUs with air-conditioning and toilets for use on existing and/or additional Great Northern services from May 2024.
Note.
- There is no mention of the trains being able to run on 750 VDC third-rail infrastructure.
- The trains will run on Great Northern services and the Class 313 and Class 171 trains run on Southern routes.
- The only Great Northern services, that have not been moved to Thameslink are Kings Cross and Cambridge, Ely and King’s Lynn and services to Moorgate.
- The Moorgate services have their own dual-voltage Class 717 trains.
- Govia Thameslink Railway have ambitions to double the frequency of trains to King’s Lynn.
- Two eight-car trains per hour (tph) between King’s Cross and King’s Lynn would need sixteen operational four-car trains.
- Two twelve-car trains per hour (tph) between King’s Cross and King’s Lynn would need twenty-four operational four-car trains.
If Govia Thameslink Railway are thinking of thirty new trains, they must have other destinations in mind.
Could we be seeing a double swap?
- An appropriate number of new trains are procured to run Great Northern services between Kings Cross and Cambridge, Ely and King’s Lynn.
- The Class 387 trains released will be moved to the South to replace the Class 313 and Class 171 trains.
- Some or all of the transferred Class 387 trains will be fitted with batteries to give a range of thirty miles without electrification.
Note.
- Could the new trains be Siemens Desiro City trains like the Class 700 and Class 717 trains, which are already maintained at Hornsey depot? It would surely be more efficient and save money.
- Class 387 trains are dual voltage and would need little or no modification to replace the Class 313 trains.
- Uckfield and Hurst Green junction is 24.7 miles.
- Ashford International and Ore is 25.4 miles
- Adding a battery to a Class 387 train has not been done, but Bombardier converted a near-identical Class 379 train to battery-electric operation over eight years ago.
- Converting a Class 387 train gives a dual-voltage battery-electric train.
- I suspect a charger would be needed at Uckfield. Could it be a short length of 25 KVAC overhead electrification?
Could all the Class 387 trains, that will replace the Class 313 and Class 171 trains be identical to ease the problems, when a train develops a fault?
Conclusion
It looks a good plan.
It also opens up the following possibilities.
- Deployment of 750 VDC battery-electric trains on other routes.
- Deployment of 25 KVAC overhead battery-electric trains on other routes.
- Deployment of tri-mode battery-electric trains on other routes.
- Charging of battery-electric trains using a short length of 25 KVAC overhead electrification.
- Fitting of batteries to Class 379 trains to create a 25 KVAC overhead battery-electric train.
It might be possible to convert other Electrostars to battery-electric operation.
Ignoring Class 387 trains on dedicated services like Heathrow and Gatwick Express, these trains are available for conversion.
- Class 379 trains – Stored – 30 trains
- Class 387 trains – Govia Thameslink Railway – 40 trains
- Class 387 trains – Great Western Railway – 33 trains
Note.
- This gives 103 trains.
- They all have good interiors.
- They are all 100/110 mph trains.
- All trains could be updated to 110 mph.
- All trains can use 25 KVAC overhead electrification.
- The Class 387 trains can also use 750 VDC third-rail electrification.
- The Class 379 trains were built in 2010-2011.
- The Class 387 trains were built from 2014.
I believe both classes will make excellent battery-electric trains.
Where will they be deployed?
These are a selection of routes starting in the South-East of England.
- Ashford International and Eastbourne.
- Gravesend and Hoo.
- London Bridge and Uckfield.
- London Paddington and Bedwyn.
- London Paddington and Oxford.
- Reading and Basingstoke.
- Reading and Gatwick.
- Reading and Redhill.
- Slough and Windsor & Eton Central.
- Twyford and Henley-on-Thames
I’ve only added routes which are less than thirty miles.
Bluebell Heritage Railway Planning Western Extension
The title of this post, is the same as that of this article on Ian Visits.
This is the introductory paragraph.
The Bluebell Railway, a heritage railway that runs through Sussex has filed a pre-planning application as it seeks to extend the railway westwards along a partially disused railway alignment.
It seems to be a well-thought out plan.
- Part of the route is a freight line to bring aggregates out of the area.
- The Bluebell Railway appear to have been talking to Hanson Aggregates and the plan would not appear to affect Hanson’s business.
- The eventual destination is Haywards Heath station, where from maps and Wikipedia, it appears that not too much work would need to be done.
A Hayward’s Heath connection would surely be good for the finances of the Bluebell Railway.
I also suspect that Hanson Aggregates would come out of this with a certain amount of good publicity.
Do Network Rail Have A Plan To Increase Capacity South Of Oxted?
In Kent Railway Viaduct Set For £3.5m Makeover, I wrote about Network Rail giving a viaduct a makeover, that will last for the next fifty years.
Could a reason for the makeover, be that once the trains to Uckfield are zero-carbon, there is a possibility that the frequency of trains on the route could be doubled to two trains per hour (tph)? This would surely increase the stresses and strains on the viaduct. Especially, if two trains were timetabled to pass in Ashurst station, where the line is double-track.
This would increase the trains North of Oxted station in the Off Peak from one train to Victoria and one to London Bridge to one to Victoria and two to London Bridge. Once capacity at East Croydon has been increased, this would provide a fifty percent increase in trains between London and Oxted.
If the capacity is increased through East Croydon and into London, I can see more people using the trains into London from Oxted and the South.
But there are some missing links.
- Both London Bridge and Victoria don’t have easy connections to the Elizabeth Line.
- Getting between Heathrow and Oxted is a double-change.
- There doesn’t appear to be large amounts of parking, on the Oxted Line.
- It also doesn’t look like there are obvious places to add stations.
I also suspect that faster electric or battery-electric trains working the Uckfield branch will attract more passengers.
Various solutions must be possible after an increase in capacity at East Croydon station.
- As someone, who lives at the Northern end of the East London Line, we only have a connection to West Croydon station, rather than the much more useful East Croydon station. Will this change, after a remodelled East Croydon station?
- In Major Upgrade Planned For Norwood Junction Railway Station, I wrote about possible improvements at Norwood Junction station. This upgrade would surely allow better connection between Southern, Overground and Thameslink, with the latter two lines giving access to the Elizabeth Line.
- I also think that there could be more scope for trains to and from the South to stop at New Cross Gate station for interchange with the Overground.
It should also be noted that the Uckfield branch could become a twelve-car electrified branch.
Thameslink To Uckfield?
There has been talk of increasing the frequency of Thameslink through London from its current 20 tph. As Thameslink, already runs to Oxted and East Grinstead in the Peak, perhaps Thameslink could take over the Uckfield Branch?
- This would give direct access to the Elizabeth Line at Farringdon station.
- Services would still serve East Croydon and London Bridge.
- There would also be direct access to Eurostar services at St. Pancras.
Blackfriars, Cannon Street, Charing Cross, Euston, King’s Cross, Liverpool Street, Moorgate, Paddington, St. Pancras, Victoria and Waterloo would all be easy journeys, with no more than a single step-free change.
The service could even use the existing trains, if Hurst Green to Uckfield were to be upgraded with 25 KVAC overhead electrification. I would use lightweight catenary like this.
Trains would change over in Hurst Green station.
An East Grinstead And Oxted Shuttle
Could East Grinstead services be improved by adding a shuttle between East Grinstead and Oxted?
- It would use the bay platform at Oxted station.
- The timings would be arranged so there was an easy interchange.
- East Grinstead and Oxted is electrified.
- Oxted station is a step-free station.
- The current service takes seventeen minutes between East Grinstead and Oxted, so an hourly service would be possible, which would mean both Uckfield and East Grinstead branches had a two tph service.
Such a service could certainly have possibilities.
How Does This Help The Bluebell Railway?
This map from OpenRailwayMap shows the proposed extension.
Note.
- Horsted Keynes station is in the North-East corner of the map.
- The Bluebell Railway runs North-South through this station.
- Haywards Heath station is in the South-West corner of the map.
- The Brighton Main Line runs North-South through this station.
- Copyhold junction, which is to the North of Haywards Heath station, is where a short branch line serves Hanson Aggregates.
The proposed extension will run between the Hanson Aggregates site and Horsted Keynes station.
In my view, the obvious service would be to run between Haywards Heath and Oxted.
- Haywards Heath station has been designed to turn trains.
- Oxted station has a bay platform.
- The route is electrified between Oxted and East Grinstead.
- Copyhold Junction and Haywards Heath is electrified.
- Only about thirteen miles of the route are not electrified.
- The route services Lingfield racecourse and of course the Bluebell Railway.
Passenger numbers are incredibly hard to predict, but I believe that an hourly service could be very useful to some.
What Trains Could Be Used Between Oxted And Haywards Heath?
I wrote The Future Of The Class 387 And Class 379 Trains in February 2022 and in that post, I mused about the future of two fleets of excellent Electrostars.
- In total, there are thirty Class 387 trains and a hundred and seven Class 387 trains.
- Some of these trains are just sitting in sidings, which isn’t very productive for their owners.
- One of the owners of some of the Class 387 trains, is Porterbrook, who are not afraid to innovate.
In the July 2022 Edition of Modern Railways, there is an interview with Southeastern Managing Director; Steve White, under a title of Southeastern Under The State.
This is said on page 75.
More positive is the outlook for restoration of passenger services on the Hoo branch, where 12,000 new houses are proposed and Medway Council is looking to build a new station halfway down the branch to serve them. As the branch is unelectrified, one idea that has been looked at is a shuttle with a Vivarail battery train or similar, turning round at Gravesend or another station on the main line.
Steve White worries that this could mean spending a lot of money on infrastructure work and ending up with what would be a sub-optimal solution. ‘Do people really want to sit on a train for 10 minutes before having to get out and change onto another train? I don’t think so. Ideally what you want is through trains to London, by extending the Gravesend terminators to Hoo.’
That would require a battery/third rail hybrid unit, but Mr. White thinks that is far from an outlandish proposal; with Networker replacement on the horizon, a small bi-mode sub-fleet could dovetail neatly with a stock renewal programme. Medway Council and rail industry representatives are working on coming up with a solution for Hoo that could do what it does best; facilitating economic regeneration in a local area.
One solution for the battery/third rail hybrid unit to Hoo, would be a battery/electric four-car Class 387 or Class 379 train, which could run in formations of four, eight or twelve cars.
These trains would also be ideal for the Marshlink Line and would surely be able to handle the thirteen miles without electrification on the route between Oxted and Haywards Heath.
The sooner, someone makes a decision about some four-car battery-electric trains, the sooner we can see if they are a useful solution.
Are Finally Battery-Electric Trains Going To Enter Service?
In the April 2022 Edition of Modern Railways, there are three articles about battery-electric trains on four different routes.
- Effort To Contain Costs For Hoo Reopening talks about the reopening of the Hoo Branch in Kent.
- Uckfield Third Rail Is NR Priority talks about running battery-electric trains on the Uckfield Branch and the Marshlink Line.
- Vivarail’s Battery ‘230’ For Greenford Branch, talks about the Class 230 train, that will be running on the Greenford branch.
The technology has been a long-term arriving, as I had my first ride in a battery-electric train in February 2015, which I wrote about in Is The Battery Electric Multiple Unit (BEMU) A Big Innovation In Train Design?.
What kept it so long?
The Future Of The Class 387 And Class 379 Trains
This post is to try to get some logic into everybody’s comments on UK’s First 100mph Battery-Diesel Hybrid Train Enters Passenger Service, which are about the Class 379 trains.
Here are my thoughts about the current situation.
Class 379 Trains
I regularly use Hackney Downs and Liverpool Street stations.
A few months ago, you would see Class 379 trains on services to Cambridge and Hertford North.
At the present time, you rarely see them, as these services now seem to be run by new Class 720 trains, with the Stansted services being run by Class 745 trains.
There are also articles like this one on Rail Technology Magazine, which is entitled Greater Anglia’s New Rolling Stock Helps To Drive Record Autumn Results.
These are the first three paragraphs.
Greater Anglia’s new rolling stock has helped drive the operators record-beating autumn performance results over the challenging autumn months.
During autumn 2021 Greater Anglia recorded an overall punctuality score of 94.48% from 19th September 2021 – 8th January 2022.
This was the best autumn performance ever recorded by the train company.
It would appear that Greater Anglia are pleased with their new stock, which surely means that the thirty Class 379 trains can be moved on, stored or converted to battery-electric operation.
c2c’s Class 387 Trains
c2c has six Class 387 trains, which are similar to the Class 379 trains.
Currently, because of cracks in Class 800 trains, three of them are on loan to GWR.
But in the next year or so, these six trains will be moved on or stored as c2c have ordered twelve Class 720 trains to replace the Class 387 trains.
Southern’s Class 387 Trains
Southern has twenty-seven Class 387 trains for the Gatwick Express, of which three are used by Great Northern, who are a sister company of Southern, and six are on loan to GWR
Great Northern’s Class 387 Trains
Great Northern has twenty-nine Class 387 trains of its own and three on loan from Southern.
These trains are used mainly on Cambridge, Ely and Kings Lynn services out of King’s Cross.
Great Western Railway (GWR)’s Class 387 Trains
Great Western Railway has forty-five Class 387 trains of its own, three on loan from c2c and six on loan from Southern.
The Battery-Electric Class 379 Train
I rode this prototype train in 2015.
An Outwardly Normal Class 379 Train
I think it is reasonable to assume, that as battery technology has improved in the seven years since I rode this train, that converting Class 379 trains to battery-electric operation would not be a challenging project.
Creating A Battery-Electric Class 387 Train
If the Class 387 train is as internally similar to the Class 379 train as it outwardly looks, I couldn’t believe that converting them to battery-electric operation would be that difficult.
Conclusion
I feel the way to proceed is to create a small fleet of both battery-electric Class 379 and Class 387 trains and assess their performance, reliability and customer acceptance.
Would A Lumo-Style Service Work Between King’s Cross And Norfolk?
This is a bit of a fantasy and you’ll never know the real reason why I have written it!
With the upgrade of the East Coast Main Line to full digital signalling, there will be a problem South of Hitchin with 140 mph Azumas and Hitachi Class 802 trains and similar from Grand Central , Hull Trains and Lumo hogging the fast lines to and from King’s Cross. I first wrote about it in Call For ETCS On King’s Lynn Route.
One solution would be to replace the current Class 387 trains with a 140 mph train , such as a Hitachi Class 802 variant. This would enable these fast King’s Lynn and Cambridge trains to join the 140 mph trains on a fast run to and from King’s Cross.
The Future Of Cambridge
Cambridge is one of the UK’s four world cities, with its heritage and lately its high position in any technology league table.
The Current Rail Service Between London And Cambridge
Currently, it has a good service into King’s Cross, Liverpool Street and St. Pancras.
- Great Northern – two tph to King’s Cross – A stopping train using Class 700 or Class 387 trains.
- Great Northern – one tph between Ely and King’s Cross – A fast train using Class 387 trains.
- Great Northern – one tph between King’s Lynn and King’s Cross – A fast train using Class 387 trains.
- Thameslink – two tph to Brighton – A semi-fast train using Class 700 trains.
- Greater Anglia – two tph to Liverpool Street – A semi-fast train using Class 720 or Class 379 trains.
Note.
- tph means trains per hour.
- The similar Class 387 and Class 379 trains are both late-model Bombardier Electrostars with sensible seats and a large number of tables. Both train types can or could be modified to run at 110 mph.
- The Class 700 trains are unsuitable for the route, as they have ironing-board seats and no tables. These are only 100 mph trains.
- The Queen’s bottom doesn’t like the Class 700 trains.
A large proportion of the passengers and commuters between to and from Cambridge work in high-tech or information-rich businesses and I believe if the trains were more geared to this market they would attract passengers away from the roads.
The Cambridge Employment Problem
Fast-growing Cambridge is taking over the region and it is always looking for towns and villages to develop as places for dormitories and to build premises for the hundreds of high-tech businesses.
This is one of the reasons why Greater Anglia acquired new Stadler Class 755 trains to run services from Cambridge to Bury St. Edmunds, Ipswich, Norwich, Peterborough and Stansted Airport.
If you’re going to lure Cambridge’s well-paid high-tech commuters out of their cars, you must give them an equivalent seat to their car. The Class 379, 387 and 755 trains do this.
Living In Norfolk And Suffolk And Working In Cambridge
This has always been the choice of many who work in Cambridge, but using rail into Cambridge didn’t really take-off seriously until modern three-car Class 170 trains replaced the single-car Class 153 trains.
Greater Anglia have followed the upward trend in passenger numbers, by running hourly four-car Class 755 trains from Cambridge to both Ipswich and Norwich.
Before the pandemic, it was starting to look like Norwich and Cambridge would soon need a second service, especially with the planned opening of the new Cambridge South station in 2025.
Addenbrooke’s Hospital And The Cambridge Biomedical Campus
Cambridge South station is being built to serve Addenbrooke’s Hospital and Cambridge Biomedical Campus, which intend to be create the foremost medical research cluster in the world.
Staycations And Holiday Homes In East Anglia
Life is changing because of the covids and more people are taking staycations or buying holiday homes.
And many are following the example of the Queen and going to Norfolk for their relaxation.
The Undoubted Need To Improve Rail Services Between London King’s Cross And Norfolk Via Cambridge
These factors convince me that there is a need for a new or repurposed rail service between London King’s Cross and Norfolk via Cambridge.
- The need to provide a high-class commuter service between London and Cambridge.
- The need to bring workers into Cambridge from Norfolk.
- The need to provide a fast high-class rail link to Cambridge South station with all its medical research.
- The need to provide a comprehensive working environment on the trains.
- The need to cater for all those people relaxing in Norfolk after a hard week in London.
It is my view, that a radical design of train is needed for this route.
- It would need to have a high-class interior.
- It would need at least a 125 mph capability, so that it can use the fast lines between Hitchin and King’s Cross.
- The train may need the ability to split and join.
- It would need an independent power capability for running on the Breckland Line between Ely and Norwich.
- Because of Cambridge and because East Anglia is easy country for cycling, it would need a sensible capacity for cycles.
I also believe that because of the need to decarbonise, the train should be zero-carbon.
These are my thoughts.
Operating Speed
Because of running on the fast lines between Hitchin and King’s Cross with the 140 mph trains from the North, I suspect that an operating speed of at least 125 mph is needed. But if the Hitachi trains of LNER, Hull Trains, Lumo and in the future possibly other operators like Grand Central, will be capable of 140 mph, this speed could be desirable.
Speed limits once the trains have left the East Coast Main Line at Hitchin North junction are as follows.
- Hitchin and Cambridge – 90 mph
- Cambridge and King’s Lynn – 90 mph
- Ely and Norwich – 75-90 mph
I can see Network Rail using their expertise to raise the speed limit on sections of these lines.
Flighting Of Trains On The East Coast Main Line
To increase capacity on the East Coast Main Line, I believe that at some point in the not too distant future that trains will be flighted. This will involve two or more trains leaving King’s Cross in a sequence and proceeding with all trains at a safe distance from each other.
I can envisage a flight like this from King’s Cross.
- An Edinburgh train with York as the first stop – Leaves at XX.00
- A Leeds train with Doncaster as the first stop – Leaves at XX.03
- A Lincoln train with Peterborough as the first stop – Leaves at XX.06
- A Cambridge train with Stevenage as the first stop – Leaves at XX.09
Note.
- The Edinburgh train would set the speed.
- Trains would maintain their time behind the lead train.
- Everything could be controlled by the digital signalling.
- Gaps between the trains would be sufficient for a safe stop.
- No train in the flight would make a station stop unless it was the last train in the flight.
- The last train in the flight would drop off and go to their destination.
As there are at least two tph to Edinburgh, Leeds and Cambridge, there would be two main flights per hour leaving King’s Cross, with the second flight perhaps incorporating a service to Hull.
Digital signalling and precise driving would enable the flights to be built in the opposite direction into King’s Cross.
The big advantage would be that instead of needing eight paths per hour on the East Coast Main Line, only two would be needed.
All trains would need to have similar performance, so this is another reason why the Cambridge trains need to be at least 125 mph trains.
Train Interiors
Lumo has broken new ground in train interiors.
- It is one class.
- Everybody gets a decent seat.
- Everybody gets good legroom.
- Everybody gets some form of table.
- There are decent-sized overhead racks for hand-baggage and coats.
- There is space for bicycles and heavy luggage appropriate to the route.
This can be built on to provide a good working and playing environment suited to the passengers who would use a fast King’s Cross and Norfolk service via Cambridge.
- Lots of tables for four, as in the high-class Electrostars.
- Better bicycle storage.
- Better alignment of seats with windows.
Hitachi could obviously produce a train to this specification.
But what about other manufacturers.
Stadler’s Class 755 trains are surely a possibility.
- A senior driver from Greater Anglia told me that the design speed for a Class 755 train is 200 kph or 125 mph.
- They have good seats.
- They have flat floors.
- They have large windows.
- They have step-free access between train and platform.
- Like the Hitachi trains, they are in service.
I believe the closely-related Class 745 trains are probably the best commuter trains in the UK and are the only alternative to the Hitachi trains on a125 mph fully-electrified route.
Bridging The Electrification Gap Between Ely And Norwich
Between Norwich and Ely stations is 53.8 miles and this section is not electrified, although both stations have full electrification.
The line is not heavily used with typically only two passenger trains and the occasional freight trains in each direction in an hour.
This Hitachi infographic describes the Hitachi Regional Battery Train.
A 90 km. range could be sufficient to cover the gap between Norwich and Ely.
Could Hitachi build a Class 802 train or similar with a battery range of 90 km or 56 miles?
Certainly, a speed of 100 mph would probably be sufficient to bridge the gap in a decent time.
Improving The Breckland Line
The Breckland Line is the route between Cambridge and Norwich.
- Cambridge and Norwich is 68.5 miles
- Only the sixteen miles between Cambridge and Ely North junction is electrified.
- There are thirteen stops between the two cities.
- A typical time is 79 minutes
- This is an average speed of just 52 mph.
- The operating speed is 75-90 mph.
I am sure that Network Rail can squeeze a few minutes here and there to get the operating speed up to the 100 mph of the Great Eastern Main Line.
But the big problem at Norwich is the Trowse swing bridge.
It is only single track and it is likely that this bridge will be replaced soon.
This Google Map shows Trowse junction, a short distance South of the swing bridge.
Note.
- The electrified double-track of the Great Eastern Main Line goes across the map from North East to South West.
- The double-track railway to the East of the main line is the unelectrified Breckland Line to Cambridge, which turns West and goes under the main line.
- On the West of the main lines are the Victoria sidings that I wrote about in Greater Anglia Completes Directly-Managed Norwich Victoria Sidings Project.
As the replacement of the swing bridge will require some work to be done to the electrification, I wonder if at the same time Network Rail would electrify the Norwich end of the Breckland Line.
There must be a balance point adding electrification or batteries to the trains.
As the Breckland Line has few freight trains, electrification is not needed for freight.
Ticketing
A high-speed high-capacity service as I’m proposing must be easy to use.
It is a classic route, where nothing short of London-style contactless ticketing will do, as I’m certain this encourages people to use the trains.
As East Anglia is self-contained and has few services that don’t terminate in the area or in London, I am certain that this could be achieved.
If you remove First Class as Greater Anglia has done on many services, you actually simplify the ticketing, so a Lumo-style mid-class is ideal.
High Speed Train Services
Currently Great Northern run two tph from King’s Cross to Ely via Cambridge.
- One service is extended to King’s Lynn.
- I could see the second service extended to Norwich.
Both services would need to be run by 125 mph trains because of the speed of other trains on the East Coast Main Line.
Conclusion
I think duch a system would be possible.
Bolton-Wigan £78m Rail Electrification Project Announced
The title of this post, is the same as that of this article on the BBC.
This is a small electrification project compared to many, but it still includes.
- 13 miles of electrification.
- 450 new overhead line equipment stanchions.
- Modifications to 17 bridges and two level crossings.
- Platform extensions at Westhoughton, Hindley and Ince stations, so that they can handle six-car trains.
Completion is expected to be 2025.
The numbers indicate it could be be a small project with quite a bit of work.
I have a few specific thoughts.
How Far Will The Electrification Go?
This document on the Government web site is entitled Green Light Given For Wigan To Bolton Electrification.
These are two paragraphs.
The track between Wigan North Western station and Lostock Junction near Bolton will receive a £78 million upgrade, targeted to complete in 2024/2025.
Through electrifying almost 13 miles of infrastructure and lengthening platforms, this investment will ensure that CO2 emitting diesel trains are replaced by electric rolling stock. As longer trains with additional capacity, these will provide passengers with greener, more comfortable and more reliable journeys.
Note.
- Lostock junction is on the Manchester and Preston Line which was electrified in 2019.
- As is typical, the electrification continues for a short distance from Lostock junction towards the Wigan stations.
- Wigan North Western station is a fully-electrified station on the West Coast Main Line.
- Wigan Wallgate station is not electrified.
- The distance between Lostock junction and Wigan Wallgate station is 6.9 miles.
- Lostock junction and Wigan Wallgate station is double-track all the way.
- My Track Atlas shows crossovers that allow trains to and from Lostock junction to access some platforms at Wigan North Western.
These facts lead me to these conclusions.
- As thirteen files of electrification would be 6.5 miles of double-track electrification, the new electrification would create a fully-electrified line between Lostock junction and Wigan Wallgate station.
- By electrifying the crossovers at Wigan Station junction, electric trains would to able to access both Wigan stations.
But this does mean, that electric trains can’t run past Wigan Wallgate station, as the wires seem to stop there.
Electrification At Wigan Wallgate Station
Mark Clayton has made this comment to this post.
Yes there is a single track connecting from the track through Hindley to the WCML and vice versa, however at Wallgate there are buildings straddling the line and the station itself. Maybe the track could be lowered, but it could well be a major engineering project to get the wires under Wallgate.
The best picture, that I can get of the tracks under Wallgate is this 3D image from Google Maps.
It does seem a bit tight in terms of height.
I have also looked at several videos of trains going trough the station and I suspect that the tracks may need lowering to get the wires through.
Or they could use some of the discontinuous tricks being used on the South Wales Metro.
It could be difficult, but I don’t think it will be impossible.
I do suspect though for operational reasons, Network Rail and the train operators would want the wires to extend to the station.
- Train operators probably prefer to raise and lower the pantograph in a station, in case anything goes wrong.
- If battery-electric trains should be used on the line, then if necessary, they could wait in the station to charge the batteries.
- If the station is wired, then the West-facing bay-platform can also be wired, so that it could be used for a battery-electric shuttle train to Kirkby or Southport.
It looks to me, that for lots of reasons, the engineers will have to find a way of getting the wires under the low bridge under Wallgate.
Services That Use All Or Part Of The Route Between Lostock Junction And Wigan
These services use all or part of the route.
- 1 tph – Southport and Alderley Edge via Ince (irregular), Hindley, Westhoughton and Bolton
- 1 tph – Southport and Stalybridge via Hindley, Westhoughton and Bolton
- 1 tph – Kirkby and Manchester Victoria via Ince (irregular), Hindley, Daisy Hill, Hag Fold, Atherton, Walkden, Moorside, Swinton and Salford Crescent.
- 1 tph – Wigan Wallgate and Blackburn via Hindley, Daisy Hill, Atherton, Walkden, Swinton and Salford Crescent.
- 1 tph – Wigan Wallgate and Leeds via Daisy Hill, Atherton, Walkden and Salford Crescent.
Note.
- tph is trains per hour.
- The two services that terminate at Wigan Wallgate sometimes terminate in Wigan North Western station.
- Wigan Wallgate station would appear to get up to five tph to Manchester, via a variety of routes.
I wonder how many of these services could be run by a battery-electric train, with a performance like the Hitachi Regional Battery Train, which is described in this Hitachi infographic.
Note 90 kilometres is 56 miles.
I will look at each route in detail.
Southport And Alderley Edge
The only section without electrification will be between Wigan Wallgate and Southport stations, which is a distance of 17.4 miles.
With a battery range of 56 miles, a battery-electric train should be able to run a return trip between Wigan Wallgate and Southport stations on battery power and have time for a leisurely turnround in Southport.
The batteries would be charged on the fully electrified section of the line between Wigan Wallgate and Alderley Edge stations.
Southport And Stalybridge
There are two sections without electrification.
- Wigan Wallgate and Southport stations – 17.4 miles
- Manchester Victoria and Stalybridge stations – 7.6 miles
With a battery range of 56 miles, a battery-electric train should be able to run a return trip on both sections without electrification.
The batteries would be charged on the fully electrified section of the line between Wigan Wallgate and Manchester Victoria stations.
Kirkby And Manchester Victoria
There are two sections without electrification.
- Wigan Wallgate and Kirkby stations – 12.1 miles
- Hindley and Salford Crescent stations – 13.4 miles
With a battery range of 56 miles, a battery-electric train should be able to run services on both sections without electrification.
The batteries would be charged on the two fully electrified sections of the line between Wigan Wallgate and Manchester Victoria stations.
Wigan Wallgate And Blackburn
There are two sections without electrification.
- Hindley and Salford Crescent stations – 13.4 miles
- Manchester Victoria and Blackburn stations – 39.4 miles
The first section could be easily run by a battery electric train, but the second section would need a charger at Blackburn station to return to Manchester Victoria station.
The batteries would be charged on the two fully electrified sections of the line between Wigan Wallgate and Manchester Victoria stations.
Wigan Wallgate And Leeds
There are two sections without electrification.
- Hindley and Salford Crescent stations – 13.4 miles
- Manchester Victoria and Leeds stations – 50.2 miles
The first section could be easily run by a battery electric train.
But the second section would be very much touch-and-go with a battery-electric train with a range of 56 miles, despite the fact that both Manchester Victoria and Leeds stations are electrified.
It should also be noted that Network Rail has plans in the TransPennine Upgrade to electrify the route between Leeds and Heaton Lodge junction between Mirfield and Brighouse stations. This would reduce the second section without electrification to a more manageable 37.1 miles.
I suspect that by the time the TransPennine Upgrade is complete, battery range would have improved to allow Manchester Victoria and Leeds stations to handle the route.
Battery-Electric Trains That Could Run The Services Through Wigan Wallgate Station
I have used the Hitachi Regional Battery Train as an example of a train that might run the services through Wigan Wallgate station.
- It has an operating speed of 100 mph.
- It could be based on a Class 385 train, which have three or four cars.
- It would have a battery range of 56 miles.
I suspect a demonstration train will run by 2025, which is the expected date of completion of the Lostock and Wigan electrification project.
But other manufacturers and rolling stock companies could also supply trains, with this specification.
- Alstom could create a battery-electric train based on an Electrostar, like a Class 379 or Class 387 train.
- CAF are developing a battery-electric train based on a Class 331 train.
- Porterbrook are developing a battery-electric train, based on a Class 350 train.
- Stadler could probably deliver a battery-electric Flirt based on a Class 755 train.
Competition would hopefully result in an excellent train, that would be suitable for many routes in the UK.
Northern’s Battery Plans And CAF
I suspect though that CAF could be the front runner as Northern already have forty-three Class 331 trains in service.
In Northern’s Battery Plans, I describe how CAF and Northern are planning to convert a number of three-car Class 331 trains into four-car battery-electric trains.
- The fourth car would contain batteries.
- Batteries would also be added to the PTS (pantograph) car.
I suspect that the battery range could be arranged so that all routes suitable for battery-electric operation could be handled.
In this article on Rail Magazine, which is entitled Northern Plans More New Trains After CAF Milestone, this is a paragraph.
A CAF source confirmed that a lot of work was ongoing with Northern, including the continued development of a battery EMU that is planned to be tested on the Oxenholme-Windermere route.
As the article dates from January 2021, things should be progressing.
Possible routes for battery-electric operation could be.
- Northumberland Line – Under construction
- Csrlisle and Newcastle – 61.5 miles between electrification at both ends
- Wigan Wallgate and Leeds via Dewsbury – 50.2 miles between electrification at both ends
- Manchester Victoria and Leeds via Hebden Bridge – 49.8 miles between electrification at both ends
- Leeds And Carlisle via Settle – 86.8 miles between electrification at both ends.
- Leeds and Morecambe – 37.8 miles between electrification.
- Manchester Airport and Barrow-in-Furness – 28.7 miles from electrification
- Manchester Airport and Windermere – 10.9 miles from electrification
Note.
- The distance is the longest section without electrification.
- Some routes have electrification at both ends.
- Some need an out-and-back journey at one end of the route.
I was surprised that the Settle and Carlisle Line could be included and as battery technology improves it certainly will be possible.
What a tourist attraction that line would be if worked by battery-electric trains.
Conclusion
This electrification of just 6.5 miles of double-track between Lostock junction and Wigan Wallgate station seems to be one of the smaller electrification projects.
But on closer examination, when linked to a fleet of battery-electric trains with a range of perhaps forty miles, the electrification enables battery-electric trains to run these services.
- Southport And Alderley Edge
- Southport And Stalybridge
- Kirkby And Manchester Victoria
With a charging station in Blackburn station, then the Wigan Wallgate And Blackburn service can be added.
It also looks that with the completion of the TransPennine Upgrade between Huddersfield and Leeds, that it might even be possible to run Wigan Wallgate and Leeds using battery-electric trains.
There will be a long list of stations, previously served by diesel trains, that will now only be served by electric or battery-electric trains.
- Appley Bridge
- Atherton
- Bescar Lane
- Burscough Bridge
- Daisy Hill
- Gathurst
- Hag Fold
- Hindley
- Hoscar
- Ince
- Kirkby
- Meols Cop
- Moorside
- New Lane
- Orrell
- Parbold
- Pemberton
- Rainford
- Southport
- Swinton
- Upholland
- Walkden
- Wigan Wallgate
- Westhoughton
That is a total of twenty-four stations.
Never in the field of railway engineering, has one small section of electrification delivered electric trains to so many stations.
Where Are All The Battery-Electric Trains?
Consider these dates and notes
February 10th, 2015
, I wrote Is The Battery Electric Multiple Unit (BEMU) A Big Innovation In Train Design?, after an excellent first ride in Bombadier’s experimental battery-electric multiple unit or BEMU based on a Class 379 train.
October 10th, 2018
I wrote Battery Class 230 Train Demonstration At Bo’ness And Kinneil Railway, after a ride on Vivarail’s Class 230 train in Scotland.
October 15th, 2018
This article on Railway Gazette, which was entitled BatteryFLEX Desiro EMU Conversion Proposed, announced Porterbrook’s plan to convert their Class 350/2 trains to battery-electric operation.
September 30th, 2019
I wrote Battery Electrostars And The Uckfield Branch.
I indicated that according to Modern Railways, battery Electrostars were on their way to replace Class 171 trains, that need to be cascaded to East Midlands Railway by September 2021.
February 28th, 2020
I wrote Northern’s Battery Plans.
This described a plan by Northern Trains and CAF to convert three-car Class 331 trains into four-car battery electric trains, by adding a battery car.
July 6th, 2020
I wrote Hyperdrive Innovation And Hitachi Rail To Develop Battery Tech For Trains, which announced Hitachi’s Regional Battery Train, which is shown in this Hitachi infographic.
Hitachi are now testing Class 803 trains, which have batteries, but only for hotel purposes and not traction.
Although, I do suspect that the batteries in Class 803 trains will be very similar to those in other Hitachi trains.
It’s just not good engineering to do the same job twice and all Hitachi trains are members of the same A-train family.
August 12, 2020
In Converting Class 456 Trains Into Two-Car Battery Electric Trains, I mused on some remarks made by Mark Hopwood, who then was the interim Managing Director of South Western Railway.
December 15th, 2020
Hitachi released a press release which was entitled Hitachi And Eversholt Rail To Develop GWR Intercity Battery Hybrid Train – Offering Fuel Savings Of More Than 20%.
This is the Hitachi Intercity Tri-Mode Battery Train, which is described in this Hitachi infographic.
Details given in the press release include.
- A five-car train will be used as the prototype.
- The objective is fuel savings of 20 %.
- Battery power will be used in stations.
I have read elsewhere that testing will start in 2022, with trains entering service a year later.
In addition, I have written many posts on this blog about the possible deployment of battery-electric trains.
There are certainly a lot of ideas and aspirations for the development and use of battery trains, but except for the Class 803 trains, which only use batteries for emergency hotel power and are now under test, no battery-electric trains have been seen on the UK rail network.
I have a few thoughts.
Existing Trains That Could Be Converted To Battery-Electric Trains
The following trains would appear to be candidates for conversion to battery-electric operation for passenger operations.
- Class 350 trains – 87 trains of four cars – 110 mph – Will be replaced by Class 730 trains.
- Class 360 trains – 21 trains of four cars – 110 mph – In service with East Midlands Railway between St. Pancras and Corby, but with batteries could extend the route to Oakham and Melton Mowbray.
- Class 379 trains – 30 trains of four cars – 100 mph – Have been replaced by Class 745 trains and now filling in for late delivery of new Class 720 trains.
- Class 385 trains – 24 trains of four cars – 100 mph – In service with Scotrail and could be upgraded to Regional Battery Trains.
- Class 385 trains – 46 trains of three cars – 100 mph – In service with Scotrail and could be upgraded to Regional Battery Trains.
- Class 387 trains – 107 trains of four cars – 110 mph – Some are being replaced with new trains and it appears that some may be available for conversion. There must also be question marks over Heathrow and Gatwick Express services.
Note.
- All trains have an operating speed of 100 or 110 mph.
- I suspect most of the 100 mph trains could be upgraded to 110 mph trains.
- There is a total of nearly three hundred four-car trains.
In addition, there are other trains like Class 377 trains, Class 444 trains, Class 450 trains and Class 707 trains. that could be converted to battery-electric operation should it be necessary or the trains were withdrawn from service due to being replaced with new trains.
We could have access to over five hundred battery-electric trains, if all were to be converted.
Does that mean that until fleets start to wear out, we will not need to buy any new electric multiple units for the standard gauge UK rail network?
A Comparison Between A Hitachi Regional Battery Train And An Existing Electric Multiple Unit With Added Batteries
If you compare an Hitachi Regional Battery train based on a four-car Class 385 train with a four-car Class 350 train you get the following with Hitachi figures first.
- Cars – 4 – 4
- Operating Speed – 100 mph – 110 mph
- Seats – 273 – 270
- Length – 92 metres – 82 metres
- Dual-voltage – Probably possible – Yes
The two trains could share a route and few passengers would complain or even notice the difference.
Will Battery-Electric Trains Have Collateral Benefits?
All these trains, that are available to conversion to battery-electric trains are modern 100 mph four-car units that meet all the regulations.
They will offer a better standard of service than say a Class 156 diesel train, but most importantly, their size will mean that most services in the UK would be run by a four-car train, which would help to ease overcrowding in a lot of places.
Where Are The Battery Electric Trains?
Could it be that someone has added up the number of trains we already have and has decided that with decarbonisation to the fore, that by using a mix of battery-electric trains and discontinuous electrification, we can create a unified electric train network in England, Scotland and Wales, without ordering large fleets of new trains.
The specification for the UK’s standard battery-electric local train may need to emerge first, but I suspect that train manufacturers and upgraders like Wabtec, want to make sure they create a battery-electric train to these standards.
- Very reliable.
- A range as long as feasibly possible.
- Long-lasting
So with this technology change from pure-electric, bi-mode and diesel trains to pure-electric and battery-electric, is everybody making sure, that it ends up as a success, rather than a disaster?
Over the last few years, there have been a lot of late train deliveries for various reasons and releasing battery-electric trains too early might not be prudent.
The Anonymous Widower 