Gatwick Rail Service Could Link Far Reaches Of The South East
The title of this post, is the same as that of this article on Surrey Live.
Despite being reported on Surrey Live and the fact that Gatwick is in Sussex, the plan has been proposed by Kent County Council’s Rail Project Manager.
The plan would extend the existing Great Western railway line – which runs from Reading to Gatwick via Redhill – to mid and east Kent.
The article suggests the service could go between Reading and Canterbury West stations.
This table sums up the connectivity.
- Reading – West and South West England, Wales, Oxford, Hereford and Worcester and the West Midlands – Future – East West Rail
- Guildford – Portsmouth Direct Line
- Dorking – Mole Valley Line
- Redhill – Brighton Main Line
- Gatwick Airport – Brighton Main Line
- Tonbridge – South Eastern Main Line
- Ashford International – Amsterdam, Brussels and Paris – Future – Bordeaux, Cologne, Frankfurt and Geneva
I have a few thoughts.
The Terminal Stations
The suitability of the two proposed terminals can be summed up.
- Reading has been designed as a terminal station, with five bay platforms, three of which can be used by Gatwick services.
- Canterbury West has not been designed as a terminal station and has no bay platforms.
Perhaps Ashford International station would be a better Eastern terminal?
- It has Eurostar services.
- Trains can terminate in Platform 1 and go to Tonbridge.
- It has lots of car parking.
Dover Priority and Ramsgate could also be possibilities as they have terminal platforms.
Connecting At Gatwick Airport
It looks like a combined service might get complicated in the Redhill/Gatwick area.
- Trains between Reading and Gatwick go via Redhill station, where they reverse.
- There is no direct route between Tonbridge and Gatwick, so trains will probably have to reverse at Redhill, to go between Tonbridge and Gatwick.
Would a service between Reading and Ashford, that reversed twice at Redhill and once at Gatwick, be rather tricky to operate? Or even unpopular with passengers?
This Google Map shows Redhill station and the lines leading South from the station.
Note.
- Redhill station at the top of the map.
- The Brighton Main Line running North-South in the middle of the map.
- The North Downs Line to Guildford and Reading curving West from the station.
- The Redhill and Tonbridge Line to Tonbridge and Ashford leaving the map in the South-East corner.
I suspect that adding extra tracks in a very crowded area will be very difficult.
What Do The Timings Show?
A quick calculation, which is based on current timings, can give a journey time for between Ashford and Gatwick Airport.
- Ashford and Tonbridge – Southeastern timing – 38 minutes
- Tonbridge and Redhill – Southern timing – 35 minutes
- Reverse at Redhill – GWR timing – 4 minutes
- Redhill and Gatwick – GWR timing – 8 minutes
This gives a total of eighty-five minutes.
- Google says that you can drive it in sixty-three minutes.
- If you took the train today, between Ashford International and Gatwick Airport stations, the fastest rail journey is around 110 minutes with a change at St. Pancras International.
It does look though that a faster train between Kent and Gatwick Airport could be competitive, as going via London certainly isn’t!
Could Simplification And Automation Provide A Solution?
Consider.
- The Ashford International and Tonbridge timing, that I have used includes five stops.
- The Tonbridge and Redhill timing, that I have used includes five stops.
- How much time would be saved by only stopping at Tonbridge between Ashford International and Gatwick?
- Could automation handle a fast reverse at Redhill, where passengers couldn’t board or leave the train?
- Would a driver in each cab, allow the reverses to be done faster?
Trains going between Reading and Ashford International, would call at the following stations between Guildford and Tonbridge.
- Dorking Deepdene
- Reigate
- Redhill
- Gatwick Airport
- Redhill – A quick Touch-And-Go.
- Tonbridge
- Paddock Wood
If two minutes a stop could be saved at each of the nine omitted stops and at each reverse, this would save twenty minutes East of Gatwick, which would give the following timings.
- Gatwick and Tonbridge – 27 minutes
- Gatwick and Ashford International – 65 minutes
Timings would be compatible with driving.
West of Gatwick, the service would be as the current GWR service.
- After arriving at Gatwick from Ashford, the train would reverse.
- En route it would reverse at Redhill, to continue to Reading.
Passengers wanting to go between say Tonbridge and Redhill, would use this reverse at Redhill to join and leave the train.
It would be an unusual way to operate a train service, but I feel it could be made to work, especially with the right automation and/or a second driver.
Trains For The Service
The service can be split into various legs between Ashford and Reading.
- Ashford and Tonbridge – Electrified – 26.5 miles – 38 minutes
- Tonbridge and Redhill – Electrified – 20 miles – 35 minutes
- Redhill and Gatwick – Electrified – 7 miles – 8 minutes
- Gatwick and Redhill – Electrified – 7 miles – 8 minutes
- Redhill and Reigate – Electrified – 2 miles – 4 minutes
- Reigate and Shalford Junction – Not Electrified – 17 miles – 20 minutes
- Shalford Junction and North Camp – Electrified – 9 miles – 11 minutes
- North Camp and Wokingham – Not Electrified – 11 miles – 14 minutes
- Wokingham and Reading – Electrified – 7 miles and 9 minutes
Note.
- Ashford, Tonbridge, Redhill, Gatwick, Guildford, Wokingham and Reading are all fully-electrified main line stations.
- Most of the route and the two ends are electrified.
- All electrification is 750 VDC third rail.
- All sections without electrification are less than twenty miles.
This route would surely be ideal for a battery electric train.
As both the Heathrow and Gatwick Express services are run using Class 387 trains and the Stansted Express has used Class 379 trains for the last few years, similar trains to these might be an ideal choice, if they could be fitted with battery power and the ability to use 750 VDC third-rail electrification.
The facts seem to be on the side of this service.
- There are spare Class 387 trains and some more will be released by c2c in the next few years.
- Greater Anglia will be replacing their Class 379 trains with new Class 745 trains.
- A Class 379 train was used to test the concept of battery electric trains.
- Both class of trains could be fitted with third-rail gear.
Either of these trains could be used for the service.
As they are 100 or 110 mph trains with good acceleration, they might even save a few minutes on the journey.
Infrastructure Changes
I suspect they could be minimal, once it was worked out how to handle the three reverses in the Gatwick and Redhill area.
Conclusion
I think it would be a feasible plan to run an Ashford and Reading service via Gatwick.
I would also decarbonise the route at the same time, as it must be one of the easiest routes in the country to run using battery electric trains.
- There is electrification at both ends and in the middle.
- The longest stretch of track without electrification is just seventeen miles.
- All charging could be done using existing electrification.
- There are platforms at both ends, where trains can get a full charge.
- There are trains available, that are suitable for conversion to battery trains for the route.
- No extra infrastructure would be needed.
- Battery electric trains would allow extension of the route to Oxford in the West.
How many extra passengers would be persuaded to take the train to Gatwick, by the novelty of a battery electric Aurport Express?
Marketing men and women would love the last point!
GTR And Porterbrook Unveil £55 million Fleet Modernisation
The title of this article, is the same as that of this article on RailNews.
This is the introductory paragraph.
Trains built just five years ago are among those set to be upgraded at Selhurst Depot as part of a £55 million fleet modernisation programme announced by Govia Thameslink Railway and leasing company Porterbrook.
The updates to Class 377 and Class 387 trains, include.
- On-board performance monitoring and fault diagnosis
- Passenger information screens
- USB/power points
- LED lighting
- Passenger-counting technology
- Forward-facing CCTV cameras
I wonder, if the forward-facing cameras will be setup, so that passengers can log in to the video. It would surely, be a way of keeping kids of all ages amused.
Trains are getting more and more like computers on wheels.
Are The Class 387 Trains For Heathrow Express Ready To Roll?
These pictures show the refurbished Class 387 trains, that will be used by Heathrow Express.
They will replace Class 332 trains.
Are they ready to roll? I hope they are not going to cover. what I think is an attractive livery, with hideous advertising!
ETCS Tested Successfully On Heathrow Express Class 387s
The title of this post is the same as that of this article on Railway Gazette International.
Once the Class 387 trains can use ETCS on Heathrow Express between Paddington and Heathrow, this must surely allow them to work more intensively with Crossrail’s Class 345 trains, which are also fitted with the same ETCS signalling.
Shapps Wants ‘Earlier Extinction Of Diesel Trains’
The title of this post, is the same as that of this article on the East London and West Essex Guardian.
This is the first two paragraphs of the article.
The phasing out of diesel trains from Britain’s railways could be intensified as part of the Government’s bid to cut carbon emissions.
Transport Secretary Grant Shapps told MPs he is “hugely concerned” that the current policy means diesel trains will continue to operate until 2040.
In some ways the positioning of the article in a newspaper serving East London and West Essex is a bit strange.
- The only diesel trains in the area are freight trains, after the electrification of the Gospel Oak and Barking Line.
- Grant Schapps constituency is Welwyn and Hatfield, which is twenty or so miles North of London.
It looks to me to be a syndicated story picked up by the paper.
But as it reports what he said to the Transport Select Committee, there is a strong chance that it is not fake news.
How Feasible Would It Be To Bring Forward The 2040 Diesel Extinction Date?
Government policy of an extinction date of 2040 was first mentioned by Jo Johnson, when he was Rail Minister in February 2018.
This article on Politics Home is entitled Rail Minister Announces Diesel Trains To Be Phased Out By 2040, gives more details about what Jo said.
Since then several developments have happened in the intervening nearly two years.
Scores Of Class 800 Trains Are In Service
Class 800 trains and their similar siblings can honestly be said to have arrived.
Currently, there appear to be over two hundred of these trains either delivered or on order.
Many have replaced diesel trains on Great Western Railway and LNER and stations like Kings Cross, Paddington and Reading are becoming over ninety percent diesel-free.
It should be noted that over half of these trains have diesel engines, so they can run on lines without electrification.
But the diesel engines are designed to be removed, to convert the trains into pure electric trains, when more electrification is installed.
Midland Main Line Upgrade
This line will be the next to be treated to the Hitachi effect, with thirsty-three of the second generation of Hitachi’s 125 mph trains.
- The Hitachi trains will use electrification South of Melton Mowbray and diesel power to the North.
- The trains will have a redesigned nose and I am sure, this is to make the trains more aerodynamically efficient.
- The introduction of the trains will mean, that, all passenger trains on the Midland Main Line will be electric South of Melton Mowbray.
- St. Pancras will become a diesel-free station.
Whether High Speed Two is built as planned or in a reduced form, I can see electrification creeping up the Midland Main Line to Derby, Nottingham and Sheffield and eventually on to Leeds.
Other Main Line Routes
The Midland Main Line will have joined a group of routes, that are run partly by diesel and partly by electricity.
- London and Aberdeen
- London and Bradford
- London and Cheltenham
- London and Harrogate
- London and Hull
- London and Inverness
- London and Lincoln
- London and Middlesbrough
- London and Penzance via Exeter and Plymouth.
- London and Sunderland
- London and Swansea
- London and Worcester and Hereford
Once the Midland Main Line is upgraded, these main routes will only be these routes that use pure diesel for passenger routes.
- TransPennine Routes
- Chiltern Route
- London and Exeter via Basingstoke
- London and Holyhead
Plans already exist from West Coast Rail to use bi-mode on the Holyhead route and the Basingstoke route could also be a bi-mode route.
TransPennine and Chiltern will need bespoke solutions.
Some Electrification Has Happened
Electrification has continued at a slow pace and these schemes have been completed or progressed.
- Chase Line
- Between Birmingham and Bromsgrove
- North West England
- Between Edinbugh, Glasgow, Alloa, Dunblane and Stirling.
- Gospel Oak to Barking Line
- Between St. Pancras and Corby.
- Crossrail
In addition London and Cardiff will soon be electrified and a lot of electrification designed by the Treasury in the past fifty years has been updated to a modern standard.
Battery Trains Have Been Developed And Orders Have Been Received Or Promised
Stadler bi-mode Class 755 trains have been delivered to Greater Anglia and these will be delivered as electric-diesel-battery trains to South Wales.
Stadler also have orders for battery-electric trains for Germany, which are a version of the Flirt called an Akku.
In the Wikipedia entry for the Stadler Flirt, this is a paragraph.
In July 2019, Schleswig-Holstein rail authority NAH.SH awarded Stadler a €600m order for 55 battery-powered Flirt Akku multiple unit trains along with maintenance for 30 years. The trains will start entering service in 2022 and replace DMUs on non-electrified routes.
55 trains at €600 million is not a small order.
Alstom, Bombardier, CAF, Hitacxhi and Siemens all seem to be involved in the development of battery-electric trains.
I think, if a train operator wanted to buy a fleet of battery trains for delivery in 2023, they wouldn’t have too much difficulty finding a manmufacturer.
Quite A Few Recently-Built Electric Trains Are Being Replaced And Could Be Converted To Battery-Electric Trains
In 2015 Bombardier converted a Class 379 train, into a battery-electric demonstrator.
The project showed a lot more than battery-electric trains were possible.
- Range could be up to fifty miles.
- The trains could be reliable.
- Passengers liked the concept.
Judging by the elapsed time, that Bombardier spent on the demonstrator, I would be very surprised to be told that adding batteries to a reasonably modern electric train, is the most difficult of projects.
The Class 379 trains are being replaced by by brand-new Class 745 trains and at the time of writing, no-one wants the currents fleet of thirty trains, that were only built in 2010-2011.
In addition to the Class 379 trains, the following electric trains are being replaced and could be suitable for conversion to battery-electric trains.
- Thirty Class 707 trains from South Western Railway.
- Thirty-seven Class 350/2 trains from West Miidlands Railway.
- Perhaps twenty Class 387 trains from various sources.
There also may be other trains frm Heathrow Express and Heathrow Connect.
All of these trains are too good for the scrapyard and the leasing companies that own them, will want to find profitable uses for them.
Porterbrook are already looking at converting some Class 350 trains to Battery-electric operation.
Vivarail And Others Are Developing Fast Charging Systems For Trains
Battery trains are not much use, unless they can be reliably charged in a short time.
Vivarail and others are developing various systems to charge trains.
Hydrogen-Powered Trains Have Entered Service In Germany
Hydrogen-powered Alstom Coradia Lint trains are now operating in Germany.
Alstom are developing a Class 321 train powered by hydrogen for the UK.
Stadler’s Bi-Mode Class 755 Train
The Class 755 train is the other successful bi-mode train in service on UK railways.
I would be very surprised if Grant Schapps hasn’t had good reports about these trains.
They may be diesel-electric trains, but Stadler have made no secret of the fact that these trains can be battery electric.
Like the Class 800 train, the Class 755 train must now be an off-the-shelf solution to use on UK railways to avoid the need for full electrification.
Class 93 Locomotives
Stadler’s new Class 93 locomotive is a tri-mode locomotive, that is capable of running on electric, diesel or battery power.
This locomotive could be the best option for hauling freight, with a lighter carbon footprint.
As an example of the usability of this locomotive, London Gateway has around fifty freights trains per day, that use the port.
- That is an average of two tph in and two tph out all day.
- All trains thread their way through London using either the North London or Gospel Oak to Barking Lines.
- Most trains run run substantially on electrified tracks.
- All services seem to go to freight terminals.
With perhaps a few of miles of electrification, at some freight terminals could most, if not all services to and from London Gateway be handled by Class 93 locomotives or similar? Diesel and/or battery power would only be used to move the train into, out of and around the freight terminals.
And then there’s Felixstowe!
How much electrification would be needed on the Felixstowe Branch to enable a Class 93 locomotive to take trains into and out of Felixstowe Port?
I have a feeling that we’ll be seeing a lot of these tri-mode freight locomotives.
Heavy Freight Locomotives
One of the major uses of diesel heavy freight locomotives,, like Class 59 and Class 70 locomotives is to move cargoes like coal, biomass, stone and aggregate. Coal traffic is declining, but the others are increasing.
Other countries also use these heavy freight locomotives and like the UK, would like to see a zero-carbon replacement.
I also believe that the current diesel locomotives will become targets of politicians and environmentalists, which will increase the need for a replacement.
There could be a sizeable world-wide market, if say a company could develop a powerful low-carbon locomotive.
A Class 93 locomotive has the following power outputs.
- 1,300 kW on hybrid power
- 4,055 kW on electric
It also has a very useful operating speed on 110 mph on electric power.
Compare these figures with the power output of a Class 70 locomotive at 2,750 kW on diesel.
I wonder if Stadler have ideas for a locomotive design, that can give 4,000 kW on electric and 3,000 kW on diesel/battery hybrid power.
A few thoughts.
- It might be a two-section locomotive.
- Features and components could be borrowed from UKLight locomotives.
- It would have a similar axle loading to the current UKLight locomotives.
- There are 54 UKLight locomotives in service or on order for the UK.
- Stadler will have details of all routes run by Class 59, Class 66 and Class 70 locomotives, in the UK.
- Stadler will have the experience of certifying locomotives for the UK.
Stadler also have a reputation for innovation and being a bit different.
Conclusion
All pf the developments I have listed mean that a large selection of efficient zero carbon passenger trains are easier to procure,than they were when Jo Johnson set 2040 as the diesel extinction date.
The one area, where zero carbon operation is difficult is the heavy freight sector.
For freight to be zero-carbon, we probably need a lot more electrification and more electric locomotives.
What Will Happen To Great Western Railway’s Class 387 Trains?
I have been looking at the services that Great Western Railway run using Class 387 trains.
Current services run by these trains are.
London Paddington And Didcot Parkway
This service has the following characteristics.
- The frequency is two trains per hour (tph)
- Services are run by two trains working as a pair.
- Intermediate stops are Ealing Broadway, Southall, Hayes and Harlington, West Drayton, Iver, Langley, Slough, Maidenhead, Twyford, Reading, Tilehurst, Pangbourne, Goring and Streatley and Cholsey.
- Journey time is one hour twenty-three minutes, giving a three hour round trip.
I estimate that twelve trains are needed to run this service.
From the 15th December 2019, this service appears to run to a similar timetable.
London Paddington And Reading
This service has the following characteristics.
- The frequency is two tph.
- Services are run by two trains working as a pair.
- Intermediate stops are Ealing Broadway, Southall, Hayes and Harlington, West Drayton, Slough, Burnham, Maidenhead and Twyford
- Journey time is fifty-seven minutes, giving a two and a half hour round trip.
I estimate that ten trains are needed to run this service.
From the 15th December 2019, this service will be run by TfL Rail using Class 345 trains.
Reading And Newbury
This service has the following characteristics.
- The frequency is one tph.
- Services are run by two trains working as a pair.
- Intermediate stops are Reading West, Theale, Aldermaston, Midgham, Thatcham and Newbury Racecourse.
- Journey time is twenty-nine minutes, giving an hour round trip.
I estimate that two trains are needed to run this service.
From the 15th December 2019, this service appears to run to a similar timetable.
Current Trains Needed
Summarising the trains needed gives the following.
- London Paddington and Didcot Parkway – twelve trains
- London Paddington and Reading – ten trains
- Reading and Newbury – two trains.
This gives a total of twenty-four trains.
Trains Needed After 15th December 2019
Summarising the trains needed gives the following.
- London Paddington and Didcot Parkway – twelve trains
- London Paddington and Reading – no trains
- Reading and Newbury – two trains.
This gives a total of fourteen trains.
Heathrow Express
Heathrow Express will use twelve Class 387 trains in the near future.
Great Western Railway’s Future Need For Class 387 Trains
Summarising the trains needed gives the following.
- London Paddington and Didcot Parkway – twelve trains
- Reading and Newbury – two trains.
- Heathrow Express – twelve trains.
This gives a total of twenty-six trains.
Great Western Railway have a total of forty-five Class 387 trains. Wikipedia is a bit confusing on this point, but I’m fairly certain this is a correct figure.
This means that Great Western Railway have nineteen trains available for expansion of services.
Great Western Railway’s Class 769 Trains
Great Western Railway have also ordered nineteen dual-voltage bi-mode Class 769 trains.
These are for the following routes.
- Reading – Redhill or Gatwick Airport
- London Paddington – Reading and Oxford
As the spare number of Class 387 trains is the same as that of the bi-mode trains, was it originally intended, that these routes could be run by the Class 387 trains, after Network Rail had joined the electrification together.
But the extra electrification never happened.
So Great Western Railway ordered the bi-modes trains.
Great Western Railway’s Dilemma
The Class 769 trains appear to be running late, so Great Western Railway are running the Gatwick and Oxford services with diesel multiple units, that they’d like to send to the West Country.
Bombardier appear to have moved on with their battery technology, that was successfully trialled using a similar Class 379 train in 2015. I wrote about the possibility of battery Electrostars on the Uckfield Branch last month in Battery Electrostars And The Uckfield Branch.
I believe that both routes would be within range of a battery-electric Class 387 train.
Reading – Redhill or Gatwick Airport
The various sections of the route are as follows.
Reading and Wokingham – Electrified with 750 VDC third-rail.
Wokingham and Aldershot South Junction – Not electrified – 12 miles
Aldershot South Junction and Shalford Junction – Electrified with 750 VDC third-rail.
Shalford Junction and Reigate – Not electrified – 17 miles
Reigate and Redhill/Gatwick – Electrified with 750 VDC third-rail.
To my mind, this is a classic route for a battery-electric train, as it is mainly electrified and both gaps are less than twenty miles long.
Some or all of the Class 387 trains are dual-voltage.
London Paddington – Reading and Oxford
The distance between Didcot Parkway and Oxford is under twelve miles, so a return trip should be well within range of a battery-electric Class 387 train.
There are also plans at Oxford station to put a new bay platform on the London-bould side of the station. This could be fitted with a charging station to avoid any range anxiety.
A Gatwick And Oxford Service
Could the Oxford and Gatwick services be joined together to make a direct Oxford and Gatwick service via Reading?
- I estimate that the service would take around two hours.
- Assuming a fifteen minute turnround at both ends, a round trip would be four and a half hours.
Running a half-hourly service would need just nine trains.
Or eighteen, if they were to run as eight-car trains!
Could this explain the order for nineteen trains, as it’s always a good idea to have a spare?
Conclusion
Great Western Railway can dig themselves elegantly out of a hole of Network Rail’s making by converting the spare Class 387 trains to battery-electric trains.
I’m sure Bombardier have the design available and would be happy to oblige after they have finished conversion of the Heathrow Express units.
There might also be an argument for fitting all Class 387 trains with batteries.
- A more unified fleet.
- Train recovery in the event of electrification failure.
- Better safety in depots.
- Direct services between Paddington and Henley and Bourne End.
- Would it allow Class 387 trains to run between Paddington and Bedwyn?
- Reduced electricity consumption.
It’ll be a decision for the accountants.
One collateral benefit of a successful conversion program for the Great Western Railway, is that it would enable Great Northern’s twenty-eight trains and c2c’s six trains to be easily converted to battery-electric versions.
- Great Northern’s coulde be used by sister company; Southern on the Uckfield Branch and the Marshlink Line.
- c2c trains are soon to be replaced by new trains.
I’m sure that quality four-car battery-electric trains won’t wait long for an operator.
The Batteries For Bombardier Electrostars
This article on the Railway Gazette is entitle Bombardier And Leclanché Sign Battery Traction MoU.
This is the second paragraph.
According to Bombardier, Leclanché will deliver ‘imminently’ its first performance demonstrator battery systems, after which it will be in line to supply traction equipment worth in excess of €100m for use in more than 10 rolling stock projects.
In Stadler’s New Tri-Mode Class 93 Locomotive, I investigated who was providing two large suitcase-sized batteries for Stadler’s new Class 93 locomotive.
In the related post, I said this about the batteries in the Class 93 locomotive, which I describe as a hybrid locomotive.
The Class 93 Locomotive Is Described As A Hybrid Locomotive
Much of the article is an interview with Karl Watts, who is Chief Executive Officer of Rail Operations (UK) Ltd, who have ordered ten Class 93 locomotives. He says this.
However, the Swiss manufacturer offered a solution involving involving an uprated diesel alternator set plus Lithium Titanate Oxide (LTO) batteries.
Other information on the batteries includes.
- The batteries are used in regenerative braking.
- Batteries can be charged by the alternator or the pantoraph.
- Each locomotive has two batteries slightly bigger than a large suitcase.
Nothing is said about the capacity of the batteries, but each could be say 200 litres in size.
I have looked up manufacturers of lithium-titanate batteries and there is a Swiss manufacturer of the batteries called Leclanche, which has this data sheet, that describes a LT30 Power cell 30Ah.
- This small cell is 285 mm x 178.5 mm x 12 mm.
- It has a storage capacity of 65 Wh
- It has an expedited lifetime of greater than 15,000 cycles.
- It has an energy density of 60 Wh/Kg or 135 Wh/litre
These cells can be built up into much larger batteries.
- A large suitcase is 150 litres and this volume would hold 20 kWh and weigh 333 Kg.
- A battery of 300 litres would hold 40 kWh. Is this a large Swiss suitcase?
- A box 2.5 metres x 1 metre x 0.3 metres underneath a train would hold 100 kWh and weigh 1.7 tonnes
These batteries with their fast charge and discharge are almost like supercapacitors.
, It would appear that, if the large suitcase batteries are used the Class 93 locomotive will have an energy storage capacity of 80 kWh.
I wonder how many of these batteries can be placed under a Bombardier Eectrostar.
It looks rather cramped under there, but I’m sure Bombardier have the detailed drawings and some ideas for a bit of a shuffle about. For comparison, this is a selection of pictures of the underneath of the driver car of the new Class 710 trains, which are Aventras.
It looks like Bombardier have done a big tidy-up in changing from Electrostars to Aventras.
In Battery Electrostars And The Uckfield Branch, I came to the conclusion that Class 387 trains were the most likely trains to be converted for battery operation.
I also developed Excel spreadsheets that model the operation of battery trains on the Uckfield Branch and the Marshlink Line.
Feel free to download and examine.
Size Of Batteries Needed
My calculations in the two spreadsheets are based on the train needing 3 kWh per vehicle-mile to cruise between stations.
To handle the Uckfield Branch, it appears that 290.3 kWh is needed to go South and 310.3 kWh to go North.
I said this earlier.
A box 2.5 metres x 1 metre x 0.3 metres underneath a train would hold 100 kWh and weigh 1.7 tonnes.
So could we put some of these batteries under the train?
The Effect Of More Efficient Trains
My calculations are based on the train needing 3 kWh per vehicle-mile, but what if the trains are more efficient and use less power?
- 3 – 290.3 – 310.3
- 2.5 – 242.6 – 262.6
- 2 – 194.9 – 214.9
- 1.5 – 147.2 – 167.2
- 1 – 99.4 – 119.4
Note.
- The first figure is Southbound and the second figure is Northbound.
- More power is needed Northbound, as the train has to be accelerated out of Uckfield station on battery power.
The figures clearly show that the more efficient the train, the less battery capacity is needed.
I shall also provide figures for Ashford and Ore.
- 3 – 288
- 2.5 – 239.2
- 2 – 190.4
- 1.5 – 141.5
- 1 – 92.7
Note that Westbound and Eastbound energy needs are the same, as both ends are electrified.
I obviously don’t know Bombardier’s plans, but if the train’s energy consumption could be reduced to around 2 kWh per vehicle-mile, a 250 kWh battery on the train would provide enough energy storage for both routes.
Could this be provided by two of Leclanche’s batteries designed to fit a space under the train?
These would be designed to provide perhaps 250 kWh.
What Would Be The Ultimate Range Of A Class 387 Train On Battery Power?
Suppose you have a four-car Class 387 train with 25 kWh of battery power that leaves an electrified station at 60 mph with a full battery.
How far would it go before it came to a lifeless stop?
The battery energy would be 250 kWh.
There would be 20 kWh of kinetic energy in the train.
Ranges with various average energy consumption in kWh per vehicle-mile are as follows.
- 3 – 22.5 miles
- 2.5 – 27 miles
- 2 – 34 miles
- 1.5 – 45 miles
- 1 – 67.5 miles
Obviously, terrain, other traffic and the quality of the driving will effect the energy consumption.
But I do believe that a well-designed battery-electric train could easily handle a fifty mile electrification gap.
What Would Be The Rescue Range On One Battery?
One of the main reasons for putting batteries on an electrical multiple unit is to move the train to a safe place for passenger evacuation if the electrification should fail.
This week, there have been two electrification failures in London along, one of which was caused by a failing tree in the bad weather.
I’ll assume the following.
- The train is a Class 387 train with one 125 kWh battery.
- The battery is ninety percent charged.
- The train will be moved at 40 mph, which has a kinetic energy around 9 kWh.
- The energy consumption of the train is 3 kWh per vehicle-mile.
The train will use 9 kWh to accelerate the train to line speed, leaving 116 kWh to move the train away from the problem.
With the energy consumption of 3 kWh per vehicle-mile, this would be a very useful 9.5 miles.
Regenerative Braking To Battery On Existing Trains
This has been talked about for the Class 378 trains on the London Overground.
Regenerative braking to batteries on the train, should cut energy use and would the battery help in train recovery from the Thames Tunnel?
What About Aventras?
Comparing the aerodynamics of an Electrostar like a Class 387 train with an Aventra like a Class 710 train, is like comparing a Transit van with a modern streamlined car.
Look at these pictures some of which are full frontal.
It should be noted that in one picture a Class 387 train is shown next to an InterCity 125. Did train designers forget the lessons learned by Terry Miller and his team at Derby.
I wonder how much electricity would be needed to power an Aventra with batteries on the Uckfield branch?
These are various parameters about a Class 387 train.
- Empty Weight – 174.81 tonnes
- Passengers – 283
- Full Weight – 2003 tonnes
- Kinetic Energy at 60 mph – 20.0 kWh
And these are for a Class 710 train.
- Empty Weight – 157.8 tonnes
- Passengers – 700
- Full Weight – 220.8 tonnes
- Kinetic Energy at 60 mph – 22.1 kWh
Note.
- The Aventra is twenty-seven tonnes lighter. But it doesn’t have a toilet and it does have simpler seating with no tables.
- The passenger weight is very significant.
- The full Aventra is heavier, due to the large number of passengers.
- There is very little difference in kinetic energy at a speed of 60 mph.
I have played with the model for some time and the most important factor in determining battery size is the energy consumption in terms of kWh per vehicle-mile. Important factors would include.
- The aerodynamics of the nose of the train.
- The turbulence generated by all the gubbins underneath the train and on the roof.
- The energy requirements for train equipment like air-conditioing, lighting and doors.
- The efficiency of the regenerative braking.
As an example of the improvement included in Aventras look at this picture of the roof of a Class 710 train.
This feature probably can’t be retrofitted, but I suspect many ideas from the Aventra can be applied to Electrostars to reduce their energy consumption.
I wouldn’t be surprised to see Bombardier push the energy consumption of an Electrostar with batteries towards the lower levels that must be possible with Aventras.
Battery Electrostars And The Uckfield Branch
In Rounding Up The Class 170 Trains, I said this, which is based on a quote from an article in the October 2019 Edition of Modern Railways.
Are Battery Electrostars On The Way?
The article finishes with this paragraph about the Class 171 trains, that will come from Govia Thameslink Railway (GTR) and be converted back to Class 170 trains.
GTR currently uses the ‘171s’ on the non-electrified Marshlink and Uckfield lines, and the release of these sets to EMR is contingent on their replacement with converted Electrostar EMUs with bi-mode battery capability, removing these diesel islands of operation from the otherwise all-electric GTR fleet.
So are these battery Electrostars finally on their way?
The article got several comments, which said that some five-car Electrostars were to be converted and they would probably be Class 376 trains, that would be used.
The comments also said that Network Rail were working on using short lengths of third-rail to charge the train batteries.
That sounds like Vivarail’s system to me, that I wrote about in Vivarail Unveils Fast Charging System For Class 230 Battery Trains.
Southern’s Current Diesel Fleet
I will start by looking at Southern’s current diesel fleet that works London Bridge and Uckfield stations and the Marshlink Line.
Currently, Southern has a diesel fleet of Class 171 trains.
- 12 x two-car trains
- 8 x four-car trains.
According to Modern Railways, the following trains will transfer to EMR Regional in September 2021.
- 10 x two car
- 6 x three-car, which will be created by moving a few cars in the four-car trains.
It looks as if after the transfer Southern will be left with eight driver-cars and ten intermediate cars.
This would give them four four-car trains and two spare intermediate cars. I’m sure that someone will have a need for the intermediate cars to lengthen a two-car Class 170 train because of capacity issues.
The Marshlink Line Service
The service on the Marshlink Line is an hourly service between Ashford International and Eastbourne stations.
- It is run by Class 171 diesel trains.
- Trains were four-cars most times I’ve used it.
- Journey times are around one hour and twenty-minutes.
- A round trip takes three hours.
- It would appear that three four-car trains are needed to run the service.
So if there is a spare train, four trains would be ideal, After all the transfers, this is the remaining number of Class 171 trains, that would be left with Southern.
If they wanyted to get rid of the diesel trains, then they could replace the trains on the Marshlink Line with four four-car battery bi-mode Electrostars!
Network Rail’s Plan For The Uckfield Branch
This document on the Network Rail web site from 2016, is entitled Delivering A Better Railway
For A Better Britain – Route Specifications 2016 – South East.
In the document, this is said about the the route between Hurst Green and Uckfield.
The key issue presently is overcrowding on the shorter length services that operate on the route during and close to the peak hours. As the route is operated by Class 171 diesel units, there is only a small fleet available to the TOC to deploy on the route. As a result some peak and shoulder peak services are not able to operate at the maximum length the route is capable of (8-car).
Electrification schemes in the North West will displace rolling stock to strengthen existing peak services to 8-car and eventually of 10-car operation during CP5, so associated platform lengthening is currently being developed, this will also be compatible with 12-car 20m vehicle trains.
Electrification is still an aspiration for this route or use of battery-powered trains (currently under development) if they are deemed successful.
Signalling is controlled by Oxted Signal Box but during CP5 this will be transferred to Three Bridges ROC.
The key point is that the platforms have been lengthened for 240-metre long trains, which will also allow ten-car Class 171 trains, which have 23 metre vehicles.
The Uckfield Branch Service
The service on the Uckfield Branch is an hourly service between London Bridge and Uckfield stations.
- It is currently run by Class 171 diesel trains.
- The platforms on the route can accept ten-car trains with 23 m vehicles or twelve-car trains with 20 metre vehicles.
- A round trip takes three hours.
- It would appear that three ten- or twelve-car trains are needed to run the service.
So if we add in a spare and perhaps an extra train for the rush hour, it would appear that around half-a-dozen ten- or twelve-car battery bi-mode trains will be needed for the service.
- As a ten-car train would be two five-car trains, twelve five-car trains would be needed.
- As a twelve-car train would be three four-car trains, eighteen four-car trains would be needed.
Interestingly, Southern have three trains that could be candidates for conversion to battery bi-modes in their fleet.
- One hundred and fifty-two four-car Class 377 trains.
- Thirty-four five car Class 377 trains.
- Twenty-nine four-car Class 387 trains.
All trains were built for longer commuter journeys,
Which Electrostars Will Be Converted To Battery Operation For The Uckfield Service?
Obviously, the trains must be four- or five-cars and suitable for conversion to battery bi-mode trains, but I feel they must have other features.
- Toilets
- First Class seats.
- Plenty of tables.
- Wi-fi and plug sockets.
- Comfortable interiors.
- End gangways, to ensure staff and passengers can move around the train if required.
I’ll now look at the various fleets of Electrostars.
Class 357 Trains
The Class 357 trains can probably be discounted, as I suspect c2c need them and they are not third rail.
Class 375 Trains
The Class 375 trains can probably be discounted, as I suspect Southeastern need them.
But if the new Southeastern franchise should decide on a complete fleet replacement, as the trains are dual-voltage, they might be very useful if fitted with a battery capability.
Class 376 Trains
The Class 376 trains can probably be discounted, as I suspect Southeastern need them.
The trains are also third-rail only and lack toilets, so would probably need a rebuilt interior.
Class 377 Trains
The Class 377 trains are a possibility as Soiuthern has a large fleet of both four- and five-car trains.
But they would be losing the Class 171 trains, so would probably need to bring in some new trains to have a large enough fleet.
Class 378 Trains
The Class 378 trains can probably be discounted, as London Overground need them.
Class 379 Trains
The Class 379 trains are surely a possibility, as Greater Anglia will be releasing them before the end of 2020.
Consider.
- There have no new home to go to.
- I am suspicious that that NXEA overpaid for these trains and Macquarie are sitting on a very good deal, that will cost Grester Anglia a lot to cancel!
- They appeared to me to be a shoe-in for Corby services, so perhaps they lost out to the Class 360 trains on cost.
- They are only 100 mph trains, whereas others are 110 mph trains.
- They would need to be fitted with third-rail shoes.
- The trains are coming up to nine years old and probably need a refresh.
- They have an interior aimed at airport passengers.
If I was Macquarie, I’d convert these into go-anywhere battery bi-modes for use in small fleets by operators.
But, Porterbrook’s battery-bi-mode conversion of a Class 350 train may be available at a lower price.
Class 387 Trains
The Class 387 trains are surely a serious possibility, for the following reasons.
- Govia already has fifty-six of these trains on lease and in service.
- c2c has six trains, that could come off lease in 2021.
- The trains are dual voltage
- The trains are 110 mph trains.
- They can run as twelve-car walk-through trains.
- Many of the trains are leased from Porterbrook.
I’ve felt for some time, that these trains would make excellent battery bi-modes.
But they are a good fit for Southern, as surely one could be scrounged from their Great Northern fleet to create a prototype for test.
I would feel that having the required number of trains for the Uckfield Branch can be achieved by September 2021, when the Class 171 trains will be sent to the Midlands.
There is also a backstop, in that there are nineteen Class 365 trains in store, which were replaced by Class 387 trains on Great Northern services. If there is a shortage of Class 387 trains during the conversion, surely some of these Class 365 trains could stand in, just as they did successfully in Scotland recently.
My Choice
I would convert Class 387 trains.
- There are quite a few Class 387 trains, that could be converted.
- Southern already have fifty-six Class 387 trains.
- There are enough to convert eighteen for Uckfield and four for the Marshlink
- It could be possible to deliver the full fleet before the Class 171 trains leave.
- If during conversion of the trains, they are short of stock, Southern can hire in some Class 365 trains.
It looks to be a low-risk project.
It will also have collateral benefits.
- The hourly London Bridge and Uckfield service will be raised to maximum capacity without any new infrastructure, except the trains and a number of battery chargers.
- Diesel will be eliminated in London Bridge station making the station electric trains only.
- Diesel will be eliminated between London Bridge and Uckfield stations.
- Efficient regenerative braking to battery would be available on the complete route.
- A ten-car diesel service between East Croydon and London Bridge will be replaced by a twelve-car electric service. stations.
In addition, if the diesel trains on the Marshlink Line were to be replaced by battery bi-modes, Southern would be a diesel-free franchise.
What About New Trains?
It’s all about the money and whether the new trains could be delivered in time.
I would suspect that Bombardier, CAF, Stadler and others are making competitive proposals to Southern, but would they be more affordable and timely, than a conversion of Class 387 trains?
But could they be as competitive if Bombadier and Porterbrook co-operated to convert some of Porterbrook’s Class 387 trains, that are already leased to Great Northern?
You don’t usually move house if you need a new boiler, you replace the boiler!
What About Hydrogen Trains?
The Alstom Breeze based on a Class 321 train is scheduled to first come into service in 2022. This is too late, as the Class 171 trains are scheduled to leave in September 2021.
Hydrogen trains would need a hydrogen filling station.
Kinetic Energy Of Class 387 Trains
I will calculate the kinetic energy of a four-car Class 387 train.
I will assume the following.
- Empty train weight – 174.81 tonnes – Read from the side of the train.
- Seats – 223
- Standees – 60 – Estimated from the seats/standing ratio of a Class 720 train.
- Total passengers – 283
- Each passenger weighs 90 Kg, with baggage, bikes and buggies.
- This gives a passenger weight of 25.47 tonnes and a train weight of 200.28 tonnes
Using Omni’s Kinetic Energy calculator, gives the following kinetic energies.
- 40 mph – 8.89 kWh
- 50 mph – 13.9 kWh
- 60 mph – 20.0 kWh
- 70 mph – 27.2 kWh
- 80 mph – 35.6 kWh
- 90 mph – 45.0 kWh
- 100 mph – 55.6 kWh
- 110 mph – 67.3 kWh
These figures are for a full train, but even so many will think they are low, when you think that 60 kWh batteries are used in hybrid buses.
A Trip To Uckfield
I took a trip to Uckfield today and these are my observations.
- The maximum operating speed of the train was no more than 70 mph.
- For much of the journey the train trundled along at around 40-50 mph.
- The route is reasonably flat with only gentle gradients.
- I hardly noticed the diesel engine under the floor of my car.
- Obviously in the Peak, the engines will have to work harder.
It was a very good demonstration of five Turbostars working in unison.
I can understand why East Midlands Railway are using Class 170 trains, as their standard train for EMR Regional.
Modelling the Route
I have built a mathematical model of the route between Hurst Green and Uckfield using Excel.
Input parameters are.
- Cruise Energy Consumption in kWh per vehicle mile. I assumed 3 kWh per vehicle mile
- Cruise Kinetic Energy in kWh. I assumed a 70 mph cruise and used 20 kWh
- Regeneration Energy Loss as a ratio. I assumed 0.15.
These parameters showed that a battery of between 290 kWh and 350 kWh would be needed, that was full at Hurst Green and was recharged at Uckfield.
Note that Vivarail are talking about putting 424 kWh under a three-car Class 230 train.
This page on the Vivarail web site is entitled Battery Train Update.
This is a paragraph.
Battery trains are not new but battery technology is – and Vivarail is leading the way in new and innovative ways to bring them into service. 230002 has a total of 4 battery rafts each with a capacity of 106 kWh and requires an 8 minute charge at each end of the journey. With a 10 minute charge this range is extended to 50 miles and battery technology is developing all the time so these distances will increase.
So it looks like Vivarail manage to put 212 kWh under each car of their two-car train.
I don’t think putting 350 kWh of batteries under a four-car Class 387 train would be impossible.
I have also created an Excel model for the second route between Ashford and Ore stations.
This shows that a battery of about 300 kWh on the train should cover the route.
It might appear strange that the longer Marshlink route needs a smaller battery, but this is because it leaves both ends of the route with a full battery.
These two links give access to the two Excel models that I have used. Feel free to access and criticise them.
It does appear, that on both these routes, if a train starts with full batteries, the energy in the battery is reduced in these ways as it travels along the route.
- There is an energy use to power the train along the line which is proportional to the vehicle-miles.
- Energy is needed to accelerate the train to line speed after each stop.
- Energy is needed to operate stop-related functions like opening and closing the doors.
But there will also be energy recovered from regenerative braking from line speed, although this won’t cover the subsequent acceleration.
I suspect with better understanding and better data, Bombardier can create a simple formula for battery size needed based on the following.
- The length of the route.
- The number of stations.
- The line speed
- The gradient and speed profile of the route
- The kinetic energy of the train at various loadings and speeds
- The amount of energy needed for each vehicle mile
- The efficiency of the regenerative braking
It is not the most difficult of calculations and I was doing lots of them in the 1960s and early 1970s.
Charging The Train At Uckfield
This picture shows the long platform at Uckfield station.
The platform has been built to accept a twelve-car electric train and if traditional third rail electrification were to be installed, this could be used to charge the batteries.
I would use a Vivarail-style system, which I described fully in Vivarail Unveils Fast Charging System For Class 230 Battery Trains.
As trains take a few minutes at Uckfield to turnback, I’m sure enough time can be arranged in the timetable to charge the batteries with enough power to get back to the electrification at Hurst Green.
The train would switch the charging system on and off by automatically connecting and disconnecting.
Plans To Reopen The Brentford To Southall Railway
The title of this post, is the same as that of this article on Ian Visits.
I have posted on the Brentford Branch Line several times previously and Ian says this about Hounslow Council’s thinking.
The council has been working on a scheme for some years to resurrect the line, with a new station built in Brentford and passenger services restored to Southall. A key factor for the plans is that Southall will then be on the Elizabeth line, which they hope will drive a lot more traffic on the spur down to Brentford.
In order to part-fund the 4-mile railway, Hounslow Council has now agreed to undertake a full business case to look at introducing a Workplace Parking Levy (WPL) within the Great West Corridor (GWC).
In my trips to document the updating of Syon Lane station with a new step-free footbridge, I have talked to several people, who would find a rail link to Southall useful.
Ian also says this about the latest situation.
As part of the proposal, the council has also commissioned Network Rail to begin a detailed study (known as ‘GRIP 4’) on building the new train link from Brentford to Southall, following encouraging early studies into the feasibility of such a link.
At least, this will give the Hounslow a list of all the problems and a cost estimate.
A few of my thoughts.
What Should Be The Frequency Of The Service?
The current truncated Brentford Branch Line is mainly single track, but from my helicopter, it appears that there would be space to add an additional track for as much of the route as required.
Preferably, there should be a service on the branch of at least two trains per hour (tph). Although, ideally four tph is much better, as it attracts passengers in large numbers.
It should be noted that from December 2019, there will be four tph on Crossrail calling at at Southall station all day. Connections should surely be well-arranged.
Four tph would be possible between two single platforms at Southall and Brentford, but would require selective doubling or passing loops to accommodate the service and the freight trains going to Brentford.
This Google Map shows the various sites clustered around the branch.
The branch runs from the North-West to the South-East across the map.
- The Great West Road is a couple of hundred metres to the South.
- To the East of the branch, there are a collection of waste and scrap metal transfer sites, aggregate and concrete sites and others that hide away in big cities.
- To the West is the massive Sky Studios complex.
I do wonder, if Sky would like a station? If they did, this would surely mean that a four tph service would be required.
What Is The Future Of The Industrial Site?
Because of London’s thirst for land for housing and office developments, sites like this inevitably get developed.
With its position between the River Brent and parkland, and the Brentford Branch Line, I believe that if new sites can be found for the various tenants, that this site could be a high quality housing development.
An intermediate station would surely be required.
Could An Intermediate Station Serve Both The Brentford Branch Line And The Piccadilly Line?
This Google Map shows where the two lines cross.
Note.
- The Northern tip of the industrial site is just visible.
- The Brentford Branch Line has three tracks under the Piccadilly Line,
- There is no pedestrian bridge over the River Brent.
I think it would be possible, if the industrial site were to be developed for housing or perhaps a hotel, for a simple interchange station to be built here.
- There would be an island platform on the Brentford Branch Line.
- There would be two side platforms on the Piccadilly Line,
- There would be lifts and stairs between the three platforms.
- There could be a second entrance on the Eastern bank of the River Brent.
I feel that a decent architect could make this a very nice place to live. After all, it’s only six intermediate stops between Boston Manor and Heathrow.
What Should Be The Terminus Of The Branch?
I believe that the branch should terminate as close to the River as is possible.
- There is a lot of new housing being constructed in Brentford.
- I believe that Thames Clippers will eventually extend their river-boat services to Brentford and Kew.
But the problem would be that this would need an expensive bridge over the Great West Road.
These pictures show the Great West Road, where the current Brentford Branch Line finishes.
The tracks finish about a hundred metres North of the road, as shown on this Google Map.
The rusty footbridge over the busy road can be clearly seen.
Initially, I believe that the passenger service should terminate at the Great West Road.
If I was designing the station, I would build it much like the Deptford Bridge DLR station.
- It would be on a bridge above the Great West Road.
- It would be suspended from step-free towers on either side of the road.
- Would it only need to be a single platform station?
- The pavements on either side of the Great West Road would be improved to create a better walking environment.
- If possible a walking and cycling route to Brentford and the River would be provided.
- The design would leave provision to extend the railway South.
I also think, that it could be designed to enhance the collection of Art Deco and modern buildings in the area.
Could The Service Go Further Than The Great West Road?
This Google Map shows the former route of Brentford Branch Line, from just North of the Great West Road to the centre of Brentford.
Note.
- The former route is very green on the map.
- The Hounslow Loop Line crossing parallel and a few hundred metres South of the Great West Road.
- The only building on the route is some retail sheds between the Great West Road and the Hounslow Loop Line.
- To the \east of the Brentford Branch Line is a large and semi-derilict bus garage.
I’m sure that the railway could be extended through this area, as it is developed with housing and offices or parkland.
Could The Service Go Further Than Southall?
There is a section in the Wikipedia entry for the Brentford Branch Line, which is entitled Proposed Reopening, where this is said.
In April 2017, it was proposed that the line could reopen to allow a new link between Southall to Hounslow and possibly down to the planned Old Oak Common station with a new station in Brentford called Brentford Golden Mile. The proposals suggest the service could be operated by Great Western Railway and could be open by 2020 with a new service from Southall to Hounslow and possible later to Old Oak Common
It sounds a good idea, but it would mean trains would surely have to reverse direction and cross over to the North side.
It must be better to provide full step-free access at Southall station, which should be finished fairly soon.
Crossrail will also be providing at least four tph to and from Old Oak Common.
How Many Trains Would Be Needed?
I am pretty sure, that several train types could do a Southall and Brentford round trip in under thirty minutes.
This would mean the following.
- For a two tph service, one train would be needed.
- For a four tph service, two trains would be needed.
I suspect too, that a spare train would be added to the fleet.
Would The Branch Be Electrified?
I doubt it!
- The branch is only four miles long.
- A 100 kWh battery would probably provide enough power for a four-car train.
- It is unlikely electric haulage will be needed for the freight trains o the branch.
- There is 25 KVAC electrification at the Southall end of the branch to charge trains with batteries.
- The branch is probably short enough to not need a charging point at Brentford.
In my mind, it is a classic route to run using battery power.
What Trains Could Be Used?
I feel the trains need to have the following specification.
- Abiility to use 25 KVAC overhead electrification.
- A out and back battery range of at least eight miles.
- Three or four cars.
- 60 mph operating speed.
There are several proposed trains that meet this specification.
Class 710 Train
The Class 710 train would be an obvious choice, if London Overground were to run the service.
But it would need the 25 KVAC electrification be added to Platform 5 at Southall station.
Class 230 Train
The Class 230 train could be a lower cost option and would only require one of Vivarail’s clever charging systems at Southall.
Class 387 Train
A modified Class 387 train would surely be a choice, If Great Western Railway were to run the service.
But as with the Class 710 train, it would need Platform 5 at Southall station to be electrified.
Class 399 Tram-Train
A Class 399 tram-train to the South Wales Metro specification is also a possibility.
But as with the Class 710 train, it would need Platform 5 at Southall station to be electrified.
However, the lighter weight vehicle with a tight turning circle might allow the route to be extended further South.
Conclusion
I am led to these conclusions.
- Battery power is capable of working the Brentford Branch Line.
- At least two tph is needed between Southall and Brentford.
- The operator will choose the trains.
IBut as they are a lower-cost and simpler option, this route could be run by Class 230 trains.
