The Anonymous Widower

From Reading To Gatwick Airport Along The North Downs Line

After writing Connecting Reading And The West To Gatwick Airport And Eurostar, I decided to go and look at the reality of the North Downs Line between Reading and Gatwick Airport stations.

I took my usual route to Reading, which is to go to Moorgate and get the Elizabeth Line direct to Reading using my Freedom Pass, after having breakfast in the Leon on Moorgate.

  • I then had to leave the station at Reading, so that I could buy my ticket to Gatwick Airport.
  • It would be so much easier, if there ere a couple of ticket machines on the bridge or platform at Reading station, so that passengers, who were changing trains could buy tickets quickly and easily.

In the end, I caught the 11:24 train to Gatwick with only a few minutes to spare.

From Reading To Gatwick Airport Along The North Downs Line

Along the North Downs Line, the train was a well-refreshed Great Western Railway Class 165 train.

These are some of the pictures, that I took on the route.

Note.

  1. The route goes through a lot of typical Surrey heathland.
  2. I noticed several pubs along the way.
  3. I suspect that there are some good walks from the stations.
  4. Reading and Guildford are university cities.
  5. Sandhurst is home to the Royal Military Academy.
  6. Farnborough Airport used to be home to the Royal Aircraft Establishment.
  7. Most of the seats on the train were taken.

I would expect that for a mainly rural route it is fairly busy.

Hitachi’s Intercity Battery Trains

Hitachi have developed an Intercity battery train and it is described on this page on their web site, where this is said about converting the trains to battery-electric operation.

A quick and easy application of battery technology is to install it on existing or future Hitachi intercity trains. Hitachi Rail’s modular design means this can be done without the need to re-engineer or rebuild the train and return them to service as quickly as possible for passengers.

Replacing one diesel engine with just one battery reduces emissions by more than 20% and offers cost savings of 20-30%. Our intercity battery powered trains can cover 70km on non-electrified routes, operating at intercity speeds at the same or increased performance.

That performance is certainly enough for Reading and Ashford via Gatwick, as only 37.7 miles in total, is not electrified.

Does The North Downs Line Mirror The East-West Rail?

Consider.

  • The East West Rail will encircle London to the North, between Oxford and Cambridge.
  • The North Downs Line encircles London to the South, between Reading and Ashford.

They could be considered two complimentary rail lines.

A Milton Keynes And Ashford International Service

Looking at the track layout on OpenRailwayMap, it would appear that one of Hitachi’s proposed Intercity Battery Trains fitted with dual voltage could pick its way elegantly along the East West Rail and the North Downs Line between Milton Keynes and Ashford International via Oxford, Reading and Gatwick Airport.

An Occasional Sheffield And Ashford International Service

If you could run a service between Milton Keynes and Ashford International, why not extend it to Bedford or even Sheffield in the North?

I believe if you put these Hitachi’s proposed Intercity Battery Trains on a cross-country route, that they will quickly suffer from London Overground Syndrome. This is my definition of the syndrome.

This benign disease, which is probably a modern version of the Victorian railway mania, was first identified in East London in 2011, when it was found that the newly-refurbished East London Line and North London Line were inadequate due to high passenger satisfaction and much increased usage. It has now spread across other parts of the capital, despite various eradication programs.

Put simply, it can probably be summed up as Quality Attracts Passengers.

Serving Heathrow

There have been various plans to get rail access into Heathrow from the West, but none have so far got off the starting blocks.

It is my view, that in the interim period, after my trip last weekend in the superb Wrightbus hydrogen double deck bus from Sutton to Gatwick, that I wrote about in Sutton Station To Gatwick Airport By Hydrogen-Powered Bus, that we should ask Wrightbus, who are designing a hydrogen-powered coach, to design the ultimate coach to connect rail hubs to major airports.

I would then run these coaches every ten minutes between Reading station and Heathrow Airport.

Serving Attractions

I believe that pairing Hitachi’s proposed Intercity Battery Trains with Wrightbus’s hydrogen coach could be a winner for passengers and operators.

As an example, Lumo are hoping to run an open access service between Paddington and Carmarthen, if Heidi the Spoilsport permits. Would it not be sensible, if one of Wrightbus’s hydrogen coaches did the last mile duties to the ferry for Ireland at Fishguard harbour.

 

March 1, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , | 4 Comments

Connecting Reading And The West To Gatwick Airport And Eurostar

I have just checked the electrification between Reading and Ashford International using OpenRailwayMap.

  • Between Cardiff and Reading the electrification is 25 KVAC overhead.
  • Between Reading and Wokingham the electrification is 750 VDC third-rail.
  • Between Wokingham and Reigate is not electrified.
  • Between Reigate and Gatwick Airport the electrification is 750 VDC third-rail.
  • Between Gatwick Airport  and Ashford International the electrification is 750 VDC third-rail.

Only 37.7 miles is not electrified.

Hitachi’s Intercity Battery Trains, have a range on battery power of seventy kilometres or forty-five miles, so these trains could go between Reading or any station to the West to any station on the North Downs Line, including Guildford, Redhill, Gatwick Airport, Tonbridge and Ashford International stations.

The trains would need to be dual voltage and I’m fairly sure, that no new infrastructure would be needed.

A Green No-Fly Route Between Europe And Ireland

Consider.

  • The Great Western Main Line is electrified to Cardiff.
  • There is no electrification to the West of Cardiff.
  • Cardiff and Fishguard Hsrbour is 115.6 miles.
  • There is a ferry between Fishguard and Rosslare.

I suspect Hitachi could configure one of their Intercity Battery Trains, that could connect Ashford International and Fishguard Harbour stations.

February 28, 2025 Posted by | Transport/Travel | , , , , , , , , , , , , , , | 9 Comments

GWR And Vivarail

This is an attempt to make some sense about what is happening between GWR and the assets of Vivarail.

These are some random thoughts.

Ongoing Maintenance Of Existing Trains

Currently, there are four operators in the UK, with various types of Vivarail‘s Class 230 trains.

Note.

  1. West Midlands Trains withdrew the trains because of uncertainty about the servicing of the trains.
  2. West Midlands Trains are getting complaints about the bus replacement service.
  3. All operators will probably need assistance to service the trains.
  4. Great Western Railway and Island Line are First Group companies.

Could First Group have got in first, so they can protect their interests with a professional Vivarail train maintenance organisation?

Mark Hopwood

In Special Train Offers A Strong Case For Reopening Fawley Line, I said this.

This is another quote from the Rail Magazine article.

However, SWR’s Mark Hopwood favours a much bolder plan. “We’d have to take a decision, once we knew the line was going ahead. But my personal belief is that we should be looking for a modern environmentally-friendly train that can use third-rail electricity between Southampton and Totton and maybe operate on batteries down the branch line.”

Pressed on whether that would mean Vivarail-converted former-London Underground stock, Hopwood adds. “It could be. Or it could be a conversion of our own Class 456, which will be replaced by new rolling stock very shortly. But I don’t think this is the time to use old diesels.

Mark Hopwood is now the Managing Director of Great Western Railway and he seems to be in favour of battery-electric trains. I agree totally with his statement about old diesels.

Mark Hopwood And The Cholsey And Wallingford Branch

According to LinkedIn, Mark Hopwood is also the President at the Cholsey and Wallingford Railway

  • This is a two-and-a-half mile long standard gauge heritage railway.
  • It used to be a branch line, that served the town of Wallingford.
  • It connects to the Great Western Main Line in a bay platform at Cholsey station.
  • Wallingford station has now been demolished.
  • The heritage railway uses a new site on the south side of St. Johns Road.

This map from OpenRailwayMap shows the branch line.

Note.

  1. Cholsey station and the Great Western Main Line is in the South-Western corner of the map.
  2. The current Wallingford station is in the North-Eastern corner.
  3. The Cholsey and Wallingford Railway is shown in yellow.

This Google Map shows Cholsey station.

Note.

  1. There are four through platforms for Great Western Railway services.
  2. Platforms 1 and 2 for the fast services are on the Western side.
  3. Platforms 3 and 4 for the slow services are on the Eastern side.
  4. Bay Platform 5 is tucked in the North-East corner of the station and is the terminus for services on the Cholsey and Wallingford Railway.
  5. There are only 55 parking spaces.

Is the number of parking spaces sufficient for the station, if a lot of passengers drive from Wallingford?

Could a commercial service run between Cholsey and Wallingford?

Consider.

  • Wallingford is a town of nearly twelve thousand people.
  • Cholsey station has two trains per hour (tph) between Paddington and Didcot Parkway stations, with extra services between Oxford and Reading stations in the Peaks.
  • There is only limited parking at Cholsey station.
  • Most GWR branch lines are run by an hourly service.
  • I feel that two-car battery-electric train could provide one or two tph on the branch.
  • Charging would probably be needed at only one end of the branch line.
  • As all the through lines at Cholsey station are electrified with 25 KVAC overhead wires, I suspect that charging would be provided at that station.

A two-car battery-electric train could probably provide a commercial service on this branch, if the Cholsey and Wallingford Railway wanted a revenue stream.

First Group Services That Could Be Run By Battery-Electric Trains

These Great Western Railway and South Western Railway services might be suitable for battery-electric services.

  • Newbury and Bedwyn – Newbury is electrified.
  • West Ealing and Greenford – West Ealing is electrified.
  • Slough and Windsor and Eton Central – Slough is electrified.
  • Maidenhead and Marlow – Maidenhead is electrified.
  • Twyford and Henley-on-Thames – Twyford is electrified.
  • Reading and Gatwick Airport – Partially electrified.
  • Reading and Redhill – Partially electrified.
  • Reading and Basingstoke – Partially electrified.
  • Didcot Parkway and Oxford – Didcot Parkway is electrified.
  • Weston-super-Mare and Severn Beach – No electrification.
  • Bristol Temple Meads and Avonmouth – No electrification.
  • Bristol Temple Meads and Filton Abbey Wood – No electrification.
  • Bristol Temple Meads and Portishead – Proposed – No electrification.
  • Swindon and Westbury – Swindon is electrified.
  • Exmouth and Paignton – No electrification.
  • Exeter Central and Okehampton – No electrification.
  • Exeter Central and Barnstaple – No electrification.
  • Plymouth and Gunnislake – No electrification.
  • Liskeard and Looe – No electrification.
  • Par and Newquay – No electrification.
  • Truro and Falmouth Docks – No electrification.
  • St. Erth and St. Ives- No electrification.
  • Romsey and Salisbury – Partially electrified.
  • Southampton Central and Fawley – Proposed – Partially electrified.

Note.

  1. Most services are one or two tph or less.
  2. Reading and Basingstoke, Didcot Parkway and Oxford, Exmouth and Paignton, and Romsey and Salisbury are 2 tph.
  3. I have included the proposed Bristol Temple Meads and Portishead and Southampton Central and Fawley services.
  4. All electrification is 25 KVAC overhead except for the North Downs Line between Reading and Gatwick Airport via Redhill, and Romsey and Salisbury, which are 750 VDC third rail.

There are a total of 24 services. As each 2 tph service will need two trains and the North Downs services probably six, a rough calculation, indicates there would need to be a minimum of over thirty trains, to convert all these services to battery-electric operation.

This simple analysis makes Mark Hopwood’s enthusiasm, that I quoted earlier understandable.

The Requirement For First Group Battery-Electric Trains

Consider.

  • Most of the services can accommodate three or four-car trains.
  • A few services can only be run with two-car trains.
  • Some services will need running with 25 KVAC overhead electrification for operation or deploying to and from the depot.
  • Some services will need running with 750 VDC third-rail electrification for operation or deploying to and from the depot.
  • A modern interior with or without a fully-accessible toilet is needed.
  • Ability to recharge in a platform fitted with electrification or a charging system in under ten minutes.
  • A reasonable cruising speed where electrification is needed for deployment.

This suggests to me, that two train types will be needed.

  • A Vivarail-style two-car train for branches like West Ealing and Greenford and Southampton Central and Fawley.
  • A three- or four-car dual-voltage electric multiple unit, based on something like an Alstom Aventra, a Bombardier Electrostar or a British Rail-era Class 321 train.

The Class 321 train could be ideal.

  • It is a 100 mph train.
  • It is a four-car train, that can be shortened to three-cars.
  • Versions are available for both 25 KVAC overhead and 750 VDC third-rail electrification.
  • Some have been converted to a modern Renatus interior, with a fully-accessible toilet.
  • Greater Anglia have run Class 321 Renatus trains between London and Norwich.
  • The Class 321 Renatus trains are fitted with a modern AC-based traction system.
  • Eversholt Rail and Vivarail were working on a Class 321 BEMU, which I wrote about in Eversholt Rail And Vivarail To Develop Class 321 BEMU.
  • Other operators like Northern, Scotrail and Transport for Wales might like a Class 321 BEMU.

Could First Group convert the Class 321 trains?

In What Train Is This?, I talk about a refurbishment of a GWR Class 150 train, that was one of the best I’ve seen.

I suspect that First Group could do the conversion, with a little help from their friends, like Wabtec and the ex-Vivarail employees, that they’ve hired.

Could The Class 387 Trains Be Converted To Battery-Electric Operation?

It was in February 2015, that I wrote Is The Battery Electric Multiple Unit (BEMU) A Big Innovation In Train Design?, after a ride in public service on Bombardier’s test battery-electric train based on a Class 379 train.

The Class 387 and Class 379 trains are very similar and with Vivarail’s battery and charging expertise, I believe that both Class 379 and Class 387 trains could be converted into modern four-car battery-electric trains.

  • They would have a 100 mph or possibly a 110 mph operating speed, so could work routes like the Great Western Main Line amongst the thundering herds of Hitachis.
  • The interiors would be suitable for longer routes like Cardiff Central and Exeter or Waterloo and Exeter via Salisbury.
  • Great Western Railway have 33 Class 387 trains.
  • Thirty Class 379 trains are wasting space in sidings.

I believe that with modern battery technology, these trains could have a battery range in excess of ninety miles.

This would enable services like Cardiff Central and Exeter St. Davids and Exeter St. Davids and Salisbury.

With judicious use of charging stations in stations like Bristol Temple Meads, Exeter St. Davids and Salisbury, all First Group main line services, that are not run by the Hitachi trains could be converted to battery-electric operation.

Conclusion

I believe a well-thought out plan is emerging.

 

 

 

 

February 17, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , | 15 Comments

Alstom Hydrogen Aventras And Great Western Branch Lines Between Paddington And Oxford

In Alstom And Eversholt Rail Sign An Agreement For The UK’s First Ever Brand-New Hydrogen Train Fleet, I give my thoughts on Alstom’s new hydrogen train, which I have called the Alstom Hydrogen Aventra.

One reader suggested these lines in a comment, as they are all run by diesel Class 165 trains.

These are the lines, that could be converted to Hydrogen operation.

Greenford Branch

The branch runs between West Ealing and Greenford via Drayton Green, Castle Bar Park and South Greenford.

  • It has a frequency of two trains per hour (tph).
  • The branch is 2.5 miles long.
  • Services take eleven minutes.
  • It needs a single train to run the service.

Note.

  1. In GWR To Test Battery Train On Branch Line, I wrote about Great Western Railway’s plans to test battery-eclectic trains on this line.
  2. The platform at Greenford station may need lengthening to accommodate the Alstom Hydrogen Aventra.
  3. It is my view that the branch needs four tph.
  4. It might also be possible to run Peak hour services to and from Paddington.

I do think that if the train length issue is solved that a single Alstom Hydrogen Aventra could work this branch.

A two-car Class 230 train would certainly fit.

Windsor Branch

The branch runs between Slough and Windsor & Eton Central.

  • It has a frequency of three tph
  • The branch is 2.8 miles long.
  • Services take six minutes.
  • It needs a single train to run the service.

Note.

  1. The extra capacity of the Alstom Hydrogen Aventra could be welcome.
  2. Prince Charles would like it.

I do think that a single Alstom Hydrogen Aventra could work this branch.

Marlow Branch

The branch runs between Maidenhead and Marlow via Furze Platt, Cookham and Bourne End.

  • It has a frequency of one tph
  • The branch is 7.1 miles long.
  • Services take twenty-three minutes.
  • The service reverses at Bourne End.
  • It needs a single train to run the service.

Note that the three-car Alstom Hydrogen Aventra may be too long to execute the reverse at Bourne End.

I do think that if the Bourne End problem can be solved that a single Alstom Hydrogen Aventra could work this branch.

The two-car Class 165 train, that currently works the branch is 46 metres long, so a two-car battery-electric train may be needed for this branch. A two-car Class 230 train would certainly fit.

Regatta Line

The branch runs between Twyford and Henley-on-Thames via Wargrave and Shiplake.

  • It has a frequency of two tph
  • The branch is 4.6 miles long.
  • Services take twelve minutes.
  • It needs a single train to run the service.

Note.

  1. If this line needed more capacity trains could be doubled up, as there are no length issues.
  2. It might also be possible to run Peak hour services to and from Paddington.

I do think that a single Alstom Hydrogen Aventra could work this branch.

North Downs Line

The line runs between Reading and Gatwick Airport via Wokingham, Crowthorne, Sandhurst, Blackwater, Farnborough North, North Camp, Ash, Guildford, Shalford, Chilworth, Gomshall, Dorking West, Dorking Deepdene, Betchworth, Reigate and Redhill

  • It has a frequency of two tph
  • The route is 53.1 miles long.
  • The route is partially-electrified with 750 VDC third-rail electrification.
  • The route has been planned for 100 mph trains.
  • Services take eighty-two minutes.
  • It needs six trains to run the service.

Note.

  1. The route is proposed to be run by four-car Class 769 bi-mode trains.
  2. Would a three-car train be sufficient for this route?
  3. The Alstom Hydrogen Aventras are only 90 mph trains and would they be fast enough?

I do think that Alstom Hydrogen Aventras could work this route, but given the number of trains and possible capacity and speed issues, a four-car battery-electric train could be better suited to the route.

Reading And Basingstoke Line

This line runs between Reading and Basingstoke via Reading West, Mortimer and Bramley

  • It has a frequency of two tph
  • The route is 15.4 miles long.
  • There is 25 KVAC overhead electrification at Reading.
  • There is 750 VDC third-rail electrification at Basingstoke, but the platform used by the service is unelectrified.
  • The route has been planned for 100 mph trains.
  • Services take twenty-eight minutes.
  • It needs two trains to run the service.

Note.

  1. For a battery-electric train to work this route, it might need a charging system at Basingstoke.
  2. The Alstom Hydrogen Aventras are only 90 mph trains and would they be fast enough?

I do think that a pair of Alstom Hydrogen Aventras could work this service.

Oxford Canal Line

This route runs between Didcot Psrkway and Banbury via Appleford, Culham, Radley, Oxford, Tackley, Heyford and Kings Sutton.

  • It is effectively two routes with a combined frequency of two tph between Didcot Junction and Oxford and half that between Oxford and Banbury.
  • The full route is 33 miles long.
  • There is 25 KVAC overhead electrification at Didcot Parkway.
  • Services take forty-one minutes.
  • It probably needs four trains to run the service.

I do think that a small fleet of Alstom Hydrogen Aventras could work this service.

Some General Thoughts

These are a few general points.

Stabling And Hydrogen Fuelling

Reading Train Care Facility is a large depot to the west of Reading.

  • It is ideally placed for all the lines, that I’ve mentioned.
  • It is connected to all the lines by electrified lines.

I am sure that it would be possible to build a hydrogen fuelling facility at the depot.

Two-Car Battery-Electric Trains

It looks like the Greenford and Marlow Branches might need to be served by two-car battery-electric trains.

Four-Car Trains

Some of the services might be run by four-car trains, as these would be more suitable for the number of passengers.

Total Number Of Trains

My rough estimates of numbers of trains are as follows.

  • Greenford Branch – 1 train
  • Windsor Branch – 1 train
  • Marlow Line – 1 train
  • Regatta Line – 1 train
  • North Downs Line – 6 trains
  • Reading And Basingstoke Line – 2 trains
  • Oxford Canal Line – 4 trains

This would be a total of sixteen trains or ten, if the Class 769 trains were used on the North Downs Line.

Additional Routes

There may be other routes, where the trains could be used, that are handy for Reading Train Care Facility.

Hydrogen or battery power may give advantages in opening new routes.

Would Hydrogen Trains Attract Passengers And Tourists?

I think they could, as if nothing there is a curiosity value.

Conclusion

This collection of routes surround Reading Train Care Facility and would be a nice package to run with hydrogen or battery-electric trains.

 

 

November 13, 2021 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , , | 9 Comments

Redhill To Ashford International Via Tonbridge

I did this trip to find out what the current service was like after writing Gatwick Rail Service Could Link Far Reaches Of The South East.

The journey can be broken into sections.

Changing At Redhill Station

I arrived at Redhill station and took these pictures as I changed to the train for Tonbridge station.

The three services are in Redhill station at approximately the same time.

  • The Southern service to and from Tonbridge used Platform 1a.
  • The GWR service from Reading to Gatwick used Platform 1.
  • The GWR service from Gatwick to Reading used Platform 0.

I think if you’re nippy on the stairs, travellers wanting to go between Reading and Ashford or vice-versa could manage the train, but a direct through service would be preferred by some travellers.

Between Redhill And Tonbridge Stations

I took these pictures as the train ran between Redhill and Tonbridge.

Note.

  1. The train was a smart three-car Class 377 train.
  2. It is a route with a quiet calm along the Downs.
  3. There are new housing and commercial developments along the route.

Some of the stations could do with improvement, which should probably include step-free access, as at Redhill and Tonbridge stations.

Changing At Tonbridge Station

These pictures show Tonbridge station.

Note.

  • The station is step-free with lifts.
  • I had to use the bridge to get from one side of the station to the other to catch my next train.
  • There seemed to be several passengers, who continued their journey from Tonbridge.

After a wait of nearly thirty minutes I was on my way to Ashford International station.

Thoughts On The Service

These are my thoughts on the service.

Battery Electric Trains

Having seen this service in operation, I feel that this must be one of the most suitable services for battery electric trains in the UK.

In Gatwick Rail Service Could Link Far Reaches Of The South East, I broke the route down into electrified and non-electrified sections.

  • 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.

  1. Ashford, Tonbridge, Redhill, Gatwick, Guildford, Wokingham and Reading are all fully-electrified main line stations.
  2. Most of the route and the two ends are electrified.
  3. All electrification is 750 VDC third rail.
  4. All sections without electrification are less than twenty miles.
  5. The route is more than 75 % electrified.

There are several trains, which have been fitted with batteries, plans to fit them with batteries exist or would be suitable to be fitted with batteries.

All trains have similar specifications.

  • Four cars.
  • 100 mph operating speed.
  • All are modern trains.
  • They either have third-rail shoes or can be fitted with them.

In addition, no infrastructure changes would be needed.

I also feel, that the same class of train could be used on these services in the South-East.

  • Oxted and Uckfield
  • Ashford International and Hastings

Why not use one class of battery electric trains for all these routes?

The Three Reverses

The full service between Reading and Ashford International stations will require three reverses at Gatwick and Redhill (twice).

Having seen the current system in operation at Redhill station, I feel the following operation would work, using a version of London Underground’s stepping-up.

From Reading to Ashford International the following sequence would apply.

  • The train from Reading would stop in Platform 1 at Redhill, as they do now.
  • A second driver would step-up into the rear cab and take control of the train.
  • The original or first driver, who’d driven the train from Reading would stay in the cab.
  • The second driver would drive the train to Gatwick.
  • When, the train is ready to leave, the first driver takes control from his cab.
  • The second driver, who’d driven the train from Redhill would stay in the cab.
  • The first driver would drive the train back to Platform 0 at Redhill, as they do now.
  • When, the train is ready to leave, the second driver takes control from his cab.
  • The first driver would step down and probably have a break, before he is needed to drive another train.
  • The second driver would drive the train to Ashford International.

Trains going the other way would do a similar sequence in reverse.

Other than the battery system, the trains may need a communication and safety system between the two cabs.

Hydrogen Trains

Consider these points about using a hydrogen-powered train between Reading and Ashford International.

  • The maximum distance without electrification is just 20 miles.
  • The route is over 75 % electrified.
  • Hydrogen fuelling and supply systems would need to be provided.
  • Hydrogen trains would require changes to maintenance.

In my view, using a hydrogen-powered train would be like using a sledgehammer to crack a nut.

Gatwick Connect

Could the service be considered to be a Gatwick Connect service?

The full Reading and Ashford International service would call at these major locations

  • In the West – Reading, Winnersh, Wokingham, Crowthorne, Farnborough, Guildford, Dorking and Reigate
  • In the East – Ashford International, Paddock Wood and Tonbridge.

Both the Eastern and Western legs also call at Redhill.

Could the service be extended in the West?

The obvious destination would be Heathrow.

Once the future of Heathrow is sorted, there will probably be some form of Southern or South-Western access into Heathrow.

Could this service connect Gatwick and Heathrow?

  • Perhaps there would be a reverse at Reading!
  • Or it might use one of numerous schemes put forward to access Heathrow from the West.

In any case, as Reading is one of the best-connected stations in England, passengers will use this connectivity to get to Gatwick.

Could the service be extended in the East?

Like Reading, Ashford International is a well-connected station.

It would be possible to extend the service to perhaps Canterbury or Dover?

There must also be the possibility of running a service to Maidstone West or Strood in the East!

Conclusion

There could be a lot of possibilities for this route.

I also feel, that it is one of the best routes to be run by battery trains in the UK. These trains could also be the same, as those working Oxted-Uckfield and Ashford International-Hastings.

There would be no need for any new infrastructure, as there is electrification at both ends of the route.

 

 

September 27, 2020 Posted by | Transport/Travel | , , , , , , , , | 2 Comments

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.

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.

  1. Ashford, Tonbridge, Redhill, Gatwick, Guildford, Wokingham and Reading are all fully-electrified main line stations.
  2. Most of the route and the two ends are electrified.
  3. All electrification is 750 VDC third rail.
  4. 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!

 

 

September 19, 2020 Posted by | Transport/Travel | , , , , , , , , , , , , | 1 Comment

Network Rail Consults On Reigate Turnback Platform Plans

The title of this post, is the same as that of an article in Rail Magazine.

This is the introductory paragraph.

Network Rail is consulting with the public over plans to build a 12-car turnback platform at Reigate.

The third paragraph says this.

NR says “Reigate is hampered by platforms that are four-car in length. This means that Southern trains must split/join at Redhill, adding time to journeys and limiting capacity”

Other points are also made.

  • Thameslink’s Class 700 trains which are fixed formations of eight or twelve cars can’t call at Reigate station.
  • Power is poor at Reigate limiting the length of trains.
  • Passengers from Reigate to London Bridge and beyond need to change at Redhill or East Croydon.

This Google Map shows the station.

The new bay platform, which will be numbered 3, will go on the South side of the tracks at the East end of the station, where the car-park currently is situated.

Future Services At Reigate Station

In the Wikipedia entry for Reigate station, under Future, this is said.

In 2020, Network Rail announced that they are planning to upgrade Reigate station, which includes constructing a new 12-carriage bay platform (number 3) on the south side of the station, and extending the existing platform 2 to also accommodate 12-car trains. Currently the track layout just east of the station forces Southern to turn its trains around on platform 2, and since this platform is not long enough to accommodate 8-car sets, Southern services to and from Reigate are limited to 4 carriages in length. The upgrade would enable longer trains to serve the station, and the new bay platform would allow trains to/from London to terminate there instead of occupying the through westbound track, thus improving reliability on the whole line. 

Once the upgrade is delivered, there are further proposals to introduce Thameslink services running to London Bridge, London St Pancras and beyond to destinations north of London, replacing the current Southern services to London Victoria.

In some ways, this work at Reigate is all part of a larger series of projects, that are aiming to improve reliability and create more capacity on the Brighton Main Line.

The Brighton Main Line Improvement Project

This £300 million project is described on this page on the Network Rail web site.

The improvement project focussed on the southern end of the Brighton Main Line between Three Bridges and Brighton / Lewes. Major engineering work was planned for the Victorian-era tunnels at Balcombe, Clayton, Haywards Heath and Patcham and the railway which runs through them.

We stemmed leaks into the tunnels and improved drainage, while the third rail power supply and signalling were replaced or upgraded.

Elsewhere on the closed section, we replaced the track and sets of points, which enable trains to switch between tracks.

The project is now complete and won an award at the Railway Innovation Awards 2019.

Upgrading Gatwick Airport StationThis £150 million project is described on this page on the Network Rail web site.The size of Gatwick Airport station will be doubled to improve the journey between train and plane.Benefits will include.

  • Improved Accessibility
  • A better journey experience
  • Improved train performance

Works will include.

  • Doubling the size of the station concourse.
  • Eight new lifts, five new escalators and four new stairways.
  • Widened platforms 5 and 6.
  • Upgraded connections to the terminal.

The works will start in May 2020 and finish in 2023.

Access for All At Crawley Station

This £3.9 million project is described on this page of the Network Rail web site.

Crawley station is being upgraded to full step-free access, which should be complete in Autumn 2020.

It looks like a second bridge is being installed over the tracks.

I do wonder, if Crawley station is being upgraded, so that it can be used as a back-up access to Gatwick Airport, if some of the construction work at Gatwick Airport station means that the station will be closed.

The dates certainly fit and the station has two trains per hour (tph) to both London Bridge and Victoria stations.

Unblocking The Croydon Bottleneck

This £300 million project is described on this page of the Network Rail web site.

This is the introductory paragraph.

We are proposing an upgrade to the Brighton Main Line, to provide more reliable, more frequent and faster services for the 300,000 passengers who rely on it each weekday, and to provide the capacity needed for future growth.

There is also what looks to be a fairly frank video.

Platform 0 At Redhill Station

Redhill station gained a new Platform 0 a couple of years ago.

This long platform must help the operation of the station.

Thoughts On The Reigate Scheme

These are my thoughts on the building of two twelve-car platforms at Reigate station.

Thameslink To Reigate

This document on the Network Rail web site is entitled Connecting Reigate To Thameslink.

Currently, train services to the Reigate/Gatwick Airport/Crawley area are as follows.

  • Southern – Two tph – London Victoria and Reigate via East Croydon, Purley, Coulsdon South, Merstham and Redhill.
  • Southern – Two tph – London Victoria and Southampton/Portsmouth via East Croydon, Gatwick Airport, Three Bridges, Crawley and Horsham
  • Thameslink – Two tph – Peterborough and Horsham via East Croydon, Purley, Coulsdon South, Merstham, Redhill, Horley, Gatwick Airport, Three Bridges and Crawley
  • Thameslink – Two tph – Bedford and Gatwick Airport via East Croydon, Purley, Coulsdon South, Merstham, Redhill, Earlswood, Salfords and Horley.
  • Thameslink – Two tph – Cambridge and Brighton via East Croydon and Gatwick Airport
  • Thameslink – Two tph – Bedford and Brighton via East Croydon and Gatwick Airport
  • Gatwick Express – Two tph – London Victoria and Brighton via Gatwick Airport
  • Gatwick Express – Two tph – London Victoria and Gatwick Airport
  • Great Western Railway – One tph – Reading and Gatwick Airport via Reigate and Redhill

Stations around Gatwick will get the following services from London

  • Coulsdon South – Six tph
  • Crawley – Four tph
  • Earlswood – Two tph
  • Gatwick Airport – Sixteen tph
  • Horley – Four tph
  • Merstham – Six tph
  • Redhill – Six tph
  • Reigate – Two tph
  • Salfords – Two tph

I can see good reasons for terminating the Bedford and Gatwick Airport service at Reigate.

  • Gatwick Airport has sixteen tph to Central London.
  • During the rebuilding of Gatwick, it might be a good idea not to have trains terminating at Gatwick.
  • Reigate is under seven miles from Gatwick Airport and a coach service would take under twelve minutes.

This would mean that, train services to the Reigate/Gatwick Airport/Crawley area are as follows.

  • Southern – Two tph – London Victoria and Southampton/Portsmouth via East Croydon, Coulsdon South, Merstham, Redhill, Earlswood, Salfords, Horley, Gatwick Airport, Three Bridges, Crawley and Horsham
  • Thameslink – Two tph – Peterborough and Horsham via East Croydon, Purley, Coulsdon South, Merstham, Redhill, Horley, Gatwick Airport, Three Bridges and Crawley
  • Thameslink – Two tph – Bedford and Reigate via East Croydon and Redhill
  • Thameslink – Two tph – Cambridge and Brighton via East Croydon and Gatwick Airport
  • Thameslink – Two tph – Bedford and Brighton via East Croydon and Gatwick Airport
  • Gatwick Express – Two tph – London Victoria and Brighton via Gatwick Airport
  • Gatwick Express – Two tph – London Victoria and Gatwick Airport
  • Great Western Railway – One tph – Reading and Gatwick Airport via Reigate and Redhill

Stations around Gatwick will get the following services from London

  • Coulsdon South – Four tph
  • Crawley – Four tph
  • Earlswood – Two tph
  • Gatwick Airport – Fourteen tph
  • Horley – Four tph
  • Merstham – Four tph
  • Redhill – Six tph
  • Reigate – Two tph
  • Salfords – Two tph

Note.

  1. I have adjusted calling patterns to what is shown in the document called Connecting Reigate to Thameslink.
  2. Southern and Gatwick Express services will go to Victoria
  3. Thameslink services will go via London Bridge and St. Pancras.
  4. Passengers will be able to change at Redhill or East Croydon to swap their London terminal between Victoria and London Bridge/St. Pancras.

Obviously, Network Rail must have their own and better plans to run the services.

Will Platform 3 At Reigate Be Used As An Emergency Platform?

With the right track layout and signalling a  bay platform can easily handle four tph, as platforms on the London Overground do at Clapham Junction, Crystal Palace, Dalston Junction, Highbury & Islington, New Cross and West Croydon stations. Some of these platforms will be going to six tph within a couple of years.

Over the next three years, Gatwick Airport station is being rebuilt.

Surely, Reigate would make an ideal station to turn trains, if the Brighton Main Line was blockaded.

  • Passengers could be taken by bus to Gatwick.
  • The two twelve-car platforms would be able to handle the longest trains on the Brighton Main Line.
  • The car park could be used as a bus terminal.

It looks to me, like Network Rail are planning for the worst.

Electrification To Guildford?

Consider.

  • One of the sub-projects of the rebuilding of the platforms at Reigate station will be boosting the power supply.
  • Within two years, Great Western Railway will be running Class 769 trains with a third-rail capability between Reading and Redhill/Gatwick.
  • All passenger trains running between Redhill and Reigate will have a third-rail capability.
  • There is a 750 VDC electricity supply for electrification at Guildford.

So why, shouldn’t the line be electrified to Guildford station?

Thameslink To Guildford?

Consider.

  • Trains between Reigate and Guildford take twenty-five minutes to do the twenty miles on the North Downs Line.
  • I have read somewhere, that Guildford station is to be rebuilt.
  • The North Downs Line passes through the sizeable town of Dorking.
  • Two tph between Reading and Gatwick and two tph between Guildford and Redhill could surely share tracks between Guildford and Redhill.

If the line between Reigate and Guildford had been electrified, would it be worthwhile extending Thameslink from Reigate to Guildford?

Conclusion

I like this scheme at Reigate, but I do think there’s more behind it than has been disclosed.

March 25, 2020 Posted by | Transport/Travel | , , , , | 5 Comments

Platform 0 At Redhill Station Is Progressing

Redhill station is being upgraded.

This picture of the new Platform 0 was taken from the existing Platform 1.

Works include.

  • The new Platform 0 will become a through platform for trains to London.
  • It is certainly long enough for a twelve car train.
  • It appears it will be fully connected to the entrsnce by the car park.
  • The current platform 1 will become a South-facing bay platform.

The January 2018 Edition of Modern Railways, also says this about the upgrade.

This is aimed to allow GWR to boost the Reading to Gatwick frequency from hourly to half-hourly from May 2018. The operator’s ultimate sim is to introduce a third hourly service on the North Downs line, although concerns from Network Rail about level crossing risk have affected progress with this plan.

Currently, the journey between Reading to Gatwick Airport takes 76 minutes without a change, but the train reverses direction at Redhill. One driver told me, that if GWR issued the drivers with better shoes, they could save a minute or so on the timetable at Rewdhill.

But 76 minutes isn’t a bad time by way of the North Downs Line. Especially, as the trains have to negotiste eleven level crossing! Is that what Network Rail mean by level crossing risk?

If you take Crossrail’s estimate of the Reading to Farringdon time of 59 minutes and the timetabled Farringdon to Gatwick Airport time of 54 minutes, you get a time 113 minutes or nearly forty minutes longer than the shorter and more direct route.

The North Downs Line is partly electrified with third rail and I wonder what time a Class 802 train could achieve!

Conclusion

The Platform 0 works at Redhill station are part of a fifty million pound project, whivh will do the following.

  • Increase capacity at Redhill station.
  • Remove conflicts between Brighton Line and Reading to Gatwick Airport services.
  • Enable a two trains per hour service between Reading and Gatwick Airport.

It will be interesting to see if it works in May 2018.

The works do show how money spent on smaller projects can give multiple benefits.

 

December 21, 2017 Posted by | Transport/Travel | , , , | Leave a comment