The Anonymous Widower

Electrification Between Newbury And East Somerset Junction

In the August 2023 Edition of Modern Railways, there is an article, which is entitled GWR Seeks Opportunities To Grow.

This is the sub-heading.

Managing Director Mark Hopwood tells Philip Sherratt there is plenty of potential to increase rail’s economic contribution.

This is two paragraphs.

The desire to provide electrification to support aggregates traffic from the Mendip quarries could also benefit GWR , says Mr. Hopwood. ‘Having an electric loco would massively help with pathing heavy freight trains through the Thames Valley. If you could electrify from Newbury to East Somerset Junction, a big chunk of the Berks and Hants route would be wired.

Then you can ask how much further you could get on battery power on an IET without running out of juice.’

I have some thoughts.

Where Is East Somerset Junction?

This OpenRailwayMap shows East Somerset junction.

Note.

  1. The East Somerset junction is marked with the blue arrow.
  2. East Somerset junction is 5.2 miles North of Bruton station and 5.4 miles South of Frome station on the Reading and Taunton Line.

As the map shows there is a branch to Merehead Rail Sidings, which is shown in yellow.

This Google Map shows Merehead Rail Sidings.

Note.

  1. It looks like there is a massive quarry to the North of the A361 road, which curves across the map.
  2. It is labelled Torr Works – Aggregate Industries.
  3. Torr Works has a Wikipedia entry.
  4. The rail sidings are South of the A361.
  5. Zooming in on the map, shows that the railway between East Somerset junction and Merehead is single-track and only a few miles long.

Distances from East Somerset junction are as follows.

  • Dorchester junction – 41.2 miles
  • Newbury – 53.4 miles
  • Taunton – 37.2 miles
  • Weymouth – 47.8 miles

Note that it is electrified with 750 VDC third-rail between Weymouth and Dorchester junction.

Range of Battery-Electric Trains

Consider.

  • A Bombardier engineer told me eight years ago, that the battery-electric Class 379 train had a range of sixty miles.
  • Stadler’s FLIRT Akku has a Guinness world record of 139 miles on one battery charge. See this page on the Stadler web site.
  • Even Stadler’s Class 777 trains for Merseyrail have a range of 84 miles on battery power. See New Merseyrail Train Runs 135 km On Battery.

It does appear that five-car battery-electric trains will have ranges in excess of a hundred miles.

I believe that because Hitachi’s battery makers have a good record, they will probably be very ambitious and will want that Guinness record, that Hitachi’s Class 802 trains will have a battery range not far short of the 139 miles of the Stadler FLIRT Akku.

I will be very surprised if Hitachi’s battery-electric version of a Class 802 train, doesn’t have range of at least 125 miles.

But say if they could do say 140 miles, the battery-electric Class 802 train could cover every long-distance route in the UK, which would attract orders for trains to run on the following routes.

  • Cardiff and Swansea
  • Crewe and Holyhead
  • Edinburgh and Aberdeen
  • Edinburgh and Inverness
  • Crewe and Holyhead
  • London Waterloo and Exeter St. Davids

A substantial reward to the battery makers, would probably not be out of order.

Aggregate Trains From The Mendips

Consider.

  • Mining and quarrying companies are under pressure from governments, shareholders and environmentalists to reduce their carbon footprints.
  • Many are replacing diesel-powered mining excavators and trucks, with electric or hydrogen versions.
  • In addition, those companies delivering building products to the construction industry are under pressure to provide low-carbon products.
  • Using rail with electric traction to deliver products to market would cut carbon emissions and might even help sales.

These Mendip quarries appear to be connected to the Reading and Taunton Line.

  • Torr Works – Connects 5.4 miles to the South of Frome.
  • Whatley Quarry – Connects close to Frome.

There may be others.

But these rail-connected quarries, connect at or North of East Somerset junction, to where Mark Hopwood is proposing electrification.

Zero-carbon rail traction could even be possible, by electrifying the short single-track branch lines. or by using hydrogen-electric hybrid locomotives.

GWR’s London And South-West Services

These services use the Reading and Taunton Line to join the Bristol and Exeter Line at Taunton, before going on to Exeter, Plymouth and other destinations in the South-West of England.

These are distances from East Somerset Junction.

  • Exeter – 67 miles
  • Paignton 95.2 miles
  • Penzance – 198.5 miles
  • Plymouth – 119.0 miles
  • Taunton – 37.2 miles

Note.

  1. Exeter, Paignton, Penzance and Plymouth stations would need short lengths of electrification to charge terminating trains or top-up passing trains.
  2. In Thoughts About Electrification Through Devon And Cornwall, I showed that the average stop time at Plymouth station was eight minutes, which could be enough for the rail equivalent of a Formula One splash and dash.
  3. A 125 mile battery range, not only enables London and Penzance, but also Cardiff and Swansea, and Edinburgh and Aberdeen, when the extra electrification is completed.

Could my estimate of a 125 mile battery range, be Hitachi’s objective for their battery-electric trains?

The Ultimate Battery-Electric Class 802 Train

Hitachi have been totally silent on how the fitting of batteries to Class 802 trains is going.

But Mark Hopwood is more forthcoming in the GWR Seeks Opportunities To Grow article. where this is said.

Meanwhile, GWR had announced plans with Eversholt Rail to trial the replacement of a diesel generator unit with batteries on a Class 802 IET. However, Mr. Hopwood says this would not be useful for GWR and so the trial is not proceeding; instead, a TransPennine Express Class 802 will be the subject of a battery trial.

It sounds to me that another solution is being developed to get trains to run on electric power between London and the South-West.

  • I think we can rule out full electrification on the grounds of cost, disruption, time and the Nimbys and objectors will have a field day.
  • Newbury and Penzance is a distance of 251.9 miles, which would surely need a lot of batteries.

Mark Hopwood’s idea to electrify the 53.4 miles between Newbury And East Somerset junction, is starting to look like a good compromise.

GWR’s Bristol/Gloucester And Weymouth Services

These stopping trains are run by diesel trains and take the following route between Bristol Temple Meads and Weymouth stations.

  • Keynsham
  • Oldfield Park
  • Bath Spa
  • Freshford
  • Avoncliff
  • Bradford-on-Avon
  • Trowbridge
  • Westbury
  • Frome
  • East Somerset junction
  • Bruton
  • Castle Cary
  • Yeovil Pen Mill
  • Thornford
  • Yetminster
  • Chetnole
  • Maiden Newton
  • Dorchester West
  • Dorchester junction
  • Upwey

Note.

  1. I would assume that there is enough electrification at Bristol Temple Meads and towards Gloucester to charge the trains.
  2. Trains would leave Bristol Temple Meads with a full battery.
  3. The eighteen stops mean that an electric train with regenerative braking will be more efficient.
  4. Bristol Temple Meads and Westbury is not electrified.
  5. Westbury and East Somerset junction will be electrified with 25 KVAC overhead electrification under Mark Hopwood’s proposal.
  6. Trains take sixteen minutes between Westbury and East Somerset junction.
  7. East Somerset junction and Dorchester junction is not electrified.
  8. Dorchester junction and Weymouth is electrified with 750 VDC third-rail electrification.
  9. Trains take ten minutes between Dorchester junction and Weymouth.

Distances of the various legs are as follows.

  • Bristol Temple Meads and Westbury – 28.3 miles – Not Electrified
  • Westbury and East Somerset junction – 11.4 miles – Electrified
  • East Somerset junction and Dorchester junction – 41.4 miles – Not Electrified
  • Dorchester junction and Weymouth – 6.6 miles – Electrified

The two sections without electrification, should be well within range of a dual-voltage battery-electric train, that has been designed for the route.

GWR’s Cardiff Central And Portsmouth Harbour Service

These stopping trains are run by diesel trains and take the following route between Bristol Temple Meads and Portsmouth Harbour stations.

  • Keynsham
  • Oldfield Park
  • Bath Spa
  • Freshford
  • Avoncliff
  • Bradford-on-Avon
  • Trowbridge
  • Westbury
  • Warminster
  • Salisbury
  • Romsey
  • Redbridge
  • Southampton Central
  • Fareham
  • Cosham
  • Fratton
  • Portsmouth & Southsea

Note.

  1. I would assume that there is enough electrification at Bristol Temple Meads and towards Cardiff Central to charge the trains.
  2. Trains would leave Bristol Temple Meads with a full battery.
  3. The seventeen stops mean that an electric train with regenerative braking will be more efficient.
  4. Bristol Temple Meads and Westbury is not electrified.
  5. Westbury station will be electrified with 25 KVAC overhead electrification under Mark Hopwood’s proposal.
  6. Trains would leave Westbury with a full battery.
  7. Westbury and Redbridge is not electrified.
  8. Redbridge and Portsmouth Harbour is electrified with 750 VDC third-rail electrification.

Distances of the various legs are as follows.

  • Bristol Temple Meads and Westbury – 28.3 miles – Not Electrified
  • Westbury and Redbridge – 46.4 miles – Not Electrified
  • Redbridge and Portsmouth Harbour – 28.5 miles – Electrified

The two sections without electrification, should be well within range of a dual-voltage battery-electric train, that has been designed for the route.

GWR’s Bristol Temple Meads And Salisbury Services

These stopping trains are run by diesel trains and take the following route between Bristol Temple Meads And Salisbury stations.

  • Keynsham
  • Oldfield Park
  • Bath Spa
  • Freshford
  • Avoncliff
  • Bradford-on-Avon
  • Trowbridge
  • Dilton Marsh
  • Warminster

Note.

  1. I would assume that there is enough electrification at Bristol Temple Meads to charge the trains.
  2. Trains would leave Bristol Temple Meads with a full battery.
  3. An electric train with regenerative braking will be more efficient.
  4. Bristol Temple Meads and Westbury is not electrified.
  5. Westbury station will be electrified with 25 KVAC overhead electrification under Mark Hopwood’s proposal.
  6. Trains would leave Westbury with a full battery.
  7. Westbury and Salisbury is not electrified.

Distances of the various legs are as follows.

  • Bristol Temple Meads and Westbury – 28.3 miles – Not Electrified
  • Westbury and Salisbury – 24.4 miles – Not Electrified

The two sections without electrification, should be well within range of a battery-electric train, that has been designed for the route.

GWR’s Swindon And Westbury Services

These stopping trains are run by diesel trains and take the following route between Swindon and Westbury stations.

  • Chippenham
  • Melksham
  • Trowbridge

Note.

  1. This is the Transwilts service.
  2. I would assume that there is enough electrification at Swindon to charge the trains.
  3. Trains would leave Swindon with a full battery.
  4. An electric train with regenerative braking will be more efficient.
  5. Chippenham and Westbury is not electrified.
  6. Westbury station will be electrified with 25 KVAC overhead electrification under Mark Hopwood’s proposal.
  7. Trains would leave Westbury with a full battery.

Distances of the various legs are as follows.

  • Swindon and Chippenham – 16.9 miles – Electrified
  • Chippenham and Westbury – 15.8 miles – Not Electrified

The section without electrification, should be well within range of a battery-electric train, that has been designed for the route.

What Can Be Done If The Electrification Is Not Long Enough?

Some of these routes battery-electric routes may need more electrification to work efficiently.

Despite some routes having both 25 KVAC  overhead and 750 VDC third-rail electrification, any extension of the electrification would be overhead, as new third-rail electrification is effectively banned.

Conclusion

It looks like Mark Hopgood proposal is an excellent idea to enable the decarbonisation of GWR services in Wiltshire and Somerset.

  • Express services would be run by battery-electric Class 802 trains.
  • Local services would be run by battery-electric trains with perhaps three cars.

Some of the local trains would need to be dual-voltage to use both forms of electrification.

 

July 27, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , | 3 Comments

Devizes Station Would Need To Be Part Of Wider Rail Plan

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

These two paragraphs outline the current status.

The construction of a Devizes Gateway station at Lydeway is unlikely to represent value for money as a standalone project, but it could be viable as part of a wider rail improvement programme, a study has concluded.

The feasibility study undertaken by Wiltshire Council, Devizes Development Partnership, GWR and Network Rail built on a strategic outline business case submitted to the Department for Transport under the Restoring Your Railway Fund programme in November 2021.

The Department for Transport will now decide what to do next.

I think there are other issues on the route between Reading and Taunton.

The Current Train Service

The only passenger services using the Reading and Taunton route are these three trains, which all have a frequency of one train per two hours (tp2h).

  • London Paddington and Exeter St. Davids – Calling at Reading, Newbury, Hungerford, Pewsey, Westbury, Castle Cary, Taunton and Tiverton Parkway
  • London Paddington and Plymouth – Calling at Reading, Taunton, Tiverton Parkway and Exeter St Davids
  • London Paddington and Penzance  – Calling at Reading, Taunton, Tiverton Parkway and Exeter St Davids

Note.

  1. London Paddington and Exeter St. Davids takes a few minutes over two hours.
  2. London Paddington and Plymouth takes a few minutes over three hours.
  3. London Paddington and Penzance takes a few minutes over five hours.
  4. The Reading and Taunton route is a double-track railway with a 110 mph operating speed.
  5. London Paddington and Newbury is electrified.
  6. The last two trains alternate to give Plymouth an hourly service.
  7. After Exeter St. Davids, trains have a sophisticated stopping pattern to give all stations served a good service.

From several trips along the line, I have the impression, that it’s a route, where drivers can get the best out of the trains.

Electrification

The line would benefit from electrification, in terms of journey times and decarbonisation.

But could this route be run by battery-electric trains?

  • It is 89.7 miles between Newbury and Taunton.
  • It is 120.4 miles between Newbury and Exeter St. Davids.
  • It is 52.1 miles between Exeter St. Davids and Plymouth.
  • It is 79.4 miles between Plymouth and Penzance.
  • London Paddington and Newbury is electrified.
  • Taunton, Exeter St. Davids, Plymouth and Penzance stations could have a charging system of some sort.

This Hitachi infographic shows the specification of the Hitachi Intercity Tri-Mode Battery Train.

Consider.

  • Two trains go between Newbury and Taunton without stopping.
  • The Exeter St. Davids service stops three times.
  • Newbury and Taunton non-stop took 75 minutes at an average speed of 72 mph
  • Newbury and Taunton with three stops took 78 minutes.
  • All trains currently appear to be nine cars.

I suspect that Hitachi’s Intercity Tri-Mode Battery Train could go between Newbury and Taunton with a great deal of ease.

How many diesel engines and batteries would the train have?

Normally, nine-car Class 800/802 trains have five diesel engines.

So how many will be replaced by batteries?

The infographic says one engine will be replaced, so if that is a five-car train, it looks likely that a nine-car train could have two batteries.

But Hitachi could be playing a long game!

In Stadler FLIRT Akku Battery Train Demonstrates 185km Range, I wrote about how the FLIRT Akku has a range of 115 miles.

If Hitachi can squeeze 125 miles out of a nine-car Class 800 with two or three battery packs, they will outrange the FLIRT Akku and be able to run between London Paddington and Penzance on batteries, with some topping up on the way.

We mustn’t forget the engineers at Hyperdrive Innovation, who are designing and building Hitachi’s battery packs.

They will be ultracompetitive and know the range required to get battery-electric trains to Penzance.

I suspect that when the range of the nine-car battery-electric Class 800/802 is revealed, it will astonish everybody!

Bedwyn Station

Bedwyn station is served by an hourly shuttle train to and from Newbury, run by a diesel train.

The station used to have a direct service from London, but now passengers change at Newbury.

A Station For Marlborough

I investigated this in A Station For Marlborough, where this was my conclusion.

With the next generation of electric train with onboard energy storage or IPEMUs, a Marlborough station on a new Marlborough Branch Line can be used to create a two tph service to and from Paddington to replace the current one tph service from Bedwyn.

So a new Marlborough station would be a win for all those using stations on the Reading to Taunton Line to the East of Pewsey.

I also wonder how many other similar services can be developed by extending a service past a main line terminal to a new or reopened branch line, which is built without electrification and run using trains with onboard energy storage.

In answer to my posed question in the last paragraph, I suspect it is quite a few!

Devizes Gateway Station At Lydeway

I wrote about this proposed Devizes Gateway station in Reinstatement Of Rail Access To Devizes Via A New Station At Lydeway.

After writing Was Baldrick An Essex Man? about the building of an avoiding line at the new Beaulieu Park station North of Chelmsford, I do wonder, if it would be an idea to incorporate one in this proposed station, if there is a need to increase capacity.

This Google Map shows the station site, where the A342 crosses the railway.

I suspect a third track can be squeezed in.

Westbury Station

Westbury station is a busy station, where the Reading and Taunton Line crosses the Wessex Main Line.

This map from OpenRailwayMap shows the lines in the station.

Note.

  1. The blue lettering indicates Westbury station.
  2. The two major rail routes are shown in orange.
  3. The Reading and Taunton Line goes East-West across the map.
  4. Note the avoiding line South of Westbury station.
  5. Reading is in the East and Taunton is in the West.
  6. The Wessex Main Line goes North-South across the map.
  7. Bristol is in the North.
  8. Salisbury and Southampton is in the South.

In Westbury Station – 30th July 2020, there are some pictures I took of Westbury station.

This section in Wikipedia says this about the Future of Westbury station.

The line to Westbury is not due to be electrified as part of the 21st-century modernisation of the Great Western Main Line. Although local councillors support it, the extension of electrification beyond Newbury to Westbury was assessed as having a benefit–cost ratio of only 0.31.

On the other hand this document on the Network Rail web site, which is entitled the Devizes Gateway Interim
Feasibility Study, suggests that another platform might be added at Westbury station.

Castle Cary Station

Castle Cary station doesn’t seem to have any well-publicised problems, so please tell me if you know of any.

Frome Station

Frome station is described in its Wikipedia entry as an unusual station and one that is Grade II Listed.

I suspect, it could do with some more services.

Somerton Station

I wrote about a new Somerton station in Somerset: Plans For New Railway Station On Levels.

Track Improvements

I suspect if Network Rail were improving the route between Reading and Taunton, they know of some places, where they could do some work.

Service Improvements

Consider.

  • There is probably a need for a stopping train between Newbury and Taunton, which calls at all stations.
  • It might terminate at the London end, at either London Paddington or Reading.
  • It might be a battery-electric train.
  • An hourly frequency would be ideal, if the track and signalling could handle it.
  • Charging systems would be positioned as needed.

The train would interface with other Great Western services to Bristol, London Paddington, Gloucester, Salisbury, Southampton and Weymouth.

Oy could also interface with the Transwilts services.

Conclusion

This could be developed into a very useful network for Wessex.

April 19, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , | 1 Comment

Somerset: Plans For New Railway Station On Levels

The title of this post, is the same as that of this article on the BBC.

This is the first two paragraphs.

Plans for a new railway station have moved forward after councillors agreed to help fund a feasibility study.

The stations at Somerton and Langport on the Somerset Levels were closed in the Beeching cuts during the 1960s.

I put my thoughts on this station in Beeching Reversal – New Station For Langport And Somerton Area.

The BBC article says this about the study.

The study, to be carried out by the Langport Transport Group (LTG) will identify possible sites, which may include a parkway-style station between the towns, possibly on the site of the former Long Sutton and Pitney station.

This Google Map shows the railway between the two villages of Langport and Somerton.

Note.

  1. Langport is in the South-West corner of the map.
  2. Somerton is in the North-East corner of the map.
  3. The Reading-Taunton Line goes through both villages, although both stations are now closed.

The map is probably best clicked to show on a larger scale.

This second Google Map shows the area between the two villages of Long Sutton and Pitney.

Note.

  1. Pitney is in the North-West corner of the map.
  2. Long Sutton is in the South-East corner of the map.
  3. The railway runs across the middle of the map it looks as if there was a station site to the North of the village of Upton.
  4. The only major road in the area; the A372, runs across the bottom of the map.

It is certainly a possibility for a Parkway station, but are the road connections good enough?

May 29, 2021 Posted by | Transport/Travel | , , , , | 2 Comments

Bath Spa Station – 28th July 2020

I took these pictures as I twice passed through Bath Spa station.

These are my thoughts.

Electrification Gantries On The Platforms

As somebody, whose eyesight is on the wane, I am not a lover of electrification, where the gantries are bolted to the platforms. These pictures show some installations of this type at Crouch Hill station.

Would electrification gantries like these, be appropriate in Bath Spa station?

Could Lightweight Electrification Gantries Be Placed Between The Tracks?

These pictures show the wide gap between the two tracks in Bath Spa station.

Could double-track lightweight structures, based on a design like this be placed between the tracks?

These structures are made out of laminated wood and are surely a possibility.

A Makeover For Bath Spa Station

If you look at much of the woodwork and paint in the fabric of the station, it appears tired and in need of refurbishment.

Whether the station is electrified or not, the station will need a high-class makeover.

Services Through Bath Spa Station

Three train companies run services through Bath Spa station.

There are also some freight services hauled by diesel locomotives.

Trains leave Bath Spa station using one of three routes via either.

Most trains seem to go via Bristol Temple Meads station.

  • The distance between Bristol Temple Meads and Chippenham stations are 24.5 miles.
  • The distance between Bristol Temple Meads and Westbury stations are 28.5 miles.

Neither distance is that long.

An Alternative To Full Electrification

When I look at the distances between Bristol Temple Meads, Chippenham and Westbury stations, they tell me that they are within the range of Hitachi’s Class 800 train with a battery electric capability or Regional Battery Train, which is described in this infographic from the company.

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

Notes for each station follow.

Bristol Temple Meads

Charging facilities would be needed.

Destinations in battery range would include.

  • Bristol Parkway – 6 miles
  • Cardiff Central – 5 miles to the electrified Great Western Main Line.
  • Cheltenham Spa – 41 miles
  • Gloucester – 39 miles
  • Taunton – 45 miles
  • Weston-super-Mare – 19 miles

Note.

  1. Return trips to Bristol Parkway and Western-super-Mare would be possible.
  2. The other destinations will need charging facilities.

Bristol Temple Meads station could become a major hub for battery trains.

All local services and all passing longer distance services could be trains with a battery capability.

I write more about Britol Temnple Meads station as a battery train hub in Bristol Temple Meads Station – 28th July 2020.

Chippenham

A train would leave Chippenham station with a full battery after charging on the fully-electrified route from London.

Chippenham and Weston-super-Mare would be in battery range with a charging facility at Weston-super-Mare station.

It should be noted that every extra mile of electrification past Chippenham, can be added to the distance electric trains with a battery capability can reach.

Westbury

Charging facilities would be needed.

Destinations in battery range would include.

  • Salisbury – 24 miles.
  • Southampton – 49 miles to the electrified South Western Main Line, at Southampton Central station.
  • Weymouth – 53 miles to the electrified South Western Main Line at Dorchester Junction.

Note.

  1. A return trip to Salisbury would be possible.
  2. Trains would need to have the capability to access 750 VDC third-rail electrification.
  3. A few extra miles of electrification may make operation South from Westbury station easier, more reliable and allow more destinations to be included.

Westbury station could be a major hub for battery trains.

This Google Map shows Westbury station and the lines around it.

I would probably electrify a few miles either side of Westbury, so that passing trains could be in contact with the overhead wires for perhaps five to ten minutes and take a good long drink.

  • Electrification could be either 25 KVAC overhead or 750 VDC overhead.
  • Newbury, where the electrification to London starts is 42 miles away and trains can pick it up at speed.
  • Taunton is 47 miles away and could be electrified to Exeter St. Davids.

Great Western Railway could run all their services between London Paddington and the South-West using Class 800 trains with a battery capability.

Conclusion

The prolitical, heritage and engineering problems of electrifying through Bath Spa station can be voided, by electrification and charging facilities at stations like Bristol Temple Meads, Taunton, Westbury and Weston-super-Mare.

July 29, 2020 Posted by | Transport/Travel | , , , , , , , , , , | 2 Comments

Reinstatement Of Rail Access To Devizes Via A New Station At Lydeway

This is one of the successful bids in the First Round of the Restoring Your Railway Fund.

Devizes is a growing town without a railway station.

The Wikipedia entry for the former Devizes station, says this about providing a new station.

Although Devizes was denied a railway station due to its stagnant population, as of 2017 the population had grown to 31,000, which could warrant its re-establishment. However, much of the vital land agreements and rights of way were sold off reducing the chances of reinstatement. An alternative plan has been proposed: to build Devizes Parkway Station at Clock Inn Park, three miles east of Devizes on the Reading–Taunton line, near to the site of the original junction for the branch at Etchilhampton.

It appears to have been taken from Baldrick’s book of cunning plans, where you create a virtual branch line using the A342, travellers’ personal transport and a shuttle bus service.

This Google Map shows the position of the station site at Clock Inn Park, with relation to Devizes.

Note.

  1. Devizes in the North-West corner of the map.
  2. Clock Inn Park in the South-East corner of the map.
  3. The A342 road connecting the town with the station site.

This more detailed Google Map shows the station site.

Note.

  1. The A342 going diagonally across the map.
  2. The Reading-Taunton Line going across the map.
  3. There’s even bus stops by the station site.

As the site could be fairly generous, I think a station with adequate parking could be created.

The Train Service

The train service is currently two hourly on this route between Paddington and Exeter St. David’s stations.

Perhaps, with an extra stop and more passengers, the service could be increased to hourly.

Another alternative would be to run battery-electric trains on the route between Paddington and Westbury, that called at all stations West of Newbury.

  • Trains would use the electrification between Paddington and Newbury and would leave Newbury with a full battery.
  • This service would be an extension of the current hourly service to Bedwyn station.
  • Between Newbury and Westbury stations is forty-two miles of unelectrified lines, which should be possible with a battery electric version of the Class 802 train.
  • Charging facilities would be needed at Westbury station.
  • Between Paddington and Westbury stations takes one hour and thirteen minutes.
  • Hitachi are quoting a ten minute charge time for one of their battery-electric trains.
  • The trains would turn at Westbury station, which has refreshments and toilets for the crew.
  • No extra electrification would be needed to run electric services to Westbury.

I think it could be feasible.

The Concept Of An Electrification Island

Westbury could be what I would call an electrification island.

Consider

  • The Reading-Taunton Line passes through the station.
  • The Wessex Main Line both passes through the station.
  • The town of Westbury has a population of around 17,000 and some substantial heavy industries, so I suspect that it has a robust electricity supply.
  • Taunton is 47 miles away.
  • Newbury is 42 miles away.
  • Weymouth is 59 miles away.
  • Bristol Temple Meads is 40 miles away.
  • Swindon is 32 miles away.
  • Hitachi are claiming a range of between 55 and 65 miles for a battery-electric train.

Suppose the two routes through the station  and perhaps for up to ten miles away from the town, were to be electrified.

  • A battery-electric train turning back at Westbury would pan-up in the station and charge the battery. Leaving the station, the driver would leave the pantograph up for acceleration and then make sure pan-down was performed before the end of the electrification.
  • A through battery-electric express between Paddington and Exeter would pan-up when under the electrification and pan down before it left the electrification.
  • It might be prudent that all passing expresses stopped in Westbury station, to make sure, trains didn’t stop with a flat battery in the middle of nowhere, until procedures were seen to be totally reliable.
  • A battery-electric train to and from Weymouth would probably need to run for about 45 miles between the electrification island at Westbury and the third-rail electrification at Dorchester Junction.

I believe that a well-designed electrification island at Westbury coupled with perhaps electrification between Exeter and Taunton, would enable battery-electric trains to work the following routes.

  • Paddington and Exeter
  • Westbury and Bristol
  • Westbury and Weymouth
  • Westbury and Swubdon

I suspect that Transwilts services could also be run by battery-electric trains, as they could charge at Westbury, Swindon and other electrified stations.

Conclusion

Devizes Parkway station would appear to be a simple way to provide a new station, at a town that has grown substantially since the days of Dr. Beeching.

Did Dr. Beeching and the Government of the day, have a view on population growth in the UK? They certainly didn’t take it into the account in their rail closure program. Or if they did, they got it spectacularly wrong!

 

May 24, 2020 Posted by | Transport/Travel | , , , , , , , | 13 Comments