Converting Class 456 Trains Into Two-Car Battery Electric Trains
Mark Hopwood is the interim Managing Director of South Western Railway and in Special Train Offers A Strong Case For Reopening Fawley Line, I quote him as saying the following about the trains for the Fawley Branch Line.
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 ads. “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 so right about using old diesels.
- Where possible new and refurbished trains should be zero-carbon.
- Diesel is to be banned by 2035 in Scotland and 2040 in England and Wales.
- Diesel trains and hydrogen trains for that matter need to refuelled.
- Get the diagrams right and battery electric trains can be charged on existing electrification or automatic Fast Charging systems, when they turn back at terminal stations.
- Electric trains attract passengers.
- Battery electric trains are mouse-quiet!
Who would use anything else other than electric trains with a battery option for sections without electrification?
The Class 456 Train
These pictures show some of the twenty-four Class 456 trains, that are in South Western Railway’s fleet.
This is the specification of a Class 456 train.
- Two cars
- Operating speed – 75 mph.
- Capacity – 152 seats – Although the plate on the train says 113!
- Built 1990-1991
- Ability to work in pairs.
Most trains seem to be used to lengthen trains from eight to ten cars, as some of the pictures shows. As these 4+4+2 formations will be replaced with new 10-car Class 701 trains or pairs of five-car Class 701 trains, the trains will be looking for a new role.
Does this explain Mark Hopwood’s statement?
It should be noted that the Class 456 trains are members of the Mark 3 family, and bare a strong resemblance to the Class 321 train, which are shown in these pictures.
Note that I have included the side view, as it shows the amount of space under these trains.
Some Class 321 trains are being converted to Class 600 hydrogen trains, by Alstom at Widnes. Others have been given a life-extending Renatus upgrade.
Are The Driver Cars Of Class 456 and Class 321 Trains Identical?
The trains may look similar, but does the similarity go deeper?
Could Alstom Use Class 600 Hydrogen Train Technology To Create A Class 456 Train With a Battery Capability?
Consider.
- Alstom are positioning themselves as Train Upgrade Specialists in the UK. They have already signed a near billion pound deal to upgrade and maintain Avanti West Coast’s fleet of Class 390 trains.
- Alstom are creating the Class 600 hydrogen train from withdrawn Class 321 trains.
- A hydrogen-powered train is basically a battery electric train with a hydrogen tank and fuel cell to charge the batteries.
- The Class 600 train doesn’t appear to be making fast progress and is still without an order.
- One possible hydrogen route must surely be London Waterloo and Exeter, so I suspect Alstom are talking to South Western Railway.
- The Class 456 trains are owned by Porterbrook, who would probably like to extend the useful life of the trains.
Could it be that the battery core and AC traction package of Alstom’s hydrogen system for the Class 600 train can turn old British Rail-era electric multiple units into battery electric multiple units with a useful range?
It is certainly a possibility and one that is also within the capability of other companies in the UK.
Could The Class 456 Trains Receive a Class 321 Renatus Interior And Traction Package?
As Class 321 and Class 456 trains were built around the same time, the two trains must share components.
These pictures show the current interior of a Class 456 train.
This is excellent for a two-car electric multiple unit, built thirty years ago! Although, the refurbishment is more recent from 2014-15.
- Note the wheelchair space and the copious rubbish bins.
- I also spotted a stowed wheel-chair ramp on the train. It can be seen if you look hard in the picture that shows the wheelchair space.
- Some might feel that toilets should be provided.
These pictures show the interior of a Class 321 train, that has been given the Renatus upgrade.
What is not shown is the more efficient AC traction package.
I have been told or read, that the Renatus interior will be used in the conversion of a Class 321 train to an Alstom Class 600 or Breeze hydrogen train.
On the other hand, the current Class 456 interior would probably be ideal for a branch line, where one of initial aims would be to attract passengers.
Could A Class 456 Train Have a Lightweight Traction Package?
Consider.
- The Class 456 train will access electrification that is only 750 VDC third-rail.
- Batteries work in DC.
- The new traction motors will work in AC, if they follow the practice in the Class 321 Renatus and the Class 600 train.
- Regenerative braking will charge the batteries in both trains.
- Air-conditioning and other hotel services can work in DC.
Some components needed to run from 25 KVAC like a transformer could be left out to save weight and improve acceleration.
I would suspect that a Class 456 train with batteries could use a slimmed-down traction system from the Class 600 train.
On both Class 456 and 600 trains a core system, that would power the train, might contain.
- The traction battery or batteries.
- The traction motors that both drive and brake the train,
- Third-rail electrification shoes, so that the batteries could be charged in a station, as required.
- A clever computer system, that controls the acceleration, braking and charging as required.
On the Class 600 train, there would also be the following.
- Hydrogen tanks and fuel cells to provide an independent power source to charge the batteries.
- A pantograph to access 25 KVAC overhead electrification.
- Extra electrical gear to access the electrification.
I think it would be possible to design the Class 456 train with batteries as the basic train and just add the extra hydrogen and electrical gubbins to make it a Class 600 train.
Could A Class 456 Train Be Modified To Use 25 KVAC Overhead Electrification?
As I said, there are a lot of similarities between Class 456 trains and Class 321 trains.
As the Class 321 trains are equipped to use 25 KVAC Overhead Electrification, I suspect train modification specialists could create a Class 456 train, that could use overhead electrification.
What Battery Range And Size Would Be Needed In A Class 456 Train?
These are typical branch line lengths for South Western Railway.
- Fawley Branch – 8 miles
- Wareham and Swanage – 11 miles
- Lymington Branch – 5.6 miles
- Reading and Basingstoke – 15.5 miles
I would suspect that a range of thirty miles on battery power would be sufficient for a Class 456 train with batteries.
In an article in the October 2017 Edition of Modern Railways, which is entitled Celling England By The Pound, Ian Walmsley says this in relation to trains running on the Uckfield Branch, which is not very challenging.
A modern EMU needs between 3 and 5 kWh per vehicle mile for this sort of service.
So applying that formula gives battery capacity of between 180 kWh and 300 kWh.
In Issue 864 of Rail Magazine, there is an article entitled Scotland High Among Vivarail’s Targets for Class 230 D-Trains, where this is said.
Vivarail’s two-car battery units contains four 100 kWh lithium-ion battery rafts, each weighing 1.2 tonnes.
If 200 kWh can be placed under the floor of each car of a rebuilt London Underground D78 Stock, then I think it is reasonable that up to 200 kWh can be placed under the floor of each car of the proposed train.
This picture of the Driver Car of a Class 321 train, shows that there is quite a bit of space under those trains.
Are the Class 456 trains similar? This is the best picture I have got so far.
It does appear that space is similar to that under a Class 321 train.
If we assume that the Class 456 train can have the following specification.
- Battery capacity of 200 kWh in both cars.
- Regenerative braking to battery.
- Power consumption of 4 kWh per vehicle mile.
I think we could be approaching a range of fifty miles on a route without too many energy-consuming stops.
Charging The Batteries
I like the Vivarail’s Fast Charge concept of using third-rail equipment to charge battery trains.
This press release from the company describes how they charge their battery electric Class 230 trains.
- The system is patented.
- The system uses a trickle-charged battery pack, by the side of the track to supply the power.
- The first system worked with the London Underground 3rd and 4th rail electrification standard.
As the length of rails needed to be added at charging points is about a metre, installing a charging facility in a station, will not be the largest of projects.
Under How Does It Work?, the press release says this.
The concept is simple – at the terminus 4 short sections of 3rd and 4th rail are installed and connected to the electronic control unit and the battery bank. Whilst the train is in service the battery bank trickle charges itself from the national grid – the benefit of this is that there is a continuous low-level draw such as an EMU would use rather than a one-off huge demand for power.
The train pulls into the station as normal and the shoe-gear connects with the sections of charging rail. The driver need do nothing other than stop in the correct place as per normal and the rail is not live until the train is in place.
That’s it!
As an electrical engineer, I’m certain the concept could be adapted to charge the batteries of a conventional third-rail train.
Vivarail’s press release says this about modification to the trains.
The train’s shoe-gear is made of ceramic carbon so it is able to withstand the heat generated during the fast charge process.
That wouldn’t be a major problem to solve.
Class 456 Train With Batteries And Class 600 Train Compared
The following sub-sections will compare the trains in various areas.
Lightweight Design
As I suspect that the basic structure of the Class 456 and Class 600 trains are similar, systems like toilets, air-conditioning, traction motors and seats will be chosen with saving weight in mind.
Every kilogram saved will mean faster acceleration.
Operating Speed
The current Class 321 train is a 100 mph train, whilst the current Class 456 train is only a 75 mph train.
I wonder if applying the modern traction package of the Class 321 Renatus to the Class 456 train could speed the shorter train up a bit?
Range Away From Electrification
Alstom have quoted ranges of hundreds of miles for the Class 600 train on one filling of hydrogen, but I can’t see the Class 456 train with batteries doing much more than fifty miles on a full charge.
But using a Fast Charge system, I can see the Class 456 train with batteries fully-charging in under ten minutes.
Fast Charge systems at Romsey and Salisbury stations would surely enable the Class 456 trains with batteries to run the hourly service over the thirty-eight mile route between the two stations.
Passenger Capacity
The current Class 456 trains have a capacity of 152 seats.
In Orders For Alstom Breeze Trains Still Expected, I said this.
The three-car Alstom Breeze is expected to have a similar capacity to a two-car diesel multiple unit.
But until I see one in the flesh, I won’t have a better figure.
If South Western Railway were wanting to replace a two-car diesel Class 158 train, they’d probably accept something like 180 seats.
Increasing Passenger Capacity
There are compatible trailer cars around from shortening Class 321 trains from four to three cars and there may be more from the creation of the Class 600 trains.
I suspect that these could be added to both Class 456 and Class 600 trains to increase capacity by fifty percent.
As a two-car train, the Class 456 train might be a bit small, but putting in a third car, which had perhaps slightly more dense seating and possibly a toilet and even more batteries could make the train anything the operator needed.
Suitability For London Waterloo and Exeter via Salisbury
This is South Western Railway’s big need for a zero emission train.
- It is around 170 miles
- Only 48 miles are electrified.
- It is currently worked by three-car Class 159 trains working in pairs.
- Class 159 trains are 90 mph trains.
I have believed for some time, that with fast charging, a battery electric train could handle this route.
But, I would feel that.
- Class 456 trains would be too slow and too small for this route.
- Class 600 trains would be too small for this route.
On the other hand, I believe that Hitachi’s Class 800 train with a battery electric capability or Regional Battery Train, which is described in this infographic from the company, could be ideal for the route.
The proposed 90 km or 56 mile range could even be sufficient take a train between Salisbury and Exeter with a single intermediate charge at Yeovil Junction station, where the trains wait up to ten minutes anyway.
There are other reasons for using Hitachi’s Regional Battery Train rather than Class 600 trains.
- First Group have a lot of experience of running Hitachi Class 80x trains, through their various subsidiaries.
- They could share depot facilities at Exeter.
- No specialist facilities would be needed.
- A five-car Class 801 with batteries would have a convenient 300 seats.
- I suspect they could be delivered before Alstom’s Class 600 train.
As the only new infrastructure required would be Fast Charge facilities at Salisbury and Yeovil Junction stations, I feel that Hitachi’s Regional Battery Train, should be a shoe-in for this route.
First Delivery
The Wikipedia entry for the Class 600 train, says introduction into traffic could be in 2024. Given, the speed with which Greater Anglia’s Class 321 trains were updated to the Renatus specification, we could see Class 456 trains with a battery capability and new interiors running well before 2024.
A Few Questions
These questions have occurred to me.
Could The Technology Be Used To Create A Class 321 Battery Electric Train?
I don’t see why not!
I believe a Class 321 battery electric train could be created with this specification.
- Three or four cars. Remember the Class 320 train is a three-car Class 321 train.
- 100 mph operating speed.
- Regenerative braking to the batteries.
- Renatus or operator-specified interior.
- Toilet as required.
- Electrification as required.
- Battery range of around sixty miles.
- Ability to use a Fast Charge system, that can easily be installed in a terminal platform.
Trains could be tailored to suit a particular route and/or operator.
Any Other Questions?
If you have any other questions, send them in and I’ll add them to this section.
Conclusion
It does appear that if the Class 456 trains, were to be fitted with a battery capability, that they would make a very useful two-car battery electric train, with the following specification.
- Two cars
- Operating speed – 75 mph. This might be a bit higher.
- Capacity – 152 seats
- Ability to work in pairs.
- Modern interior
- Range of 45-50 miles on batteries.
- Ability to charge batteries in ten minutes in a station.
- Ability to charge batteries on any track with 750 VDC third-rail electrification.
This is the sort of train, that could attract other operators, who don’t have any electrification, but want to electrify short branch lines.
Special Train Offers A Strong Case For Reopening Fawley Line
The title of this post is the same as that of an article in Issue 911 of Rail Magazine.
This is the opening paragraph.
On July 28, a South Western Railway train ran along the Fawley Branch Line. to make the case for reopening to passenger services after a 54-year gap.
On board were the Rail Minister; Chris Heaton-Harris, Network Rail Chairman; Sir Peter Hendy, Managing Director of South Western Railway; Mark Hopwood and Lord Montagu of Beulieu.
The article reports the trip and fills in more of the details, that make more sense of my sketchy post called Reintroduction Of Passenger Rail Services On The Waterside Line.
These are some points from the article.
The Infrastructure Needs Updating
This is a quote from the article.
The route has a line speed of 30 mph, with lower speed restrictions at level crossings, some of which are still hand-operated. Semaphore signals operated from by mechanical levers from Marchwood remain in use. A token is given to the driver to allow the train to run towards Fawley. All this would require updating.
Elsewhere the article says there are ten level crossings.
Housing Is The Game Changer
This is another quote from the article.
The big change is urban sprawl. In the half century since passenger services ended, housing estates for thousands of people have been built alongside the line. mostly for commuters into Southampton and the surrounding conurbation.
Up to 5,000 further new homes are planned, including an all-new small town on the site of the former Fawley power station on the southern tip of Southampton Water. Planning permission for at least 1,300 homes was granted the very evening before the Fawley train ran.
This Google Map shows the the town of Hythe and the giant Fawley Refinery.
Note.
- Hythe is towards the top of the map on Southampton Water.
- The refinery is the large beige blob in the middle on Southampton Water.
- The Fawley Branch runs close to the water and finishes inside the secure fence of the refinery.
- There will be stations at Marchwood, Hythe Town and Hythe & Fawley Parkway.
- The parkway station will be to the North of the refinery.
- The major housing site is on the former Fawley power station site, which is the Southernmost beige blob.
- The blue dot towards the West indicates the National Motor Museum at Beaulieu.
It looks to me, that an electric shuttle bus between Hythe & Fawley Parkway, Beaulieu and the various housing sites would be a good idea.
The Cost Of The Scheme
This is another quote from the article.
The campaign to open the line has been spearheaded by the Three Rivers Community Rail Partnership.
Chairman Nick Farthing says:
“For £45m, you get the track, signalling and level crossings sorted. You get a 60 mph railway with three stations = upgrading Marchwood, a new station for Hythe, and Fawley park-and-ride (just beyond Holbury, where Hardley Halt used to be).
“Three Rivers commissioned a level crossing study from Network Rail, so we know what has to be done. We’ve used a rail-approved contractor to work out how much the three stations will cost.
Three Rivers have also identified some affordable diesel rolling stock.
South Western Railway’s Innovative Train Plan
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.
Converting Class 456 Trains Into Two-Car Battery Electric Trains discusses this conversion in detail.
Conclusion
This plan seems to be coming together strongly.
All the partners like Three Rivers Community Rail Partnership, Network Rail, South Western Railway and other local interests seem to be acting together and very professionally.
Westbury Station – 30th July 2020
I went to Westbury station today and took these pictures.
I found Westbury station to be a station in extremely good condition.
It also had a buffet, where I was able to purchase a delicious ice cream.
Passenger Services Through Westbury Station
I was at the station for about an hour and several trains passed through.
Great Western Railway services through the station include.
- One train per two hour (tp2h) – London Paddington and Exeter St. Davids – Stops
- One tp2h – London Paddington and Penzance – Passes through
- One tp2h – London Paddington and Plymouth – Passes through
- One train per hour (tph) – Cardiff Central and Portsmouth Harbour – Stops
- One tp2h – Great Malvern and Westbury
- One tp2h – Gloucester and Weymouth – Stops
- One tp2h – Swindon and Westbury
Train classes included Class 800 trains and Class 166 trains.
South Western Railway services through the station include.
- Five trains per day – Salisbury and Bristol Temple Meads – Stops
Train classes include Class 159 trains.
Battery Trains Through Westbury
Hitachi’s Class 800 train with a battery electric capability or Regional Battery Train, is described in this infographic from the company.
The proposed 90 km or 56 mile range could even be sufficient take a train between Westbury and Bristol Temple Meads stations on a return trip.
Many of the trains through Westbury go to the same stations.
Distances are as follows.
- Bristol Temple Meads – 28 miles
- Newbury – 42 miles
- Salisbury – 24 miles
- Swindon – 32.5 miles
- Taunton – 47 miles
It looks like all of these places should be in range of an electric train with a battery capability, providing there is a charging facility at the other end.
An Electrification Island At Westbury Station
I have been advocating an island of electrification around Westbury station for some time and feel about a dozen miles of electrification through the station would be sufficient for Class 800 trains with a battery capability to bridge the gap.
- At Newbury, trains would access the current electrification into London Paddington.
- Between Exeter and Taunton, the rail route runs alongside the M5, so why not electrify this stretch, as the wires will not be so noticeable?
Looking at Westbury, to my untrained eye, it would appear that a short section of electrification around the station, would not be the most challenging of projects.
I believe that discontinuous electrification between Newbury and Exeter would be possible and could gradually be extended across Devon and Cornwall.
It should also be noted that one of Hitachi’s Regional Battery Trains has a range of 56 miles, so that these places from Westbury could be an return trip on batteries, with a well-driven train with excellent energy management.
- Bath Spa – 17 miles
- Bradford-on-Avon – 7 miles
- Bristol Temple Meads – 28 miles
- Chippenham – 16 miles
- Frome – 6 miles
- Salisbury – 24 miles
- Trowbridge – 4 miles
- Warminster – 9 miles
Obviously, the number of stops and the terrain will play a part.
Freight Might Drive Full Electrification Through Westbury Station
As the pictures show, there are heavy freight trains going through the area, which bring long and weighty loads of stone from the Mendips to London.
- There are regularly two or three stone trains in an average hour of the day.
- Like in the picture, I suspect they are usually hauled by a noisy, smelly, polluting and carbon-dioxide emitting Class 66 Locomotive. Not all of these, are as clean and well-maintained, as the one in the picture.
- Some trains start at Merehead Quarry, which is about fifteen miles from Westbury station.
I believe that we must decarbonise freight trains.
But freight and electric haulage is not a simple subject.
- I once had extensive talks with a Senior Crane Driver at the Port of Felixstowe during an Ipswich Town Away match. Ports don’t like overhead wires, as containers do get dropped and fall off rail wagons.
- Suppose a historic line without electrification, like the Settle and Carlisle has a serious land-slip, which it did a couple of years ago. How do you haul in the materials for repair?
- Because freight can be of a random and unpredictable nature, to electrify freight, you probably need to electrify the whole rail network.
For these and other reasons, we need independently-powered freight locomotives and I feel that a new freight locomotive will develop, that will be needed by the rail industry all over the world.
There are several solutions.
Biodiesel
Biodiesel is the simplest solution and would mean that the current diesel locomotives could be used.
In Grant Shapps Announcement On Friday, I talked about Government support for an industrial process, that has been developed by Oxford University and their spin-off company; Velocys, from the the Fischer-Tropsch Process, which can produce, the following fuels from household and industrial waste.
- Aviation biofuel.
- Biodiesel.
A plant to process 500,000 tonnes per year of Lincolnshire finest waste is now being built at Immingham to create 50,000,000 litres of fuel, by Altalto, which is a partnership between Velocys, British Airways and Shell.
If nothing else, waste-to-fuel is the interim solution to the decarbonisation of tricky sectors like heavy rail freight, rail construction, large diesel-powered machines, ships or long-distance aviation.
This fuel could be ideal to haul the heavy stone trains from the Mendips.
Hydrogen
I did think, it would be hydrogen powered, but I’m not so sure now, as hydrogen trains and locomotives seem to have a slow development cycle.
Although, there is one factor, that might influence the use of hydrogen as a fuel, which I wrote about in Thirsty High-Rollers … Mining’s Heavy Haulers Prime Candidates For Hydrogen Conversion.
Mining and quarrying don’t have a good green image, but converting mines and quarries to hydrogen power, would surely have operational and good public relational advantages.
It would also ensure a plentiful and convenient supply of hydrogen, for any hydrogen-powered locomotives.
Hydrogen-powered locomotives, with their electric transmissions, would probably be able to use electrification for traction power, so they would put pressure on the Government to electrify between Westbury and Newbury stations, so that there was a fully-electrified route between the Mendips and London.
Rolls-Royce’s Staggering Development
Staggering is not my word, but that of Paul Stein, who is Rolls-Royce’s Chief Technology Officer.
He used the word in a press release, which I discuss in Our Sustainability Journey.
To electrify aviation, Rolls-Royce has developed a 2.5 MW generator, based on a small gas-turbine engine, which Paul Stein describes like this.
Amongst the many great achievements from E-Fan X has been the generator – about the same size as a beer keg – but producing a staggering 2.5 MW. That’s enough power to supply 2,500 homes and fully represents the pioneering spirit on this project.
This generator is designed for flight and the data sheet for the gas-turbine engine is available on the Internet.
- It has a weight of under a couple of tonnes compared to the thirteen tonnes of the diesel engine and generator in a Class 68 locomotive.
- It is also more powerful than the diesel.
- It looks to be as frugal, if not more so!
- Rolls-Royce haven’t said if this gas-turbine can run on aviation biofuel, but as many of Rolls-Royce’s large engines can, I would be very surprised if it couldn’t!
Rolls-Royce’s German subsidiary is a large producer of rail and maritime diesel engines, so the company has the expertise to customise the generator for rail applications.
I can see this generator ending up in a high-powered heavy independently-powered electric locomotive for hauling stone and inter-modal container trains.
As with hydrogen-powered locomotives, this new breed of gas-turbine locomotive with its electric transmission, will be able to use electrification, where it exists.
So would locomotive developments drive the electrification through Westbury and especially between Westbury and Newbury?
I would rate is likely, that in the future, increasingly rail locomotives will have sophisticated electric transmissions, between their prime motive power of diesel, hydrogen, gas-turbine or whatever and their traction system. All of these locomotives will have pantographs and/or third-rail shoes to access electrification, where it exists.
These locomotives will surely add to pressure to electrify between Westbury and Newbury.
Biodiesel is surely the interim freight solution, if one is needed.
Future Zero-Carbon Passenger Services
Passenger services through Westbury can be divided into three groups.
Great Western Railway’s Services Between London Paddington And Devon And Cornwall
From Beeching Reversal projects put forward over the last few months, it looks like these services will increase and stop at several new and refurbished stations.
I can see discontinuous electrification being used to create a series of electrification islands to allow Class 800 trains, with a battery capability reach the Far South West of Cornwall.
Electrification islands could be at places like
- Around Westbury station.
- Between Taunton and Exeter St. Davids stations alongside the M5.
- Between Plymouth station and the Royal Albert bridge.
- Around Bodmin Parkway station
- Around Truro station
- At Newquay station
- At Penzance station
Obviously, the number and type of the various installations will depend on the methods used and the engineering required.
I do believe that with Hitachi trains, that meet their specification, that trains will be able to travel between Paddington and Penzance without touching a drop of diesel.
Great Western Railway’s Cardiff Central And Portsmouth Harbour Service
The service can be split into the following legs.
- Cardiff Central and Filton Junction – 33 miles – Electrified
- Filton Junction and Bristol Temple Meads – 5 miles – Not Electrified
- Bristol Temple Meads and Westbury – 28 miles – Not Electrified
- Westbury and Salisbury – 24 miles – Not Electrified
- Salisbury and Southampton Central – 15 miles – Not Electrified
- Southampton Central and Portsmouth Harbour – 26 miles – Electrified
It would appear that a train with the performance and range on batteries of Hitachi’s Regional Battery Train should be able to handle the route, provided the following conditions are met.
- It can leave the Great Western Main Line at Filton Junction with a full battery.
- It can leave the electrification at Westbury station with a full battery.
- It can leave Southampton Central station with a full battery.
- Third-rail shoes are fitted for working between Southampton Central and Portsmouth Harbour stations.
Recharging batteries at Bristol Temple Meads and Salisbury stations, although probably welcome, are not necessary.
I can envisage Hitachi Class 800 and Class 385 trains being able to fulfil this role, along with Bombardier Electrostars and Aventras and Siemens Desiros.
As Great Western Railway have forty-five Class 387 trains, conversion of some of these to battery electric operation must be a possibility.
Great Western Railway’s Gloucester and Weymouth Service
The service can be split into the following legs.
- Gloucester and Bristol Temple Meads – 39 miles – Not Electrified
- Bristol Temple Meads and Westbury – 28 miles – Not Electrifield
- Westbury and Dorchester Junction – 52 miles – Not Electrified
- Dorchester Junction and Weymouth – 4 miles – Electrified
It would appear that a train with the performance and range on batteries of Hitachi’s Regional Battery Train should be able to handle the route, provided the following conditions are met.
- It can leave Gloucester station with a full battery.
- It can leave Bristol Temple Meads with a full battery.
- It can leave Westbury with a full battery.
- It can leave the South Western Main Line at Dorchester Junction with a full battery.
It would be a tight trip for a battery electric train and I suspect, that there would be some extra electrification between Westbury and Dorchester Junction or perhaps charging facilities at Frome or Yeovil Pen Mill stations.
The alternative would be to fit larger batteries on the train.
As to the train to be used, a Class 387 train with a battery capability would surely be ideal.
Great Western Railway’s Swindon and Westbury Service
The service can be split into the following legs.
- Swindon and Chippenham – 16 miles – Electrified
- Chippenham and Westbury- 16 miles – Not Electrified
It would appear that a train with the performance and range on batteries of Hitachi’s Regional Battery Train should be able to handle the route, provided the following conditions are met.
- It can leave Chippenham station with a full battery.
This would have sufficient charge to do the thirty-two mile round trip from Chippenham to Westbury and back.
As to the train to be used, a Class 387 train with a battery capability would surely be ideal.
South Western Railway’s Bristol Temple Meads and Salisbury Service
The service can be split into the following legs.
- Bristol Temple Meads and Westbury – 28 miles – Not Electrified
- Westbury and Salisbury- 24 miles – Not Electrified
t would appear that a train with the performance and range on batteries of Hitachi’s Regional Battery Train should be able to handle the route, provided the following conditions are met.
- It can leave Bristol Temple Meads station with a full battery.
- It can leave Westbury with a full battery.
- It can leave Salisbury with a full battery.
But, I do wonder, if with a slightly larger battery, a well-driven train could work the route with only charging the battery at Westbury station?
Conclusion
Could Westbury station develop into a zero-carbon rail transport hub for Wiltshire?
- It has an hourly train service between London Paddington and Exeter St. Davids.
- It has an hourly service between Bristol Temple Meads and Weymouth.
- There are hourly services to stations like Bath Spa, Bradford-on-Avon, Bristol Temple Meads, Chippenham, Dorchester, Frome, Swindon, Taunton, Trowbridge and Yeovil
It could be electrified to charge battery electric trains as they pass through.
Southeastern Signs Deal To Lease Unwanted Class 707s
The title of this post is the same as that of this article on Rail Magazine.
This is the introductory paragraph.
New trains made redundant before they even entered traffic are set for a new home, with Southeastern signing a deal to lease the 30 five-car Class 707s.
These pictures show Class 707 trains.
Having ridden in the trains many times, the trains don’t seem to have a major problem, except for the high step, which isn’t very wheel-chair friendly.
I can summarise the Class 707 fleet as follows.
- Thirty trains of five cars.
- 100 mph operating speed.
- Metro interior with lots of space, as I wrote about in The Space In A Class 707 Train.
- Air-conditioing
- 275 seats
- Built in 2014.
- Wi-fi
Looking at Southeastern fleet, they have a fleet of Class 376 trains.
- Thirty-six trains of five cars.
- 75 mph operating speed.
- Metro interior.
- 228 seats
- Built in 2004
Could it be that the Class 707 trains will replace these?
- They are ten years younger
- They have more seats.
- They are 25 mph faster and probably have better acceleration.
The Class 707 have better passenger features like air-conditioning, power sockets and wi-fi. They may also have shorter dwell times in stations, just because they are newer trains.
On the other hand, the fleet is six trains smaller.
I do wonder though, if the Class 707 trains are faster over a metro route, than the Class 376 trains, because of better performance, does this mean that fewer trains can work Southeastern’s metro routes?
Kent On The Cusp Of Change
The Kent On The Cusp Of Change article in the July 2017 Edition of Modern Railways discusses the improvements that may be made by the new franchisee of the Southeastern franchise.
In Kent On The Cusp Of Change – Elimination Of Slow Trains, I outlined the reasons for replacing the 75 mph trains in Southeastern’s fleet.
There are three sub-fleets of 75 mph trains.
- 36 x Class 376 trains
- 147 x Class 465 trains
- 43 x Class 466 trains
Note.
- The Class 465 and 466 trains generally work in ten-car formations of 2 x Class 465 and 1 x Class 466 trains.
- The Class 465 and 466 trains have toilets, but the Class 376 trains don’t.
- The Class 465 and 466 trains work both Main Line and Metro services.
- Surely, 75 mph trains will slow up Main Line services.
- I doubt that Class 707 trains can run Main Line services, unless they were updated with toilets.
It should also be noted that the trailer cars of Class 465 trains may be needed to lengthen Class 165 and 166 trains, as I wrote about in Shuffling The Class 165 Trains, where I estimated that sixty trailer cars would be needed from the Class 465 fleet.
I can see an intricate strategy being developed with the following objectives.
- Introduce the Class 707 trains on Southeastern’s Metro services.
- Withdraw sixty Class 465 trains so they can donate trailer cars to lengthen Class 165/166 trains.
- Reorganise some services, so Main Line services can be all 100 mph trains.
Southeastern may need to acquire some additional rolling stock.
- South Western Railway‘s thirty-six Class 458 trains, which are soon to be replaced with new Class 701 trains are a long-term possibility.
- South Western Railway’s ninety-one Class 455 trains, which are soon to be replaced with new Class 701 trains could be a stop-gap. Built in 1982, they still look good as I wrote in It’s Not A New Train.
- Greater Anglia will be withdrawing thirty Class 379 trains, which could be converted to third-rail operation and at the moment are homeless.
The first two fleets are 75 mph trains, but the Class 379 trains are 100 mph units, that could be ideal to support Southeastern’s Main Line services.
Conclusion
The Class 707 trains look like a good replacement for the Class 376 trains.
But because there appears to be a need for trailer cars to strengthen GWR’s Class 165 and Cass 166 trains, there also appears to be a need to withdraw some Class 465 trains, which creates the need for some detailed planning.
Charging Battery Trains
In Sparking A Revolution, I talked about Hitachi’s plans to develop battery versions of their Class 800 trains.
The article also gives the specification of a Hitachi battery train.
- Range – 55-65 miles
- Performance – 90-100 mph
- Recharge – 10 minutes when static
- Routes – Suburban near electrified lines
- Battery Life – 8-10 years
These figures are credited to Hitachi.
Methods Of Charging
I can envisage two main methods of changing battery trains.
- Static charging in a station, depot or siding.
- Dynamic charging, whilst the train is on the move.
I am not covering other possible methods like battery swapping in this post.
Static Charging
Hitachi only mention static charging in their specification and they give a charge time of ten minutes.
This is a very convenient time, when you consider quite a few trains take around 10-15 minutes to turn round at a terminus.
Two companies have stated that they have products that can charge battery trains in around this time.
- Vivarail offers a system based on well-proven third-rail electrification technology.
- Furrer + Frey offers a system based on overhead electrification technology.
I suspect that other companies are developing systems.
Dynamic Charging
With dynamic charging, the batteries are charged as the trains run along standard electrified routes.
In the UK, this means one of two systems.
- 750 VDC third rail electrification
- 25 KVAC overhead electrification
Both systems can be used to charge the batteries.
Note that in the BEMU Trial in 2015, the Class 379 train used for the trial charged the batteries from the 25 KVAC overhead electrification.
A Mixture Of Dynamic And Static Charging
Many routes will be handled by a mixture of both methods.
As an example London Paddington and Cheltenham is electrified except for the 42 miles between Swindon and Cheltenham.
A round trip between London Paddington and Cheltenham could be handled as follows.
- London Paddington to Swindon using electrification – Dynamic charging battery at the same time!
- Swindon to Cheltenham using battery power
- Turnround at Cheltenham – Static charging battery at the same time!
- Cheltenham to Swindon using battery power
- Swindon to London Paddington using electrification
Note the following.
- Two legs of the round-trip are run using electrification power.
- Two legs of the round-trip are run using battery power.
- There is one dynamic charge and one static charge of the batteries.
No diesel power would be used on the journey and I suspect journey times would be identical to the current timetable.
I suspect that many routes run by battery electric trains will employ a mixture of both dynamic and static charging.
Here’s a few examples.
- London Kings Cross and Lincoln
- London Kings Cross and Harrogate
- London St Pancras and Melton Mowbray
- London Euston and Chester
- London Paddington and Bedwyn
There are probably many more.
Intermediate Charging On A Long Route
South Western Railway has a fleet that is nearly all-electric.
But they do have forty diesel trains, which are mainly used for services between London Waterloo and Exeter.
These don’t fit with any decarbonising strategy.
There is also the problem that the route between London Waterloo and Exeter, is only electrified as far as Basingstoke, leaving a long 124 miles of route without electrification.
This means that a battery train needs to charge the batteries at least twice en route.
Charging At A Longer Stop
The obvious approach to providing en route charging would be to perform a ten minute stop, where the batteries are fast charged.
Looking at Real Time Trains, the stop at Salisbury is often five minutes or more, as trains can join and split and change crews at the station.
But two stops like this could slow the train by fifteen minutes or so.
Charging At A An Electrification Island
On the section of the route, West of Salisbury, there are a series of fairly close-together stations.
- Tisbury – 7 miles
- Gillingham – 16 miles
- Templecombe – 18 miles
- Sherborne – 23 miles
- Yeovil Junction – 39 miles
- Crewkerne – 48 miles
- Axminster – 61 miles
Note,
The distances are from Salisbury.
- Much of this nearly ninety mile section of the West of England Line between Salisbury and Exeter is single track.
- The Heart of Wessex Line between Westbury and Weymouth crosses at Yeovil Junction.
- There are three sections of double track and four passing loops.
- There is a passing loop at Axminster.
It strikes me that the optimal way of charging battery trains on this secondary route might be to electrify both the West of England and Heart of Wessex Lines around Yeovil Junction station.
The power for the electrification island, could come from local renewable sources, as proposed by Riding Sunbeams.
Distances from Yeovil Junction station are.
- Bath Spa – 50 miles
- Castle Cary – 12 miles
- Exeter St. Davids – 49 miles
- Salisbury – 39 miles
- Weymouth – 30 miles
With a battery-electric train with a 55-65 mile range, as proposed in Hitachi’s draft specification, SWR’s London Waterloo and Exeter service would certainly be possible. Charging would be at Salisbury and in the Yeovil area.
On Summer Saturdays, SWR also run a London Waterloo and Weymouth service via Salisbury and Yeovil Junction. This would appear to be within the range of a battery-electric train.
As Weymouth is electrified with third-rail, I suspect that arranging charging of a battery-electric train at the station, will not be an impossible task.
The other service through the area is Great Western Railway‘s service between Gloucester and Weymouth, that runs every two hours.
It would appear that in some point in the future, it will be possible to run this service using a Hitachi battery-electric train.
Third-Rail Or Overhead?
The previous example of an electrification island would probably use 750 VDC third-rail electrification, but there is no reason, why 25 KVAC overhead electrification couldn’t be used.
Note that these trains have been talked about as possibilities for running under battery power.
- Greater Anglia’s Class 379 trains, built by Bombardier
- Greater Anglia’s Class 755 trains, built by Stadler.
- Merseyrail’s Class 777 trains, built by Stadler.
- Scotrail’s Class 385 trains, built my Hitachi
- Several companies’ Class 800 trains, built by Hitachi
- Suthern’s Class 377 trains, built by Bombardier
All the manufacturers named have experience of both dual-voltage trains and battery operation.
I would suspect that any future battery-electric trains in the UK will be built to work on both of our electrification systems.
When talking about battery-electric trains, 750 VDC third-rail electrification may have advantages.
- It can be easily powered by local renewable sources, as Riding Sunbeams are proposing.
- It is compatible with Vivarail’s Fast-Charge system.
- Connection and disconnection is totally automatic and has been since Southern Railway started using third-rail electrification.
- Is is more affordable and less disruptive to install?
- Third-rail electrification can be installed in visually-sensitive areas with less objections.
Developments in third-rail technology will improve safety, by only switching the power on, when a train is connected.
More Electrification Islands
These are a few examples of where an electrification island could enable a battery-electric train to decarbonise a service.
London Euston and Holyhead
In Are Hitachi Designing the Ultimate Battery Train?, I looked at running Hitachi’s proposed battery-electric trains between London Euston and Holyhead.
I proposed electrifying the fourteen miles between Rhyl and Llandudno Junction stations, which would leave two sections of the route between London Euston and Holyhead without electrification.
- Rhyl and Crewe is fifty-one miles.
- Llandudno Junction and Holyhead is forty-one miles.
Both sections should be within the battery range of Hitachi’s proposed battery-electric trains, with their 55-65 mile range.
The following should be noted.
- The time between arriving at Rhyl station and leaving Llandudno Junction station is nineteen minutes. This should be time enough to charge the batteries.
- Either 25 KVAC overhead or 750 VDC third-rail electrification could be used.
- There could be arguments for third-rail, as the weather can be severe.
- The railway is squeezed between the sea and the M55 Expressway and large numbers of caravans.
The performance of the new trains will be such, that they should be able to run between London Euston and Holyhead in a similar time. Using High Speed Two could reduce this to just under three hours.
Edinburgh And Aberdeen
I’m sure Scotland would like to electrify between Edinburgh and Aberdeen.
But it would be a difficult project due to the number of bridges on the route.
Distances from Edinburgh are as follows.
- Leuchars – 50 miles
- Dundee – 59 miles
- Arbroath – 76 miles
- Montrose – 90 miles
- Stonehaven – 114 miles
- Aberdeen – 130 miles
A quick look at these distances indicate that Hitachi’s proposed battery-electric trains with a 55-65 mile range could cover the following sections.
- Edinburgh and Dundee – 59 miles
- Arbroath and Aberdeen – 56 miles
Would it be possible to electrify the seventeen miles between Dundee and Arbroath?
I have just flown my helicopter along the route and observed the following.
- Dundee station is new and appears to be cleared for overhead wires.
- Many of the bridges in Dundee are new and likely to be cleared for overhead wires.
- There is a level crossing at Broughty Ferry station.
- Much of the route between Broughty Ferry and Arbroath stations is on the landward side of golf links, with numerous level crossings.
- Between Arbroath and Montrose stations, the route appears to be running through farmland using gentle curves.
- There is a single track bridge across the River South Esk to the South of Montrose station.
- According to Wikipedia, the operating speed is 100 mph.
Montrose might be a better Northern end to the electrification.
- It has a North-facing bay platform, that could be used for service recovery and for charging trains turning back to Aberdeen.
- Montrose and Aberdeen is only forty miles.
- It might be possible to run the service between Montrose and Inverurie, which is just 57 miles on battery power.
The problem would be electrifying the bridge.
Operationally, I can see trains running like this between Edinburgh and Aberdeen.
- Trains would leave the electrification, just to the North of Edinburgh with a full battery.
- Battery power would be used over the Forth Bridge and through Fife and over the Tay Bridge to Dundee.
- Electrification would take the train to Arbroath and possibly on to Montrose. The battery would also be charged on this section.
- Battery power would take trains all the way to Aberdeen.
Trains would change between battery and electrification in Dundee and Arbroath or Montrose stations.
My one question, is would it be a good idea to electrify through Aberdeen, so that trains returning South could be charged?
I believe that four or five-car versions of Hitachi’s proposed battery-electric trains would be able to run the route.
Glasgow And Aberdeen
This builds on the work that would be done to enable battery-electric trains go between Edinburgh and Aberdeen.
The route between Glasgow and Dundee is partially-electrified with only a forty-nine mile section between Dundee and Dunblane without wires.
I believe that four or five-car versions of Hitachi’s proposed battery-electric trains would be able to run the route.
To Be Continued…
Conclusion
I don’t think it will be a problem to provide an affordable charging infrastructure for battery trains.
I also think, that innovation is the key, as Vivarail have already shown.
Akiem Acquires Macquarie European Rail Fleet
The title of this post is the same as that of this article on Railway Gazette.
This is the introductory paragraph.
Leasing company Akiem Group has signed a definitive agreement to acquire Macquarie European Rail’s rolling stock leasing business, subject to regulatory approval.
Included in the deal are thirty Class 379 trains, currently used on the Stansted Express and soon to be replaced by new Class 745 trains.
Because of the lack of any published plans about where the Class 379 trains will be cascaded, I have been wondering if there is something wrong with the trains or perhaps their owner.
As the latter looks now to be changing from Macquarie to Akiem, perhaps we’ll hear some news on what is happening to the Class 379 trains.
I still feel the Class 379 trains would make excellent battery-electric trains, possibly for an airport service.
But which train operating company would need a fleet of thirty four-car electric trains?
Most have now sorted their fleet requirements and when Bombardier get their production working smoothly, perhaps with Alstom’s backing, there will be more trains being delivered to train operating companies.
But there is one fleet replacement, where battery-electric Class 379 trains may be ideal; the replacement of South Western Railway (SWR)‘s fleet of Class 158 and Class 159 trains.
Consider.
- 10 x two-car Class 158 trains and 30 x three-car Class 159 trains could be replaced by 30 x four-car Class 379 trains, which would be a near ten percent increase in carriages.
- 90 mph diesel trains, that were built in the 1990s, will be replaced by 100 mph battery-electric trains, that are not yet ten years old.
- The Class 379 trains are Electrostars and fitting third-rail shoes, will be straight out of Bombardier’s parts bins.
- Waterloo station will become another diesel-free London terminus.
- Fellow French company; Alstom could step in to the picture with their battery knowledge from other products like the iLint hydrogen train and convert the trains at Widnes or one of their other maintenance depots.
- South Western Railway and Akiem would need to procure a charging system and could probably do worse than see what Vivarail or Furrer + Frey can supply!
How would the Class 379 battery-electric trains handle various services?
London Waterloo To Salisbury And Exeter St. Davids
The most difficult service to run, would be the London Waterloo and Exeter St. Davids service via Salisbury.
Note that when SWR bid for the franchise, they promised to knock ten minutes off the time to Exeter and they will need 100 mph trains for that!
With climate change in the news, only a hardline climate-change denier would buy 100 mph diesel trains.
In Are Hitachi Designing the Ultimate Battery Train?, I suggested how Waterloo and Exeter could be run with a battery-electric train, with a range of around sixty miles on battery power.
- Use existing electrification, as far as Basingstoke – 48 miles
- Use battery power to Salisbury – 83 miles
- Trains can take several minutes at Salisbury as they often split and join and change train crew, so the train could be fast-charged, at the same time.
- Use battery power to the Tisbury/Gillingham/Yeovil/Crewkerne area, where trains would be charged – 130 miles
- Use battery power to Exeter- 172 miles
Note.
- The miles are the distance from London.
- The charging at Salisbury could be based on Vivarail’s Fast-Charging or traditional third-rail technology.
- The charging around Yeovil could be based on perhaps twenty miles of third-rail electrification, that would only be switched on, when a train is present.
- Charging would also be needed at Exeter for the return journey.
I estimate that there could be time savings of up to fifteen minutes on the route.
London Waterloo To Salisbury And Bristol Temple Meads
This service in run in conjunction with the Exeter St. Davids service, with the two trains joining and splitting at Salisbury.
As Salisbury and Bristol Temple Meads is 53 miles, it looks like this service is possible, providing the following conditions are met.
- The Class 379 train has a sixty mile range on battery power.
- The train can charge at Bristol Temple Meads, perhaps by using the 25 KVAC overhead electrification.
- The Class 379 trains can join and split with the with amount of alacrity.
Note that there may be other places, where a tri-mode capability might be useful.
Exeter And Axminster
This shorter trip is thirty miles and if the battery range is sufficient, it could probably be run by a Class 379 train, charged at Exeter.
If necessary, a method of charging could be provided at Axminster.
Romsey And Salisbury Via Southampton Central
This route is partially electrified and it looks like a battery-electric train with a sixty mile range could run the service without any extra infrastructure.
If Salisbury, gets a charging system, then this service might be used to ensure a reliable or extended service.
Portsmouth Harbour And Basingstoke And Portsmouth Harbour and Southampton Central
These two services could be run by Class 379 trains running using the electrification.
London Or Wareham and Corfe Castle
This Summer Saturday-only service is an ideal one for a battery-electric train.
New Services
There are also other branches that could be reopened, like those to Ringwood and Hythe, that could be worked by battery-electric trains.
Conclusion
It will be very interesting to see where the Class 379 trains end up.
But my money’s on them replacing South Western Railways, diesel trains, after conversion to battery-electric trains.
- Only limited infrastructure works will need to be done.
- South Western Railway will have more capacity.
- Passengers will get a faster service in a modern train.
- Waterloo will become a diesel-free station.
But most importantly, South Western Railway will have an all-electric fleet.
The Space In A Class 707 Train
This morning I got into an empty Class 707 train at Waterloo station and took these pictures.
They do show the wide aisle and the spacious lobbies by the wide double doors.
I think all suburban trains should be given lots of space like this.
- It allows for a lot of standees.
- A high proportion of passengers get a seat.
- Passengers can circulate from car-to-car to find a seat or perhaps people they know.
- The space helps quick exit and entry to the train.
Unfortunately, not all suburban trains have such spacious interiors.
These are a selection.
-
- A Forest Of Orange Poles
Note these pictures show London Overground’s Class 710 and Class 378 trains and Crossrail’s Class 345 trains.
Seating along the side may not be to everybody’s taste, but it does get a large number of passengers into a train.
Siemans and Bomnardier use very different philosophies, but achieve the same result.
Were South Western Railway’s Class 707 Trains Designed By An Accountant With A Red Pen?
I’ve just travelled between Syon Lane and Dalston Junction stations.
For the first part of the journey, I was in a South Western Railway Class 707 train, until I changed to the Overground and a Class 378 train.
The Class 707 train is better noted for what it doesn’t have.
- Air-conditioning
- Two door opening buttons
- Toilets
- Padding in the seats
But it does have wi-fi!
Was it designed by an accountant with a red pen?
As they were lumbered with these uncomfortable trains by the previous franchise holders; Stagecoach, I can understand why they are being replaced with Class 701 trains.
I am actually typing this in one of London Overground’s Class 378 trains, which have air-conditioning, better seats and more door buttons!
Conclusion
I can’t say I’m sorry to see Stagecoach abandon train operating!
Is There A Need For A Waterloo To Gatwick Service?
Whilst writing Are Network Rail And Heathrow Southern Railway Moving Towards A Joint Project On Western And Southern Access To Heathrow Airport?, I got to thinking about connectivity to London’s two main airports; Heathrow and Gatwick.
If both the Western Approach To Heathrow (WRAtH) and Heathrow Southern Railway (HSR) schemes are completed, Heathrow will have direct connections to the following major stations and areas.
- Canary Wharf using Crossrail
- City of London using Crossrail
- Clapham Junction using HSR
- HS1 using a future Crossrail to Ebbsfleet
- HS2 using Crossrail
- Liverpool Street using Crossrail
- Reading using WRAtH
- Waterloo using HSR
- West End using Crossrail
Many more places will need a single change at Clapham Junction, Farringdon, Reading, Stratford, Waterloo or Woking.
Awkward stations to get to and from Heathrow include Kings Cross, London Bridge, St. Pancras and Victoria.
Admittedly, Kings Cross, London Bridge and St. Pancras can be reached using Crossrail and Thameslink or the Underground, but Victoria is not easy as Crossrail doesn’t have an interchange with the Victoria Line.
Gatwick will have direct connections to the following major stations and areas.
- City of London using Thameslink
- HS1 using Thameslink
- Reading using GWR
- Victoria using Southern or Gatwick Express
- West End using Thameslink
Many more places will need a single change at Clapham Junction, Farringdon, Reading, or Victoria.
Awkward stations to and from Gatwick include Canary Wharf, Euston, Liverpool Street, Paddington and Waterloo.
Consider these points about Waterloo station.
Waterloo Has The Connectivity
Waterloo is on four Underground lines.
- Bakerloo Line for North West London, Paddington, West End,, South East London and North East London in collaboration with Dear Old Vicky!
- Charing Cross Branch of the Northern Line for North London, Euston and the West End.
- Jubilee Line for North West London, West End, Canary Wharf and Stratford.
- Waterloo & City Line for Bank and the City of London.
Waterloo also has its own network of frequent and comprehensive services to South West London and further afield.
Waterloo Could Be Getting Crossrail 2
In Sadiq Khan’s dreams!
The Bakerloo Line Extension and the West London Orbital Railway are much more urgent to be built, but they don’t serve Surrey, where posh commuters live!
Waterloo Is Almost A Tourist Destination
I say almost, as it is just a short walk from Westminster, several important museums and galleries, and the Thames.
Waterloo Station Is A Place To Meet Friends And Business Associates
I regularly meet friends as they pass through Waterloo station, as it has several restaurants, where you can sit, eat, drink and chat.
Waterloo Station Is Going To Be Developed
Plans are being developed to build above Waterloo station.
Could this include more hotels, in addition to offices and housing?
Why Has There Been Talk Of A Service Between Waterloo and Heathrow For Years, But Nothing About A Link To Gatwick?
Heathrow AirTrack was proposed by BAA some years ago and now Heathrow Southern Railway are putting in a privately-funded proposal.
But search for a proposal for a direct service between Waterloo and Gatwick and you find nothing sensible.
- Could it be that the route is too difficult or there is not enough capacity at Gatwick and/or Waterloo?
- Is it that a route to Heathrow would be much more profitable, as it is so much bigger?
- Is it tradition? Waterloo serves the South West and London Bridge and Victoria serves the South.
But time is moving on, a larger Waterloo and Gatwick stations are coming and Network Rail are getting some of their best brains around digital signalling.
A Waterloo And Gatwick Airport Service
As Gatwick expands, I believe that a direct service between Waterloo and Gatwick Airport will become more necessary.
The Route Of The Service
I’m not sure of this, but I believe that there is a route between Waterloo and Streatham Common or East Croydon stations, which could be used for a Waterloo to Gatwick service.
- It may need to use the flyover at Waterloo, that used to be used by Eurostar.
- I wrote about using the flyover in Waterloo Upgrade August 2017 – Waterloo To Sevenoaks.
- Could it use a route like Brixton, Herne Hill, Tulse Hill, West Norwood, Gipsy Hill, Crystal Palace, Norwood Junction and East Croydon?
- Once on the Brighton Main Line it would be plain sailing.
- Of the stations on the route I mentioned, only Norwood Junction has a direct service to Gatwick.
- A rebuilt Brixton station with its Victoria Line connection could be a valuable interchange.
- Crystal Palace will have a six trains per hour (tph) service on the Overground to Highbury & Islington.
- The route is fully electrified using third-rail.
I’m sure a practical and useful route can be found.
The Frequency Of The Service
Gatwick, Heathrow and Stansted Express services have a frequency of four tph.
So I wouldn’t think it unreasonable for a service between Waterloo and Gatwick Airport stations to have the same frquency.
Express Or Typical Suburban Service
Airport trains around London fall into two styles.
- Express – Gatwick Express, Heatrow Express and Stansted Express.
- Typical Standard Suburban Train – Crossrail and Thameslink.
As I am happy to use Thameslink to Gatwick, I have no particular preference. Except that if getting an early flight out of Gatwick, I take a night bus to Victoria and then use Gatwick Express, as it runs all night.
Passenger demand would decide, the level of service.
Trains For The Service
An appropriate train would be chosen to match the service style.
- Express – Class 387 train as per Gatwick or Heathrow Express
- Suburban Train – SWR’s Class 701 train
Both would do a very capable job.
Platforms At Waterloo
If I assume that Heathrow Southern Railway’s four tph service between Waterloo and Heathrow uses a single platform at Waterloo, I would expect it will be one of the higher-numbered platforms.
So could a Gatwick service with the same frequency use the next door platform?
This would surely be very convenient.
Conclusion
I think it is quite likely that a service between Waterloo and Gatwick Airport could be run.
But whether it is worthwhile is another matter.
Will Heathrow Southern Railway Use Trains Capable Of 125 mph?
If the Heathrow Southern Railway is built, by the time it opens, there will have been significant developments.
- Digital signalling based on ERTMS, with the possibilities of a degree of automatic control will be commonplace.
- Train manufacturers will offer 125 mph trains, that with the right interiors will be able to perform well on 100 mph routes with frequent stops.
- 125 mph bi-mode trains will have arrived.
- Great Western Railway services into Paddington, with the exception of local services will be run by 125 mph Class 800 trains.
- The opening of Old Oak Common station with its connections to High Speed Two, may mean that some Great Western Railway services stop at that station.
These developments may mean that on the Western end of the Great Western Main Line, there will be a need for a train with a lot of acceleration, to avoid inducing delays in the complex schedule of trains serving Paddington and Old Oak Common stations.
The easy way to achieve the required acceleration, may be to use more powerful trains, which will probably be capable of 125 mph.
But would they offer advantages over other parts of the routes Heathrow Southern Railway will serve?
The following must be considered.
The Top Speed Of Third-Rail Trains
Currently, the Class 395 train, is the fastest train fitted with third rail shoes.
But the train only has a top speed of 100 mph, when on lines electrified using third-rail electrification.
The world record for a train powered by third-rail electrification was set by a Class 442 train at 108 mph.
As several trains in the UK can cruise at 125 mph, could it be that the dynamics of third-rail electrification impose a limit to top speed?
This article in Rail Magazine, is entitled Bombardier Bi-Mode Aventra To Feature Battery Power.
A few points from the article.
- Development has already started.
- The bi-mode would have a maximum speed of 125 mph under both electric and diesel power.
- The trains will be built at Derby.
In Mathematics Of A Bi-Mode Aventra With Batteries, I analyse the train in detail.
This was my conclusion.
I am rapidly coming to the conclusion, that a 125 mph bi-mode train is a practical proposition.
- It would need a controllable hydrogen or diesel power-pack, that could deliver up to 200 kW
- Only one power-pack would be needed for a five-car train.
- For a five-car train, a battery capacity of 300 kWh would probably be sufficient.
From my past professional experience, I know that a computer model can be built, that would show the best onboard generator and battery sizes, and possibly a better operating strategy, for both individual routes and train operating companies.
Obviously, Bombardier have better data and more sophisticated calculations than I do.
My calculation might be wrong, but it’s in the right area.
Using batteries with third-rail electric trains, may be an alternative way to overcome any problems with the dynamics of that method of electrification.
But I do suspect that if train manufacturers were asked to produce an electric train capable of running at 125 mph using third-rail electrification, they would take the money and build the trains.
Upgrading Track To 125 mph
Virtually all of Heathrow Southern Railway’s proposed or possible routes to the South and West of Heathrow are third-rail electrified
- The South Western Main Line to Southampton, Bournemouth, Poole and Weymouth has a 100 mph operating speed.
- The Portsmouth Diect Line to Guildford and Portsmouth has a 90 mph maximum speed.
South Western Railway know that speed on these routes sells tickets, so much so that they are refurbishing the Class 442 trains for the Portsmouth route because of their higher performance.
Network Rail may get a lot of criticism for their performance with electrification, which work on new track layouts and improvements,seems not to attract.
They have also been very successful in designing and executing 125 mph track upgrades to the Midland Main Line.
So would it be possible to upgrade some of the routes to allow faster running?
Consider.
- Fifty miles of line upgraded from 100 mph to 125 mph running saves six minutes.
- Waterloo to Weymouth is 143 miles.
- More powerful trains might save time on station stops.
- The routes are four tracks to Basingstoke.
- As modern digital signalling is applied to this route there will be further time savings.
At the moment there is no point, as South Western Railway only has trains with an operating speed of 100 mph.
But these trains will probably be replaced in the next few years or so and I wouldn’t be surprised to see them replaced with trains that are capable of 125 mph, which would make updating sections to the West of Woking possible.
South Western Railway
Surely faster services to Bournemouth, Poole, Portsmouth, Southampton and Weymouth will be of interest to South Western Railway, even if it means new trains.
The New Route Between Heathrow And Woking
Heathrow Southern Railway intends to build a new route between Heathrow Terminal 5 and Working stations.
- A tunnel will connect the Western end of Heathrow Terminal 5 station to new tracks running alongside the M25 to connect to the Chertsey Branch Line to the West of Chertsey station.
- Trains would pass through Chertsey and Addlestone stations, before joining the South Western Main Line at Byfleet Junction.
- Trains would pass through West Byfleet and Byfleet & New Haw stations to reach Woking station.
It is a well-designed route, that uses the M25 to minimise environmental damage.
From what I have said earlier about 125 mph third-rail trains, upgrading of routes to 125 mph and South Western Railways desire for faster services, I can see no reason, why this route shouldn’t be built for 125 mph operation.
125 mph trains would mean.
- Removing level crossings at Chertsey and Addlestone stations.
- Upgrading West Byfleet and Byfleet & New Haw stations.
- Probably upgrading between Byfleet Junction and Woking station for 125 mph running.
But there would be about fifteen miles of high speed rail line, which for ease of operation would probably be electrified with third-rail.
Trains would switch electrification systems in Heathrow Terminal 5 station.
Conclusions
I am led to the following conclusions.
- 125 mph third-rail trains will become a reality.
- South Western Railway and Heathrow Southern Railway will look at them seriously.
I also feel that Heathrow Southern Railway will be a 125 mph railway.
The Anonymous Widower 