The current fleet of trains (Class 165/166) on the North Downs Line are getting towards of their economic life with maybe 5-10 years life left. How they are replaced will need to be decided in the not too distant future as sourcing trains either by cascade from other ares or building new can be a multi-year operation.
The North Downs Line was due to have Class 769’s a couple of years ago which would have increased capacity and were capable of Deisel, 3rd Rail and Overhead Electric operation. These trains whilst in test on the route were cancelled, due to technical issues and as part of the government cost saving measure.
There has always been a desire to change the North Downs line to electric operation. The line is is 45 mi long of which two sections, Reigate–Shalford Junction and Aldershot South Junction–Wokingham, together totalling 29 mi (47 km) route miles, are unelectrified. The Redhil to Gatwick leg that most trains use is 3.5 Miles all electrified.
South West Rail on the London to Exeter line via Salisbury are running a Deisel Trains (Class 158) of a similar vintage to the Class 165/166. They have been looking at how these trains are replaced. The London to Exeter route is electrified 3rd Rail to Basingstoke but past Worting Junction (55 Miles) to the west of Basingstoke, the route, with no electrification, continues via Salisbury to Exeter (172 miles).
South West Rail have now identified that discontinuous electrification may be a viable option.
This option is created by
Installing 3rd Rail electrification at selected locations, likely to be through stations to allow trains to be powered on starting, and also recharge batteries.
The Rail Safety and Standards Board has apparently eased its concerns on the safety of 3rd Rail which has prevented extension of this technology as they are now happy to have 3rd rail supplemented with switching technology that cuts off power when no trains are present.
Installing battery packs that can give a range of 50 miles on number of existing Electrical Multiple Units (EMU’s). South West Rail have spare EMU’s at present, partly due to the Covid turn down in business and could either convert new Class 701’s or Class 450’s. Batteries are expected to have a like of 15years which matches the mid life refurbishment of Class 701’s or the end of life/rebuild of Class 450’s.
The North Downs route is an easier proposition than the route to Exeter and the distances are far smaller so charging in operation except whilst a train is running on 3rd rail may not be required. A issue could be power supplies which may at present may not cope with multiple trains in operation whilst also recharging batteries.
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