North_Downs_Line_Tra...
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The Chancellor Rachel Reeves delivered a speech on the 28th Jan 2025 majoring on the need to invest in new transport links, including airports. The commitment to a second runway at Gatwick and developments planned for Oxford could impact usage on the North Downs Line.
The speech also promised support and investment to create a 'Economic Zone' based on the Oxford to Cambridge axis.
The Chancellor also announced (or more accurately re-announced as it has been a favourite for politicians for the past decade!!) the creation of the Cambridge to Oxford Growth area. This includes commitments to extra, in Oxford, Medical facilities for Research and Treatment especially for Cancer. Oxford also has an area equivalent to the Kings Cross redevelopment area awaiting re-development in the western part of the city near the station.
This area could have an impact on Guildford. Guildford Research Park, University, Pirbright and RSCH are natural partner organisations for the developments in Oxford, this potential partnership would be aided by better communications via an upgraded North Downs Line.
One of the issues with expanding Gatwick is to increase the use of public transport usage to access the airport. Currently 44% of the traffic to Gatwick is using public Transport, the aim is to increase this to 54% of a larger number of passengers and workers. The North Downs Line if upgraded can aid achieving this end. A faster service on an upgraded line would also provide Oxford, Reading with easier and direct access to the airport.
There are already plans to service the RSCH and Research park by a station close to the RSCH Guildford West. Although plans appear to be stalled at present.
The local road network around Guildford is congested. A new transport offer on the North Downs Lines could attract increased usage – particularly with a Guildford West Station opened.
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 near future as sourcing trains either by cascade from other areas 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 45 miles long of which two sections, Reigate–Shalford Junction and Aldershot South Junction–Wokingham, together totalling 29 mi (47 km) route miles, are unelectrified. The Redhill to Gatwick leg that most trains use is 3.5 Miles all electrified.
Southwest Rail on the London to Exeter line via Salisbury are running a deisel trains (Class 158) of a similar vintage to the lass 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 now may allow 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 existing Electrical Multiple Units (EMU’s) is technically possible. Southwest 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 existing Class 450’s. Batteries are expected to have a life of 15years which matches the midlife 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. An issue could be power supplies which at present may not cope with multiple trains in operation whilst also recharging batteries.
Network Rail and GWR Study.
At the end of 2024 a study was published by SWR and NR on options to replace the existing trains. The report, that can be found below, discussed potential further expansion of services and also options for new trains. The preferred solution also appears to be Battery/Electric with charging taking place at either stations or whilst the train is operated along the 3rd rail sections
The North Downs Line is capacity limited due to old signalling. An upgrade would be required.
Opportunities provided by new rolling stock should allow for faster journey times with potentially fast services overtaking slow services at Guildford.
A through Service extending the North Downs Service to Oxford should be considered. It is easy to route trains via Reading onwards to Oxford, there is a underpass that was refurbished when Reading Station was upgraded. On a historical note Lewis Carroll used through trains to get between Oxford and Guildford when visiting!!!
The station at Guildford West has progressed very slowly. Network rail now have a system of factory built modular stations that should lower costs (see linked post below). New rolling stock should also ease concerns with stopping times at the Guildford West Site.
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