Does anyone know where things are at with electrification and increased service recommendations for the North Downs line? There is much online, documenting strategies for increasing services on this line as well as infill electrification but has this/is this actually going to happen? I'm confused also that the plan seems to be to increase services from 2tph to 3tph (which has supposedly already happened) in the medium term and then 4tph in the longer term but it looks like there are still 2tph currently. Any enlightenment from those in the know much appreciated.
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Does anyone know where things are at with electrification and increased service recommendations for the North Downs line?
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3tph was ditched. The recently introduced timetable delivers 2tph to Gatwick, which was one of the primary objective of the 3tph plans, in a considerably more efficient manner.
There doesn't appear to be any plan for electrification, and the recently introduced timetable is the increased service.
The next step would appear to revolve around whoever takes forward replacement of Turbos in the 2030s.
swt_passenger
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No sign of infill electrification whatsoever. Also, as it’s bang in the middle of a third rail area, short lengths of overheads are highly unlikely, they might use some sort of battery/DC EMU in the future.
But I suspect if taken across the country this is a very low priority.
But I suspect if taken across the country this is a very low priority.
Kite159
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In a crayonist world the gaps would be an easy infill with new 3rd rail (afterall it's not like the network rail workers wouldn't have interfaced with 3rd rail track before). But sadly the ORR seems against infilling of diesel islands preferring to waste money on battery trains.
The only improvement for the line might come when GWR orders new stock to replace the aging Turbos.
The only improvement for the line might come when GWR orders new stock to replace the aging Turbos.
This isn't a speculative thread. The fact is that there is nothing in the public domain to indicate that any changes to the traction arrangements are currently in the works.
There has just been a significant improvement in the timetable for many of the line's users.
DelW
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The timetable was recently rewritten for two reasons: abandonment of the scheme to replace the existing trains with bi-mode (diesel and 3rd rail) class 769s; and as mentioned above, abandonment of the intention to run a third train per hour.
It's unlikely that the NDL will see any significant improvement for another decade or so. What might happen when the current Turbos expire is anyone's guess.
It's unlikely that the NDL will see any significant improvement for another decade or so. What might happen when the current Turbos expire is anyone's guess.
Kite159
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By extending the Redhill stopper to Gatwick and bringing back timings based on 16Xs rather than 769s? With the big improvement being the 'fast' service calling at more stations slowing the overall journey time for anybody doing Reading to Gatwick in full?
Significant improvement will be faster trains which have 2+2 seating rather than the sluggish Turbos with the suburban 3+2 seating layout.
No longer having to wait an hour at Reading between trains to Gatwick, more stations having direct trains to Gatwick, and a more balanced timetable are improvements, even if some journey times are ten minutes longer.
AlastairFraser
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So we need a unit with about 30-35 miles of battery capacity - since Wokingham to Ash station is around 13 miles (although the 3rd rail starts around a 3rd of a mile north of the station, if the unit can change over on the move) and Shalford Jcn to Reigate is around 17 miles. These sections are separated by a considerable length of 3rd rail, so 30 should surely be sufficient.
Personally I’d put more in, but yes. A battery for 30 miles range for a typical 4 car EMU on a North Downs duty cycle would be roughly that which you will find in 5 x Kia EV9s.
DelW
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I'm not aware of those plans, but I suspect they refer to footpath crossings rather than roads, as I don't think any of the road crossings are substandard. Several foot crossings are being or have been replaced by bridges (e.g. Farnborough North, Gomshall station, Shere Heath), and possibly signage upgrades are the next phase for foot crossings which don't justify provision of a bridge.
The two most problematic road crossings (though more from a road traffic than a rail viewpoint) are Ash and Reigate. Ash is currently being replaced by a bridge, while Reigate is probably in the "too difficult to do anything" box for the foreseeable future.
Some of the recent discussions around the 350/2s have been moved here now:
www.railforums.co.uk
Future of Class 350/2
knowing that they will be displaced from the WMT fleet by the time the Aventras went into service so i wondered what TOC can adapt those trains..... PS I have heard their owner—Porterbrook is planning to convert the units into Battery-MU.....
www.railforums.co.uk
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