Photo (C) Alstom
Battery Electric the Solution to North Downs Line?
The current diesel trains used on the North Downs line are ageing and will need to be replaced, ideally with electric units. Electrifying the North Downs Line which has been discussed for years, seems as far away as ever, partly due to reluctance to have more 3rd rail electrification due to safety and also efficiency reasons. No data appears to be publicly available comparing the risks of 3rd rail electrification versus overhead electrification.
The North Downs Line
|
Section |
Distance |
Power |
|
Reading - Wokingham |
6.5 mi (10.5 km) |
Electrified |
|
Wokingham - Aldershot South Jn |
12.5 mi (20 km) |
Not electrified |
|
Aldershot South Jn - Guildford |
8.0 mi (13 km) |
Electrified |
|
Guildford - Reigate |
16.5 mi (26.5 km |
Not electrified |
|
Reigate - Redhill |
2.0 mi (3.2 km) |
Electrified |
|
Redhill to Gatwick |
6.0 mi |
Electrified |
Battery electric the Future?
Two developments indicate that the future might be to use Battery Electric Multiple Units BEMU units. A recent order has been placed for TransPennine trains that appear to have a range of reliable 50miles on battery power. No official figure has been supplied but the technology is similar to that used in Eire where Irish railways quote 50 miles.
Thus a BEMU is able to operate the route which is 45 miles (73.2 km) even with the £rd Rail power not in operation.
The government has recently issued a Strategy for the future Rail Fleet that supports the use of BEMUS in future replacing diesel units. See report at foot of the post.
3rd Rail is an issue.
3rd Rail power is limited and unlike overhead power it appears that BEMU’s won’t be able to recharge whilst on the move. The Transpenine trains are planned to recharge whilst under electric power and also recharge at the terminal stations.
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