Drsatan
Established Member
Before reading this thread, you might want to read this one: http://www.railforums.co.uk/showthread.php?t=47756&highlight=3rd+rail+electrif. This is because it will place what I am about to say into perspective.
I support any plans for a gradual re-electrification of the Southern 3rd rail network at 25kV AC. If Basingstoke to Reading and Reading - Coventry via Oxford is electrified concurrently with the electrification of the GWML, then not only can all XC services from Bournemouth to Manchester Piccadilly be formed of EMUs, but any Freightliner services to Birmingham and destinations beyond can be hauled by 90s or 92s. Furthermore, Basingstoke to Reading local services can be worked by EMUs (possibly displaced 319s, although there might not be enough to go around), releasing about 3 or 4 165s for other duties.
However, the question remains as to how the network can be re-electrified without causing too much disruption.
The SWML should be re-electrified first of all because of its proximity to the GWML (which may have been electrified by the time re-electrification happens). Therefore, I'd suggest that Waterloo to Basingstoke ought to be re-electrified first because it's the busiest section of the SWML. To avoid too much disruption I suggest that two lines should be closed at any one time while two remain open, assuming it's still possible once logistics, health & safety and so on are taken into account. At the same time the Hampton Court branch should be re-electrified, so that at a stroke the majority of trains using that line are AC units.
South of Basingstoke, to avoid continual 'bustitution' from Basingstoke to Southampton I'd electrify the line to Salisbury at 25kv AC. Any 158s and 159s used on local services terminating at Salisbury could either remain with SWT to lengthen West of England services, be used for a regular Exeter - Axminster local service (pending infrastructure improvements), or could be sent to Northern possibly to cascade the 155s and 156s elsewhere.
The Laverstock Loop should be electrified as well along with the line from Laverstock South Jn to Southampton. If the line from Romsey to Eastleigh were electrified as well, then Salisbury - Romsey via Eastleigh local services could later be operated using EMUs. Alternatively, pending electrification of the line east of Southampton Tunnel, the service could temporarily be split in two, with seperate Salisbury - Southampton and Romsey - Eastleigh portions.
Effectively, XC and services to Southampton Central and beyond could be diverted along the newly electrified line. The rest of the SWML to Weymouth would be electrified in stages.
Next, the Portsmouth Direct line from Guildford to Portsmouth Harbour should be re-electrified. First, the direct line from Woking via Worplesdon would be re-electrified, then the line via Cobham, with trains diverted over one while the other was re-electrified. Simultaneously, the line from Eastleigh to Fareham should be double-tracked as far as the single-bore tunnel north of Fareham, to allow for any Portsmouth Direct services to be routed that way.
Afterwards, the line from Portsmouth Harbour to Southampton should be re-electrified, with Cardiff - Portsmouth and Portsmouth Harbour - Southampton services running via Eastleigh. The 450s typically used on this line can be converted to AC operation without any problems. An immediate candidate for electrification are the unelectrified sections of the North Downs line (Wokingham to North Camp, and Shalford Junction to Reigate. Management of the line would be transferred to SWT.
Eventually, the rest of the SWT surburban network would be re-electrified piecemeal. Ideally, the line from Clapham Junction to Reading and Windsor to Eton Riverside would be re-electrified first, with the remaining lines following soon afterwards. However, I accept that re-electrification is probably a non-started given the costs and disruption involved.
Former South Central division
Somewhat more problematic is the West Coastway line, since re-electrification of this line would be very disruptive. Of higher priority is the Brighton Main Line due to its greater traffic volume. To minimise disruption, I suggest at the bare minimum that the Uckfield branch should be electrified at 25kv AC, and the 'missing link' from Uckfield to Lewes should be rebuilt and electrified at 25kv AC with trains reversing at Lewes. Preferably, all of the recommendations included in the Brighton Main Line 2 plan (http://www.bml2.co.uk/) should be implemented to allow for the maximum service level to be maintained while the BML is re-electrified. For the time being, services via the chord onto the West Coastway would be worked by dual voltage 377s. A lower priority route is the Arun Valley line which should be fairly easy to re-electrify due to the lack of tunnels.
Following onthe East Coastway line along with the branch to Newhaven should be re-electrified. Since the 313/2s used on East and West Coastway services would probably be life-expired I suggest that the 379s used on Stansted Express services, upon being replaced by newer units, should be cascaded to Southern to replace the 313/2s and strengthen existing services. Other than that since converting all 377s to dual voltage units should be fairly easy no new rolling stock will need to be ordered.
I haven't covered the South Eastern region for the time being since I don't have the time.
I support any plans for a gradual re-electrification of the Southern 3rd rail network at 25kV AC. If Basingstoke to Reading and Reading - Coventry via Oxford is electrified concurrently with the electrification of the GWML, then not only can all XC services from Bournemouth to Manchester Piccadilly be formed of EMUs, but any Freightliner services to Birmingham and destinations beyond can be hauled by 90s or 92s. Furthermore, Basingstoke to Reading local services can be worked by EMUs (possibly displaced 319s, although there might not be enough to go around), releasing about 3 or 4 165s for other duties.
However, the question remains as to how the network can be re-electrified without causing too much disruption.
The SWML should be re-electrified first of all because of its proximity to the GWML (which may have been electrified by the time re-electrification happens). Therefore, I'd suggest that Waterloo to Basingstoke ought to be re-electrified first because it's the busiest section of the SWML. To avoid too much disruption I suggest that two lines should be closed at any one time while two remain open, assuming it's still possible once logistics, health & safety and so on are taken into account. At the same time the Hampton Court branch should be re-electrified, so that at a stroke the majority of trains using that line are AC units.
South of Basingstoke, to avoid continual 'bustitution' from Basingstoke to Southampton I'd electrify the line to Salisbury at 25kv AC. Any 158s and 159s used on local services terminating at Salisbury could either remain with SWT to lengthen West of England services, be used for a regular Exeter - Axminster local service (pending infrastructure improvements), or could be sent to Northern possibly to cascade the 155s and 156s elsewhere.
The Laverstock Loop should be electrified as well along with the line from Laverstock South Jn to Southampton. If the line from Romsey to Eastleigh were electrified as well, then Salisbury - Romsey via Eastleigh local services could later be operated using EMUs. Alternatively, pending electrification of the line east of Southampton Tunnel, the service could temporarily be split in two, with seperate Salisbury - Southampton and Romsey - Eastleigh portions.
Effectively, XC and services to Southampton Central and beyond could be diverted along the newly electrified line. The rest of the SWML to Weymouth would be electrified in stages.
Next, the Portsmouth Direct line from Guildford to Portsmouth Harbour should be re-electrified. First, the direct line from Woking via Worplesdon would be re-electrified, then the line via Cobham, with trains diverted over one while the other was re-electrified. Simultaneously, the line from Eastleigh to Fareham should be double-tracked as far as the single-bore tunnel north of Fareham, to allow for any Portsmouth Direct services to be routed that way.
Afterwards, the line from Portsmouth Harbour to Southampton should be re-electrified, with Cardiff - Portsmouth and Portsmouth Harbour - Southampton services running via Eastleigh. The 450s typically used on this line can be converted to AC operation without any problems. An immediate candidate for electrification are the unelectrified sections of the North Downs line (Wokingham to North Camp, and Shalford Junction to Reigate. Management of the line would be transferred to SWT.
Eventually, the rest of the SWT surburban network would be re-electrified piecemeal. Ideally, the line from Clapham Junction to Reading and Windsor to Eton Riverside would be re-electrified first, with the remaining lines following soon afterwards. However, I accept that re-electrification is probably a non-started given the costs and disruption involved.
Former South Central division
Somewhat more problematic is the West Coastway line, since re-electrification of this line would be very disruptive. Of higher priority is the Brighton Main Line due to its greater traffic volume. To minimise disruption, I suggest at the bare minimum that the Uckfield branch should be electrified at 25kv AC, and the 'missing link' from Uckfield to Lewes should be rebuilt and electrified at 25kv AC with trains reversing at Lewes. Preferably, all of the recommendations included in the Brighton Main Line 2 plan (http://www.bml2.co.uk/) should be implemented to allow for the maximum service level to be maintained while the BML is re-electrified. For the time being, services via the chord onto the West Coastway would be worked by dual voltage 377s. A lower priority route is the Arun Valley line which should be fairly easy to re-electrify due to the lack of tunnels.
Following onthe East Coastway line along with the branch to Newhaven should be re-electrified. Since the 313/2s used on East and West Coastway services would probably be life-expired I suggest that the 379s used on Stansted Express services, upon being replaced by newer units, should be cascaded to Southern to replace the 313/2s and strengthen existing services. Other than that since converting all 377s to dual voltage units should be fairly easy no new rolling stock will need to be ordered.
I haven't covered the South Eastern region for the time being since I don't have the time.
