Opinion: Next Generation Regional Train…
V/Line Victoria’s fleet of classic assets (consisting of EMD N class diesel electric locomotives and the Sprinter fleet) are planned to be retired by 2027 seems awfully close without a replacement in sight.
The Geelong Line has seen unprecedented growth due to the introduction of two new station in 2015, being Tarneit and Wyndham Vale which has been putting more pressure on existing services, with current proposals to eventually run metro trains to those stations. Geelong being Victoria’s second city, there’s been growing demand for passengers travelling between the two major cites, literally 50km apart.
A short term solution was to introduce ‘Short Haul Vlocity’ units (VL77–79) onto the Wyndham Vale and Melton services to assist with demand but more will be done in due course with proposed nine car VLocity units in revenue service.
The Government are looking forward for a new regional train design that can ideally move and set Victoria on track for the next fifty years.
The internal provisional project name “NGRT” is Next Generation Regional Trains.
So what is this NGRT? The Victorian Government are posed to make a order for new Regional Trains for the Geelong Line, which will further allow the displacement of the Geelong VLocity to other lines (Seymour and more long distance services).
The NGRT could be a gamechanger to our rail network in Victoria, as Melbourne and Geelong is about to become closer and closer with current Government policies wanting to see journey times slashed to 45mins or less (with the so called Geelong Fast Rail Project).
Although the information relating this project is still under the wraps within the Department of Transport. Its obvious that the Department is looking for
- something high capacity, able to move people from A to B.
- something that is modern, functional and performs to modern expectations, reliable between mechanical servicing average 40,000km
- something that can boost passenger morale whilst featuring modern amenities and expectations (not limited to usb charging and drink fountains).
1: Should Victoria move the Geelong line to full electric or adopt a Bi-Mode stance?
Full Electrification
In 1950’s, the Victorian Railways had hope of electrifying the Geelong Line as the Victorian Railway ordered more ‘L’ Class Electric Locomotives from English Electric. These were used on the Gippsland Lines.
I firmly believe that electrifying the Geelong Line could have it’s benefits but 1500v DC would pose some problems if you wanted to run to Geelong, with the first being an 1500v DC which requires significant amount of smaller substations and this was evident with the Gippsland Line.
1500v DC can be costly and this was evident when the State Electric Commission stopped freight trains to the Morwell power region, the electrified lines served no purposes and ripped down subsequently during the 1980–2000.
The recent extension to Melbourne Airport requires 5 new substations to supply adequate 1,500v DC power.
25kv 60Hz is the preferred option for majority of todays railways as its considered the standard.
It’s been suggested that 25kv 60hz AC could be beneficial, with larger power stations to cover longer distances but a transition area would need to be set somewhere to allow the train-sets to change from 25kv AC to 1.5kv DC. 25kv 60hz AC is more modern and currently used in the United Kingdom as an standard.
Bi-Mode.
Bi-Mode as a transport solution has been growing as a popular alternative, whilst reducing carbon emissions when under electric wires. This is often looked at as a short term solution to eventual full scale electrification if its viable.
Bi-Mode is a growing trend of using two power sources to power the trainset. This is either the use of a diesel engine and electric (Battery or Overheads or Third Rail). Currently, the UK is leading the charge with Bi-Mode trainsets with Train Operating Companies (now Direct Operators) opting into this trend.
Considering that there’s a lack of trains that stops at Little River (nor the lack of developments due to a green wedge), you could theoretically make good use of Bi-Mode.
As you could have two electrified sections that would prove effective and efferent way of introducing ‘higher speed services’.
- Western Section being in Geelong (Waurn Ponds — North Shore), a completely new electrified system.
- Eastern section being in Melbourne (Manor — Spencer Street), using the existing MTM network wherever possible (also factoring soon to be electrified Wyndham Vale Line).
- The middle section between North Shore — Manor could be diesel or battery powered section, where the trains can comfortably do 160-200kph. This section can save 40km of electrification, whilst allowing the new trainsets to still actively service the Geelong region without negatively disrupting service during the construction phase.
2: What trains (off the shelf) could be possible candidates or inspire the DOTV to move forward?
It’s obvious that the Rail Industry is moving forward with more sustainable options with the introduction of Bi-Mode and carbon netural trainsets.
Victoria is undoubtedly following these trends with the Department of Transport looking into a possible battery powered trainsets for future lines with Alstom planning to propose battery operation as a possible solution. But personally, we shouldn’t fully rule out diesel if it economically viable and sustainable.
Hitachi Class 80x series of trainsets have been a newcomer to the UK rail industry with the trainsets being introduced in 2016 for two franchisers, being Great Western Railway and Virgin Trains East Coast (later LNER, London North East Railway). Now, six operators (one being open access) operate an AT300 in one way, shape or form with additonal trainsets being actively considered.
The AT300, can achieve 225kph under 25kv AC and up to 200kph under diesel. They also resemble the stylistic design of the Japanese Shinkansen trainsets at the time.
These 80x trainsets have been proven relatively successful and proven to meet the tight timetables set by Network Rail. Passengers seem to like the new train with the only problem being the seating being a bit too hard to comfort.
The acceleration rate is: 2.5kph acceleration per second.
80X comes in 5 or 9 car consists.
Stadler FLIRT UK, Class 755.
Stadler has been making some gamechanging products as they slowly put good alternatives within the UK market. The FLIRT series of trains would be the ideal candidate for Victoria as this would feature modern passenger amenities, but Stadler has been making trains that literally take off like a rocket (with acceleration).
The UK Class 755 are able to reach a top speed of 160kph, which would offer no speed difference when compared to a VLocity 160 (wth the only change being faster acceleration.
These trainsets come in 3 or 4 car consists with the ‘powerpack’ situated in the middle of the consist.
And right across the border into New South Wales, the Transport for NSW has opted into using bi-modes for their new CAF trainsets that would ultimately replace the Endeavors and XPT trainsets respectively.
These were originally going to be diesel, but later a change of order saw them opt into the growing trend of Bi-Mode.
It’s currently unknown much about this trainset, other than it doesn't have a sleeping car but that's something for NSWTL to comment on.
(The BR Class 769, will not get a mention here :P but a mention of Class 230 to an extent.).
Concluding,
Personally, if we want to reap in the benefits of faster train services between Geelong, Bi-Mode can provide a good short term solution until further funding can support the full electrification to Geelong in due course. I don’t see 1,500v DC being rolled out to Geelong, but can see 25Kv AC (this will take time).
The Class 80X would ideally be a good trainset the government could consider but being more an ‘InterCity’ trainset over a commuter trainset, it would pose problems if there wasn’t adequate metro services to ease off the pressure on Tarneit and Wyndham Vale as Regional Trains are packed to the bream.
There needs to be segregation between Regional and Metro services to allow Geelong Line customers to have a smooth and fast ride into Melbourne or Geelong respectively if true high speed rail is to be achieved.
