Bi-mode or electric?

It is amazing that using hydrogen technology as an alternative to future electrification is still being discussed ( RAIL 838).

Anyone who has ever seen the newsreel footage of the Hindenburg disaster must wonder what will happen in the event of a major accident involving a train containing a large cylinder with hydrogen gas under pressure. Somehow, I suspect that the first major accident of a hydrogenpowered train will be the last, as they will all be withdrawn from service.

Let’s face it, though - Network Rail needed to be forced to take a step back and get electrification right before continuing beyond its existing commitments. The Great Western electrification is taking far too long, at a cost that seems to assume the financiers of the project have bottomless pockets.

My favourite word is ‘balance’. Network Rail really needs to ensure that it has balanced capital costs against maintenance costs, to ensure the lowest lifetime costs for the kit.

And the regulators really need to justify the changes to the regulations that have also pushed up costs, when the regulations used when BR was carrying out electrification work seem to have a very low risk factor already.

Again, that word balance comes into play - balancing risk to affordability. It is of no use to anyone having a zero-risk railway if nobody can afford to use it and therefore use road transport instead, greatly increasing risk to themselves and others.

This leads to another question, are bi-mode trains really affordable?

Faced with rapidly rising ridership on its recently electrified commuter network, Auckland Transport obtained a quote for 17 additional three-car electric multiple units, identical to those it already has from CAF. These were to have batteries fitted to enable operation for the few miles of unelectrified track from Papakura to Pukekohe, to strengthen existing services and replace the diesel shuttle operating to Pukekohe. These were to cost NZ$207 million (£107m), or around NZ$12.2m each.

However, as the new Government is minded to electrify the section of track to Pukekohe, Auckland Transport has ordered 15 new three-car EMUs without the batteries, but with passive provision for these to be fitted later if required. These will cost NZ$133m (£68.5m) or NZ$8.9m each. This is a total saving of NZ$74m (£38m).

This is without replacing the batteries every five years or so, or the extra track damage due to the heavier trains, or the extra energy required to accelerate the heavier trains.

At present, we have a huge number of carriages coming

off-lease with plenty of life left in them. The most sensible way of ensuring that the train leasing companies continue to find customers for these trains is to continue electrification of more lines. Only this time it should be a rolling programme that ensures we do not try to stretch resources too far, with projects properly planned before work starts.

We also need somebody willing to stand up to overzealous safety regulators, and to Network Rail adding costs to projects to avoid future costs when this is not cost-effective. Ross Middleton, St Albans