GO-OP's project is the modification of existing, underutilised UK rail rolling stock for low carbon regional railway operation on non-electrified routes -- something not previously attempted in the UK. Existing IPEMUs are yet to be deployed commercially and are relatively low specification, with advertised ranges of no more than 60 miles and top speeds of 75mph. While this is adequate for short routes and branch line operation, it is not capable of making the regional connections needed to achieve a modal shift away from private transport outside the London commuter belt.

Fast charging systems are close to deployment, with network certification expected this summer; and slower systems using traditional pantographs are also readily available. but in order to make full use of them without loss of performance it is essential that at least some existing rolling stock can be adapted for battery operation over longer distances on high speed main lines without adding excessive weight.

We will reduce the demands made on the battery pack by using computer modelling of airflow to design aerodynamic farings. Fitted to carriage ends, these could reduce energy losses from wind resistance by 5% at speeds in excess of 70mph. Conversion of braking systems to recapture kinetic energy could reduce the necessary battery capacity by a further 5-10%..

Our solution for battery mounting will draw on the 2015 Electrostar project carried out by Bombardier. This required a battery array of 500kw, mounted on three battery rafts on the underside of a class 379 trainset. We plan to use an array almost twice the size, mounted on different rolling stock and capable of more rapid charging. Our innovation will take the experimental demonstrations and move them to commercial application on a route in the south west region where electrification is a particularly remote prospect.

By its nature, public transport will always have limited capacity for social distancing. However, the need to control the weight of the rail vehicle (and hence the weight and cost of the batteries it must carry) is compatible with measure that improve passenger comfort and personal space – such as more tables, and more widely spaced seating – and limit maximum ‘crush loading’. As passengers return to public transport (which is now understood to be much less likely to spread infection than previously thought) our model for conversion, combined with in-house capability to identify suitable routes for operation, will allow it to be introduced rapidly across the network.