I think there are problems mixing DC and AC on the same lines, and I cant see the whole SWML 3rd rail being converted. What is wrong with a 'son of Class 92' which will run on 750v 3rd rail and 25kV OH. The case for converting lines from 3rd rail to 25kv must be much weaker than electrification of diesel routes. The new loco class should probably have a battery as well for last mile capability, or just stick with the class 88 approach and fit a small diesel engine for use in yards, sidings and short runs away from electric. I know everyone seems to think diesel is dead, but to me it still has a place for this type of operation, and if the main freight route is electrified then the emmisions contribution from using diesel to complete the journey at either end must be miniscule.
A further question, west of Castlefield, towards Trafford Park there appears to be a much simplified OHL structure, which is little more than a trolley wire. What are the speed and power limits of this slimmed down approach, and is it cheaper to deliver (as in enough to make it worth a compromise in other ways) This approach could be applied to the Windermere Branch for example.
To me until MML, Transpennine and West country routes are finished we shouldn't be starting any new projects, and realistically even with political will this is well over 10 years away. Investing money in removing diesel from something like the Far North Line at 8 trains per day each way when you still have 6 trains per hour on diesel over the Transpennine route makes no sense.
Is a basket case!
Why? Plenty of freight is moved by diesel locos on already electrified lines.
From details that I read many years ago, the route from Southampton docks through Reading is the most used freight route in the country, whether it is for goods being exported or imported.
The trains like the roads and planes has to start reducing carbon emissions, otherwise there will not be a planet for the future young of this country. There is plenty of projects going on with having battery electric cars, buses and even lorries. There is also plenty of projects doing the same for planes, whereby you may see many planes in the next twenty years using other more carbon friendly fuels or being powered by battery power too. But other than the class 168 Hybrid unit, the class 230 trains with TFW and the class 799 unit there is very little, that the railways seem to be doing to be replacing diesel.
Now, where diesels are being used on electrified lines whether it is 3rd rail or OHLE, the locomotives pulling the freight trains should be able to use the electrical power in those areas and only should be using diesel power where there is no electrical power. In the future though that diesel power should be battery power.
Now for me the world of freight within the South east seems to have gone backwards. Yes, the freight trains have got larger and heavier, but I remember in the 1970's and 1980's that many of the freight trains within the South East where hauled by class 73 locomotives. Yet, nowadays many of the freight companies just seem to be having the trains pulled from end to end using class 66, 67, 68 or 70 locomotives. This even includes Network Rail, when it comes to having freight trains when doing engineering works, even though they have class 73's in their fleet.
I would be delighted if there was a son of class 92, which could not only run with 750v erd rail, 25kv OHLE, but also where not electrical power could haul a freight train that a class 66 or 70 would haul using battery power for either last mile or where no electrical power is available. But other than the class 88 and 93 locomotives from Stadler, there seems to be no real answer from any of the train manufacturers that have bases within the UK.
People will say but what about passenger trains, well for passenger trains you have HS2 that is currently being built which will help to free up capacity on the WCML. You also have to ask yourself where is the most freight being moved to/from in the UK. The answer to that is mostly from the ports such as Southampton and Felixstowe. I would also add in Immingham, Milford Haven, Liverpool, Tees and The Port of London. Have a look at how many freight trains there is on both a daily basis and weekly basis from these ports and also look at how much revenue these services are bringing to the UK. You will find that it far out weighs the revenue from passenger train services, yet passenger trains are having routes such as HS2 built?
Okay, HS2 being built does free up capacity on the WCML which could be used by freight and with the likes of the class 93 locomotive, could be speeded up a little with the right freight carriages being built to help convey the freight. But more needs to be done than just the building of a locomotive that is just as powerful supposedly away from from electrification as it is with being used under OHLE.
