What I think is wrong with current OHLE electrification practice

[WAO]

Look beyond any border, whether of Scotland, Wales or Ireland, and you'll see batteries AND electrification.

WAO

 

[HSTEd]

1. Why not look north of the border to Scotland for inspiration, where it's being delivered at lower rates, rather than writing it off as a solution.

Even the rates being achieved in Scotland seem too high to be worthwhile on the bulk of the railway

In any case, if somewhat lower costs can only be obtained first purchasing thousands of track kilometres of very expensive electrification go establish skills retention, it is still expensive.

 

[MarkyT]

The analysis (in GB and elsewhere) has moved toward the use of standardised charging infrastructure e.g. 25kV OHLE or 3rd /4th rail built to open standards as the defaults to avoid Adrian Shooter's proprietary connector and charging system approach that creates lock-in.

That particular implementation of fast-charge tech was purchased by the GWR franchise company at Vivarail break up, wasn't it? Or was it the broader First Group? If GWR, perhaps the IP goes to GBR on takeover.

I agree generally that existing non-proprietary power interfaces should be used where possible, but if GBR end up owning the Greenford tech it could become the third standard.

 

[hwl]

Even the rates being achieved in Scotland seem too high to be worthwhile on the bulk of the railway

In any case, if somewhat lower costs can only be obtained first purchasing thousands of track kilometres of very expensive electrification go establish skills retention, it is still expensive.

GBR in the Rolling Stock and Infrastructure Strategy were fairly clear that a minimum of ~25% of the route mileage in the currently unelectrified network would need to be electrified. This still equates to thousands of stkm to electrify.

 

[HSTEd]

GBR in the Rolling Stock and Infrastructure Strategy were fairly clear that a minimum of ~25% of the route mileage in the currently unelectrified network would need to be electrified. This still equates to thousands of stkm to electrify.

The previous British rail industry electrification strategy suggested near total electrification with only marginal use of batteries.

The direction in the trend line is clear.

The report (page 16) says:

GBR will use detailed route-level analysis to determine the right level of electrification to support the removal of diesel traction. This GBR’s traction choice approach will generally require around a quarter of the currently non-electrified railway to be energised, or an equivalent level of capability provided through alternative battery charging technologies.

Which is pretty far from saying that 25% will actually need to be electrified.
The report also doesn't really define what "alternative battery charging technologies" are, but if that means static chargers then the amount of new electrification could be very small indeed.