There are a couple of reasons why it works as a separate package of work. Firstly, it's roughly where NPR/HS7 or whatever it's call is planned to join the normal rail network, so it has an independent use even if none of the rest of the existing transpennine route gets done. Secondly it allows a slightly longer mileage to be covered under electric by the hybrids that use the route. Thirdly it moves the point of switch from diesel to electric nicely away from the ECML and onto a (slightly quieter) section. Fourthly the track is already four-tracked and relatively straight to church fenton, whereas past that point it goes to two track railway, and has a few nasty bends in it that somebody might want to straighten out.What is meant by “the Church Fenton scheme”?
Has this been published anywhere? Is this for two tracks or four?
I can’t fathom out how you can make any sort of Business Case for just electrifying from York to Church Fenton.
Obviously it would be better to do the whole distance straight away. If you want a section which chips away at the diesel mileage, provides some benefits, and is extremely unlikely to end up having to be torn down and moved later though, this is it