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HS2 railway

CliveS
We would all agree that an express link fro London to Birmingham and Manchester would be of great benefit BUT do we have to electrify the entire length of track or just the parts inside city boundaries. 

We can half the construction/infrastructure cost if we use diesel electric trains cross country and convert to electric only inside the city. 

This is environmentally friendly as power stations are only 60% efficient at best and mostly use gas at normal/peak times anyway; isn't it ??
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    I'd rather assumed that a railway will posses its own transformers and final mile distribution, and will take in feed at HV.

    I agree there will be variations on how it might be done, my point is that even ignoring the regenerative braking, on energy cost MW for MW, Diesel is not much cheaper, if at all, I suggest we may already be in the 'worth doing right now ' territory..

    I'm not sure how much the railways move their own liquid fuel around or get it delivered to local depots. But there are many ways (idling hours, running at sub-optimum speed for hydraulic clutches  for example) that diesel engines are sub-optimum - I d not know if you are aware of this  study by Ricardo a few years ago looking at how diesel fleet efficiency might be improved.

    Some of the fuel use figures are staggeringly bad.The typical freight duty cycle suggests 84 % of the time the engine is running, it is idling, just to maintain electrical supplies and train heating, rather than useful traction Even local passenger services seem to manage to waste about 39 % of the run time just idling. They do assume for payback calculations (e.g. page 161, looking at adding auto stop and start mechanisms, 60p per litre, so presumably it is not far off to use the red diesel price- and I would agree that this is idiotic that automatic engine start and stop is not already being done)

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    I'd rather assumed that a railway will posses its own transformers and final mile distribution, and will take in feed at HV.

    I agree there will be variations on how it might be done, my point is that even ignoring the regenerative braking, on energy cost MW for MW, Diesel is not much cheaper, if at all, I suggest we may already be in the 'worth doing right now ' territory..

    I'm not sure how much the railways move their own liquid fuel around or get it delivered to local depots. But there are many ways (idling hours, running at sub-optimum speed for hydraulic clutches  for example) that diesel engines are sub-optimum - I d not know if you are aware of this  study by Ricardo a few years ago looking at how diesel fleet efficiency might be improved.

    Some of the fuel use figures are staggeringly bad.The typical freight duty cycle suggests 84 % of the time the engine is running, it is idling, just to maintain electrical supplies and train heating, rather than useful traction Even local passenger services seem to manage to waste about 39 % of the run time just idling. They do assume for payback calculations (e.g. page 161, looking at adding auto stop and start mechanisms, 60p per litre, so presumably it is not far off to use the red diesel price- and I would agree that this is idiotic that automatic engine start and stop is not already being done)

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