Flybe problems - did they take rail improvements into account?

Discussion in 'General Discussion' started by hwl, 14 Jan 2020.

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  1. squizzler

    squizzler Member

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    Really? If you wanted a modern 125mph diesel (an oxymoron IMO) that even approached electric performance, what would your options be? The Hitachi AT300 variant which is yet to be built for the Midlands route is all that springs to mind.
     
  2. Bletchleyite

    Bletchleyite Veteran Member

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    There have been summer days when almost all of it was, and a fairly large chunk is nuclear, which while it has its own issues does not emit carbon. Today it's mostly non-renewables as the demand is very high - even the pumped storage is on at the moment, presumably for hot drinks being made on arrival at offices!

    This:
    https://www.gridwatch.templar.co.uk/
    ...is always an interesting read.
     
  3. Bletchleyite

    Bletchleyite Veteran Member

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    Could a variant of 68+Mk5 be produced? In their current formations they take off like an EMU and sound like an old-style HST!
     
  4. edwin_m

    edwin_m Veteran Member

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    The 22x and the future Hitachi replacement on the MML are close to electric performance, but have very high operating cost. A big enough diesel (under each coach) is probably going to be inefficient because when accelerating it will be flat out and when running at steady speed may be below its most efficient power saving. The big engine and the fuel to power it increases weight and therefore increases the engine size and fuel load needed to move it around. It may even need a stronger and heavier coach structure to support it.
     
  5. furnessvale

    furnessvale Established Member

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    1. Agreed, but I did not bring weight into the equation in the first place!

    2. Self evident, but how do you define "equivalent". As I mentioned earlier, this must be power at the railhead including the ability of an electric motor to have increased power for limited time.
     
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