Electrifying the major freight flows would with the use of much more powerful electic locos allow freight to better keep out of the way of passenger trains as well
The timetable is designed to do that. Electrifying freight could, in some cases, enable shorter passenger journey times and/or more capacity (if it is needed where it can be released).
I wonder if a say 90mph 1000tonne frieght is practical.
If it was, we would have had it already (assuming you mean freight in the conventional sense. We already have 100mph freight with parcels services).
Why are we electrifying at all then.
Because there are good (very good) business cases for doing so. Just not many for freight only lines.
Please explain how electrifying Felixstowe-Ipswich would not eliminate diesel haulage on West Coast container trains?
You didn‘t say that. You said:
electrify Felixstowe to Ipswich which would eliminate diesel locos on freight using the WCML
Theres a lot of freight on the WCML that doesn’t go to or from Felixstowe. And even that which does go to or from Felixstowe, much of it has a non electrified line the other end. Hams Hall, Lawley St, Birch Coppice, East Mids Gateway for example.
Why do you agree with me about Felixstowe-Ipswich in post #117 after insultingly questioning my understanding of economics?
Because from the numbers I’ve seen there is, probably, a case for Felixstowe to Ipswich. Also London Gateway, and maybe Nuneaton to Birmingham. Not much else though with primarily freight benefits. At £12m/mile of double track railway, you need to save a lot of diesel and carbon, and lots of other benefits, to make electrification pay.