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Author Topic: Trimode cl 769 to operate Reading to Oxford and Gatwick.  (Read 58345 times)
PrestburyRoad
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« Reply #180 on: September 13, 2021, 05:12:08 pm »


Quote
How many years of active National Rail service do we think that the 15x and 16x units have left in them, and how many more years do we think it will be considered acceptable to continue to run diesel trains in general on the National Rail network, given how markedly attitudes have changed even over the past few years towards all things diesel from a Climate Emergency perspective?
I've been wondering: what's the relative carbon footprint between
  • The energy used operating a unit over its lifetime of say 40 years - such as the diesel it burns
  • The energy used in manufacturing the unit in the first place - such as getting the steel/aluminium from ore, minus any energy saved in recycling the materials from eventual scrapping
The balance between these can affect whether it's worth keeping old units running even if they are less fuel-efficient.
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IndustryInsider
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« Reply #181 on: September 13, 2021, 05:33:45 pm »

How many years of active National Rail service do we think that the 15x and 16x units have left in them, and how many more years do we think it will be considered acceptable to continue to run diesel trains in general on the National Rail network, given how markedly attitudes have changed even over the past few years towards all things diesel from a Climate Emergency perspective?

I would say around 20 years more service could be achieved with Turbos fairly easily.  The same with other units of a similar era - 158/9s specifically, perhaps a bit less for 150/3/5/6 units. 

Whether demand for diesel units will mean that happens is a whole other matter.  I would expect the change to battery/electric to be a more gradual one than with cars - but at exactly what pace will be deemed suitable and/or achievable I’d be much less confident in forecasting.
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grahame
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« Reply #182 on: September 13, 2021, 05:40:48 pm »

Working this out while others posted - what I think is a complete list of pure diesel passenger train (original build dates) running scheduled services on the national network these days that are pure diesel.

 47   1962-8 (converted to 57 - GWR (Great Western Railway) sleeper locos)
253   1975-82
D78   1978-? (converted to 230)
150   1984-7
155   1986-7 (most converted to 153)
156   1987-9
158   1989-92 (some converted to 159)
165   1990-2
166   1992-3
168   1998-2004
170   1998-2005
175   1999-2001
180   2000-1
220   2000-1
221   2001-2
171   2003-4
222   2003-5
185   2005-6
172   2010-1
195   2017-20
196   2019-
197   2021-
231   t.b.a.
« Last Edit: September 13, 2021, 05:52:51 pm by grahame » Logged

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Rhydgaled
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« Reply #183 on: September 16, 2021, 03:00:23 pm »

I've been wondering: what's the relative carbon footprint between
  • The energy used operating a unit over its lifetime of say 40 years - such as the diesel it burns
  • The energy used in manufacturing the unit in the first place - such as getting the steel/aluminium from ore, minus any energy saved in recycling the materials from eventual scrapping
The balance between these can affect whether it's worth keeping old units running even if they are less fuel-efficient.
So have I. The least-fuel-efficient units appear to be the early-privatisation ones (170s, 175s and 185s) with Sprinters (150-159) and the latest diesels (195-197) both getting through less fuel per mile I think. I'm not sure there's much in it between a 195 and a 158, the different ratio of 3-car to 2-car units makes it hard to make a fair comparison.

I believe the energy used in manufacturing is quite significant, but how significant? Is it better to scrap a diesel train after 26yrs service in order to replace it with a new battery/hydrogen-electric bi-mode or to get the full 35-40 years life out of the diesel train before incuring the carbon cost of manufacturing the new fleet?
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Don't DOO (Driver-Only Operation (that is, trains which operate without carrying a guard)) it, keep the guard (but it probably wouldn't be a bad idea if the driver unlocked the doors on arrival at calling points).
ellendune
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« Reply #184 on: September 16, 2021, 03:19:44 pm »

I believe the energy used in manufacturing is quite significant, but how significant? Is it better to scrap a diesel train after 26yrs service in order to replace it with a new battery/hydrogen-electric bi-mode or to get the full 35-40 years life out of the diesel train before incuring the carbon cost of manufacturing the new fleet?

That is a really good question and also what is the feasibility and carbon implications of retractioning these diesel units to give them longer life?
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broadgage
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« Reply #185 on: September 16, 2021, 05:15:16 pm »

The best thing to do with old diesel units IMHO (in my humble opinion) is to store them as a reserve fleet for for breakdowns or exceptional passenger flows. The fuel consumption is of relatively little importance if used thus rather than than in intensive daily use.

New trains should preferably be either OHLE or for secondary routes perhaps battery powered. All new electric trains should include either a diesel engine or a battery for proceeding at much reduced performance to the next station when the wires come down, or for on board services if unable to proceed.
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A proper intercity train has a minimum of 8 coaches, gangwayed throughout, with first at one end, and a full sized buffet car between first and standard.
It has space for cycles, surfboards,luggage etc.
A 5 car DMU (Diesel Multiple Unit) is not a proper inter-city train. The 5+5 and 9 car DMUs are almost as bad.
Rhydgaled
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« Reply #186 on: September 18, 2021, 12:27:31 pm »

I believe the energy used in manufacturing is quite significant, but how significant? Is it better to scrap a diesel train after 26yrs service in order to replace it with a new battery/hydrogen-electric bi-mode or to get the full 35-40 years life out of the diesel train before incuring the carbon cost of manufacturing the new fleet?

That is a really good question and also what is the feasibility and carbon implications of retractioning these diesel units to give them longer life?
My gut feeling is that retractioning the diesel units is likely to be by far the best option in terms of greenhouse gas emissions. Unfortunately, I fear the feasibility of retractioning the recent diesel orders (classes 195, 196 and 197) is pretty much non-existant because the following would be required:
  • Hacking a hole or two in the roof to install pantograph(s)
  • Replacing the entire (mechancial) traction system with traction motors etc.
  • Installing a traction power bus between vehicles so that current collected from the pantograph on one vehicle can reach the traction motors on other vehicles
This is likely to require all existing electrical systems to be stripped out while the work is ongoing partly due to the possibility of sensitive electrical equipment being fried during welding in the pantograph wells (I think these are aluminium bodied) and partly because there're going to have to find somewhere to put the traction power bus.
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Don't DOO (Driver-Only Operation (that is, trains which operate without carrying a guard)) it, keep the guard (but it probably wouldn't be a bad idea if the driver unlocked the doors on arrival at calling points).
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