Having only one type of motive power also allows greater fleet homogeneity which can also reduce costs. If the entire network is electrified, diesel infrastructure such as fueling stations, maintenance yards and indeed the diesel locomotive fleet can be retired or put to other uses – this is often the business case in favor of electrifying the last few lines in a network where otherwise costs would be too high. Electric locomotives may easily be constructed with greater power output than most diesel locomotives. The electric train can save energy (as compared to diesel) by regenerative braking and by not needing to consume energy by idling as diesel locomotives do when stopped or coasting. Flexibility is where NowTV truly shines compared to cable TV providers. By the 1990s the demand for cable technology was so rapidly increasing that the need for reform seemed inevitable. A further problem was that the material science of the time had difficulties sealing the joint between coil and cable against ingress of seawater.
Increasing G is highly undesirable; while it would reduce distortion, it would at the same time increase the signal loss. After each byte of data, it sends a stop bit to signal that the byte is complete. Data frames and remote frames are separated from preceding frames by a bit field called interframe space. It is reported that enhancements are mostly software upgrades to existing fully computerized digital fly-by-wire flight control systems. The advent of FADEC (Full Authority Digital Engine Control) engines permits operation of the flight control systems and autothrottles for the engines to be fully integrated. Electric trains have a higher power-to-weight ratio (no onboard fuel tanks), resulting in fewer locomotives, faster acceleration, higher practical limit of power, higher limit of speed, less noise pollution (quieter operation). For passenger operation it is possible to provide enough power with diesel engines (see e.g. ‘ICE TD’) but, at higher speeds, this proves costly and impractical. This also applies when bus routes with diesel buses are replaced by trolleybuses. Whatever the causes of the sparks effect, it is well established for numerous routes that have electrified over decades. Electric vehicles, especially locomotives, lose power when traversing gaps in the supply, such as phase change gaps in overhead systems, and gaps over points in third rail systems.
On “French system” HSLs, the overhead line and a “sleeper” feeder line each carry 25 kV in relation to the rails, but in opposite phase so they are at 50 kV from each other; autotransformers equalize the tension at regular intervals. These devices are known as Remote PHY devices (RPDs) or Remote MACPHY devices (RMDs). Application software, together with system topology and commissioning software, is loaded onto the devices via a system interface component. However, compatibility issues may arise, as CAN 2.0B devices can generally communicate with CAN 2.0A devices, but not vice versa, due to potential errors in handling longer identifiers. The increasing demand for container traffic, which is more efficient when utilizing the double-stack car, also has network effect issues with existing electrifications due to insufficient clearance of overhead electrical lines for these trains, but electrification can be built or modified to have sufficient clearance, what is control cable at additional cost. Due to the height restriction imposed by the overhead wires, double-stacked container trains have been traditionally difficult and rare to operate under electrified lines. However, this limitation is being overcome by railways in India, China and African countries by laying new tracks with increased catenary height.
In the UK, the London, Brighton and South Coast Railway pioneered overhead electrification of its suburban lines in London, London Bridge to Victoria being opened to traffic on 1 December 1909. Victoria to Crystal Palace via Balham and West Norwood opened in May 1911. Peckham Rye to West Norwood opened in June 1912. Further extensions were not made owing to the First World War. If through traffic is to have any benefit, time-consuming engine switches must occur to make such connections or expensive dual mode engines must be used. When converting lines to electric, the connections with other lines must be considered. Thus both systems are faced with the same task: converting and transporting high-voltage AC from the power grid to low-voltage DC in the locomotive. There are a number of advantages including the fact there is no exposure of passengers to exhaust from the locomotive and lower cost of building, running and maintaining locomotives and multiple units.
