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How much power is generated by dynamic braking?

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Empties up, loads down probably biases the equation to a faster payoff; if we get half the 'down' power back as 'up' power, and only require (say) 75% power to get up, that starts looking pretty good, no? Snow does complicate the picture some, (ice on wire, Flash-over on the insulators, etc.) though traction effects and increased drag, etc would not change markedly for a wire hybrid scenario than it would in a single-power situation. But, cold weather also gives some more options for energy savings: units stationary on the grade ( for whatever reason) could make money (to offset the cost of idling to stay warm) or conserve fuel (depending on electrical engine heaters) by being connected to the grid. Dave- why DC on the center rail? adds complexity if the 'native' power of the line is different than the tunnel power. Complexity = cost. Elsewhere I have elucidated some of the problems with DC as a motive power; in particular, the problem of sustained arcing would be a problem in the dusty, grimy, oily, possibly damp environment between the rails in a tunnel. Not that AC would automatically be better. . .no matter what sort of power it is, high voltage and oily dirt are a bad combination. (not to mention dragging equipment!) I think we'd be better off with an outside third rail. But maybe i'm overlooking something? a note on personnel safety: Especially in areas where someone might inadvertantly get across the line, AC is probably safer than DC. (despite what Thomas Edison wanted us to believe. . . DC makes muscles clench ; AC causes spasm, tending to throw the victim clear. Of course at 750+V AC or DC, my (personal) biggest worry is that I WOULD survive- minus major parts of my anatomy. I've seen it. Big craters and burns, skin grafts that don't take. . .it's not pretty.)
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