erikemEven with that, we're still looking at playing "Pony Express".
The New York Central did it at Harmon for many, many years.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
And CASO did it in Windsor and Detroit.
Johnny
I'm of the impression that "pony express" means changing engines at every division point/crew district. Something the railroads did in the days of steam regularly, at least until the late steam era. Changing between steam or diesel-electrics to straight electrics, to me, isn't a pony express type operation.
Jeff
With battery powered locomotives using existing battery technology, they probably would have to be changed at every division point. In the case of California, simply getting the trains out of the LA basin would be considered a good start. I don't think it makes economic sense for a transcontinental run.
A battery/straight electric may be an interesting combo, would allow for "complete" electrification without electrifying ALL of the tracks. It would also allow for dead zones where it would be too costly to increase clearance to accomodate the wire.
erikem A battery/straight electric may be an interesting combo, would allow for "complete" electrification without electrifying ALL of the tracks. It would also allow for dead zones where it would be too costly to increase clearance to accomodate the wire.
I believe the New York Central had three-power locomotives, oil, third rail, and battery.
Is my memory correct? Unsure if the oil engine had spark plugs or used injection ignition.
Replaced steam on the West Side freight line, even before High Line elevation and the Riverside Park tunnel construction.
The tri-powered locos had a 300 hp diesel that charged the batteries, along with 3rd rail pick-up.
In the earliest days of diesel engines, the difference between an oil engine and a diesel engine was based on the type of fuel injection used. No spark plugs in either variety.
I thought BNSF was seriously looking at electrifying the LA-CHI line. When the price of oil shot up years ago, it was seriously looked at.
erikem With battery powered locomotives using existing battery technology, they probably would have to be changed at every division point. In the case of California, simply getting the trains out of the LA basin would be considered a good start. I don't think it makes economic sense for a transcontinental run. A battery/straight electric may be an interesting combo, would allow for "complete" electrification without electrifying ALL of the tracks. It would also allow for dead zones where it would be too costly to increase clearance to accomodate the wire.
I like this idea. You don't need to spend too much on the batteries or worry about when and how to recharge.
I wonder why we haven't seen a push for diesel hybrids. With the emphasis on dynamic braking, a lot of energy is just burned off that could be captured.
-Don (Random stuff, mostly about trains - what else? http://blerfblog.blogspot.com/)
oltmanndI like this idea. You don't need to spend too much on the batteries or worry about when and how to recharge.
That's good, because they don't have the whole "refuelling engines when they are low" thing down pat, yet.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.
zugmann oltmannd I like this idea. You don't need to spend too much on the batteries or worry about when and how to recharge. That's good, because they don't have the whole "refuelling engines when they are low" thing down pat, yet.
oltmannd I like this idea. You don't need to spend too much on the batteries or worry about when and how to recharge.
+1 Ha! Yes. For something that is complete figure-out-able, they don't do it very well.
oltmannd zugmann oltmannd I like this idea. You don't need to spend too much on the batteries or worry about when and how to recharge. That's good, because they don't have the whole "refuelling engines when they are low" thing down pat, yet. +1 Ha! Yes. For something that is complete figure-out-able, they don't do it very well.
Even when you do the figuring out for them it can still get screwed up, several times I have informed the powers that be of a low fuel situation (with specifics, including where and when to refuel) and been told "it will be taken care of", only to find a dead or dying engine the next day.
Greetings from Alberta
-an Articulate Malcontent
oltmannd I wonder why we haven't seen a push for diesel hybrids. With the emphasis on dynamic braking, a lot of energy is just burned off that could be captured.
Ge had a diesel hybrid prototype (#2010) in 2007. The expexted to market the locomotive from 2010: http://www.railwaygazette.com/news/single-view/view/ge-unveils-hybrid-locomotive.html
GE estimated a fuel reduction of 10%. With relatively low fuel prices it looks like the reduction didn't warrant the additional costs for the hybrid system.
As of March 2018 GE is working on an updated version of the diesel hybrid locomotive: http://www.goerie.com/news/20180306/ges-at-work-on-hybrid-locomotive
Regards, Volker
Winnebago is coming out with an all electric powered motorhome. Surely locomotives can't be far off.
https://electrek.co/2018/05/02/winnebago-all-electric-rv-platform-electric-motorhome/
This RV will be perfect for those who want to get away from it all. Provided they don't want to get too far away from it all.
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