cirdan
Engineer
- Joined
- Mar 30, 2011
- Messages
- 3,837
There are quite a few successful applications of dual modes, including Amtrak's own.traditional dual modes in a single carbody are a real mess and rightfully no one wants to deal with them.
There are quite a few successful applications of dual modes, including Amtrak's own.traditional dual modes in a single carbody are a real mess and rightfully no one wants to deal with them.
And Amtrak appears to be doubling down on it. NJ Transit as well (I wouldn't use NJ Transit as an example to stand behind though...)There are quite a few successful applications of dual modes, including Amtrak's own.
Actually Amtrak in ALC42E is using an architecture that is very different from the ALP45DP. The entire HV electricals are in a different car which plugs into the Diesel-electric engine to provide an alternative power source, and a few more powered axles. This is distributed power, though not as distributed as in the Hitachi Class 8xx dual modes in Europe. In these there is no locomotive at all.And Amtrak appears to be doubling down on it. NJ Transit as well (I wouldn't use NJ Transit as an example to stand behind though...)
I don't think I'd describe most of them as successful. They come with much higher upkeep and locos that try and fit it all in are a mess.There are quite a few successful applications of dual modes, including Amtrak's own.
Wouldn't that help reduce their operating costs?No!! FEC can operate the line with very few trains. Some sections as low as 2 - 3 Round trips some days. Roaming railfan videos show how long they are. Electrifications work best on mountainous sections not the flat FEC. That translates into Kilowatt hours needed per mile.
Well, back in the days when freight on the NEC was pulled by electric locomotives, I recall seeing a lot of diesel switchers hanging around the yards as we passed by.How do electrified freight lines handle customer sidings? Catenary all the way to the loading/unloading tracks? Separate diesel shunting engines? Dual-mode locomotives? Batteries?
The old way is you'd have diesel do that kind of work but now there are 2 main options. Small diesel power plants on an otherwise electric loco for those moves or batteries. I suspect we will see most mainline US electric locos feature some batteries to move around yards and places where overhead loading is neededHow do electrified freight lines handle customer sidings? Catenary all the way to the loading/unloading tracks? Separate diesel shunting engines? Dual-mode locomotives? Batteries?
Is that really all of FEC's trackage? I thought they also had a branch or two, though I'm not sure how many trains go down those branches.From the FEC's perspective, if Brightline eventually uses their track up to Jacksonville, that means Brightline is operating on all the FEC trackage network.
Frankly, I don;t see a deep connection between Brightline wanting to electrify to run their passenger service and FECR being required to run their freight on electric. They could do so if they choose. That does not mean they can get rid of all their diesels, and that will involve additional electrification beyond what Brightline needs since Brightline does not need electrification of freight yards and leads to them.Is that really all of FEC's trackage? I thought they also had a branch or two, though I'm not sure how many trains go down those branches.
Or they could just keep a few diesels around to handle those instead of delving into the complexities of dual mode.They would also need dual modes, because pure electrics wouldn't be able to go down industrial spurs or onto the docksides.
They have no reason to go dual mode except if someone from AU becomes their boss Also FECR actually uses very significantly modified locomotives which allows them to use LNG delivered to the locomotives from tenders. The locomotive controls allow the Engineer to specify the mix of LNG and diesel that is fed to the engines.Furthermore, right now FECR uses more or less off-the-shelf diesel units that are pretty cost efficient due to the economy of scale with many other railroads having the same units. If they want dual mode electrics they would basically be going it alone with all the risks that entails.
Even if the mainline electrification happens it won't be a decision made by FECR alone. It will be a decision made by the Florida Dispatching Company (jointly owned by FECR and Brightline Florida) which maintains and operates the FECR and Brightline owned segments of railroad in Florida, based on requirements specified by their owners/customers. And just like Brightline does not provide any standard template for spreading passenger service all over the US, such an electrification will be a unique case providing no template for its spread elsewhere in the US.I'm not saying it won't happen, but the economic argument would have to top further in favor of electrics before they seriously contemplated that.
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