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Electro-diesel locomotive
Railway locomotive capable of running either under electrical or diesel power From Wikipedia, the free encyclopedia
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An electro-diesel locomotive (also referred to as a dual-mode or bi-mode locomotive) is a type of locomotive that can be powered either from an electricity supply (like an electric locomotive) or by using the onboard diesel engine (like a diesel-electric locomotive). For the most part, these locomotives are built to serve regional, niche markets with a very specific purpose.
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Overview
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Electro-diesel locomotives are used to provide continuous journeys along routes that are only partly electrified without a change of locomotive, avoid extensive running of diesel under overhead electrical wires and giving a solution where diesel engines are banned. They may be designed or adapted mainly for electric use, mainly for diesel use or to work well as either electric or diesel.[1]
In most cases, electro-diesel locomotives use diesel–electric transmission and the same traction electric motors when moving in both autonomous and electric mode, although with different power. However, locomotives with diesel-mechanical or diesel-hydraulic transmission and separate electric motors were also created.
Note that, as well as the electric multiple unit (EMU) and diesel multiple unit (DMU), where no discrete locomotive is present, an electro-diesel (bi-mode) multiple unit train is called electro-diesel multiple unit (EDMU) or bi-mode multiple unit (BMU).[1]
Primarily electric
A machine room of British Rail Class 88. Most of its interior is occupied with electric capacity (left photo), and the diesel generator is located in a side compartment (right photo)
This is effectively an electric locomotive with a relatively small auxiliary diesel prime mover intended only for low-speed or short-distance operation. For economy, the diesel engine and its generator are considerably smaller than the electric capacity, which occupies most of the interior space of a locomotive. Unlike typical diesel locomotives, where the diesel engine is located in the center of the frame, in mainly electric dual-mode locomotives the auxiliary diesel engine and generator can be located at the side of the engine room.[1]
The output power of a diesel-generator in mainline locomotives of this type is similar to the power of engines of small shunting locomotives (usually no more than 800 kW) and is significantly smaller than the nominal power of electric motors when they are powered from the electric supply. For example, The Southern Railway types were of 1,600 horsepower (1,200 kW) or 'Type 3' rating as electrics, but only 600 horsepower (450 kW) as diesels. Later classes had as much as 2,500 horsepower (1,900 kW) on electric power, but still the same diesel engines. Despite this large difference, their comparable tractive efforts were much closer (around three-quarters as diesels) and so they could start and work equally heavy trains as diesels, but not to the same speeds.[2]
These locomotives are usually operated on electrified railway lines that have non-electrified sections in the short final part of the route, the so-called "last mile". That can be a small branch lines, stations with non-electrified siding tracks or tracks with another type of electrification, lines at cargo terminals, industrial facilities, construction sites, wharves, factories, mines, quarries at loading points where overhead lines cannot be used due to the need to load cargo. That eliminates the need to change a mainline locomotive to a shunter locomotive.[3] Also in case of a third rail electrification, these locomotives can be used to cross non-electrified gaps (e.g. level crossings) or tracks with unpowered third rail (e.g. at freight yards during shunting operations or on metro lines at night, where the power supply is temporarily switched off for the safety of the working personnel).
The Southern Region of British Railways used mainly-electric dual-mode locomotives from 1960-s to cross non-electrified gaps and to haul boat trains that used tramways at the ports of Southampton and Weymouth, and also at freight yards. Some of these locomotives were originally built as electro-diesel locomotives at the factory (e.g. British Rail Class 73), others were converted from electric locomotives (such as the British Rail Class 74).[2]
Since the 2010s, in continental Europe, several locomotive manufacturers have started to produce electric locomotives with an optional small "last mile diesel", and this name was getting popular.[3] These are electric locomotives with a small diesel engine of truck type (usually with 180–300 kW (240–400 hp) power output), used in low speed, low gear, for operation at small flat freight yards or with short freight trains at branch lines, eliminating the need for a shunter locomotive.[4]
At the same time, locomotives with more powerful diesel engines, which are also capable of self-powered operations when hauling a normal freight train at low speeds, were also produced (e.g., British Rail Class 88 with 710 kW (950 hp) diesel engine). Locomotives of this class are very close to fully dual-mode locomotives,[5] though they are mostly limited to last mile operations.[6]
Primarily diesel
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This is effectively a diesel locomotive with auxiliary electric capacity for power supply from electric network (or auxiliary electric motors in case of diesel-hydraulic transmission), usually operating from a low-voltage catenary (e.g. 750 V DC third rail in the USA or 1000 V DC overhead lines in Switzerland), where non-electric traction is banned. These locomotives are generally based on conventional diesel-electric locomotives and can be converted relatively easily by adding current collectors (pantographs or contact shoes), contactors and voltage regulation equipment when powered from an electric supply. Due to the low input voltage and current limitations in electric mode, the power output on the traction motors and the maximum speed of such a locomotive are lower than when powered by a diesel engine.
The primary function for these models is to provide a "one-seat ride" (a rail trip that does not require a transfer to a different train) between the electrified and non-electrified sections of a rail system or to allow trains to run through tunnels or other segments of track where diesel locomotives are generally prohibited due to their production of exhaust.[1]
In the United States, such locomotives (e.g. EMD FL9, GE Genesis P32AC-DM, EMD DM30AC, SC-42DM) are used for certain trains servicing the New York City terminals of Grand Central Terminal and Penn Station, as the various rail tunnels into Manhattan have exhaust restrictions. Once out of the tunnels, the engines are started and operation is as a normal diesel locomotive.[1]
Full dual-mode
This type of dual-mode locomotives has a high power and traction force at home running at high speeds both "under the wires" and under diesel power. These locomotives normally operate under pure electric traction where possible, and use the diesel engines to extend the journeys along non-electrified sections which would not be cost effective to electrify. They may also be used on long cross-country routes to take advantage of shorter sections of electrified main lines.[1]
Historically, most mainline dual-mode locomotives have had mainly electric or mainly diesel designs, as it was difficult to fit a powerful diesel engine and powerful electric capacity into a single unit while maintaining the permissible axle load.[1] Mostly, full-fledged dual-mode electric-diesel locomotives were either small shunting and narrow-gauge locomotives with a low-powered diesel engine, which had a comparable power outputs in electric and diesel modes,[7] or two-section industrial freight locomotives with separate electric and diesel sections, united by a common control system and power supply for traction electric motors (for example, Soviet quarry electric diesel locomotives OPE1 with two A-units[8] or electric diesel locomotives OPE1A/OPE1B with the main electric A-unit and diesel B-unit[9]).
Since the 2010s, thanks to the development of technologies and the emergence of sufficiently powerful and compact high-speed turbocharged diesel engines, as well as compact power electronics, it has become possible to create single full-fledged dual-mode and even tri-mode (with battery-electro-diesel) locomotives with an acceptable axle load (e.g. Stadler Euro Dual, Bombardier ALP-45DP). With modern electronics, it is much easier to construct (or adapt) such locomotives.[10][11]
The electrical equipment and the diesel generator usually occupy more or less equal space in the engine room, depending on the power and size of the diesel. Although the power output of the diesel generator and traction electric motors of such locomotives is usually significantly lower than when powered from overhead lines in pure electric mode (especially on lines with high-voltage AC electrification, and can be several times less), it is still sufficient to maintain normal speed with a train. For example, in Stadler Euro Dual locomotives, the diesel engine power can vary from 1–2.8 MW (1,300–3,800 hp) in diesel mode and up to 7 MW (9,400 hp) in electric mode.[12]
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List of electro-diesel locomotives by country
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Europe
Georgia
- ETG, an experimental electro-diesel shunter with hydraulic transmission converted at Tbilisi locomotive depot in 1967 from AMG5 diesel-hydraulic shunting locomotive (manufactured by Gratz, Austria) by replacing its diesel prime mover with less powerful diesel engine and two electric motors from VL22m locomotive. The locomotive operated for several years and was withdrawn in the 1970s.[13]
Germany
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- Gmeinder class 478.6[14] diesel and 750 V DC third-rail (bottom contact).
- Voith Futura, a 2009 CREAM Project[15] concept locomotive rebuilt from DB 240 002.[16]
- Bombardier TRAXX "Last Mile Diesel", mainly electric. Orders signed 2010, to be delivered probably 2012.[17]
- Siemens Vectron Dual Mode
Poland
- Pesa 111Ed Gama Marathon – mainly electric, with auxiliary diesel engine enabling last-mile operation on non-electrified tracks. Gama Marathon was first presented in 2012 at InnoTrans Berlin. The locomotive then underwent a series of tests with rail operators Lotos Kolej (in goods traffic) and PKP Intercity (in passenger traffic),[18][19] after successful conclusion it was offered on the market.[20] In July 2015 the Polish train-operating company Locomotiv bought the prototype and signed order for further two Marathons.[21]
- Newag Dragon – version of this electric freight locomotive for the Freightliner's Polish branch, Freightliner PL Sp. z o.o. (five units delivered in 2016) is equipped with auxiliary diesel engine.[22]
- Newag Griffin – a version of this electric freight locomotive, leased to Lotos Kolej in 2017 for 7 years with a provision to extend the lease, is equipped with auxiliary diesel engine.[23]
Russia
In Russia, a number of electro-diesels were built which had both pantographs and diesel prime movers. These included:
Narrow-gauge dual-mode locomotives:
- ED16 (ЭД16), ED18 (ЭД18),[24] and TEU1 (ТЭУ1) experimental narrow gauge light dual-mode shunters models for 750 mm gauge railways with 6 kV 50 Hz AC overhead wires, produced by Demikhovo Machinebuilding Plant[7][25]
Industrial freight locomotives:
- OPE1 (ОПЭ1[26]), full dual-mode freight locomotives, used mostly in quarries and some another industrial railways with 10 kV 50 Hz AC overhead wires, produced by Novocherkassk Electric Locomotive Plant. Each locomotive consists of two sections with dedicated electric and diesel power equipment, which can operate as a standalone single-ended electric or diesel locomotives, some of them are also equipped with a motorized dump car.[8]
- OPE1A (ОПЭ1А[27]), OPE1B (ОПЭ1Б) and PE3T (ПЭ3Т), full dual-mode freight steeplecab locomotives for quarry railways with overhead wires with 10 kV 50 Hz AC electrification (OPE1A/B) or 1.5 / 3 kV DC (PE3T), produced by Dnipro Electric Locomotive Plant, Ukraine. A complete locomotive consists of primary electric A unit with a cab, one diesel-electric B-unit with a lowered body and one motorized dump car, however most OPE1A locomotives were produced without diesel B-units and with two motorized dump cars.[9][28]
- LEW EL10[29] EL20,[30] mainly electric locomotives for quarry railways with 10 kV 50 Hz AC overhead wires. Each locomotive is equipped with two motorized dump cars.[31][32]
Mainline freight locomotives:
Spain
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- FEVE 1.900 Series,[34] 1500 V DC overhead wires. This series is a rebuild of FEVE 1.000 Series locomotive.
- Euskotren TD2000 series, 1500 V DC overhead wires. This is a new construction locomotive. Built by CFD-Bagnères and Ingeteam.
- CAF Bitrac 3600, 3000 V DC overhead wires. October 2007 order for nine freight Co-Co locomotives.[35] Available in Bo-Bo and Co-Co wheel configuration, 1,435 or 1,668 mm (56.5 or 65.7 in) gauge, and as freight or passenger versions of 120 and 180 km/h (75 and 112 mph) maximum speeds respectively.[36]
Switzerland
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- Rhaetian Railway Gem 4/4 801 and 802, 1000 V DC overhead wires (Bernina Railway), primarily diesel. The power output of the Gem 4/4s at the wheels is 780 kilowatts (1,050 hp) in diesel operation, and 680 kilowatts (910 hp) under the DC wires.
- Swiss Federal Railways Tem I 251–275 (1950–57), Tem II 276–298 (1967) and Tem III 321–365 (1954–62) light dual-mode shunters (Tem III see image) of which only few are still in service.
- Swiss Federal Railways Eem 923 primarily electric shunters using both 15 kV 16.7 Hz and 25 kV 50 Hz overhead wires and a 360 kW auxiliary diesel engine are on delivery from Stadler Rail's Winterthur plant.[37]
United Kingdom
Electro-diesel subway locomotives for London Underground include:
- DEL120, an experimental electro-diesel locomotive which was built by London Underground in 1940 but was not a success. It was designed to use its diesel engine when in the open air, but to draw current from the third and fourth rail when underground.
Electro-diesel locomotives whose electricity source is 650 — 750V DC third rail include:
- British Rail Class 73, dating from 1962 – the more successful design, with some still in regular use. They originally was primarily electric locomotives that had 1,600 hp (1,193 kW) power output in electric and only 600 hp (447 kW) power output in the diesel mode, but are re-engined to provide a similar 1,600 hp (1,193 kW) diesel power. (2020, 63 years since introduction)
- British Rail Class 74 – primarily electric locomotives rebuilt from British Rail Class 71 electric locomotives in 1967 and withdrawn by 1977.
Electro-diesel locomotives whose electricity source is 25 kV 50 Hz AC overhead line include:
- British Rail Class 88 – primarily electric locomotive used by Direct Rail Services, a part of the Stadler Euro Dual family. Introduced in 2017. It has 4,000 kW (5,400 hp) power output in electric and 700 kW (940 hp) in diesel mode.
- British Rail Class 93 (Stadler) – tri-mode battery-electro-diesel locomotive used by Rail Operations Group, a part of the Stadler Euro Dual family. Introduced in 2022. Three different power sources are used to power the locomotive – 4,000 kW (5,400 hp) 25 kV AC overhead electric power, or a 900 kW (1,200 hp) diesel engine supplemented by a 400 kW (540 hp) battery – allowing the locomotive to be used on both electrified and non-electrified lines.[6]
- British Rail Class 99 (locomotive) – full dual-mode electro-diesel locomotive, a part of the Stadler Euro Dual family. It has 6,170 kW (8,270 hp) power output in electric and 1,790 kW (2,400 hp) in diesel mode. The locomotives are expected to enter service in 2025.[38]
North America
Canada
- Bombardier ALP-45DP – 20 locomotives ordered for the Mascouche line (Exo) in a joint order with NJ Transit.[39] They provide a through journey on this mostly unelectrified new line, which joins the existing electrified Deux-Montagnes line to access Montreal's Central Station through the poorly ventilated, 25 kV AC electric only Mount Royal Tunnel.[39] With the conversion of the Deux-Montagnes line into the mainline of the Réseau express métropolitain light metro system and the permanent truncation of the Mascouche line to Ahuntsic station starting in January 2020, the ALP-45DPs will be run exclusively in diesel mode.[40]
United States
Several, primarily diesel locomotive types and a multiple-unit have been built to operate off a 750 V DC third rail into the New York City terminals of Grand Central Terminal and Penn Station (with the third rail system being rarely used on open-air tracks).
The following are in service:
- P32AC-DM – dual-mode version of GE Genesis, primary diesel, electric mode is only used for service to Grand Central Terminal from Poughkeepsie or Wassaic, or Penn Station from Albany, Rutland, or Niagara Falls. They are also used on the Albany-New York section of trains between Penn Station and Chicago, Montreal, and Toronto. Those trains stop in Albany to switch to full diesel GE Genesis for the remainder of the journey.[41]
- EMD DM30AC – specific to Long Island Rail Road, primary diesel, electric mode is only used for service to Penn Station.
- SC-42DM – dual-mode version of Siemens Charger, primary diesel, introduced in 2024. These locomotives are used on the Metro-North Railroad and Connecticut Department of Transportation (CTDOT) and are positioned as the main replacement for P32AC-DM. Unlike its predecessor P32AC-DMs which operate on electric power only on short section in Manhattan, the SC42-DMs operate in electric mode on the entire network with a third rail electrification.
- Bombardier ALP-45DP[42] – 35 full dual-mode locomotives purchased by NJ Transit (with 17 more on order), to bridge gaps between non-electrified and electrified sections of track into New York Penn Station.[39][43] These trains have been used to provide a "one-seat ride" to New York Penn Station for commuters using non-electrified portions of the system.[44]
The following were retired from New York City service:
- Baldwin RP-210 – primarily diesel-hydraulic, third-rail electric mode for short-term use only. All scrapped.
- Fairbanks Morse P-12-42 – primarily diesel-electric, third-rail electric mode for short-term use only. All scrapped.
- EMD FL9 – primarily diesel-electric, third-rail electric mode for short-term use only. Several examples preserved and/or in service on heritage railroads.
- GE three-power boxcab – tri-mode switcher locomotive model built in 1930, was also capable of operating as a battery locomotive. All retired and scrapped.
Africa
South Africa
- The South African Class 38-000 is a 3 kV DC electro-diesel locomotive designed by Consortium under the leadership of Siemens and built by Union Carriage and Wagon (UCW) in Nigel, Gauteng, South Africa. Between November 1992 and 1993 fifty of these locomotives were placed in service by Spoornet, formerly the South African Railways (SAR) and later renamed Transnet Freight Rail (TFR). The diesel engine enables the locomotive to shunt on unelectrified sidings.[45]
Tanzania
- Stadler Euro Dual, proposed 25 kV 50 Hz AC overhead wires (Tanzania Standard Gauge Railway)
Asia
India
The Indian Railways WDAP-5 is a class of Electro-diesel locomotive that was developed in 2019 by Banaras Locomotive Works (BLW), Varanasi for Indian Railways. The model name stands for broad gauge (W), Diesel (D), AC Current (A), Passenger (P) and 5000 Horsepower(5). The locomotive can deliver 5000HP in electric mode and 4500HP in diesel mode. It was made to reduce the travel time of passenger trains which needed to change the electric locomotive with a diesel locomotive. However as of 2024, this locomotive does not have much practical use as 97% of Indian Railways has been electified. Only one of these were ever constructed and what happened to that locomotive remains unknown.
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Hybrid locomotive
A specialized type of electro-diesel locomotive is the hybrid locomotive. Here, the electricity comes from a battery charged by the diesel engine rather than from an external supply. An example is the Green Goat switcher GG20B by Railpower Technologies, a subsidiary of R.J. Corman Railroad Group since 2009.[46][1]
See also
- Biodiesel
- Dual-mode bus – the bus equivalent
- GE "Three-Power" boxcab
- Hitachi Super Express, a future train for the United Kingdom
- Electro-diesel multiple unit
References
External links
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