Electro-diesel locomotive

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File:ОПЭ1А-044.jpg
Template:Ill industrial electro-diesel locomotive for quarry railways with primary electric locomotive and two diesel B–units

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.

Overview

File:E6013 at Rowsley South.jpg
British Rail Class 73, no. E6013 (73107) at Rowsley South, on the Peak Railway on 17 April 2003. This locomotive was on loan from Fragonset Railways, and has since returned to main-line service with RT Rail.

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

Script error: No such module "Multiple image". 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 Script error: No such module "convert". or 'Type 3' rating as electrics, but only Script error: No such module "convert". as diesels. Later classes had as much as Script error: No such module "convert". 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 Script error: No such module "convert". 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 Template:Cvt 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

File:DM30AC, New Hyde Park, Dec 27 2022 (cropped).jpg
DM30AC 501 primarily diesel locomotive operating in electric locomotive mode from a third rail at New Hyde Park, USA

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

File:Tem 346.jpg
Light dual-mode (electric and diesel) shunter SBB Tem III 346 at work

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]).

File:RCM 2159 219 Dresden Hauptbahnhof HTW.jpg
A modern full dual-mode locomotive Stadler Euro Dual 2159, no 219, at Dresden railway station, Germany
File:Bombardier ALP-45DP Caterpillar Diesel Prime Mover.jpg
Caterpillar diesel prime mover of ALP-45DP locomotive with Script error: No such module "convert". power output

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 Script error: No such module "convert". in diesel mode and up to Script error: No such module "convert". in electric mode.[12]

List of electro-diesel locomotives by country

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

File:Siemens Vectron Dual Mode 248 001 in Brake (Unterweser).jpg
Siemens Vectron Dual Mode
  • 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

File:111ed-001.jpg
Pesa Marathon at Inowrocław, working a goods train during tests by Lotos Kolej
  • 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:

File:ЭД18-003.jpg
ED18 (ЭД18) electro-diesel

Narrow-gauge dual-mode locomotives:

File:OPE1-393.jpg
RZD two-unit industrial quarry OPE1 electro-diesel locomotive

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:

  • 2EV120, mainly electric two-unit freight locomotive , produced by Engels Locomotive Plant and derived from Bombardier TRAXX. Locomotive using both 3 kV DC and 25 kV 50 Hz overhead wires and can be equipped with auxiliary "Last Mile Diesel".[33]

Spain

File:Serie 1900 de FEVE en El Berrón (mercancías).jpg
Double FEVE electro-diesel locomotive 1915 at El Berrón (Spain)
  • 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, Script error: No such module "convert". gauge, and as freight or passenger versions of Script error: No such module "convert". maximum speeds respectively.[36]

Switzerland

File:SBB Eem 923 (923 027 B W).jpg
SBB Eem 923
  • 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 Script error: No such module "convert". in diesel operation, and Script error: No such module "convert". 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:

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 Script error: No such module "convert". power output in electric and only Script error: No such module "convert". power output in the diesel mode, but are re-engined to provide a similar Script error: No such module "convert". diesel power. (2020, Script error: No such module "age". years since introduction)
  • British Rail Class 74 – primarily electric locomotives rebuilt from British Rail Class 71 electric locomotives in 1967 and withdrawn by 1977.
File:Crewe - DRS 88005 Euston railtour.JPG
DRS Class 88 at Crewe with a charter train

Electro-diesel locomotives whose electricity source is 25 kV 50 Hz AC overhead line include:

North America

Canada

File:Bombardier ALP-45DP at Innotrans 2010.jpg
Bombardier ALP-45DP at the Innotrans convention in Berlin

United States

File:GE Genesis P32AC-DM 202 MNCRR Ossining.jpg
Metro-North's GE Genesis P32AC-DM at Ossining station

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. The Long Island Rail Road has also expressed interest in purchasing these locomotives to replace its DE30AC and DM30AC locomotives. Unlike its predecessor P32AC-DMs, which operate on electric power only on short sections in Manhattan, the SC42-DMs can 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:

Africa

South Africa

File:SAR Class 38-000 38-008.JPG
Spoornet Class 38-000 38-008 in electric mode at Sentrarand, Gauteng, ZA
  • 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

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 electrified. Only one of these were ever constructed and what happened to that locomotive remains unknown.

Hybrid locomotive

File:RailPower Green Goat.jpg
Railpower Technologies Green Goat hybrid switching locomotive GG20B

Script error: No such module "Labelled list hatnote". 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

References

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  5. ↑ Script error: No such module "citation/CS1".
  6. ↑ a b Script error: No such module "citation/CS1".
  7. ↑ a b Script error: No such module "citation/CS1".
  8. ↑ a b Script error: No such module "citation/CS1".
  9. ↑ a b Script error: No such module "citation/CS1".
  10. ↑ Script error: No such module "citation/CS1".
  11. ↑ Script error: No such module "citation/CS1".
  12. ↑ Script error: No such module "citation/CS1".
  13. ↑ Script error: No such module "citation/CS1".
  14. ↑ Gmeinder class 478.6
  15. ↑ cream-project.eu "Customer-driven Rail-freight services on a European mega-corridor based on Advanced business and operating Models"
  16. ↑ Script error: No such module "citation/CS1".
  17. ↑ Script error: No such module "citation/CS1".
  18. ↑ Script error: No such module "citation/CS1".
  19. ↑ Script error: No such module "citation/CS1".
  20. ↑ Script error: No such module "citation/CS1".
  21. ↑ Script error: No such module "citation/CS1".
  22. ↑ Script error: No such module "citation/CS1".
  23. ↑ Script error: No such module "citation/CS1".
  24. ↑ Template:In lang http://www.scaletrainsclub.com/board/viewtopic.php?style=7&t=7707 "электро-тепловоз ЭД-18"
  25. ↑ Script error: No such module "citation/CS1".
  26. ↑ Template:In lang ru:ОПЭ1
  27. ↑ Template:In lang ru:ОПЭ1А
  28. ↑ Script error: No such module "citation/CS1".
  29. ↑ Template:In lang pl:LEW EL10
  30. ↑ Template:In lang pl:LEW EL20
  31. ↑ Script error: No such module "citation/CS1".
  32. ↑ Script error: No such module "citation/CS1".
  33. ↑ Script error: No such module "citation/CS1".
  34. ↑ Template:In lang fr:Série 1900 de FEVE
  35. ↑ Script error: No such module "Citation/CS1".
  36. ↑ Script error: No such module "citation/CS1".
  37. ↑ Script error: No such module "citation/CS1".
  38. ↑ Script error: No such module "citation/CS1".
  39. ↑ a b c Script error: No such module "citation/CS1".
  40. ↑ Script error: No such module "citation/CS1".
  41. ↑ Script error: No such module "citation/CS1".
  42. ↑ Script error: No such module "citation/CS1".
  43. ↑ Script error: No such module "citation/CS1".
  44. ↑ Script error: No such module "citation/CS1".
  45. ↑ Class 38 electro-diesel in operation, Railways Africa.
  46. ↑ Script error: No such module "citation/CS1".

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External links

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