ConstanceR46 wrote: ↑Tue Apr 02, 2024 11:18 pm
The way i see it, BE has 2 use-cases.
1. Shunting locomotives on primarily electric lines, using the batteries for "last-mile" service. This has been proven in the past with NYC's Tri-Power boxcabs, and is currently being evaluated by CRRC for their next generation of shunting locomotives.
Yes. For small shortlines, industrial parks, yard switchers, and other start-stop short-range switching, absolutely.
2. A bit more hypothetical, but operating EMUs on stretches beyond electrified trackage, without the cost or parts infrastructure a full dual-mode setup. This is still novel, but has been used in Japan and is being introduced in Western Europe - with a failed retrofit plan for LIRR's M7 fleet. Personally, I think this would work best if, say, SEPTA's non-electric routes were to be reintroduced (as faint a hope that may be) - basically just extending the range at the end of a trip.
I personally do not think solutions like Metra's Battery F40s are ideal, or the way forward.
Dual-modes of any type just don't make sense for commuter/regional service. Dual-mode AC electric and diesel might make sense for Amtrak to introduce more routes on and off of the NEC. Commuter/regional should electrify out to where it's reasonable, and then make people switch at that point. Poughkeepsie/Albany, New Milford, Patchogue, Springfield, most/all of the MBTA, and other commuter rail systems should just be electrified.