Hybrid (battery/AC) EMU trains

[FRN9]

http://www.railwaygazette.com/news/sing ... ested.html

This seems very cool--a perfect investment for SEPTA or NJT or MetroNorth.

It should be possible to put a charging facility at the end of the non-electrified line so that trains could double the non-electrified distance.

[FRN9]

They're testing with 54KM (33.5 Miles) distances. Reading to Norristown is 59KM. It shouldn't be hard to add more battery capacity to make that run possible.

This seems like a far more affordable and efficient idea than any of the SVMetro options.

Furthermore, Lansdale to Bethlehem is only 54KM, so Quakertown would be easy.

NJT could benefit too:

Raritan to Newark is only 29 miles.
Hacketstown to Dover is only 20 miles.
Long Branch to Bay Head is also 20 miles.

MetroNorth:

Hudson line: If electrification was extended to Peekskill then it would only be 30 miles to Poughkeepsie
Wassaic to Southeast is only 33 miles
Danbury Branch 24 miles
New Canaan Branch 8.2 miles

Here's the link to the presentation:

http://www.google.com/url?sa=t&rct=j&q= ... 5w&cad=rja

[trackwelder]

http://www.railwaygazette.com/news/sing ... ested.html

This seems very cool--a perfect investment for SEPTA or NJT or MetroNorth.

It should be possible to put a charging facility at the end of the non-electrified line so that trains could double the non-electrified distance.

pretty cool is an understatement!

[FRN9]

http://www.railwaygazette.com/news/sing ... ested.html

This seems very cool--a perfect investment for SEPTA or NJT or MetroNorth.

It should be possible to put a charging facility at the end of the non-electrified line so that trains could double the non-electrified distance.

pretty cool is an understatement!

Yeah, the combination of FRA acceptance of European standards, post PTR, and the application of battery technology to EMUs could completely change commuter rail possibilities to such a degree that I think all transit agencies with an electric power infrastructure should put all purchases on hold.

[FRN9]

Also, if the New Haven Line was electrified to Hartford, CT, then the remaining distance to Springfield, MA is only <27 miles.

[ThirdRail7]

Not to be the skunk at the picnic, but if SEPTA has trouble finding funding to maintain bridges, how will they be able to afford to purchase this equipment?

[FRN9]

Not to be the skunk at the picnic, but if SEPTA has trouble finding funding to maintain bridges, how will they be able to afford to purchase this equipment?

I'm just saying it may be a better choice than the push-pull double deckers.

[Fan Railer]

Not to be the skunk at the picnic, but if SEPTA has trouble finding funding to maintain bridges, how will they be able to afford to purchase this equipment?

Well, with their new revamped capital plan, which results from a direct influx of, you guessed it, recently passed state funding, this concept may or may not be a consideration for the next order of Silverliners. We'll just have to wait and see.

[FRN9]

Not to be the skunk at the picnic, but if SEPTA has trouble finding funding to maintain bridges, how will they be able to afford to purchase this equipment?

Well, with their new revamped capital plan, which results from a direct influx of, you guessed it, recently passed state funding, this concept may or may not be a consideration for the next order of Silverliners. We'll just have to wait and see.

It may be possible to retrofit the SLVs.

But it just seems smarter to buy off the shelf European models that are lighter and cheaper.

[Adirondacker]

.

But it just seems smarter to buy off the shelf European models that are lighter and cheaper.

The passengers won't appreciate leaping from the platforms to the cars or from the cars to the platforms. Whatever runs in North America will be built to North American loading gauges and platform heights, if it's going to be running on the national network.

[FRN9]

.

But it just seems smarter to buy off the shelf European models that are lighter and cheaper.

The passengers won't appreciate leaping from the platforms to the cars or from the cars to the platforms. Whatever runs in North America will be built to North American loading gauges and platform heights, if it's going to be running on the national network.

From Wikipedia: http://en.wikipedia.org/wiki/Railway_platform_height

Standard North American passenger cars - 1,300 mm (51 in)
Train (standard gauge (except UK) or broad gauge) - 1,300 to 1,370 mm (51 to 54 in)

[Tadman]

It's one thing to buy a directly off-the-shelf european design. But perhaps an FRA-compliant body shell and American loading gauge, but with the mechanical bits licensed or bought from the European supplier, IE trucks, controls, motors, etc...

[manuelsmith]

I concur, this idea if proven could be revolutionary. But from reading the reports, it's far from reality.
As a passenger, I'd really want to see a complete safety proof-of-concept before relying on this for a regular commute.
(see problems with Boeing 787 batteries:http://en.wikipedia.org/wiki/Boeing_787 ... y_problems )

How would agencies deal with the worst-case scenarios in case of battery failure? Imagine a cold morning, with a train load of commuters, and a dead battery.
Would extra diesels have to be on hand to rescue those trains?
Schedule reliability would be out of the window, would passengers flee?

I think this concept is about 20 years from reality...at least...

[Nasadowsk]

Battery EMUs have been used in the past in the UK (Class 419) and Germany (numerous), and more recently tested in Japan (JR East).

Most (except the UK ones) were in the form of a lightweight 'railbus' type vehicle.

[Tadman]

Heck the North Shore Line had battery/catenary hybrid steeple cabs 80 years ago. But, it wouldn't be the first time we sent a good idea in traction over to Philly...





Our Electroliners and CTA 6000 cars have certainly ran a few miles for SEPTA.