Overhead electrification is the true future of railroading, look at the Milwaukee road they operated technology that"doesnt exist" which is overhead wires
@@KurtBenning my 21 years in train service says that will not have a good outcome....it will run population control real good, but people trespass.... wildlife hang around....kids play on tracks....Chicago aurora Elgin tried that....
@@ShawnCalay-hi6gy I see then scrap that idea overhead wires us the future and if fully battery electric locomotives were to run they need to have overhead wire lake catenary wires.
@@KurtBenning they don't need over head wires... The technology of battery electric for switching locomotives, propane on railways such as FEC and Ferromex and bio fuels on the others....what not did you understand that this is a yard locomotive? Either flat switching or hump service....I'm pretty sure what ever railways get these will or can use over head intermodal cranes to lift out and swap battery's so the dead one can charge....
I think for switching purposes battery-electric locomotives are rly cool but for any mainline application overhead wires is much better. Even yard-switching with overhead wires could potentially be better in the long run for railroads since the power would just be coming straight from substations rather than going through a lithium-ion or lead acid battery but idk that’s my opinion if anyone disagrees feel free to reply but I’m confused
@@Remy1738 that’s actually a really interesting point. I can definitely understand the lesser weight contributing to a lack in tractive effort. What I don’t understand is how railroads like the Deseret Power Railway in Utah/Colorado can pull these big and heavy unit trains and not suffer from this problem. I want to understand this more, so if you know why please explain
@@lkaviation164 The thing is that the US hasn't had any freight electrics since the 1980's, and as most countries don't have as heavy of an axle loading as the US, this is a common misconception that overhead electric locomotives are somehow inferior to diesels. Take the SD40-2 and GM6C, a diesel and overhead electric built with the same frame: Starting tractive effort for the SD40-2? 115,000 lbf. Weight? 368,000 pounds. GM6C's starting tractive effort? 126,000 lbf. Weight? 365,000 pounds. So, the GM6C is slightly lighter than the SD40-2, its diesel basis, while having slightly more tractive effort. Other things to consider is that when a diesel locomotive consumes fuel, it inevitably gets lighter, and therefore its tractive effort decreases. As an electric locomotive doesn't burn fuel, its tractive effort is constant. As for a solution to make electrics weigh as much as diesels? Just weld on some ballast, and you got an electric that's as heavy as a diesel! Simple as that!
@alco4248 Well... Yes and no. You see... The GM6C existed, too. The reason why you probably never heard of it is because only 1 unit, the prototype, was ever built in 1975 and the sole unit was scrapped in 1982.
@@averageguy7136LMAO Diesels have been on the rails for nearly a century. I can find no evidence that anything of the sort has ever happened, namely on D&RGW, the "Mainline thru the Rockies" They had plenty of accidents, and in none of those did diesel fuel from the locomotive ignite. In addition, diesel has a far higher flash point than gasoline; and it doesn't ignite as easily. Did you ever hear about ICE cars and trucks burning someone's entire house down? Because I hear stories about EVs burning people's homes down at least twice a month. You also strike me as the type that cares about pollution, and I do too. But let's get the facts straight: L-ion batteries produce massive amounts of pollution during their production. Child labor is often used to acquire the rare earth minerals needed for said batteries. And where do you think the electricity for the batteries comes from? Odds are decent, if not highly likely, that it comes from fossil fuels. Maybe put some thought into the next snarky comment you leave.
I am proud to be part of this company for almost 10 years! Could the channel provide Portuguese subtitles for us, the employees from Brazil? Or even in English, it would help us with comprehension :)
hello progress rail it's is randy and i like yours video is cool thanks and the emd joule sd40jr battery - electric locomotive - testing is super cool progress rail thanks friends randy
Railfans are gonna be ticked off if this locomotive comes into play, they wont get to hear a loud diesel engine rour, lol. Thanks for sharing, and beautiful locomotive!
IF the last standing "Class 1"s in the 1990s AFTER THEIR CONSOLIDATION" had "eaten the costs" and "wired up" they'd be right now using 12,000 horsepower electric locomotives like those used now in China and Russia and Sweden instead of being stuck with the 4,400 horsepower GE and EMD diesels.
US locomotives use the force plus their weight to drag, European locomotives are much lighter, even though they are electric and have more force, they cannot drag as much tonnage because they are light, in the US it was discovered that a diesel locomotive is ideally between 4000/4400 hp per locomotive, more than that amount of hp becomes uneconomical, that is why that amount of hp for each locomotive, in the US they have had 6000 hp diesel locomotives but they were retired because they were very expensive to operate, an electric locomotive that draws its energy from a catenary will always have more strength but it will also be more expensive to operate because it involves a lot of infrastructure along the track, that is why freight trains in the United States are diesel, the heaviest freight trains in the world are in the United States. and Australia, both with American diesel locomotives
@@EMDFAST *:* Russia and China ballast their electric locos with concrete blocks. China in particular as in China they use electrics to drag 22,000 ton coal trains.
@@archstanton5973 In the US, the main railways have concrete sleepers. Furthermore, depending on the humidity of the environment, wood behaves better than concrete. Wood is also better for high tonnage. A train with coal from the Basin River generally weighs 31,000 tons, without comment. that in Russia and China there is no double stack container, a monster intermodal train can generally measure 4 kilometers in length,
@@EMDFAST*: You OBVIOUSLY have a reading COMPREHENSION problem: the concrete ballast IS IN THE ELECTRIC LOCOMOTIVE.* *ADDENDUM: do you actually know what NOT ROCK "BALLAST" MEANS?????*
Lol!!! So all those electric semis, cars and a few locomotives being used in Norway or Sweden they just put them away in the winter??? Wtf are you talking about, and if they are not charged they will start a fire???
@@ShawnCalay-hi6gyI'm saying battery electric locomotives will work in the spring and summer and fall but they will not work in the winter cause in minus forty degrees they will die.
@@KurtBenning what makes you say that....the Netherlands and alot of artic areas are over 90 percent electric....I had GP38 with half a tank gel up on me....
Overhead electrification is the true future of railroading, look at the Milwaukee road they operated technology that"doesnt exist" which is overhead wires
The cost now would be out of the world....this for switching is fine...having spare batteries on charge in the yard to be swapped out is the way to go
Well if I was in charge I would hook those up to electrified third rails. For them to work properly then they would recharged better.
@@KurtBenning my 21 years in train service says that will not have a good outcome....it will run population control real good, but people trespass.... wildlife hang around....kids play on tracks....Chicago aurora Elgin tried that....
@@ShawnCalay-hi6gy I see then scrap that idea overhead wires us the future and if fully battery electric locomotives were to run they need to have overhead wire lake catenary wires.
@@KurtBenning they don't need over head wires... The technology of battery electric for switching locomotives, propane on railways such as FEC and Ferromex and bio fuels on the others....what not did you understand that this is a yard locomotive? Either flat switching or hump service....I'm pretty sure what ever railways get these will or can use over head intermodal cranes to lift out and swap battery's so the dead one can charge....
Nothing beats overhead catenary lines!
I think for switching purposes battery-electric locomotives are rly cool but for any mainline application overhead wires is much better. Even yard-switching with overhead wires could potentially be better in the long run for railroads since the power would just be coming straight from substations rather than going through a lithium-ion or lead acid battery but idk that’s my opinion if anyone disagrees feel free to reply but I’m confused
@@Remy1738 that’s actually a really interesting point. I can definitely understand the lesser weight contributing to a lack in tractive effort. What I don’t understand is how railroads like the Deseret Power Railway in Utah/Colorado can pull these big and heavy unit trains and not suffer from this problem. I want to understand this more, so if you know why please explain
@@lkaviation164 The thing is that the US hasn't had any freight electrics since the 1980's, and as most countries don't have as heavy of an axle loading as the US, this is a common misconception that overhead electric locomotives are somehow inferior to diesels.
Take the SD40-2 and GM6C, a diesel and overhead electric built with the same frame: Starting tractive effort for the SD40-2? 115,000 lbf. Weight? 368,000 pounds. GM6C's starting tractive effort? 126,000 lbf. Weight? 365,000 pounds.
So, the GM6C is slightly lighter than the SD40-2, its diesel basis, while having slightly more tractive effort.
Other things to consider is that when a diesel locomotive consumes fuel, it inevitably gets lighter, and therefore its tractive effort decreases. As an electric locomotive doesn't burn fuel, its tractive effort is constant.
As for a solution to make electrics weigh as much as diesels? Just weld on some ballast, and you got an electric that's as heavy as a diesel! Simple as that!
@@AutismTakesOn well said
@@AutismTakesOn As a side note, it was actually GF6C
@alco4248 Well... Yes and no. You see... The GM6C existed, too. The reason why you probably never heard of it is because only 1 unit, the prototype, was ever built in 1975 and the sole unit was scrapped in 1982.
Imagine the fire that will inevitably happen when something goes wrong with a battery powered locomotive in the middle of nowhere Rocky Mountains.
What did we not understand on switching.... Its not a road engine....my 21 years on the railway saw diesels burn....
Imagine the fire when a conventional locomotive's 5000 gallon diesel fuel tank ignites after derailing in the middle of nowhere Rocky Mountains.
@@averageguy7136LMAO
Diesels have been on the rails for nearly a century. I can find no evidence that anything of the sort has ever happened, namely on D&RGW, the "Mainline thru the Rockies"
They had plenty of accidents, and in none of those did diesel fuel from the locomotive ignite. In addition, diesel has a far higher flash point than gasoline; and it doesn't ignite as easily. Did you ever hear about ICE cars and trucks burning someone's entire house down? Because I hear stories about EVs burning people's homes down at least twice a month.
You also strike me as the type that cares about pollution, and I do too. But let's get the facts straight:
L-ion batteries produce massive amounts of pollution during their production. Child labor is often used to acquire the rare earth minerals needed for said batteries. And where do you think the electricity for the batteries comes from? Odds are decent, if not highly likely, that it comes from fossil fuels. Maybe put some thought into the next snarky comment you leave.
The gap underneath the locomotive could be used for more battery space or generators to recharge the batteries.
Well, we could always use electrification by using Neuclear-and steam power stations to power electric train on long distances!..
When you say steam power stations, what do you mean? Coal, gas, oil?
@@Crlarl All of them!...
@@johnarnehansen9574you do realize that the whole point was to have zero FOSSIL FUEL emissions, right?
@@PG13_Official Well, in fact i was referring to biofuel, such as yellow coal and so on!..
They need to put a large battery compartment on the belly where the fuel tank used to be.
I am proud to be part of this company for almost 10 years! Could the channel provide Portuguese subtitles for us, the employees from Brazil? Or even in English, it would help us with comprehension :)
americans locomotives are beautifuls
Modern versions of SD40 and dash 2 but electric
hello progress rail it's is randy and i like yours video is cool thanks and the emd joule sd40jr battery - electric locomotive - testing is super cool progress rail thanks friends randy
Op... I commented on the wrong thing, I'll delete that
Atleast it’ll hopefully work in switching
Awesome Video 👍
Railfans are gonna be ticked off if this locomotive comes into play, they wont get to hear a loud diesel engine rour, lol. Thanks for sharing, and beautiful locomotive!
Add power to your engines to the wheels of boxcars. Placing generators on all the wheels
Why waste time and money on this when Bio-fuels are better all around.
IF the last standing "Class 1"s in the 1990s AFTER THEIR CONSOLIDATION" had "eaten the costs" and "wired up" they'd be right now using 12,000 horsepower electric locomotives like those used now in China and Russia and Sweden instead of being stuck with the 4,400 horsepower GE and EMD diesels.
US locomotives use the force plus their weight to drag, European locomotives are much lighter, even though they are electric and have more force, they cannot drag as much tonnage because they are light, in the US it was discovered that a diesel locomotive is ideally between 4000/4400 hp per locomotive, more than that amount of hp becomes uneconomical, that is why that amount of hp for each locomotive, in the US they have had 6000 hp diesel locomotives but they were retired because they were very expensive to operate, an electric locomotive that draws its energy from a catenary will always have more strength but it will also be more expensive to operate because it involves a lot of infrastructure along the track, that is why freight trains in the United States are diesel, the heaviest freight trains in the world are in the United States. and Australia, both with American diesel locomotives
@@EMDFAST *:* Russia and China ballast their electric locos with concrete blocks. China in particular as in China they use electrics to drag 22,000 ton coal trains.
@@archstanton5973 In the US, the main railways have concrete sleepers. Furthermore, depending on the humidity of the environment, wood behaves better than concrete. Wood is also better for high tonnage. A train with coal from the Basin River generally weighs 31,000 tons, without comment. that in Russia and China there is no double stack container, a monster intermodal train can generally measure 4 kilometers in length,
@@EMDFAST*: You OBVIOUSLY have a reading COMPREHENSION problem: the concrete ballast IS IN THE ELECTRIC LOCOMOTIVE.*
*ADDENDUM: do you actually know what NOT ROCK "BALLAST" MEANS?????*
True
Those EV Locomotives will Not Work in the Winter when it get's minis 40 below! Not to mention the fires they will Cause if they are not changed!
Lol!!! So all those electric semis, cars and a few locomotives being used in Norway or Sweden they just put them away in the winter??? Wtf are you talking about, and if they are not charged they will start a fire???
@@ShawnCalay-hi6gyI'm saying battery electric locomotives will work in the spring and summer and fall but they will not work in the winter cause in minus forty degrees they will die.
@@KurtBenning what makes you say that....the Netherlands and alot of artic areas are over 90 percent electric....I had GP38 with half a tank gel up on me....