Electric locomotives could cut emissions of greenhouse gases and toxic pollutants that harm people living near rail yards.
power is coming to trains, in place of the diesel-fueled generators that have powered locomotives for more than a century.
Also last year, Wabtec tested its FLXdrive locomotives on 18 trips between Barstow and Stockton, California, under a $22 million grant from the California Air Resources Board. The battery electric locomotive sat between two traditional diesel locomotives, pulling as much as 430,000 pounds. Wabtec CTO Eric Gebhardt says the combination saved an average of 11 percent on fuel and emissions.
“This is the beauty. Because they already are electric, if someone decides to do it they can do it in a month,” says coauthor Amol Phadke, who studies heavy-duty electric vehicles and grid-scale battery storage. “All you're doing is adding a railcar which has a huge amount of batteries on it.” “This is the beauty. Because they already are electric, if someone decides to do it they can do it in a month.”Parallel Systems was founded in January 2020 by a group of ex-SpaceX executives and is largely still a concept. Parallel Systems CEO Matt Soule envisions platoons of rail vehicles that resemble giant Roombas carrying 10 to 50 shipping containers, but that’s based on modeling and simulations, since the company has so far built only two rail vehicles.
Wabtech and BNSF Railway built the first battery electric locomotive charging station in a train yard in Stockton as part of the test run last year. That used a 400-kilowatt plug, but later models of Wabtec’s FLXdrive will charge using pantograph technology, reaching down with an arm to touch a contact at the top of the locomotive.
The Lawrence Berkeley Lab–UCLA study says building charging stations will account for a substantial portion of the initial costs. Freight trains typically travel 1,000 miles or more, but stops for crew changes every 150 miles or so provide an opportunity to charge batteries. One advantage in building charging stations for locomotives: They don’t have to be in cities, which could help lower costs. “These charging facilities can be anywhere,” Phadke says.
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