The EML = Electric Mountain Locomotive, see the download in pdf. This is the proposed solution plan for the Northwest and other Rail Corridors.
Hermiston, Portland, Tacoma and visa versa.
Hermiston, Portland, Tacoma and visa versa.
This is an explanation as how an electrified freight/passenger rail corridor may work. Through freight trains will retain the diesel locomotives in the consist along the entire corridor route. However such a freight train will stop at the point of entry to the electrified corridor and couple up to the EML on to the front. Coupling and de-coupling time will be short with this setup. At the endpoint the procedure will be reversed and the freight train diesels can then bring the freight train to its final destination.
Entry and exit points would be at main rail yards where trains may need to stop for inspections, fueling, sanding and so on anyway. This plan does consider energy conservation and exhaust emission reduction for rail traffic movements. This will be a special benefit in environmental sensitive areas such as the Columbia Gorge (OR-WA) and the greater (CA Los Angeles) territories.
Please also note the the benefit off "re-generative braking", that is during the braking cycle of electrified trains we can then return the re-generated electrical energy back in to the catenary (overhead wires) for electrical power re- use in the electrified corridor, thus safe energy and reduce pollution! The diesel locomotives also generate electrical power "dynamic braking", but this power flows to the resistors (toasters) there they produce heat and the electrical energy is thus lost.
The CHSR and freight trains will have the same electric catenary current.
Entry and exit points would be at main rail yards where trains may need to stop for inspections, fueling, sanding and so on anyway. This plan does consider energy conservation and exhaust emission reduction for rail traffic movements. This will be a special benefit in environmental sensitive areas such as the Columbia Gorge (OR-WA) and the greater (CA Los Angeles) territories.
Please also note the the benefit off "re-generative braking", that is during the braking cycle of electrified trains we can then return the re-generated electrical energy back in to the catenary (overhead wires) for electrical power re- use in the electrified corridor, thus safe energy and reduce pollution! The diesel locomotives also generate electrical power "dynamic braking", but this power flows to the resistors (toasters) there they produce heat and the electrical energy is thus lost.
The CHSR and freight trains will have the same electric catenary current.
| hsr_eml.pdf |