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Evaluating the Feasibility of Electrified Rail at the Port of LA/LB 3.3 Third-Rail and Overhead Caternary Approach to “Diesel” Locomotive Retrofit The so-called “Diesel” locomotives, operating in the Los Angeles basin and throughout the country in freight and passenger service, are not like Diesel trucks, in that the Diesel engine is the power source but not the motive force. If a Diesel locomotive operated like a truck does, a massive (and inefficient) mechanical transmission would be required to couple the engine’s pow er t o t he wheels. Instead, a l ocomotive’s Diesel engine dr ives an electric generator which in turn powers electric motors directly coupled to the wheels as shown in Figure 7. Figure 7- Typical “Diesel Electric” Locomotive Prevalent on US Freight and Passenger Rail The electric motors in these Diesel-electric locomotives transmit power to the wheels, as well as add weight to the locomotive for more traction. These locomotives carry their own electrical pow er s upply, and so are f ree o f t he r equirement for a “s hoe” c ontacting a powered third-rail, or a pantograph contacting power lines overhead. This freedom from the necessity to connect to an additional electrical distribution source has caused the almost total elimination of electric rail in favor of this less cumbersome “electrification” source for freight applications. However, some applications exist that require hybrid “electro-Diesel” systems. Freight and passenger r ail systems near N ew Y ork City ut ilize Diesel generators on t wo-rail tr acks through Long Island and Connecticut, but when entering the rail tunnels in the vicinity of the city, the locomotives drop a hydraulic “shoe” onto a powered third-rail and discontinue generating el ectric pow er w ith Diesel engines to c onform t o or dinances pr ohibiting locomotives from emitting smoke within the tunnels. S uch “electro-Diesel” locomotives have been manufactured by both General Electric and General Motors (see Figure 8). 10
Evaluating the Feasibility of Electrified Rail at the Port of LA/LB A " dual-mode" P32AC-DM locomotive w as d eveloped by General Electric to run its electric motors on power from the onboard Diesel engine or from a third rail carrying 750 volts of direct c urrent and s eamlessly tr ansition between th e two modes while underway. The P32AC-DM is unique n ot only because o f t hird-rail c apability, b ut also b ecause i t i s equipped with AC (alternating current) traction motors. 11 The EMD FL9 (New H aven C lass E DER-5) w as a du alpower electro-Diesel locomotive, cap able o f s elf-powered Diesel-electric operation and o f o peration a s a n electric locomotive powered f rom a third r ail. A t otal o f 6 0 u nits were b uilt b etween O ctober 1956 and N ovember 1960 by General M otors E lectro-Motive D ivision as a cu stom o rder for the New York, New Haven and Hartford Railroad Railed Crane Figure 8- Examples of Hybrid Locomotives for Use on Electrified Rail While operation in tunnels created the need for hybrid locomotives, the growing demand for z ero-emission f reight a nd pa ssenger t ransport r equires “ all-electric” f orms of propulsion. W hile t hese f orms o f pr opulsion i n ur ban and i ndustrial areas m ay b e provided by third rail or catenaries, the exposed electric power lines will likely introduce numerous safety issues. 3.4 Power Distribution Power distribution to electrified rail systems is similar to electric grid distribution for any major power customer. Sub-transmission stations connected to main transmission lines, typically carrying around 230 kV AC, step down the voltage to anywhere from 11 kV to 56 kV AC depending upon the customer. The power from the sub-transmission stations is then transmitted to substations along the electrified rail route. The s ubstations s upply sufficient e lectric pow er t o t rains on t he route. If t he ro ute’s electric tr ansmission system (third-rail or cat ernary) is not capable of de livering significant pow er, t han the s ubstations need t o be s paced c loser together i n or der to reduce the number of trains operating between substations. T his is the particularly true for t hird-rail (Figure 9) since t he at -ground a rcing condition l imits th e tr ansmission voltage—hence i ncreasing cur rent and “i s quared R” losses. In a ddition, the thi rd-rail
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Page 31 and 32: Appendix A Justification of Mileage
Page 33 and 34: APPENDIX A Table A.2 Justification
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Page 43 and 44: APPENDIX C The Journal of Commerce:
Page 45 and 46: APPENDIX D The Journal of Commerce:

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