OPE1A [ru; uk] industrial electro-diesel locomotive for quarry railways with primary electric locomotive and two diesel B–units
Anelectro-diesel locomotive (also referred to as a dual-modeorbi-mode locomotive) is a type of locomotive that can be powered either from an electricity supply (like an electric locomotive) or by using the onboard diesel engine (like a diesel-electric locomotive). For the most part, these locomotives are built to serve regional, niche markets with a very specific purpose.
Electro-diesel locomotives are used to provide continuous journeys along routes that are only partly electrified without a change of locomotive, avoid extensive running of diesel under overhead electrical wires and giving a solution where diesel engines are banned. They may be designed or adapted mainly for electric use, mainly for diesel use or to work well as either electric or diesel.
This is effectively an electric locomotive with a relatively small auxiliary diesel prime mover intended only for low-speed or short-distance operation (e.g. British Rail Class 73). Some of these, such as the British Rail Class 74, were converted from electric locomotives. The Southern Region of British Railways used these locomotives to cross non-electrified gaps and to haul boat trains that used tramways at the ports of Southampton and Weymouth. For economy, the diesel engine and its generator are considerably smaller than the electric capacity. The Southern types were of 1,600 horsepower (1,200 kW) or 'Type 3' rating as electrics, but only 600 horsepower (450 kW) as diesels.[1] Later classes had as much as 2,500 horsepower (1,900 kW) on electric power, but still the same diesel engines. Despite this large difference, their comparable tractive efforts were much closer (around three-quarters as diesels) and so they could start and work equally heavy trains as diesels, but not to the same speeds.
From 2010, in continental Europe, the name "Last mile diesel" was getting popular. These are electric locomotives with a small diesel engine of truck type, used in low speed, low gear, for operation at small flat freight yards, eliminating the need for a shunter locomotive.
Primarily diesel
[edit]DM30AC 501 primarily diesel locomotive operating in electric locomotive mode from a third rail at New Hyde Park, USA
This is effectively a diesel locomotive with auxiliary electric motors (or connections to the existing traction motors), usually operating from 750 V DCthird rail where non-electric traction is banned (e.g. EMD FL9, GE GenesisP32AC-DM, EMD DM30AC). The primary function for these models is to provide a "one-seat ride" (a rail trip that does not require a transfer to a different train) between the electrified and non-electrified sections of a rail system or to allow trains to run through tunnels or other segments of track where diesel locomotives are generally prohibited due to their production of exhaust; such locomotives are used for certain trains servicing the New York City terminals of Grand Central Terminal and Penn Station, as the various rail tunnels into Manhattan have exhaust restrictions. Once out of the tunnels, the engines are started and operation is as a normal diesel locomotive.
With modern electronics, it is much easier to construct (or adapt) an electro-diesel locomotive or multiple-unit which is equally at home running at high speeds both "under the wires" and under diesel power (e.g. British Rail Class 88, Bombardier ALP-45DP). These will normally operate under pure electric traction where possible, and use the diesel engines to extend the journeys along non-electrified sections which would not be cost effective to electrify. They may also be used on long cross-country routes to take advantage of shorter sections of electrified main lines.
ETG, an experimental electro-diesel shunter converted at Tbilisi locomotive depot in 1967 from AMG5 diesel-hydraulic shunting locomotive (manufactured by Gratz, Austria) by replacing its diesel prime mover with less powerful diesel engine and two electric motors from VL22m locomotive. The locomotive operated for several years and was withdrawn in the 1970s.[2]
[edit]Pesa Marathon at Inowrocław, working a goods train during tests by Lotos Kolej
Pesa 111Ed GamaMarathon – mainly electric, with auxiliary diesel engine enabling last-mile operation on non-electrified tracks. Gama Marathon was first presented in 2012 at InnoTrans Berlin. The locomotive then underwent a series of tests with rail operators Lotos Kolej (in goods traffic) and PKP Intercity (in passenger traffic),[7][8] after successful conclusion it was offered on the market.[9] In July 2015 the Polish train-operating company Locomotiv bought the prototype and signed order for further two Marathons.[10]
Newag Dragon – version of this electric freight locomotive for the Freightliner's Polish branch, Freightliner PL Sp. z o.o. (five units delivered in 2016) is equipped with auxiliary diesel engine.[11]
Newag Griffin – a version of this electric freight locomotive, leased to Lotos Kolej in 2017 for 7 years with a provision to extend the lease, is equipped with auxiliary diesel engine.[12]
OPE1 (ОПЭ1[16]), full dual-mode freight locomotives, used mostly in quarries and some another industrial railways with 10 kV 50 Hz AC overhead wires, produced by Novocherkassk Electric Locomotive Plant. Each locomotive consists of two sections with dedicated electric and diesel power equipment, which can operate as a standalone single-ended electric or diesel locomotives, some of them are also equipped with a motorized dump car.[17]
OPE1A (ОПЭ1А[18]), OPE1B (ОПЭ1Б) and PE3T (ПЭ3Т), full dual-mode freight steeplecab locomotives for quarry railways with overhead wires with 10 kV 50 Hz AC electrification (OPE1A/B) or 1.5 / 3 kV DC (PE3T), produced by Dnipro Electric Locomotive Plant, Ukraine. A complete locomotive consists of primary electric A unit with a cab, one diesel-electric B-unit with a lowered body and one motorized dump car, however most OPE1A locomotives were produced without diesel B-units and with two motorized dump cars.[19][20]
LEW EL10[21] EL20,[22] mainly electric locomotives for quarry railways with 10 kV 50 Hz AC overhead wires. Each locomotive is equipped with two motorized dump cars.[23][24]
2EV120, mainly electric two-unit freight locomotive , produced by Engels Locomotive Plant and derived from Bombardier TRAXX. Locomotive using both 3 kV DC and 25 kV 50 Hz overhead wires and can be equipped with auxiliary "Last Mile Diesel".[25]
Warnings: the sections below are WORK IN PROGRESS, result of moving to "Electro-diesel multiple unit" the informations about Electro-diesel Multiple Unit, here incorrectly reported; please give help on this transfer.
Spain
[edit]Double FEVE electro-diesel locomotive 1915 at El Berrón (Spain)
FEVE 1.900 Series,[26]1500 V DC overhead wires. This series is a rebuild of FEVE 1.000 Series locomotive.
Euskotren TD2000 series, 1500 V DC overhead wires. This is a new construction locomotive. Built by CFD-Bagnères and Ingeteam.
CAF Bitrac 3600, 3000 V DC overhead wires. October 2007 order for nine freight Co-Co locomotives.[27] Available in Bo-Bo and Co-Co wheel configuration, 1,435 or 1,668 mm (56.5 or 65.7 in) gauge, and as freight or passenger versions of 120 and 180 km/h (75 and 112 mph) maximum speeds respectively.[28]
Swiss Federal Railways Tem I 251–275 (1950–57), Tem II 276–298 (1967) and Tem III 321–365 (1954–62) shunters (Tem III see image) of which only few are still in service.
Swiss Federal Railways Eem 923 shunters using both 15 kV 16.7 Hz and 25 kV 50 Hz overhead wires and a 360 kW auxiliary diesel engine are on delivery from Stadler Rail's Winterthur plant.[29]
An experimental electro-diesel locomotive, DEL120, was built by London Underground in 1940 but was not a success. Two types have been built whose electricity source was a 750VDCthird rail.
British Rail Class 73, dating from 1962 – the more successful design, with some still in regular use. They originally had lower power output in the diesel mode, but are re-engined to provide more power. (2020, 62 years since introduction)
P32AC-DM – dual-mode version of GE Genesis, primarily diesel, electric mode is only used for service to Grand Central Terminal from PoughkeepsieorWassaic, or Penn Station from Albany, Rutland, or Niagara Falls. They are also used on the Albany-New York section of trains between Penn Station and Chicago, Montreal, and Toronto. Those trains stop in Albany to switch to full diesel GE Genesis for the remainder of the journey.[32]
BombardierALP-45DP[33] – 35 locomotives purchased by NJ Transit (with 17 more on order), to bridge gaps between non-electrified and electrified sections of track into New York Penn Station.[30][34] These trains have been used to provide a "one-seat ride" to New York Penn Station for commuters using non-electrified portions of the system.[35]
The following were retired from New York City service:
Fairbanks Morse P-12-42 – primarily diesel-electric, third-rail electric mode for short-term use only. All scrapped.
EMD FL9 – primarily diesel-electric, third-rail electric mode for short-term use only. Several examples preserved and/or in service on heritage railroads.
[edit]Spoornet Class 38-000 38-008 in electric mode at Sentrarand, Gauteng, ZA
The South African Class 38-000 is a 3 kV DC electro-diesel locomotive designed by Consortium under the leadership of Siemens and built by Union Carriage and Wagon (UCW) in Nigel, Gauteng, South Africa. Between November 1992 and 1993 fifty of these locomotives were placed in service by Spoornet, formerly the South African Railways (SAR) and later renamed Transnet Freight Rail (TFR). The diesel engine enables the locomotive to shunt on unelectrified sidings.[36]
The Indian RailwaysWDAP-5 is a class of Electro-diesel locomotive that was developed in 2019 by Banaras Locomotive Works (BLW), Varanasi for Indian Railways. The model name stands for broad gauge (W), Diesel (D), AC Current (A), Passenger (P) and 5000 Horsepower(5). The locomotive can deliver 5000HP in electric mode and 4500HP in diesel mode. It was made to reduce the travel time of passenger trains which needed to change the electric locomotive with a diesel locomotive. However as of 2024, this locomotive does not have much practical use as 97% of Indian Railways has been electified. Only one of these were ever constructed and what happened to that locomotive remains unknown.
A specialized type of electro-diesel locomotive is the hybrid locomotive. Here, the electricity comes from a battery charged by the diesel engine rather than from an external supply. An example is the Green GoatswitcherGG20BbyRailpower Technologies, a subsidiary of R.J. Corman Railroad Group since 2009.[37]
