TTC OPERATED BY ENSCO, RAILWAY AGE OCTOBER 2024 ISSUE: Electrification has been a long-standing method for propulsion energy for the rail industry. The first electrified line in the U.S. opened 129 years ago on the Baltimore & Ohio Railroad’s Baltimore Belt Line, which is now part of the CSX network.
Today, electrification is one of many technologies to aid railways to meet greenhouse gas reduction emissions goals. The Transportation Technology Center (TTC) is focused to aid government agencies, railways and suppliers in their continued journey into the sustainable future. This article discusses how the TTC is utilized for these types of vehicles and the outlook for freight and passenger railway electrification.
TTC Electrified Test Tracks
A unique aspect of the TTC is that it is the only railway testing facility in the world that has both overhead wire catenary and third-rail electrified test tracks.
The first is the Rail Transit Track Loop (RTT), which is 13.5 miles (21.7 kilometers) with a maximum operating speed of 165 mph (265 km/h). The RTT is fully equipped with AC overhead wire catenary. A key functionality of the RTT is that its catenary has adjustable voltage to match the operating railway that the vehicles are being tested to. The 15-megawatt substation that feeds the RTT catenary can be adjusted between 12.5 kV to 50 kV AC. Having the RTT catenary allows for testing of various electric rail vehicles commonly used for high-speed and commuter rail.
The Transit Test Track (TTT) is a second electrified test loop at the TTC that is equipped with DC third rail and overhead wire catenary. The TTC is fully equipped with DC third rail around its 9.1-mile (14.6 km) circumference. Having a test track with third rail is important for subway and commuter railways. Additionally, the TTC has a 2-mile (3.2-km) section of DC overhead wire catenary that replicates streetcar and light rail operations. Similar to the RTT, the TTT has two DC substations that can vary voltage to match the operating railway’s parameters.
The entirety of the TTC has a peak power capability of 55 megawatts supplied through five substations. The electrification infrastructure is not only important for the RTT and TTT test tracks, but also supporting the growing testing needs of Battery Electric Storage System (BESS) railway vehicles.
Freight Railroad Applicability
Current freight rail operations that utilize electrification fall into two groups. First are shared-corridor lines that have both passenger and freight traffic utilizing the same catenary, which is common in Europe. The second group are freight railways in countries where it is cost effective to build and maintain long-distance catenary line infrastructure. Examples include South Africa, China and India. The Dedicated Freight Corridor (DFC) located in India is a recent example of a newly constructed, long-distance electrified freight line. To date, the DFC has two routes totaling 2,030 miles (3,260 km), with the most recent line completed in February 2024. The DFC is part of India’s overall goal of 100% electrification of its railway lines to become a net-zero carbon emitter.
However, as it is with many instances, a good solution for one country’s railways is not a good solution for another’s. For North American freight rail, the cost of catenary infrastructure implementation is much higher than it is for India. Therefore, different innovative solutions are required.
Dual-Mode Trains
A trend emerging in North America are Dual-Mode locomotives that utilize diesel and electric as propulsion methods. Dual-mode locomotives offer several key benefits that make them a versatile and environmentally friendly solution for modern rail systems. One of the primary advantages is their ability to seamlessly switch between electric and diesel power, allowing them to run efficiently on both electrified and non-electrified tracks. This flexibility reduces the need for multiple types of locomotives and improves operational efficiency, particularly on routes that include sections with varying power infrastructure. Additionally, dual-mode locomotives help reduce fuel consumption and greenhouse gas emissions when operating in electric mode, contributing to environmental sustainability. They also reduce noise pollution, especially in urban areas where electric power can be utilized. The combination of these benefits makes dual-mode locomotives a practical choice for rail operators looking to improve efficiency, reduce costs and minimize their environmental impact.
One example is the Siemens Dual-Mode Charger locomotives scheduled for delivery to MTA Metro-North Railroad (MNR) in 2025 and currently being tested at the TTC’s TTT. The locomotives operate on diesel and third-rail electricity. Once delivered, they will replace MNR’s DM30 locomotive fleet that operates East of the Hudson River. They will provide added operational flexibility and lower MNR’s fleet emissions. The ability to test the locomotive’s third-rail capability at the TTC is key to ensure all modes are operating as intended prior to delivery to MNR.
It is easy to see that in the near future, the diesel of dual-mode locomotives could be replaced with other green energy sources such as Battery Electric Storage Systems (BESS) to enable an optimum sustainable solution that effectively broadens the environmental benefits of electrified territory without adding more infrastructure. Additional benefits of battery-electric vehicles are that they can take opportunities to recharge the batteries while in electrified territory and during regenerative braking.
Conclusions
Electric rail vehicles and their extended dual-mode variants are demonstrating that they are part of the railway sustainability solution. The TTC with its catenary and third-rail test tracks are staged to support the industry’s future for these applications. Attendees of the 2024 TTC Conference and Tour, occurring Oct. 22-23, will have the opportunity to see an expanded display of how the facility is being utilized to meet the railway community’s goals. More information can be found at www.ttc-conference.com.
