Beatrice Lang
General Electric (GE) has played a pivotal role in the evolution of locomotive technology, from Thomas Edison's early experiments with electric-powered trains to its current leadership in the industry. GE's innovative spirit has resulted in the development of various locomotive types, including diesel-electric and gas-turbine models, with thousands of GE machines operating worldwide. Notably, GE's Evolution Series locomotives are among the best-selling and most successful freight locomotives in the United States, showcasing the company's enduring impact on railway transportation. This success has extended globally, with GE exporting locomotives to Brazil, Mexico, and other countries. As environmental concerns mount, GE is now turning its attention to hybrid locomotives, aiming to improve fuel efficiency and reduce emissions. With a history of groundbreaking innovations, GE's foray into hybrid technology promises to be a significant development in the quest for sustainable railway solutions.
| Characteristics | Values |
|---|---|
| Company | General Electric Co. |
| Locomotive Type | Hybrid |
| Power Source | Hydrogen fuel cells (HFC) and batteries |
| Traction Motor Power | 366.6 kW |
| Expected Fuel Savings | 70 million gallons per year |
| Expected Emissions Reduction | Equivalent to taking about 115,000 cars off the road |
| Locomotive Series | Evolution Series |
| Locomotive Models | ES44C4, ES44AC, ES43ACmi, ES57ACi, ES40DC, ET23DCM, ES43BBi, ES44AH, ET44AH, ES44ACH, ET44ACH, ES44C4 |
| Locomotive Horsepower | 4,000 hp, 4,400 hp, 4,500 hp, 6,000 hp, 4,000 hp, N/A, N/A, N/A, N/A, N/A, 4,400 hp, 4,400 hp |
| Locomotive Traction | DC, AC, N/A, N/A, DC, N/A, N/A, N/A, N/A, N/A, AC, AC |
| Locomotive Weight | N/A, N/A, N/A, N/A, N/A, N/A, 436,320 lbs, N/A, N/A, N/A, N/A, N/A |
| Locomotive Customers | Indian Railways, Union Pacific Railroad, BNSF Railway, CSX Transportation, Norfolk Southern Railway, Ferromex, CPKC Railway, Canadian National Railway, Ukrainian Railways |
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What You'll Learn
GE's history of locomotive innovation
General Electric (GE) has played a significant role in the evolution and innovation of locomotive technology over the past century. The company has a long history of building innovative transportation products, dating back to the early days of its formation. Even before the establishment of GE, Thomas Edison, one of its founders, experimented with electric-powered trains in the 1870s. Edison's small locomotive, powered by a dynamo converted from electric lighting, achieved speeds of up to 40 mph on a 1,400-foot-long test track. However, despite the success of these early experiments, railroad executives of the time remained committed to steam power.
By the late 19th century, GE had become a key player in the electrification of railways. In 1895, the company proclaimed the success of its Intramural Railway, challenging the supremacy of steam locomotives and marking the beginning of a new era in city travel. GE supplied electric motors, alternators, controllers, generators, and other electrical equipment, contributing to the transformation of urban transportation in cities like Chicago and New York. This early adoption of electric technology laid the foundation for GE's future innovations in locomotive manufacturing.
During the first half of the 20th century, GE continued to make advancements in locomotive technology. By the outbreak of World War II, the United States had over 6,000 track-miles operating under electric power, with GE playing a pivotal role in this expansion. The company supplied critical power generation equipment and built hundreds of electric locomotives, serving major railroads such as the Great Northern, Milwaukee Road, and New York Central. GE's involvement in electrification offered significant advantages, including reduced running times, increased tonnage capacities, lower fuel and maintenance costs, and extended service lives for electric locomotives compared to steam engines.
Post-World War II, GE played a pivotal role in the transition from steam to diesel-electric locomotives. According to railroad historian William Middleton, GE "pioneered the technology with which the diesel-electric was to successfully challenge steam." The company's expertise in electrical components and systems positioned it as a leader in the emerging diesel-electric era. GE's Evolution Series locomotives, introduced in the early 21st century, further solidified the company's innovation in the locomotive industry. These freight locomotives, known for their Nathan Airchime K5HL horns, became some of the best-selling and most successful in United States history.
As the industry shifts towards sustainability, GE continues to innovate with hybrid and hydrogen fuel cell technologies. Hybrid locomotives, combining hydrogen fuel cells and batteries, offer the potential for higher power ratings, especially for main line North American locomotives. GE's history of locomotive innovation, from Edison's early experiments to the modern era of hybrid and hydrogen-powered trains, showcases the company's enduring commitment to shaping the future of rail transport.
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Hybrid locomotive technology
A hybrid locomotive is a train that uses an onboard rechargeable energy storage system (RESS), placed between the power source (often a diesel engine) and the traction transmission system connected to the wheels. This system allows the train to capture and store energy generated during braking, which can then be used to boost power during acceleration. This is known as regenerative braking, and it provides both environmental and economic benefits by reducing energy consumption and fuel costs.
GE's hybrid locomotive, displayed at Los Angeles Union Station in 2007, utilized regenerative braking and a bank of high-capacity batteries to achieve higher fuel efficiency and emissions standards compared to ordinary diesel locomotives. The company claimed that its hybrid technology could lead to significant fuel savings, equivalent to taking about 115,000 cars off the road. GE also announced a $100 million plan to build batteries for trains, including sodium batteries for its upcoming line of hybrid locomotives.
In addition to GE, other companies have also been working on hybrid locomotive technology. For example, Railpower Technologies, a Canadian company, ran pilots in the United States with the Green Goat shunting locomotives, which were expected to cut emissions and fuel consumption significantly compared to conventional diesel-powered locomotives. However, they faced some challenges, including engine fire issues and preferences from railroad companies to use older locomotives for yard work.
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GE's locomotive sales and exports
General Electric (GE) has a long history of building innovative transportation products that run on rails. Over the past 125 years, the company has manufactured a wide range of locomotives, from 2-ton electric mine locomotives to 8,500-hp gas turbines.
GE is the world's largest builder of diesel-electric locomotives, with thousands of GE machines in operation worldwide every day. The company's locomotives are used to haul freight and passengers, from mile-long ore trains in Australia to crowded passenger trains in India.
GE's Evolution Series locomotives are some of the best-selling and most successful freight locomotives in the United States. They have been ordered by every Class I railroad in North America, including Union Pacific Railroad, BNSF Railway, CSX Transportation, and Norfolk Southern Railway. The Evolution Series replaced the Dash 9 and AC series, offering improved fuel consumption and reduced emissions.
In addition to its sales in North America, GE has exported locomotives to various countries. GE Brazil has orders for 46 units of the Evolution Series for Rumo Logística. The company has also exported locomotives to Indonesia, where they are assembled by Indonesian Railways Co., and to Brazil and Mexico in the past.
GE Transportation, a subsidiary of GE, produces a range of related products and parts for locomotives and railroad cars. The company was sold to Wabtec in 2019, and its main manufacturing facilities are located in Erie, Pennsylvania, and Fort Worth, Texas.
While there is limited specific information available on the sales and exports of GE's hybrid locomotives, the company has a strong presence in the locomotive industry and a history of innovation. GE's first battery-electric locomotive was sent out for testing in 2020, and the company continues to develop new technologies to improve power and reduce emissions.
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Environmental impact of hybrid locomotives
Hybrid locomotives have the potential to significantly reduce the environmental impact of rail transportation. By combining diesel engines with energy storage systems, such as batteries or supercapacitors, hybrid locomotives can capture and store energy during braking and use it to assist the diesel engine during acceleration. This results in reduced fuel consumption and emissions, making them a more environmentally friendly alternative to traditional diesel locomotives.
One of the key benefits of hybrid locomotives is their ability to reduce greenhouse gas emissions. Diesel engines used in traditional locomotives emit carbon dioxide (CO2), a potent greenhouse gas that contributes to global warming. By transitioning to hybrid locomotives, the rail industry can substantially lower its carbon footprint and mitigate the effects of climate change.
In addition to reducing greenhouse gas emissions, hybrid locomotives also help to address air pollution. Diesel locomotives are known to emit harmful pollutants such as nitrogen oxides (NOx) and particulate matter, which can lead to respiratory issues for nearby residents. Hybrid locomotives, on the other hand, produce lower levels of these pollutants, improving air quality and public health.
Hybrid locomotives also offer noise pollution reduction benefits. The noise generated by diesel trains can reach up to 100 decibels at a distance of 100 feet, causing significant disruption, especially in residential areas. In contrast, hybrid locomotives operate at lower decibel levels of around 60, reducing noise pollution and its impact on the surrounding environment. Additionally, hybrid locomotives can turn off their engines in built-up areas or when idling, further decreasing noise levels and improving relationships with the public.
The environmental advantages of hybrid locomotives are not limited to emission and noise reduction. They also contribute to increased fuel efficiency. For example, Rumo, the largest railway operator in Brazil, invested in hybrid locomotives developed by Progress Rail, which utilize a diesel-electric system and battery packs. These locomotives are estimated to achieve a total fuel reduction of up to 45%, showcasing the potential for significant fuel savings and further reducing the environmental impact of freight operations.
Furthermore, hydrogen fuel cell technology offers another promising avenue for sustainable rail transportation. Hydrogen fuel cell locomotives produce zero emissions at the point of use, emitting only water vapour as a byproduct. This makes them a clean and sustainable choice for long-haul freight transportation, providing a green alternative to diesel locomotives on major rail corridors.
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Locomotive manufacturing costs
General Electric Co. (GE) is the world's largest builder of diesel-electric locomotives, with a long history of building innovative transportation products that run on rails. GE has supplied locomotives to railroads worldwide, including in Australia, India, Brazil, Mexico, and the United States. The company has been instrumental in the electrification of railways, which has brought about benefits such as reduced running times, increased tonnage capacities, lower fuel and maintenance costs, and longer service lives for electric locomotives compared to steam locomotives.
The cost of manufacturing locomotives varies depending on the type and specifications. For example, the price of a diesel-electric locomotive ranges from $1,200,000 to $2,200,000, with AC locomotives being more expensive than their DC counterparts. A specific example is the Siemens ACS-64 locomotive, which was sold to Amtrak in 2010 for $466,000,000 for 70 locomotives, averaging $6,657,142 per locomotive. In contrast, a new freight car costs well over $100,000, with a boxcar costing approximately $130,000.
Steam locomotives, on the other hand, cost significantly less in the 1800s, ranging from $9,000 to $15,000, which translates to $300,000 to $500,000 in today's money. However, these prices vary depending on the specifications of the locomotive.
It is worth noting that rebuilding locomotives is a more cost-effective option for railroads than purchasing new ones. Rebuilding locomotives can save up to 40% of the cost of buying new ones, and it gives the older locomotives a second life with modern upgrades. This practice is common among North American railroads, which are rebuilding General Electric locomotives from direct current (DC) to alternating current (AC) locomotives.
The Evolution Series by GE is one of the most successful freight locomotive series in the United States. These locomotives have been ordered by every Class I railroad in North America and have also been exported to Brazil. The joint venture between GE and Indian Railways to provide 1,000 diesel locomotives with horsepower ranging from 4,500 to 6,000 each is another significant investment, costing GE $305 million.
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Frequently asked questions
A hybrid locomotive is a train that uses an onboard rechargeable energy storage system (RESS), placed between the power source (often a diesel engine prime mover) and the traction transmission system connected to the wheels.
Hybrid locomotives are more fuel-efficient and reliable than older models. They also reduce emissions and decrease fuel consumption.
General Electric (GE) put their hybrid locomotive on display at Los Angeles Union Station on 24 May 2007. The locomotive was expected to join GE's current line of Evolution Series locomotives as of May 2007. GE has also invested $100 million to build batteries for trains.
In 1986, Czechoslovak locomotive manufacturer ČKD built a prototype hybrid shunting locomotive termed the DA 600. The locomotive was successfully operated at the Olomouc train depot for ten years. In 2004, Railpower Technologies, a Canadian company, began running pilots in the United States with the Green Goat shunting locomotives. These diesel-electric hybrid trains are expected to cut emissions by up to 90% and decrease fuel consumption by up to 60% compared to conventional diesel-powered locomotives.
