PINHAIS, Brazil — Progress Rail has delivered two hybrid EMD GT38H locomotives to Rumo, Brazil’s largest railway operator, which will become the first hybrids in revenue freight service. The locomotives include both a diesel-electric system and battery packs, drawing energy to power the traction motors from the diesel generator and the bank of batteries.
Rumo estimates the units could reduce fuel use by up to 45%, while also reducing emissions such as particulate matter and nitrous oxide, as well as decreasing noise.
“This positive solution from Progress Rail provides considerable gains for our operations,” Marcus Jorge, Director of Maintenance at Rumo, said in a press release. “With this technology in our network, we will be able to evaluate the performance of the unit, considering the characteristics of the track. This is an important step in analyzing the feasibility of expanding the use of hybrid locomotives in our fleet.”
The locomotives will recharge batteries with energy generated during dynamic braking, rather than dissipating that energy as heat through high-power resistors. The locomotives are designed to activate the batteries automatically according to the operator’s power requests; other features include remote monitoring with the potential to anticipate system failures.
“As a division of Caterpillar, we are deeply involved in the energy transition, with our investments in technology — from hydrogen and battery, to electric, to these hybrid locomotives — being jointly developed with our parent company,” said Colin Kerelchuk, Progress Rail senior vice president. “We are pleased to provide these hybrid units to Rumo, which provide fuel and emission reduction solutions to help them meet their sustainability goals.”
Six months of testing is planned between Guarapuava and the Desvio Ribas railway station in the Brazilian state of Paraná, with the first train pulled by the hybrids anticipated to operate in October.
Nowhere in the release is the tractive power specified. Or the total weight of this gadget. AC or DC traction motors? Are these locos in the 3,000 hp range? Larger? Smaller? Road or switching units? What would be the straight diesel equivalent model.
Does sound much more practical than a straight electric.
See the “Railpage” website for answers to all your questions about these Progress Rail/EMD GT38H Hybrid locomotives: http://www.railpage.com.au:443/news/s/gt38h-testing-under-way-in-brazil
There are several other sources as well if you google (or use your own favorite search engine,) “Progress Rail Hybrid GT38H locomotives”
The odd thing is that RUMO’s system is multi gauge, going from narrow gauge to broad gauge, Makes one wonder if an flexible gauge unit will be in the works.
According to the “Railpage” website, “The GT38H, one of Progress Rail’s Joule series locomotives, is an intermediate-power, six-axle (C-C) diesel-battery-electric hybrid that uses a Cat® 3512 diesel engine paired with a generator and a lithium-ion battery bank. The first hybrid locomotive to be deployed in revenue freight service, the 2,950-hp (2.2-mW) GT38H is capable of both regenerative and external battery charging. Starting tractive effort is 111,280 pounds (495 kN [kilo newtons]); continuous tractive effort is 90,373 pounds (402 kN); maximum operating speed is 37 mph (60 kph), with a 96:15 gear ratio. Battery capacity is 0.55 MWh; regenerative dynamic brake effort is 56,425 pounds (251 kN).”
There are several other sources as well if you google (or use your own favorite search engine,) “Progress Rail Hybrid GT38H locomotives”.
The odd thing is that RUMO’s system is multi gauge, going from narrow 3 meter gauge to broad gauge, Makes one wonder if an adjustable gauge unit will be in the works for future use.
Rumo placed the order in September 2022.
Dr. Güntürk Üstün
I still want to see a road slug setup where the slug has the batteries. The cells charge when the slug mother is idling or when in dynamics.
Totally agree Daniel, when Wabtec brought out the batterie loco, I thought to myself and maybe even posted it what a great idea to set it up as a road slug.
Using a CAT 3512 industrial V12 engine without any environmental certification instead of a Tier 4 monstrosity.
Sure hope it proves out well, barring full electrification I think hybrid is a good solution.
The 3512 is used all over NA in marine, industrial, gen-sets etc.
also without any environmental certification.
CAT 3512C’s can meet Tier 3; NJT uses them in their ALP-45DP motors.
Philip, I’m referring to no need for DEF or exhaust gas recirculation.
Thanks for letting me know about Tier 3 certification.