Pacific Harbor Line officials say they plan to lease the unit. The locomotive retains its demonstrator Progress Rail mustard-and-black colors, but is now adorned with Pacific Harbor Line logos on its flanks, nose, and rear.
“Progress Rail has already delivered Tier 4 passenger locomotives in the state of California that meet lower emissions standards set by the U.S. EPA. Today, we are pleased to share that [Pacific Harbor Line] will utilize our latest switcher locomotive and continue to operate with a lower fleet emissions footprint — vital for the ports of Long Beach and Los Angeles,” said Gary Eelman, vice president of transit, leasing and re-powers at Progress Rail.
Eelman is a long-time railroad executive who began as a car man, cleaning commuter coaches, with the Penn Central in 1971. He rose to executive positions with Amtrak and NJ Transit before joining Progress Rail.
Eeleman says that the locomotive is powered by a Caterpillar 3512C HD engine and was built with re-manufactured core parts, offering a sustainable solution for railroad customers.
“[The railroad] is pleased to work with Progress Rail once again and looks forward to leasing the new EMD24B, not only for its performance, but also to continue to create awareness of the need for implementing greener technology in the ports,” says Otis Cliatt, Pacific Harbor Line president.
He also spoke of a future desire to replace some of the railroad’s aging genset fleet with additional EMD24Bs. Progress Rail and the railroad have a long-term relationship as Progress has already re-powered the railroad’s fleet of MP20C-3s and MP20B-3s with Caterpillar prime movers.
For once a locomotive sale is not going to that other locomotive in Northwestern Pa.PR had better start thinking about getting back what was taken from them in 1983
@GERALD MCFARLANE
Conduit electricity is expensive to build and maintain, especially compared to overhead. It was generally despised by traction operators. Also I do not think one could use 25Kv in a slot.(I forget just how much room one would need to allow for proper insulation.
Conduit worked minimally for DC and NYC as they were 600vdc. 25,000vAc is a much higher voltage. The higher the voltage the greater requirements for insulation. Eiither space around the conductor, 3rd rail, or heavier insulation materials, to prevent the voltage from jumping or shorting into places you do not want it.
Bob, DEF is Diesel Exhaust Fluid, it’s the after treatment that is required for tier 4 compliance on most Diesel engines.
DEF?
I believe I read elsewhere that it requires DEF.
Electrification may or not reduce emissions, depending on how the electricity in generated.
Ok… So does the unit require DEF as the F125 does since it is captive? Or could they achieve tier 4 status without the fluid?
@Norton
Yes, we are planning stricter requirements, but those would only apply to automobiles and other personal use vehicles, because railroads and OTR tractors are involved in Interstate commerce the CARB really can’t regulate those, but they have asked the EPA to make do so…which won’t happen with the current Administration so it’s a losing cause. By the way, electrification would work with between the rail pickup as in the old New York City 3rd Street line or 3rd Avenue or what ever line it was the required the streetcars to pickup from underneath between the rails.
Something tells me in California plans are already underway to make this locomotive obsolete with new Tier V requirements.
An intermediate option to electrification would be battery powered locomotives. 40 tons of Li-ion batteries would be good for about 6MW-hr, which would be equivalent to 3 hours of run 8 with a 2400HP diesel engine.
I’m not sure why they don’t just electrify the switching there. That would solve your emissions problems.
Loading double stack cars under a 25KV power line would be interesting.
I’m not sure why they don’t just electrify the switching there. That would solve your emissions problems.