SD70J models.
So now UP and BNSF will be getting Joules.
So it will be interesting if these units will be in different service than the GE units. I assume that at least right now, GE and EMD battery units would be kept separate. They don’t seem to be equivelant in the way that an ES/ET44 and an SD70ACe/T-4 are.
I suspect they are experimenting to see what the use cases turn out to be, and how well the different types of unit perform in service.
I trust RPS Fullerton will be watching the show, and carefully taking notes…
Just one question were is BNSF going to find the power to recharge them. Remember that California is telling their own residents that no EV charging during the day and there’s been rolling blackouts all over the state at times this summer.
The best time for re-charging would be between 9AM and 1 to 2PM. This when the the PV production is near maximum and the demand for A/C hasn’t fully developed. This would also help with the “solar duck” problem as the baseload generation would not have to be turned down so much.
One problem: 9AM to 2PM re-charging times may not work well with railroad operations.
And then they turned on all the back up generators and met demand and there were no rolling blackouts.
But that’s of course irrelevant. AS was already stated Charge during the morning and mid day when the sun is at it’s peak and AC is not fully utilized. That’s the beauty of batteries. You don’t need to CONSTANTLY charge them. You can charge them when there is exess capacity.
This article has a graphic representation of the SD70J. Has the T4 cab.
https://railway-news.com/us-bnsf-orders-four-emd-sd70j-locomotives-from-progress-rail/
Yeah that image was in the initial promo shots from EMD on twitter.
Note also the Fabricated bogies.
Surprised they aren’t using the HTCR bogies from retired SD70MAC’s. Four pairs of trucks for prototypes like these should be easy to find.
Dave
Apparently they will be using T4 bogies also.
Yes, that’s what I just said.
I just assumed that’s what they’d do to save money if nothing else. It seems like plenty of SD70s are hitting retirement now.
Maybe they see those as being better used in rebuild situations? I’d also assumed they were going to use recycled frames, but now I’m wondering if that’s wrong too.
I’m assuming the SD40J IS a rebuild and will ride on the HT-C they came with, but whose to say? Doesn’t need a fuel tank so they could in theory fit larger bogies.
It also could be the render from the CAD model of the SD70J just conveniently used the HTCR-6 fabricated frame bogie while the actual locos will use something different.
These might find a home on shuttle trains to this facility.
https://bnsfcalifornia.com/barstow-international-gateway-project/
Was just reading about that and was thinking the same thing.
I also wouldn’t be surprised if BNSF Electrified the Cajon sub or portions of it.
I would be surprised if they did - the Cajon sub isn’t long enough for a very cost effective use of locomotives. It would make a bit more sense if the Alameda Corridor was also electrified.
Sorry, that’s what I meant, I should have been more precise. There would be value (to BNSF) to electrify from Port of LA/LB to Barstow potentially. In particular trains in shuttle service between the 2 points.
I’ve said it before, and I’ll say it again: dual-mode-lite hybrid engine consists enabled with punctate electrification is the best future solution.
Eventually, you’d have “enough” electrification to make pure battery-electric locomotives more serviceable. Very eventually.
I am be wrong but are you saying that a battery “joule” locomotive would be a 3rd locomotive in a 3-unit consit with 2 standard deisel electrics, so the deisels could recharge the batteries underway? Would the Joule also be able to harvest the electrical energy from dynamic brakes to recharge the batteries?