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It also should be noted that train electrification does not require building a third rail or catenary along entire routes. It can be handled with electrified sections being placed at convenient intervals to allow for fast charging while in motion, combined with onboard batteries (in shipping container form factors like Tesla Megapacks, or completely integrated like the Wabtec FLXdrive). Megapacks are 3.9 MWh each.
If one assumes 20 minute fast charging sessions (based on modern EV charging rates), a 20 mile section may be sufficient to significantly recharge a freight train moving at 60 mph (1 mile per minute). This means that only a portion of all trackage actually needs to be electrified, though this does assume that the catenaries can handle the required loads. In terms of scale, a single electric GG1 from 1934 was nearly 3.5 MW and a single electric Bombardier ALP-46A from 2009 is 5.6 MW. This approach would entail loads on a scale of 10s of MW during the recharge period. To aid the local grid supply infrastructure, localized stationary Megapacks could provide load leveling buffers between trains. Building regular height catenaries does pose challenges for routes used by double stacked container trains (due to height issues); those may be better candidates for third rail or custom high catenaries combined with onboard batteries.
All that said, trains aren't a major consumer of transportation energy. EIA data from 2022 says trains and buses combined use 3% while large trucks are at 25%. Light trucks are 32%, and cars are 21%. As such, electrified trains won't move the needle much, as they're already highly efficient. Generally the most value is had by electrifying the least efficient and most used vehicles first, which means focusing on cars, light trucks, and heavy trucks.
https://www.eia.gov/energyexplained/use-of-energy/transportation.php _______________________________________________ Address messages to ev@lists.evdl.org No other addresses in TO and CC fields HELP: http://www.evdl.org/help/
