Railpage

 

 
    • kitchgp posted
    Posted in Victoria » Standard Gauge VLocity

    There’s nothing new about diesel-electric for railcars. One 1928 example (1950s for the purist):
    https://en.wikipedia.org/wiki/Diesel_Electric_railmotor_(VR)


    One reason for diesel-hydraulic (and other parts) is commonality with the current VLocitys.

    The only significant sections that electric traction could currently be used in Victoria are Sunshine – Sunbury (26 km) and Melbourne – Pakenham (58 km), about 7% of the total route mileage and none of it on the SG. Hardly worth the unnecessary weight and extra maintenance of dual-mode. Any future electrification is likely to be 25 kV AC, although presumably the CAF design could be upgraded to run on both voltages.

    For clarity, the VLocity has only one prime mover per carriage. Failure of one engine in a 3-car set means 66% power.  2 engines per 3 carriages means only 50% power in the event of an engine failure

    Edit history

    Edited 01 Oct 2020 22:19, 3 months ago, edited by kitchgp

    There’s nothing new about diesel-electric for railcars. One 1928 example (1950s for the purist):
    https://en.wikipedia.org/wiki/Diesel_Electric_railmotor_(VR)


    One reason for diesel-hydraulic (and other parts) is commonality with the current VLocitys.

    The only significant sections that electric traction could currently be used in Victoria are Sunshine – Sunbury (26km) and Melbourne – Pakenham (58 km), about 7% of the total route mileage and none of it on the SG. Hardly worth the unnecessary weight and extra maintenance of dual-mode. Any future electrification is likely to be 25 kV AC, although presumably the CAF design could be upgraded to run on both voltages.

    For clarity, the VLocity has only one prime mover per carriage. Failure of one engine in a 3-car set means 66% power.  2 engines per 3 carriages means only 50% power in the event of an engine failure