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Electric power transmission - Wikipedia, the free encyclopedia
Transmission and distribution losses in the USA were estimated at 7.2% in 1995 and 6.5% in 2007. In general, losses are estimated from the discrepancy between energy produced (as reported by power plants) and energy sold to end customers; the difference between what is produced and what is consumed constitute transmission and distribution losses.
An electric traction locomotive is inherently more efficient than a diesel - electric because (a) it doesn't need to carry its own fuel supply, and (b)
it doesn't need to carry the engine to burn the fuel.
In addition, regenerative braking can recapture kinetic energy, and re-use it, boosting efficiency even more.
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I see that trucks use 11 times the what a train does to carry the same amount of freight.
That's an argument for rail but why for running trains on strictly on electricty?
In terms of fuel consumed per passenger per mile -
Rail has a 20:1 advantage over an SUV. And an electric train has a 3:1 advantage over a diesel train.
At 35.5 MPG, in 2016, a single occupant vehicle will consume 56 times as much fuel per passenger mile as a rail car / electric train.
FWIW: Russia, an oil and gas exporting nation, totally electrified their TransSiberian Railroad.... in 2002 !
Every system in the Northeast gets there power for there electric lines form Hydro , Nuclear , Solar & Wind. But only busy lines should be Electrified like a i said. Electrifying the entire system would be stupid and a waste of $$$$. You still need oil for the lube and other stuff. Hench why there are only a few lines outside the Northeast & Midwest that are planned to be electrified. But a full Electrification of 90% of the Northeastern routes is planned by 2040.
Every system in the Northeast gets there power for there electric lines form Hydro , Nuclear , Solar & Wind. But only busy lines should be Electrified like a i said. Electrifying the entire system would be stupid and a waste of $$$$. You still need oil for the lube and other stuff. Hench why there are only a few lines outside the Northeast & Midwest that are planned to be electrified. But a full Electrification of 90% of the Northeastern routes is planned by 2040.
What? There are coal and natural gas powered plants all over the Northeast.
I find myself agreeing with jetgraphics on all points but the ownership. If the government is going to subsidize these developments with tax breaks the government should simply own the Right of Way, the rolling stock and hire the employees. That way the excess cost of executive salaries, profit to stockholders and management overhead are eliminated. The building could be done by private contractors or by a government owned construction agency.
Ironically High speed Rail was a reality early last century. May trains on level straight track exceeded 100 mph (160 km/hr) on a routine basis. These were heavy passenger and some freight pulled by massive steam engines. Speed is not the problem, the subsidized heavy trucking industry is the problem. They are unfair competition to the rail based transport. Aircraft based intercity transport is even more heavily subsidized. If they were all on the same basis, rails would be the major provider of intercity transport based on cost alone.
In any case we do need to improve our transport system. In addition to steel on steel rail systems I am developing a system with even less friction and capable of achieving aircraft speeds on a dedicated RoW. I cannot progress beyond the conceptual stage without funding. Anyone interested please PM me.
If the government is going to subsidize these developments with tax breaks the government should simply own the Right of Way, the rolling stock and hire the employees. That way the excess cost of executive salaries, profit to stockholders and management overhead are eliminated.
Unfortunately, government priorities are different from profit making enterprises. Amtrak is an example of the folly of complete political control over rail mass transit. So is NYC subway, in many respects. Once the city took over the three transit companies, expansion and improvement was shut down for decades.
See this article for more details: The Third Rail - Back to the Future - page 1
" In terms of business culture, we can sum the up the City’s three separate transit systems this way: the IRT operated as a wholesale business, providing a public utility at the least expense for the most profit; the BMT was an entrepreneur that looked for ways to attract business by improving its product; and the IND didn't operate as a business at all--it was there to service a constituency and answered to politicians rather than the marketplace, a socialist venture in an era when many felt socialism was the answer to the problems of industrial society."
Private enterprise strives to serve the most customers for the least cost, gaining the most profit.
Government strives to gain the most power and tax revenue, regardless of the cost or performance.
Last edited by jetgraphics; 05-13-2010 at 02:48 PM..
... a national electric rail initiative might cost: $3,869,500,000,000. (Almost 4 trillions)
Over ten years, that's "only" $386 billion per year.
On the other hand, we import 75% of our 7 billion barrel a year oil "habit".
At $100/barrel, that computes to $525 billion "exported".
At $75/barrel, that computes to $394 billion "exported".
HMMMMM.
Maybe it would be a GOOD IDEA to invest in a transportation system that is not dependent upon oil, especially imported oil. Spending that $386 billion / year in the USA to create a nationwide network of rail might be a wise expenditure.
Spend $386 billion - in the USA - for American jobs and American industries.
-OR-
Export $394 billion (or more) to import oil.
I think we should reconsider our priorities...
Maybe subsidizing "Big Auto" is a BAD IDEA.
Maybe we need to "Get Back on Track"...
All aboard!
Another reminder WHY we should transition to electric traction rail.
Electrification is highly desirable for High Speed Rail, though it is quite costly. But it can also increase the capacity of existing rails. In Russia, heavy freight volume on one line prompted electrification and it increased capacity at a lower cost than adding another track. Another niche is mine-to-power plant short lines. Power is taken from the plant bypassing the distribution system.
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