Orlen rozpoczął testy lokomotywy napędzanej wodorem, kupionej od Pesy. To pierwszy taki pojazd w Polsce. Do 20230 roku paliwowy gigant planuje przeznaczyć 7,4 mld zł na inwestycje w technologie oparte na odnawialnych źródłach energii.
First hydrogen locomotive started working in Poland.
Real answer: it’s actually a lot of logistics and technical challenge to bring overhead lines to the whole of eve a small country like England. A lot of these tracks are in regions where there’s no power lines nearby. You still want the trains to go to and through these places.
That’s logic comparing the economic costs of diesel to electric. If you compare the economics with hydrogen, it makes much more sense to run the wire with the track, independent of the availability of electricity.
Hydrogen could be used as a bridge gap measure. It’s relatively easy to move diesel engines to hydrogen. And hydrogen production, even when using gas, is still better than diesel engines.
Sometimes youll need stuff like this. Rail maintenance cant always be done using overhead lines, since the machines will get destroyed by electric breakdown(?).
Some parts are not electrified yet, some cant be without major work being done to the track.
It is not ideal, but sometimes you cant do it otherwise, or you’d have to cut of some parts, imo its a useful way to bridge gaps.
It’s worth the time and effort in a city, and even between two large cities that are relatively close to each other. Sadly, building and maintaining the system isn’t cheap, so we don’t do it in more remote locations.
Hydrogen technology is still in its infancy, so economies of scale aren’t helping very muc at this point. On top of that, the storage options are far from ideal, and not all hydrogen is green. Currently there are many obstacels, but hopefully hydrogen will find its place in the future.
It’s true. Electrified rail lines do exist in a many places, but not quite everywhere. Since there are also non-electric lines, there’s also a time and a place for non-electric locomotives.
A line crossing the Rockys can hardly be considered remote, (at least in an integrated system) it should get tons and tons of through-traffic. It’s not about where the line is but what it connects.
A line can be way less remote, say just ten kilometres from a million inhabitant metropolis, but still see very limited traffic as the area is rural, and only have hourly passenger service and nothing else, maybe a couple of grain wagons in harvesting season and electrifying it would not amortise in a century or ever (because increased maintenance costs). Completely different situation to having through-traffic 24/7 bumper to bumper somewhere at the arse of the world.
If the government has full monopoly on everything rail related, then connecting two places becomes a political question. It may not make economic sense, but in the big picture of an entire country and its internal politics it might be a sensible thing to do regardless.
But how about replacing the diesel with fucking electrified rail network?
Because now you have to build an electrified track infrastructure in instead of using an already built railway track.
cough overhead lines cough
Jeez if only smart people thought of that.
Real answer: it’s actually a lot of logistics and technical challenge to bring overhead lines to the whole of eve a small country like England. A lot of these tracks are in regions where there’s no power lines nearby. You still want the trains to go to and through these places.
That’s logic comparing the economic costs of diesel to electric. If you compare the economics with hydrogen, it makes much more sense to run the wire with the track, independent of the availability of electricity.
Hydrogen could be used as a bridge gap measure. It’s relatively easy to move diesel engines to hydrogen. And hydrogen production, even when using gas, is still better than diesel engines.
Just put lines above the track…
Sometimes building infrastructure is more expensive than a hydrogen-powered train. I guess.
It never is, and won’t be until we essentially have free energy. Any serious economic study has concluded as much.
No especially not in the long run and especially especially not regarding efficiency
Sometimes youll need stuff like this. Rail maintenance cant always be done using overhead lines, since the machines will get destroyed by electric breakdown(?).
Some parts are not electrified yet, some cant be without major work being done to the track.
It is not ideal, but sometimes you cant do it otherwise, or you’d have to cut of some parts, imo its a useful way to bridge gaps.
It’s worth the time and effort in a city, and even between two large cities that are relatively close to each other. Sadly, building and maintaining the system isn’t cheap, so we don’t do it in more remote locations.
Its not that expensive in especially comparison to the entire hustle with Hydrogen…
Hydrogen technology is still in its infancy, so economies of scale aren’t helping very muc at this point. On top of that, the storage options are far from ideal, and not all hydrogen is green. Currently there are many obstacels, but hopefully hydrogen will find its place in the future.
A very idiotic statement.
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It’s true. Electrified rail lines do exist in a many places, but not quite everywhere. Since there are also non-electric lines, there’s also a time and a place for non-electric locomotives.
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A line crossing the Rockys can hardly be considered remote, (at least in an integrated system) it should get tons and tons of through-traffic. It’s not about where the line is but what it connects.
A line can be way less remote, say just ten kilometres from a million inhabitant metropolis, but still see very limited traffic as the area is rural, and only have hourly passenger service and nothing else, maybe a couple of grain wagons in harvesting season and electrifying it would not amortise in a century or ever (because increased maintenance costs). Completely different situation to having through-traffic 24/7 bumper to bumper somewhere at the arse of the world.
If the government has full monopoly on everything rail related, then connecting two places becomes a political question. It may not make economic sense, but in the big picture of an entire country and its internal politics it might be a sensible thing to do regardless.
Caucasus was electrified first in Soviet Union
Distance doesn’t matter as long as the line connects two places that are important in the big picture.
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