JetTrain

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Bombardier’s experimental JetTrain locomotive toured North America in an early-2000s attempt to raise the technology's public profile.

The JetTrain was an experimental

overhead lines, the JetTrain would have used a combination of a 4,000-horsepower (3.0 MW) gas-turbine engine, a low-power diesel engine, a reduction gearbox, and two alternators
to power electric traction motors. This would have allowed it to run at high speeds on non-electrified lines.

Description

Gas turbine engines

Main articles:
Gas turbine train

Turbine engines use as much as 65% of their overall generated power to run the compressor at the front of the engine. This means that when the engine is set to idle, with no net energy output, the engine is still burning 65% of the fuel it would at full speed.[1] This makes turbine engines attractive only in roles where they are run at high power settings for long periods of time, as is the case in aircraft, power generation, or long-range train service. They are generally unattractive in roles where low-power operation is common, which is why they have also been unsuccessful in automobiles.

When jet fuel was very inexpensive in the 1950s and 1960s the mechanical advantages of the engine – its inherent simplicity and very light weight – made up for the increased fuel costs. Several turbine-powered low-speed train designs were introduced during the 1950s and 1960s, including both passenger and cargo engines. A number of high-speed passenger trainsets were also being designed in the 1960s, including the UAC TurboTrain in North America, the British Advanced Passenger Train (APT) and the French TGV 001.

By the 1970s, especially after the

overhead lines to support them. In North America, where funding to upgrade rail lines was limited, electric operation was only an option for the busiest routes, and remains rare. Canadian National Railway (CN) and Via Rail continued to run their TurboTrains into the early 1980s, before they too were replaced with diesel-electric units, such as the LRC train. Amtrak continued to run Rohr Turboliners
until about 2003.

JetTrain

Another change that has taken place over the last few decades is the widespread use and standardization of

head end power
(HEP) to provide electricity to the rest of the train for running the environmental controls and entertainment systems. Since these power requirements are fairly steady, even while the train is parked, it is not uncommon to use a separate engine just for this role, highly tuned to these operational needs.

The JetTrain concept expands on this idea by using the same HEP engine to provide motive power during low-speed operation, bypassing the problems with turbine fuel efficiency at low power settings. The JetTrain concept uses only this engine while it is moving about the station area and switchyards. Once the train has left the switchyard, the turbine engine, a 3,750 kW (5,029 shp)

Acela Express. The generator is the motor from a TGV train
, run in reverse of normal operation where instead of being hooked to electric power and producing rotation, it is rotated and produces electric power.

The major advantage to using the turbine for the high-speed portion is its small physical size and light weight. The turbine engine is about the size of a common office desk and weighs only 400 kg (882 lb), while a conventional diesel motor of the same power is about 5 m (16 ft) long and weighs as much as 10,000 kg (22,046 lb). Using the turbine lowers the weight of the power cars; the JetTrain power car is 215,000 pounds (97.5 t) and had an unsprung weight per axle of 5,530 pounds (2,508 kg). This compares to the widely used EMD F40PH which weighs 260,000 lb (117.9 t) with an axle weight of 8,540 lb (3.9 t). This reduction in mass per axle places considerably less stress on the rails, allowing the train to operate at higher speeds without changes to the railbed.[3]

With a single power car towing seven passenger cars, the JetTrain could reach 170 km/h (106 mph), although its maximum "balance speed" was 220 km/h (137 mph). With two power cars, one at the front and one at the rear, the train could reach 240 km/h (149 mph), with a maximum speed of 265 km/h (165 mph).[4] A complete train would normally consist of two power cars, one at either end, along with up to 11 passenger cars. The tilting passenger cars are versions of the ones used on the Acela, tracing their lineage to Bombardier's LRC tilting train introduced in the 1980s. In high speed passenger service, the JetTrain would be highly efficient. Due to its lighter weight and modern engine, the JetTrain has greenhouse gas emissions that are 30% lower than a diesel unit operating at the same speeds.[5] The engine is practically silent even at full power: in operation the train is the same volume as the all-electric Acela.[6]

History

Controls of the JetTrain

The JetTrain originated in 1997 in the Federal Railroad Administration's (FRA) Next Generation High Speed Rail Program (https://ieeexplore.ieee.org/document/395175) to develop high speed train technologies for services on routes outside the Northeast Corridor—where route volumes might not be great enough to make electrification an option. The FRA sought an industrial partner who would be willing to invest on a 50/50 basis, and FRA spokesman Warren Flatau commented, "Bombardier is the company that stepped up to the plate when we put out the word we were interested in doing this project. We believe that the project holds great potential for bringing about the high speed services that people across the country are expressing a desire for". The final agreement was signed in October 1998, with the FRA and Bombardier each investing $13 million in the first prototype locomotive, which was built at the new Bombardier Mass Transit Corporation plant in Plattsburgh, New York.

The prototype locomotive was completed in June 2000. It included the turbine propulsion system but did not implement the low-speed diesel motor approach. Safety testing started at the

Florida Overland Express for passenger service between Orlando and Tampa in the United States. In support of this program, the prototype visited Miami on 7 October 2003 and Orlando on the 11 October. The Florida system was originally slated to open in 2009, but was denied funding by a referendum in 2004, after the start of detail engineering stages.[7]

In Canada, Bombardier and Via Rail presented a proposal to use JetTrains on Via’s busy

Quebec City-Windsor Corridor as part of their ViaFast proposal, but were unable to obtain funding from the national government. In January 2008, the premiers of Ontario and Quebec announced a feasibility study for the Corridor, giving high speed trains another chance. The Van Horne Institute also completed a study with Bombardier regarding the suitability of JetTrain service between the two largest cities in Alberta, Edmonton and Calgary.[8]
Other possibilities included new lines in Texas and to Las Vegas.

In the United Kingdom, the JetTrain has been proposed as a replacement for the 125 miles per hour (201 km/h) diesel-electric HST.[9] Australian rail magazines have suggested the JetTrain as a viable option for high-speed rail in Australia to supplement the XPT (a version of the British HST) and Tilt Train.

Bombardier had conversations with the state government of

Ivonne Ortega, the train must run on diesel at an average speed of 100 miles per hour (160 km/h), for which Bombardier deemed suitable the use of The JetTrain.[10]

In the end, nothing ever came of any of these proposals, and the JetTrain essentially disappeared. All content related to the JetTrain were eventually removed from Bombardier's web sites and promotional materials. As of 2019[update], the demonstration turbine locomotive was stored at the Transportation Technology Center.

See also

References

  1. ISBN 978-0-902121-04-1
    .
  2. ^ "Bombardier unveils new JetTrain locomotive". International Railway Journal. November 2002. Archived from the original on 2010-09-12.
  3. ^ "JetTrain: Existing Tracks"
  4. ^ "JetTrain: Comparison"
  5. ^ "JetTrain: Air Quality"
  6. ^ "JetTrain: Noise"
  7. ^ Florida High Speed Rail AuthorityArchived February 24, 2012, at the Wayback Machine
  8. ^ Van Horne Institute, "The Next Rail-Volution" Archived 2011-07-22 at the Wayback Machine Retrieved on 12 April 2009
  9. ^ Rail Magazine, issue 550, page 33
  10. ^ Diario de Yucatan, "Autoridades avalan el tren peninsular" Retrieved on 14 April 2011 [dead link]

Bibliography

Further reading

External links

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