Evaluating the Feasibility of Electrified Rail at the Port of LA/LB

摘要

Electrifying rail at the Ports of Los Angeles and Long Beach has the potential to both replace the congestion and pollution of drayage trucks, and the pollution of rail. The electrification process was analyzed in light of costs, utility, and safety. The length of rail considered for replacing drayage trucks is about 12 miles at the Ports of LA and LB to connect terminal clusters to the UP ICTF, and an additional 20 miles of a single line along the Alameda corridor to the BNSF Hobart yard; assuming the SCIG is not built. Cost of retrofitting conventional rail with at-ground third rail is from $1.42M to $1.5M per mile verses $.825M to $1.5M per mile for overhead caternary; excluding the costs of new or retrofit locomotives from $2M to $5M each, and additional electric power distribution requirements for more tractive power. Operational decisions by the class one rails regarding switch out to Diesel power for transcontinental runs will determine the number of new or modified locomotives required; and the length (weight) of shuttle trains will determine the power distribution costs. Neither at-grade third rail nor overhead caternary are conducive to train formation involving loading, unloading, and numerous short switched sidings. However, operational requirements such a switching and power requirements favor overhead caternary, making it the better approach for hauling train sections or shuttle trains from the port to Diesel pulled transcontinental train Intermodal. Safety requirements also infer overhead lines are the better way for retrofit electrification.