Hybrid train

Since most diesel locomotives are diesel-electric, they have all the components of a series hybrid transmission except the storage battery, making this a relatively simple prospect.

The energy source is diesel, liquefied petroleum gas, or hydrogen (for fuel cells) and transmission is direct mechanical, electric or hydrostatic.

Using a storage system means that a non-fully electric train can use regenerative (as opposed to merely dynamic) braking, and even shut down the main power source whilst idling or stationary.

The latter used a 2-cylinder, 25 hp gasoline engine to drive a 220-volt generator that served to charge the 200-Ampere hour 100-cell lead acid battery in parallel with the traction motors.

Czechoslovak socialist economics failed to start mass production, mainly because of a lack of proper battery manufacturing capacities.

[15] A Sunday-service operated on the Stourbridge Town Branch Line for a period of two years, using a flywheel-based energy storage system built by Parry People Movers.

In 2008, a pair of British Rail Class 139 railcars were ordered to provide full service on the branch line from 2009 onwards.

[16] The modified locomotive, named Hayabusa, was semi-permanently attached to a converted passenger carriage containing the battery bank during the testing period.

[17] In 2004, Railpower Technologies, a Canadian company, began running pilots in the United States with the Green Goat shunting locomotives.

The city of Savannah, Georgia tested the operation of a W class Melbourne tram in service as a biodiesel fuelled hybrid with on board battery storage in late 2008.

[26][27][28][29] Progress Rail delivered two hybrid EMD GT38H locomotives to Brazil around October of 2023, making them the first two in Brazilian revenue freight service.