Just sharing some information on another question I have heard multiple times - How much fuel does a commuter train consume (expressed in Train Miles Per Gallon)? This varies widely with operating agency, schedule and track profile. It does not vary nearly as much with passenger load as you might expect. Here are some "typical" TMPG figures averaged from a basket of major commuter agencies for single locomotive trains operating with station stops, and with peak speeds between stations of up to 80 MPH. Sorry, not one agency or one line, and subject to error:

Locomotive and 1 car - 1.0 TMPG to 2.0 TMPG (particularly wide data range)
Locomotive and 2 cars - 0.5 TMPG to 1.0 TMPG
Locomotive and 3 cars - 0.4 TMPG to 0.8 TMPG
Locomotive and 4 cars - 0.3 TMPG to 0.7 TMPG
Locomotive and 5 cars - 0.3 TMPG to 0.6 TMPG
Locomotive and 6 cars - 0.2 TMPG to 0.5 TMPG
Locomotive and 7 cars - 0.2 TMPG to 0.4 TMPG
Locomotive and 8 cars - 0.2 TMPG to 0.3 TMPG (very close data range)

Note that on US systems 8 cars is usually the practical limit for HEP systems. In 50-70 Degree F weather you can usually handle HEP on more cars than at ambient temperatures higher or lower.

Disclaimer: This is based on commuter service, not a museum operation or tourist line.

PC

On Metrolink (Southern California), they used an average of 3.1 Gallons per Mile for calculating fuel usage.

This applies to all trains / all subdivisions.

On SEPTA, we calculate it using infinite miles per gallon, because all of our trains are electric and we don't need to ever buy diesel fuel for revenue service :D

There are a number of research papers on this subject from Canada. Peter Eggleton was very active in the subject. A search for him today finds nothing - he either retired or changed jobs. I attach a print of the library catalog. Unfortunately these are not freely available.

A comparable 'cost per mile' for electric operation is as easily generated as 'eMPG is for battery-electric vehicles.

The very obvious next step is to use hybrid-style braking-energy storage (see RPS in Fullerton, CA) and wayside storage for electrics. Savings promise to be very real, and effective higher speeds and quicker stops scheduling fringe benefits (or potentially, wear-and-tear reducers).

ACS-64 electrics do have regenerative brakes. Power goes back into the wire.

I understand SEPTA's diesel-hybrid busses have regenerative brakes and the power is stored on the bus for electric propulsion the next time the operator steps on the gas pedal. Saves a lot of fuel oil and more than pays the extra co$t of the technology. Interesting to watch the bus come to a stop for a passenger then accelerate without the engine goimg above idle.

Phil Mulligan