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Figure 14 on page 13 of the draft report discusses locomotive
battery tenders.  Locomotives are good candidates for hybridization
as they have built in electric powertrains and the low rolling
friction of steel wheels minimizes the impact of the extra weight
of the large battery system.  But it will be challenging to find a
freight application that performs enough start and stop motions to
get a benefit from recovering the braking energy because
efficiently operated freight trains rarely stop, this is why they
can achieve 450+ revenue ton miles per diesel gallon.

On the other-hand, regional passenger and commuter locomotives stop
and accelerate frequently, in contrast to freight rail, passenger
trains typically consume 3 gallons per mile.  

Attached is a while paper discussing the hybridization of regional
passenger rail service with a simple system that would pay for
itself in fuel savings.  Additionally it offers the rail agencies
additional power when accelerating so that they can operate longer
trains on less fuel in the same schedule or they could operate
these trains faster getting more trains in the same schedule.

This system also allows electrifying a rail corridor where it makes
sense without restricting newly electrified trains to a limited
electrified corridor.  Picture Caltrain electrification that ends
at San Jose.  A passenger will now need to disembark and get on a
diesel hauled train in order to continue from San Jose to Gilroy.

This hybridization also allows the implementation of wireless power
transfer to implement partial charging of the train batteries at
each stop; this further increases zero emissions miles and reduces
diesel fuel consumption.

The hybridization can be done one train at a time, and wireless
power transfer can be added where its practical one station at a
time with minimal interruption of rail service.