lasasmerchant.blogg.se - Netdrive free alternative

The VDE takes the typical rail transport mileage of 30 years as its period of observation and uses the net present value method as a dynamic investment calculation procedure for comparing the economic viability of the alternatives.

The energy requirement of the multiple units on the 'Düren network' lines is calculated on the basis of simulations which take idling, speed curves, terrain profiles and auxiliary unit performance values into account.

Also included are the costs for vehicle procurement and maintenance, for replacement of the relevant components, as well as the costs for installation and operation of the additional infrastructure components which are required such as overhead lines, electrification islands or refuelling stations.

The economic viability study is based on data relating to the year 2026, including timetables, fleet size, operating capacity, speed and stopping times at stations.

It takes the 'Düren network' as the basis for its in-depth analysis. In its third study on climate-neutral rail transport, the VDE focuses in particular on evaluating the economic viability of alternative drives. The principal finding is: The most suitable alternative depends on the route network in question and the given framework conditions.

Qualitative evaluation of the alternatives using neutral benefit analysis shows that battery-powered and fuel cell trains are equivalent solutions in systemic terms.

Fuel cells are favoured in cases where there is no overhead line at all or where there are gaps of 80 kilometres or more. In principle, batteries represent a good solution for infrequently used lines with gaps in the catenary not exceeding 40 to 80 kilometres.The study distinguishes between two solutions for on-board provision of the required energy: a large lithium-ion battery that can be charged by means of pantographs via the overhead line, and a fuel cell that converts the energy held in hydrogen into electricity.The study therefore focuses on purely electric drive solutions as the most sensible alternatives to diesel engines.The decision to decarbonise transport by 2050 means that hybridisation of diesel vehicles would represent an unsatisfactory and above all expensive interim solution.In addition, the lengthy planning approval procedures and the infrastructure construction companies' lack of capacity make it more or less impossible to reach the 2050 target.

However, complete electrification of these branch lines would cost at least 11.5 billion euros. Roughly 2,900 diesel multiple units are in operation on the remaining 17,000 kilometres, some of them with exhaust systems which have been in use for decades. The German railway network covers about 40,000 kilometres, only 23,000 kilometres of which are electrified with overhead lines. As an alternative to the LTO-based solution, the study draws attention to a battery technology that meets the requirements at both the battery system and cell levels.They are also expensive in comparison to the technologies used by car manufacturers. However, cells of this type have relatively low energy densities. The exacting railway requirements can be met very well by lithium ion cells with anodes consisting of lithium titanate (LTO).The VDE examines which of the battery technologies and cells currently available are suitable for use in multiple units, and highlights the major development trends up to 2030 and beyond.The requirements placed on traction batteries are correspondingly stringent with regard to charging and discharging currents, safety, low-temperature performance, operating time and cycle stability. There are highly exacting demands on the reliability and quality of multiple units, as they are expected to provide more or less 24-hour service (usually on a tight schedule) for up to 30 years.

Supplying an electric motor with energy from a battery represents a good emission-free alternative to diesel engines on lines which are not electrified and have no catenary.

There are also additional railway-related requirements which make it necessary to consider completely new battery technologies. At the same time, however, there must be sufficient energy available to ensure an adequate range. High power levels need to be provided when setting off and accelerating. The battery system of a multiple unit must meet the most exacting demands.