1. Howenergyefficientreallyisrailwaytransportation? Stefan Fassbinder Deutsches Kupferinstitut Am Bonneshof 5 D-40474 Düsseldorf Tel.: +49 211 4796-323 Fax: +49 211 4796-310 sfassbinder@kupferinstitut.de stf@eurocopper.org www.kupferinstitut.de www.leonardo-energy.org

3. The skilled trades

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6. Universities

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8. Students

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17. The batterycosts 90 € andsurvives 1000 dutycycles.

19. weighs 30 kg/l

20. andisoveranddonewith after 1000 … 3000 fillings.} convertedtoenergyequivalent diesel fuelquantity (ηD = 30%, ηE = 90%)

21. But still thetrade presswantedityetanother time: »Marketintroduction of electriccarstostart in 2011«

23. Thisis a realelectriccar in itsownright!

24. Onlythepayback – evenwithoutfuel tax – takes469,000 km!

26. provide a considerableshort-termoverloadcapability: Higher accelerationthanthe power ratingwouldletyousuppose,

27. do not haveanyno-loadconsumptionduring standstill, rollingorbraking,

28. offertheopportunitytofeed back energyduringbraking (motor = generator),

31. Smart andconvenient:Tiltingtechnique, airconditioning

32. Maximum permissiblespeed: 160 km/h

34. (forgoodresonsrailwaycompaniesreferencethefuelconsumptionstoonekilometre, not to 100 kilometres!)

35. Therehave not beenanynew diesel locomotivesfor decades.

36. Thereareold diesel locomotiveswithnewengines.

37. The engineefficiencyisthen >40%.

38. But what‘stheuse of thisiftheengineisidlingfor >90% of itsoperating time?

39. Andif a DB technicianexplains: “Diesel locomotiveshamperthetrafficwhencirculating on an electrifiedline!” …

40. …andif a railwaytradejournalreportstheelectrification of a linenolongerthan 22 km hadalreadycutthecirculation time by 5 minutes?„Elektrischer Betrieb bei der Deutschen Bahn im Jahre 2009“. „eb“ Elektrische Bahnen & Verkehrssysteme 1-2/2010, p.19 BR 232 “Ludmila” BR 220 “Taiga Drum”

41. However, the 101 serieselectric loco (4 axles, 84 t, 220 km/h) provides a motor power rating of 6,600 kW! Note:It‘selectricitythatwakestrainsup!

42. This explainsit: Inverse trends!

43. The parametersresponsiblefortheenergydemandare(at ≈200 km/h): of a car of a trainfactor(4…5 seats) (450 seats) 100 Mass 1.5 t 450 t 300 Coefficient of staticfriction ≈1 0.28…0.35 0.3 Coefficient of rollingfriction ≈2% <2‰! 0.1 Resulting: Rolling frictionforce 0.3 kN 9 kN 30 Power demandresultingfromthis 15 kW 450 kW 30as a share of power rating 15% 7% 0.5 Air frictionforce 1.5 kN 30 kN 20 Power demandresultingfromthis 85 kW 1550 kW 18as a share of power rating 85% 23% 0.27 Total power demand 100 kW 2000 kW 20as a share of power rating 100% 30%! 3.3 Note: Trains are a means of masstransportation! Note: Forsomegoodreasonsrailwaycompaniesgiverollingfrictioncoefficientsasper millefigures!

45. Significantlylessstaticfriction(steel on steelratherthanrubber on asphalt).

46. Significantlylessrollingfriction(steel on steelratherthanrubber on asphalt).

48. Worthnoting:The top speed of a carisusuallythehighestpossiblespeed, limited bytheavailableengine power. of a railwayvehicleisusuallythehighestpermissiblespeed.

50. 4 passengers travel at

52. 400 passengers (including toilets, a bistro, …). At a travelling speed of

54. Quiz question 1: Howfar will an ICE2 expresstrain of the 402 seriescontinueto roll unbraked in a flat areawhensuddenlythe power fails at a speed of 230 km/h? Answer 1: The test was not carried out all throughtothe end. After 32 kmthetrain was still rolling at 120 km/h!

55. Quiz question 2: How fast will a railwaycarriagebecomewhenyouletit roll down a decline of 5‰ (just 0.5%!)? Answer 2: Accordingtotechnicaldocumentsby Deutsche Bahn AG it will (finally) reach a speed of44 m/s ≈ 160 km/h (after1 hour of rolling)! A streetcarwouldsimply just stall and not roll at all! Note: Forsomegoodreasonsrailwaycompaniesgiveinclinesanddeclinesasper millefigures!

56. Quiz question 3: Whyisitthat in a trainrepairhall whichcanbeopened at bothendsitis not allowedtoleavebothgates open at the same time? Answer 3: Becausethe wind mightblowthelocomotoves out of the hall!

57. So let’s just accelerate a fully occupied street car to 200 km/h, disengage and see what will happen… Mass: 2000 kg Rolling friction coefficient: 2% Front surface area: 2 m² cx value: 0.37 Engine power: 105 kW

58. Adapting the scale to the train:

59. Adapting the scale to the train:

60. Haulingforceand power

61. Haulingforce– 80% left?

62. Power – 70% left? Power limit Staticfrictionlimit

63. Not whilerunninguphill! Whenitbecomessteeperthanthatthe top speedcannotbeheldanymore

64. At 300 km/h, however … … thedemanddoesincreaserapidly

65. The ultimatetrainconcept 16 out of 32 axlesdriven by a 500 kWmotoreach provide optimal accelerationand energyrecovery

66. The ultimatetrainconcept 16 out of 32 axlesdriven by a 500 kWmotoreach provide optimal accelerationand energyrecovery

67. Also youhavetoacceleratethetraintothedesiredtravellingspeed of 300 km/h (83.3 m/s) first in order torunthat fast With a 4% supplementforrotatingmassesand an efficiency of 87%, measured at thepantograph, thismakesabout520 kWhforonesingleaccelerationfrom 0 to 300 km/h. Withthe DB tariff of 9 c/kWhthiscostsapproximately47 €! Itwouldbeprettysadtogetnothing of this back at all. Countedwith an efficiency of 87% again, youcanretrieve75%duringbrakage – if all goes well.

69. 9% of all electricityconsumedbylocomotives in Germany hasbeenusedoncebeforebyanotherlocomotiveandfed back againintothesupplysystem.

70. Usuallythisworksonlywithwater (or e. g. copper!) but nevereverwithcoal, gas andoil.

71. The share will continuetogrow, sincebyand large moreandmoreoldelectriclocoswithoutfeedbackcapabilityarebeingreplacedwith modern power electronic ones.

73. The averageconsumptionis ≈17 kWh/km (includingelectricitythelocomotivehasfedintothetrainforheatingthecarriagesandforancillarysupplies).

74. Thisyields an electricitycost of half a million Euros per year.

75. The purchaseprice of the 101 seriesisaround 3 million Euros.

76. So forthe power consumption of a locomotive‘s 30-year-long lifeyoucouldbuy in 5 completelocomotives!

78. Or let’s have a look at suburban transportation … according to DB Regio the real rate of recovery is only 10% in this business unit!And now what to do? What’s the deficiency?

80. Improve control infrastructure –no more odour of hot brakes:

83. Ifyousee a tap-changercontrolledlocomotivetoday thenitismostlikelytobe 36 yearsold. In case of the 110 series, forinstance, thisvehicle must bebetween 42 and 54 yearsold! Andit still keeps on running …

84. Old tap-changervehiclesstill on dutywith DB AG Legacy fromthe GDR railways

86. The railcarstarts. The enginesraisetheirvoices a littlebit.

87. Onlyabovesome 30 km/h … 60 km/h thefull power canbe transmitted totherails: Nowtheengines hum a bitmorevigorously – foraboutoneminute. Thenthe top speedhasbeenreached. About 30% of theengineratingsufficetosustain a constantspeed of 160 km/h.

88. But verysoonweareapproachingthenextstation. The railcariskeptrollingforseveralminutes, theenginesdisengage, mumblingcalmly.

89. Thentherailcarbrakes. The enginesrevup – just todissipatetheheatfromthehydraulicbrakingsystem via theengineradiators!Is this a conceptforthefuture? – Orrather a makeshiftsolution?

91. for40years, from 1955 to 1995, well over220motorvehicles of the 515 serieshavebeen in use:

92. Power rating 2*150 kW

93. Maximum speed 100 km/h

94. 10 t … 16 t of leadaccumulators

95. Capacity 352 kWh … 602 kWh

97. youcandoublethecapacitywhilehalvingthemass.

98. Doublingthecapacitydoublesthecruisingrangetoabout 600 km.

100. Howmuchreallyistheelectricityfromthebattery? Batteryprice: 900.000 € Life time: 3000 cycles Energy capacity: 1100 kWh So in effectthe power fromthebatterycosts: Electricity takenfromtrolleywire 90 €/MWh Charge cycle / conversionlosses +10 €/MWh Nighttariffrebate -10 €/MWh Wear of theaccumulatorbattery+270 €/MWh Electricity costfromthebattery 360 €/MWh

101. Comparisontotheexistingseries 612 diesel railcar Diesel railcarBatt. railcar Primary energydemand20 kWh/km<6 kWh/km Secondaryenergydemand17 kWh/km2 kWh/km(1.7 l/km) Net energyprice1.03 €/l0.09 €/kWhEnergy pricefromthebattery – – –0.36 €/kWh Net energycost1.80 €/km0.18 €/kmEnergy cost incl. battery– – –0.72 €/km At 250,000 km/a 450,000 €/a180,000 €/aDuring a 30 years‘ life13,500,000 €5,400,000 €

104. in partbedrivenasconventionalelectricrailcarswithpantograph (»pop-up hybrid«)

106. Forthe diesel engineisalwaysrunning at the optimal point of operation (ratedspeedand power) instead of idling ≈90% of its time.

107. Also thegeneratorratingisonly 10% that of the electrical traction power.

108. The batteryprovides 90% orbears 110%, respectively, of the electrical traction power duringaccelerationandbrakage, respectively.

109. Continuousheatgeneration. Combinedheatand power generationreplacestheoilheater.

111. These trainsarose on theplatform of the 415 series 5-carriage electricrailcar!

112. Theyhadbeenwithdrawnfromserviceforseveralyears.

113. Theywereofferedabroadforsale, but nobodywantedthem.

114. One of thereasonsgivenforthelattertwopointsarehighfuelcosts.So why not convertthesetrainsfirst?

116. Still thefuelconsumption lies around 3 l/km!

117. Thiscostsaround 1800 € per singletrip.

118. Forthisalone 7 full-chargeor 45 low-cost ticket passengers will havetobesitting on the total of 195 seats.

119. Whereasthemajorshare of theeasementiselectrified!

121. replacethemwithaccumulatorbatteries,

122. possiblyadd a pantographand a transformer

123. but in anycasereducethefuelconsumptionby 1 l/km

125. At the same time electricrailwaydrivesarewaymoreenergyefficientthan diesel tractionis.

126. SBB operate 100% electrically – nothingleftto do.

127. E. g. DSB are 27% electrified – needforaction!

128. DB AG operate 85% electrically – thisisfine so far.

129. Fortheremaining 15% a re-introduction of batteryoperatedrailcarsbased on modern lithiumioncellsshouldbeconsidered. 40 years of goodexperineceevenwithleadacidaccumulatorssupportthisidea.

130. The economicviability of electriccars lies about 10 timesfurtherawayfromrealitythanthat of thebatteryoperatedrailwayvehicle! The German Department of Technology andthe EU Commissionshouldurgentlytakethisintoconsiderationwiththeirenergyefficiency supportprogrammes.