Analysis
Battery trains for the Bavarian forest network? Infrastructure of 30 million would be needed
Experts of the Technical University of Dresden and the Institut für Bahntechnik have examined the energy, technical and operational constraints that need to be taken into account for operation with battery-electric trains for the Bayerwald network. The results are “a bit sobering in terms of time and cost”, because of the needed infrastructure such as overhead line islands to charge the batteries, said Bavaria’s Minister of Transport Christian Bernreiter.
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In my view, the converter stations as proposed in the study could be simplified somewhat in order to shave some of the costs. Optimization of the sections to be electrified, leaving out sections with more complicated terrain and curvy route, might also help to save. In any case, the 32 mio. € for the infrastructure (excluding electric power supply to the public grid) do not appear too significant compared to the 84 mio. € for the vehicles. Oil production for diesel also needs investment.
It could be questioned if Stadler Flirt trains with a length of 46 metres are the best solution, when passenger numbers are low and currently, much shorter “trains” (DSU for diesel single units might be the appropriate term) are in operation and could be converted to “BESU” with battery electric propulsion. Lower power for the converster stations! If more capacity is wanted, operating more frequently (with automated trains) would be more attractive than retaining the hourly manned operation.
The study also disregarded the possibility of electrification with 25 kV / 50 Hz for the electrification “islands”, which is easier to supply from the public grid and would also improve compatibility with the section in Czech republic, which will certainly not use the outdated 16 2/3 Hz of the D-A-CH-region.
Improved services between Regen and Zwiesel, see map, with around 10,000 inhabitants each in a region with short of 80,000 inhabitants in around 1,000 square km, also need consideration.