Innovative trains
almost as much as a new locomotive due to the large number of new
components and systems market demand for a broader product
range, and the need to achieve higher levels of performance and efficiency.
This led to the development of the H3 range of three-axle locomotives, which will comprise four sub-types offering varying levels of performance. These include a pure battery locomotive, a 700kW hybrid, a 700kW dual-engine and a 1000kW single-engine locomotive. All three axles are powered, and Alstom says the three-axle concept makes the locomotives lighter and cheaper to operate and maintain. However, the riding characteristics of three-axle locomotives mean their operations are normally restricted. Research by Alstom, which studied the articulation of the unique Copenhagen S-Train emus, made it possible to design a long locomotive with three axles capable of running at up to 100km/h - essential for mainline operation - while retaining the ability to negotiate 60m- radius curves. The one-motor one-axle balance gives the locomotive a tractive effort of 240kN, which is considerably higher than the hybrid V100 and indeed any three-axle shunter currently on the market. “A hybrid locomotive is more expensive to buy, but reductions in operating costs compensate for this,” explains Mr Klaus Hiller, managing director of Alstom Locomotive Services. “We estimate fuel savings per locomotive to be around 25,000 litres per year. Normal modern diesel shunters consume around 16 litres per hour. The Alstom hybrid saves seven litres of fuel per hour, and a diesel locomotive runs for an average of 4000 hours per year. The savings on mainline operation are also considerable.”
Another major selling point is the ability to operate with zero emissions in restricted areas such as depots and tunnels. Low noise operations are possible both in battery and genset mode. Compatibility is another important consideration and the different versions of H3 will be capable of operating in multiple in different modes under the control of a single driver. This means a locomotive could haul a train under diesel power with a second unit providing assistance under hybrid or battery power.
Alstom sees significant demand for such locomotives. “In Europe there are around 3000 diesel locomotives rated
56
below 1000kW,” says Hiller. “Most of them are old and need to be replaced. Energy is getting expensive and with
more restrictions on noise and CO2 emissions, the H3 platform has a lot of potential. We are sure we have chosen the right concept, as we see demand for heavy diesels declining.” On July 17 a letter of intent was signed between Volkswagen and Alstom for the delivery of four H3 hybrid locomotives, which will be used for shunting at the Wolfsburg plant from 2014. Further letters of intent and even firm contracts are expected to be signed at InnoTrans this month.
Solar power
In the Netherlands, Strukton Rail Equipment, a subsidiary of infrastructure maintenance and construction company Strukton Rail, has started a trial to use solar energy in its rail vehicles. Engineer Mr Pascal Slapman was inspired by solar panels and developed a concept for the installation of photovoltaic cells on a locomotive. The project won the support of Strukton’s managers, who decided to put the technology to the test on one of the company’s diesel locomotives. A four-axle Deutz 1200BBM 808kW
centre-cab diesel locomotive built in 1963 and named Janinewas selected for the trial and was fitted with a solar panel. The panel is positioned on the hood to ensure light is not blocked by trailing smoke from the exhaust which might restrict the performance of the cells. The size of panel is 192cm x 99cm x 5cm. It delivers 280W at 24V which passes directly to the batteries. “There are many good reasons why we should investigate what solar energy can do for our trains,” says Mr Ben Kosse, head of the technical service department at Strukton Rail Equipment. “Sustainability has become an important issue in contracts for railway construction and maintenance in the Netherlands. Energy saving and environmental friendliness are important considerations for [infrastructure manager] Prorail, and neglecting this would harm our chances of winning new contracts. Strukton also sees sustainability as a way of increasing efficiency and cutting costs, and the solar panel trial also demonstrates our commitment to these goals.”
The trial has four key objectives:
reduced CO2 emissions lower fuel consumption
IRJ September 2012
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