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INDUSTRY FOCUS I
RAIL
n Germany around 60% of the rail network is electrified, so regional commuter trains are forced to switch to diesel power for the non-
electrified sections – and they consume around 250 million litres of diesel annually. In the context of the European Green Deal and similar initiatives worldwide, continuing to rely on diesel is no longer a sustainable solution. Batteries represent a compelling alternative
because the charging infrastructure is already available – the trains can recharge using existing overhead lines. Furthermore, the operational requirements are well within the capabilities of current battery technologies. For instance, 80% of all lines in Germany contain non-electrified sections shorter than 80km. This distance can easily be covered by batteries with capacities between 300 and 600kWh, which typically allow the train to travel over 120km on a single charge. It is therefore not surprising that it is usually more economical to switch to battery trains than to electrify the entire rail network. Transitioning from diesel to battery-powered
trains offers enormous potential to reduce CO2 emissions. Beyond environmental gains, this
technology significantly reduces energy costs because electric drives are more efficient than combustion engines and the battery enables recovery of braking energy. Electric systems also experience less wear and tear. Furthermore, battery-powered trains offer numerous advantages for passengers and nearby residents, as they are cleaner, quieter, and generally more reliable, than diesel-powered trains.
the role of Batteries Battery-powered trains are already in service across Europe and beyond, with all major train manufacturers now offer regional trains equipped with battery drives. In Germany, the first battery-powered train
service was launched in April 2024. In the Ortenau district in Baden-Württemberg, SWEG operates Siemens Mobility Mireo Plus B battery-powered trains. NEB is now running similar trains on Berlin’s East Brandenburg network in Berlin, and in northern Germany
NAH.SH operates Stadler’s Flirt Akku battery trains. Outside of Germany, the United Kingdom, Italy
and Denmark are also running battery-powered trains, and projects are underway in Austria, the Czech Republic, Lithuania and Spain. Despite this, in Europe there are still
approximately 15,000 regional diesel-powered trains, most of which are 20 to 30 years old. These, however, will be replaced by
BatTErY POW DRIVING CLIMAT meeting perform
ATteRy pow
driving climat MEETING PERFORM
As countries strive to meet ambitious
climate targets, battery-powered trains are becoming increasingly attractive for reducing CO₂ emissions. The
requirements for the battery are, however, considerably different from those for
other markets such as electric cars, as Volker Schumann, Toshiba, explains
battery-powered trains in the next few years. Going forward, and batteries will also
play a role in locomotives, trams, and on-board electrical systems. Even hydrogen trains always require batteries to provide the power dynamically.
train requirements While both EVs and trains rely on batteries, their requirements differ significantly. For EVs, the primary goal is to maximise range at the lowest cost. Most car batteries are designed for around 500 full charging cycles, equivalent to about 250,000 km, which is often enough for the car’s lifetime. The battery is usually only charged once a week, and this is done quite slowly overnight. Even on the fast charger, it takes 30 to 45 minutes to recharge 80% of the battery. Trains, on the other hand, operate under
much more demanding conditions. Regional trains can travel up to 200,000km per year in
Volker Schumann
battery mode, and the lengths of sections without overhead lines are known and limited. As a result, maximising range is less important than ensuring the battery can handle frequent, rapid charging multiple times a day. The target for a train is therefore to use the
smallest possible battery, with sufficiently high power, and the ability to endure up to 60,000 charging cycles over its lifespan – around 100 times more than a typical EV battery. The maximum charging power of a car battery
is limited by its technology. If you push too hard, the capacity will deteriorate rapidly and may even jeopardise safety. If you were to use a car battery for trains, you would have to make it oversized. To meet the requirements of a train you would have to install a multiple of the capacity than is actually necessary for the route. This would make the battery too big, too heavy, and too expensive. It would also age quickly due to the high stress, requiring replacement several times over the life of the train.
Li Ions can easily enter voids in the LTO (lithium titanium oxide) spinel structure 2 DESIGN SOLUTIONS JUNE 2026 8
Battery safety Safety requirements are also much stricter for passenger trains as they travel over bridges or
www.designsolutionsmag.co.uk
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