The first hydrogen trains are going into trial operation - but not in the Oberland.
The BRB managing director explains in an interview why electrification remains the first choice.
District
- In a two-and-a-half-year trial run, the Bayerische Regiobahn (BRB) wants to find out from 2024 to what extent hydrogen trains can make the vision of the energy transition on rails real.
Since the "Mireo Plus H" from the manufacturer Siemens is only supposed to run on the Ostallgäu-Lechfeld and Ammersee-Altmühltal route networks, the Oberland is left out in terms of hydrogen for the time being.
In an interview with our newspaper, the BRB's technical director, Arnulf Schuchmann, explains whether the topic is finally being shelved here, why electrification is currently ahead in ecological terms and what the current state of development for cordless trains looks like.
Mr. Schuchmann, why is the Oberland not suitable for hydrogen?
Arnulf Schuchmann:
I would rather put it the other way round: The hydrogen trains are not yet ready for the railway lines in the Oberland.
Did you know that before the trial operation in the BRB networks Ostallgäu-Lechfeld and Ammersee-Altmühltal?
Arnulf Schuchmann:
Yes, that's why we didn't choose the Oberland as a test track.
This is not only due to the demanding topography due to the many curves and height differences.
The necessary infrastructure is simply missing here.
Because the test trains are refueled with gaseous hydrogen, we work at very high pressure.
350 bar is required in the storage tanks, and even 500 bar when filling.
In addition, for safety reasons, hydrogen trains are not allowed to travel to underground traffic stations, which also prevents the second trunk line from being used.
Last but not least, the hydrogen would first have to be transported to the Oberland.
The situation is different around Augsburg and Landsberg am Lech, where some producers are based.
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So why didn't they rely on liquid hydrogen after all?
Arnulf Schuchmann:
Because that would also have involved a lot of effort.
Liquid hydrogen needs temperatures of minus 170 degrees Celsius.
The cold chain required for this would have consumed so much energy that the ecological advantage over the diesel drive would have been very limited.
The electricity required to generate the hydrogen is not even included in this.
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Arnulf Schuchmann, technical director of the Bayerische Regiobahn (BRB)
© BRB
What does the efficiency look like?
Arnulf Schuchmann:
You get back between 30 and 40 percent of 100 percent of the energy used.
Incidentally, this also applies to gaseous hydrogen.
When the railway lines are electrified, however, the electricity flows directly into the trains' drive, which results in an efficiency of over 90 percent.
That's why it's our favorite for the Oberland.
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However, the necessary overhead lines must first be built for this.
Arnulf Schuchmann:
South of Holzkirchen, yes.
We are of course well aware that this must be assessed in terms of landscape protection and possible objections from local residents.
Ultimately, however, this is a political decision-making process.
From a technical and ecological point of view, electrification is currently clearly the best option for the future of rail traffic in the Oberland.
However, in terms of economy and performance, hydrogen vehicles are currently not competitive with vehicles with pantographs.
Incidentally, this also applies to cordless trains.
What is the stage of development?
Arnulf Schuchmann:
At the moment, the quantities produced are still too small and the charging infrastructure is often missing.
The batteries themselves are either very large and heavy or have too little capacity.
However, technical progress is rapid, so there is still a lot to be done.
Also with hydrogen?
Arnulf Schuchmann:
Of course.
That is also the reason for the test operation.
Perhaps it will provide new knowledge that could also be useful for the Oberland.
I wouldn't want to rule out anything here.
True to the motto: "The better is the enemy of the good."
so called
