Locomotive leasing company NEXRAIL has signed an agreement with manufacturer Stadler for up to 200 EURO9000b locomotives. In an interview with RailFreight.com, CEO Luuk von Meijenfeldt highlighted some of its unique technological advancements.
The deal with Stadler provides for the delivery of up to 200 EURO9000b locomotives, which combine 9 megawatts of pantograph power with a 1,2 megawatt battery. NEXRAIL celebrates the locomotives as the first of its kind that can drive from terminal to terminal completely free of emissions.
Luuk von Meijenfeldt makes clear that this is far from an exhaustive list of the locomotive’s benefits. The CEO is highly enthusiastic about the new model, which is set to bring significant changes and cost-savings to the rail freight market.
Savings into the hundreds of thousands
To start off with the hard-hitting improvements: the EURO9000b model features a modern interior design which is expected to consume 10% less energy than the commonly used Vectron locomotives. A welcome change in Europe, where energy prices have risen dramatically in recent years. In addition, the battery can recuperate brake energy and serve as a start-stop system.
These electricity consumption savings can easily translate into some hundreds of thousands of euros per locomotive per year in cost-savings, depending on the distance driven.
The new locomotive boasts a unique innovation too. It has a device on board that can track energy prices, which allows the operator to leverage flexible energy prices to minimize the purchase price by charging the battery at favourable moments. “This simply does not exist right now”, says Von Meijenfeldt, whose company NEXRAIL is behind the development of the device in cooperation with railway engineering firm GEZ Rail Solutions Gmbh.
Handling diversions as if you had a diesel locomotive
The battery-electric nature of the model opens up quite some possibilities, the CEO continues. “It will have a huge impact on, for example, the networks of DB InfraGO and ProRail. The need to electrify is dramatically reduced and electricity imbalances are easier to manage. We hope that this will lead to more favourable treatment by the networks.
The impact of construction works on operators also changes. Today, construction works are a thorn in the side of rail freight companies that need to diverge along exceptionally congested routes. With the new locomotive model, companies can divert along less busy, non-electrified routes where you would otherwise need a diesel locomotive. That saves time and, as the saying goes, time is money.
The addition of the battery also improves traction performance. “If you are getting your power from a DC line, your capacity is limited by definition”, explains Von Meijenfeldt. “When driving a heavy train, you’ll have difficulties accelerating. With a battery, you could boost your power, accelerate faster and get a better train path in that way.”
Increased power output also eliminates the need for a second locomotive to cross mountains. An important advantage on the busy corridors between the northwestern European ports and Italy, where saving money on a second traction vehicle could provide a competitive advantage.
Return on investment
Innovations come with a price tag, but Von Meijenfeldt assures that there is a certain return on investment with the potential for savings compared to earlier generations of locomotives. “This locomotive has the best total cost of ownership for many use-cases”, he says.
The expectation is that the locomotive will soon be approved for the majority of European rail networks. The first locomotives will be certified in Germany, Austria, Switzerland, Italy, the Netherlands and Belgium as of 2029. The “usual” EURO9000 locomotive is already in an advanced stage for approval for eastern European markets, and the -b variation will likely follow suit.