Beyond Diesel

The discussion about electromobility is usually about cars. It is often forgotten that the transport of goods causes higher emissions. Not surprisingly, commercial vehicle manufacturers are also developing alternative drive concepts to reduce pollutant emissions. This also applies to manufacturers of rail vehicles, because in Europe only half of the lines are electrified. Various systems are being developed and tested, most of which use an electric motor:

• Electricity from a catenary: Convenient in operation, high investment required. Established in public transport. Test tracks on highways and in mines.
• Battery: Particularly suitable for shorter distances in inner city areas. Is suitable if there are down times (terminal station) to recharge the battery regularly.
• Diesel-Electric: Extension of reach with the diesel generator if the battery is not enough. Suitable for partially electrified railway lines for example.
• Fuel Cell: Electric drive based on hydrogen. Also suitable for longer distances. Storage is cheap, refuelling is expensive, infrastructure has yet to be built.
• Synthetic Methane: CO2-free, for retrofitted, conventional internal combustion engines.

No Universal Solution

From discussions with original equipment manufacturers (OEMs) and suppliers, we have concluded that there is no 'one-size-fits-all' on the road or by rail. Different uses and requirements require individual solutions. Special importance is therefore attached to engineering. 

We consider the areas of vehicle development and battery control and cooling to be interesting, we have not yet invested here. We consider the production of battery cells too risky - high capital investment and rapid technology change are an unattractive combination. We expect hydrogen technology to have good chances, technologically this sector is still in its infancy, but we have some investment opportunities in mind. 

Did you know? With one ton of hydrogen - equivalent to the volume of a 40-foot container - a regional train can be powered for about three days. (Source: Stadler Rail)

This is an excerpt from Carnot Capital's commentary published on the 2nd of July 2019, of which the full version can be accessed here.