Australia’s first diesel-hybrid train fleet conversion with Adelaide Metro

Adelaide Metro and the Department for Infrastructure and Transport, South Australia together with Keolis Downer has created Australia’s first diesel-hybrid train operations using ABB’s Energy Storage System (ESS), and BORDLINE® Max 700-HP battery pack with a standalone battery cooling system. An ABB traction converter adoption kit integrates the ESS Chopper with a software upgrade to optimise the traction chain efficiency.
As a result of this diesel engine and converter upgrade to more advanced, electrified technology, each of their 50 trains will deliver a C02 reduction of 2,700 tonnes annually combined once the project is completed. The entire system will result in a total energy efficiency improvement of up to 35% when factoring in the original ABB converter upgrade, plus, reduce engine smell and improve passenger experience thanks to reduced diesel engine noise.
Adelaide Metro will be able to experience:
-A reduction in CO2 emissions by ~2,700 tonnes annually, and save over 10 million litres of diesel fuel over ESS life in a fleet of 50 hybrid cars
-Energy savings of up to 20% on a typical commuter train application, largely attributable to the braking energy regeneration feature of the system
-A reduction in the diesel peak load of the engine by 19% which will reduce noise and increase engine lifetime therefore reduce engine maintenance requirements and subsequent lifecycle costs
-The ESS, based on LTO technology, has a 10-year lifetime which corresponds to 1.2 million braking cycles
-The diesel engine can be completely switched off when in an underground station to reduce noise output and air pollution
Check out the full story as featured in this video, and read the article here:
new.abb.com/ne...

[@andrewwarcup684]

The batteries only power the lights and air-conditioning while the train is sitting for periods of time. The Diesel motors still power the railcar.

[@alans9806]

This system should allow 25 kV overhead line trains to go through the tunnels on the Belair line where the low headroom prevents a continuous 25 kV feed

[@martythemartian99]

Maybe yeah. With battery density increasing, we may soon be able to get away with not needing the overheads beyond the first tunnel, or at all. Though I am not going to hold my breath. :)

[@samuelnedelec3955]

Bonjour 👋 peut-il exister un train carburant , métro batterie électrique , locomotive à vapeur , tramway , et train fusé turbo les 5 en 1 un train multi-mixte-hybride-énergie-fonction ? Merci ++
( voir aussi un train volant dans les airs et l'espace et un train hydrogène et gaz méthane ).

[@martythemartian99]

Yes, but only in Japanese anime cartoons. :D

[@timothydunn5889]

We need more highly paid competent public servants like this one. 54 tonnes of CO2 saving per train per year over a fleet of 50 trains represents an annual total of 2,700 tonnes: not the 27,000 this clown claims.

[@eddielong8663]

Nobody wants a stupid diesel "hybrid" train. Seriously, what a cop-out. This will just delay the possibility of Adelaide getting its entire network electrified, if it ever happens at all. Most likely not.

[@martythemartian99]

Actually, this is part of the transition to full electric. Due to low tunnel height, the Belair line cannot use overhead wires, not to mention these wires are a (slight) fire hazard in summer. Battery density technology is improving, so it is only a matter of time before better batteries will be able to take more of the power load in these trains. Eventually they will become full battery electric railcars, with top up charging at each end of the line.
It is better to retrofit these cars by removing one of the diesel motors from each, rather than to scrap them.