Table 3 Input parameters for battery pack size
From: Economic, environmental and grid-resilience benefits of converting diesel trains to battery-electric
Train characteristics | ||
Power rating of locomotive21 | 3.3 | MW |
Power rating of train (four locomotives) | 13.2 | MW |
Train payload21 | 6,806 | revenue-tonnes |
Locomotive payload | 1,701 | revenue-tonnes |
Efficiency of diesel engine21 | 0.39 | |
Energy intensity of freight rail sector35 | 212 | kJ revenue-tonne-km–1 |
Energy requirements for diesel-powered train35 | 0.059 | kWh revenue-tonne-km–1 |
Range | 241 | km |
Volume of standard 14.6-m boxcar23 | 129 | m3 |
Payload capacity of standard boxcar23 | 114 | t |
Energy requirements for battery-powered train | ||
Heat value of diesel61 | 10.6 | kWh l–1 |
Battery pack assumptions (LFP) | ||
Cell-specific energy62 | 210 | Wh kg–1 |
Packing fraction33 | 0.76 | |
Pack specific energy62 | 160 | Wh kg–1 |
Cell energy density63 | 470 | Wh l–1 |
Battery roundtrip efficiency64 | 0.95 | |
Efficiency relative to diesel | 2.44 | |
Depth of discharge65 | 0.8 | |
Cooling requirements | ||
Battery tender car floor area | 52.7 | m2 |
Temperature change | 15 | °C |
Operating time | 12 | h d–1 |
Cooling load | 20,045 | kJ h–1 |
