Abattery electric multiple unit (BEMU),battery electric railcar oraccumulator railcar is an electrically drivenmultiple unit orrailcar whose energy can be supplied fromrechargeable batteries driving thetraction motors.
Prime advantages of these vehicles is that they do not use fossil fuels such ascoal ordiesel fuel, emit noexhaust gases and do not require the railway to have expensive continuous infrastructure like electricthird rail oroverhead catenary.[citation needed] On the down side is the weight of the batteries, which raises the vehicle weight, affecting the range before recharging of between 300 and 600 kilometres (186 and 373 mi). Currently, battery electric units have a higher purchase price and running costs than petrol or diesel railcars. One or more charging stations are required along the routes they operate, unless operation is on a mixture of electrified and unelectrified track, with the batteries being charged from the electrified track.[citation needed]
Battery technology has greatly improved since the beginning of the 21st century, broadening the scope of use of battery trains, moving away from limited niche applications.Vivarail in the United Kingdom claim their trains have a range of 100 miles (160 km) on only battery power, with a 10-minute charging time.[1] These sorts of ranges and battery recharging times greatly widen the scope of use of battery or battery-electric trains. Despite higher purchase, on certain railway lines battery trains are economically viable as the very high cost and maintenance of full line electrification is eliminated. Previously, incorporating lightly used unelectrified lines into an electrified network meant extending expensive electrical infrastructure, making many extensions unviable. Modern battery-electric trains have the ability to operate on both types of track. A number of metro networks around the world have extended electrified metro lines using battery-electric technology, with a number of networks considering the option.
From March 2014, passenger battery trains have been in operation in Japan on a number of lines. Austria has overhead wire/battery trains which became operational in 2019.[2] Britain successfully trialled fare paying passenger hybrid overhead wire/lithium battery trains in January and February 2015.[3]
According to a 2019 analysis byVDE e.V., on a line run more frequently than approximately every 24 to 30 minutes, BEMU is more expensive than electrifying the line and running standardEMUs; for lines run less frequently than this threshold, BEMU is cheaper.[4]
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Experiments with accumulator railcars, as they were originally called, were conducted from around 1890 in Belgium, France, Germany, and Italy. Full implementation of battery trains were undertaken with various degrees of success. In the U.S., railcars of theEdison-Beach type, withnickel-iron batteries were used from 1911. In New Zealand, abattery-electric Edison railcar with a range of 160 km (99 mi) operated from 1926 to 1934 on the 34 km (21 mi) longLittle River Branch line. The Drummnickel-zinc battery was used onfour 2-car sets between 1932 and 1949 onthe Harcourt Street Line inIreland.British Railways usedlead-acid batteries in aBritish Rail BEMU from 1958 to 1966 on the 38 mile longAberdeen toBallater line inScotland. The BEMU was a success, but decommissioned as the line was closed. A BEMU has been restored operating as a shunting train until proper battery charging facilities are built. In Germany between 1955 and 1995 Deutsche Bahn railways successfully operated 232DB Class ETA 150 railcars utilisinglead-acid batteries.[citation needed]
A number of tramway manufacturers are offering battery tramcars that combine the traction battery with a supercapacitor that will be charged at each stop. The main motivation for the usage of battery-powered tramways is to avoidrailway electrification system installation. Using boost charging at each stop allows to lower the size of the required traction battery. This technology is hoped to be transferred to full trains.[citation needed]
TheCAFUrbos 3 tramways was ordered for theSeville MetroCentro with theAcumulador de Carga Rápida system which uses short overhead wires at each stop for charging. The Seville trams have been operating since Easter 2011.[5]
Siemens three car trams are to be used forEducation City inDoha, the capital ofQatar.[6][7] The network opened in 2010.[8] Nooverhead wires were installed, as the 10 Avenio trams will be powered by the Siemens Sitras HES system (Hybrid Energy Storage), a combination of asupercapacitor and atraction battery that are charged at each stop through anoverhead conductor rail.[7][9][10]
A Combino tramway using four car tramsets equipped with the Sitras HES system has been in regular service from Almada to Seixal, Portugal, since November 2008. It is capable of running up to distances of 2,500 metres (2,700 yd) without overhead wires.[11][12]
A number of catenary-free tramways have opened in China that recharge at tram stops and terminals. The 20.3 km (12.6 mi)Huai'an tram line in China, opened in February 2016. The line is entirely catenary-free utilising battery-powered trams supplied byCRRC Zhuzhou which recharge at tram stops.[13]
TheByron Bay Train service inByron Bay,New South Wales operates a heritage600 class railcar. The railcar was formerly diesel powered which was operational from 1949 to 1994. The railcar had the diesel equipment stripped out with electric traction motors fitted, being converted to solar power using a battery set to store solar generated energy from the cars'roof panels. The solar train came into operational use on a formerly disused section of line through Byron Bay in 2017. It is believed to be the world's first solar-powered train.[14][15]
CAF Urbos 3 supercapacitor powered trams operate on theNewcastle Light Rail network with trams being recharged at each stop. The Canberra and Parramatta light rail networks are also planning to introduce battery powered CAF Urbos 3 vehicles on their networks. They will operate on battery power on select parts of their networks.[16]
The Austrian Federal Railways has purchased 189Siemens Desiro ML trains from 2013 to 2020. One of these trains was converted to a battery electric multiple unit and branded ascityjet eco. The battery-electric version of the Siemens train is equipped to operate with batteries and overhead wires, with a battery only range of 80 km (50 mi) reaching a maximum speed of 100 km/h (62 mph) in battery mode. The trains are to be tested on regional and suburban rail lines on electrified and unelectrified track. The test services began in September 2019 on theKamp Valley line betweenHorn andSt. Pölten.[2][17]
In 1912, theUnited Railways of Havana [de] ordered a battery railcar byThomas Edison and Ralph H. Beach.[18]
For the needs of the national railway companyCroatian Railways theKONČAR Group and their subdivision of KONČAR – Electric Vehicles is developing units of BEMU and BMU.[19] First units entered use in 2025, with BEMU in May 2025,[20] and BMU in September 2025.[21] BEMU units, capacity of 304 passengers, seating 157, have a possibility to run on overhead line 25kV/50 Hz or on battery power with 631 kWh of storage. BMU units, capacity of 216 passengers, seating 113, run on battery power with 736 kWh of storage. Manufacturer also provides charging stations with 1MW power output.[22]
From the end of 2020,Stadler FLIRT Akku battery trains will be trialled on two lines, the 25 km (16 mi) Helsingør to Hillerød line in Northern Sjælland, and the 18 km (11 mi) Lemvig line in Northwestern Julland.[23] The trains will be operational in 2024.[24]
In January 2021,Bombardier signed a new contract to retrofit and introduce a pre-series of fiveAGC battery-operated trains by 2023, in collaboration withSNCF and fiveFrench regions includingAuvergne-Rhône-Alpes,Hauts-de-France,Nouvelle-Aquitaine,Occitanie andProvence-Alpes-Côte d'Azur. The 5 AGC trains will be modified into battery-operated to help decarbonise French rail transport. The idea is to convert dual-mode (catenary and diesel-powered) high capacity self-propelled trains to dual-mode battery-powered AGCs. This project offers aproof of concept and a way forward to eliminating diesel trains by 2035, a target set by theFrench government andSNCF.[25]
In 1887, the first Germanaccumulator railcars were placed in service by theRoyal Bavarian State Railways.[citation needed]
Pre-Second World War classes ETA 177 to 180. The post-warDB Class ETA 176 (later 517) and finally ended withDB Class ETA 150 (later 515). The latter were used until 1995 having been since modernised into theNokia ETA, painted light grey and green and deployed onto the so-calledNokia Railway (timetable number RB 46), nowadays theGlückauf-Bahn fromGelsenkirchen viaWanne-Eickel toBochum.[citation needed]
In July 2019, theSchleswig-Holstein rail authority NAH.SH awarded Stadler a €600m order for 55 battery-poweredFlirt Akku multiple unit trains along with maintenance for 30 years. The trains, which offer 150 km (93 mi) of battery range, were planned to start entering service in 2022 replacing DMUs on non-electrified routes.[26] Finally, the SH-XMU program inaugurated the trainsets in increments between 2023 and 2025.[27]
The five routes of: Offenburg to Freudenstadt/Hornberg, Offenburg to Bad Griesbach, Offenburg to Achern, Achern to Ottenhöfen and Biberach (Baden) to Oberharmersbach-Riersbach started to operate from April 2024 on electrified and unelectrified track, the 120 seatSiemens Mireo Plus B battery-powered/overhead power line trains. On only battery operation the trains have a range of 80 kilometers (50 mi).[28][29]
TheNew Athos Cave Railway in Abkhazia in the country ofGeorgia has three narrow-gauge power-concentrated battery electric multiple units built by theRailroad Machinery Plants of Riga inLatvia. Two Ep «Tourist» trains were built in 1975 and later modernized in 2005 and 2009, and the new Ep-563 train was built in 2014.[30] Since 2014, this has been the only train in use. The first Ep train is based at Anakopea station for doubling the Ep 563 train in case of malfunction. Another Ep train is based at the depot.[30] Each train consists of 6 cars, including 1power car with driver's cab, motors and power equipment and 5 trailer cars for passengers (4 intermediate cars and 1 observation car in the end).[31] Both models can run either on athird rail with 300 V DC or batteries with 240V DC being used for short unelectrified sections at switches without a third rail, and also at passenger stations where the third rail has no voltage for safety reasons.[32]
A petrol railcar was converted to battery power by the Great Southern Railways in 1930, on a trial basis.[33] Following its success, between 1932 and 1949, twobattery electric trains ran successfully between Dublin and Bray. Two additional trains were built and placed into service in 1939, also running until 1949. The train's batteries were charged at each terminus via an overhead pickup. The train could reach 65 mph or 105 km/h, though service speeds were typically limited to 41 mph or 66 km/h.[34]
In 2019,Iarnród Éireann announced they would purchase 250 new carriages, with an option of up to 600, over a 10-year period, for use on theDART network. The order will consist of bothelectric multiple units and battery electric multiple units.[35][36][37][38] These units will be used on the non-electrified line between Malahide and Drogheda, with three charging units to be installed at the latter location.[39]
TheN700S train had battery backup introduced in June 2020. The batteries can power the train at low speed to the nearest station when power outages or other emergencies occur. The train operates on theTokaido Shinkansen/Sanyo Shinkansen lines between Tokyo and Hakata.[40]
In Japan,JR East tested a "NE Train Smart Denchi-kun" battery electric railcar from 2009. This vehicle is capable of operating either under 1,500 V DC overhead wires or on battery power alone for a distance of up to 50 km on tracks without an overhead power supply.[41] The batteries can be charged via the pantograph while running on tracks with an overhead wires or at a specially built recharging facility at a station.[41][42]
From March 2014, JR East introduced theEV-E301 series, with 1,500 V DC overhead wire and battery power capability using a two-car battery electric multiple unit, into revenue-earning service on the 20 km (12 mi) long non-electrifiedKarasuyama Line.[43]
Since March 4, 2017, battery electric trains have completely replaced diesel multiple units on this route. There are four two-car sets in operation, each set equipped with a 190 kWh lithium-ion battery.[44]
The trains recharge their batteries atKarasuyama Station terminus via theirpantographs, using a rigid conductor bar to facilitate rapid charging at 1,500V using power supplied by the local electric grid. At the other end, atHōshakuji, the Karasuyama Line meets the electrifiedTohoku Main Line in order to continue toUtsunomiya Station.[citation needed]
From April 2016,JR Kyushu started trial operation of a two-carBEC819 series BEMU trainset built byHitachi, nicknamed "DENCHA", on part of theChikuhō Main Line, with six more trains planned to be introduced on the line in spring 2017.[45] It can be powered via overhead AC power line or by using battery capacity of 360 kWh (480 hp⋅h). The trainset became operational on the through services on theFukuhoku Yutaka Line which is electrified at 20 kV 60 Hz AC and the non-electrified Chikuhō Main Line, also known as the "Wakamatsu Line", between Orio and Wakamatsu on October 2016, .[46]
In 2019, a total of 11 new BEC819 trainsets were introduced on theKashii Line, replacing alldiesel multiple units previously operated on that line.[47][48][49] This brought the total number of BEC819 trainsets in revenue service to 18.[citation needed]
A newEV-E801 series two-car BEMU train, also built by Hitachi, was introduced on the 26.6 km (16.5 mi) long non-electrifiedOga Line inAkita Prefecture in March 2017. It shares similar characteristics with the BEC819 trains as it uses a 360 kWh battery and is recharged from a 20 kV 50 Hz AC overhead supply.[50] As of March 2021, 6 trainsets have replaced all services on the Oga Line with through services to Akita on theŌu Main Line.[citation needed]
In 2022, the Road Transport Administration (ATD), which organizes passenger carrier services in Latvia, announced a procurement for the construction and delivery of 9 BEMU sets, with an option for 7 more, until the end of 2026. Stadler, CAF andŠkoda Transportation had applied for BEMU deliveries in the first part of the tender.[51] Seven of these trains will be used for the busiest unelectrified railway lines Rīga-Bolderāja and Rīga-Sigulda, with the other two being used on unelectrified routes such as Rīga-Dobele and Rīga-Jēkabpils. These trains will replace the currently-operatingDR1A trains on these routes, while the operator remains to be decided by a future procurement.[citation needed]
Historically, a number of battery electric trains have been used on British railways. TheBritish Rail BEMU was taken out of service because the line from Aberdeen to Ballater in Scotland was closed in 1966. The trains have been renovated being ready for reuse on theRoyal Deeside Railway.[52] TheBritish Rail Class 419, a Motor Luggage Van (MLV), was operational from 1959 to 2004, which could run on either on batteries or athird rail, being used for short unelectrified section on quaysides.[53]
The United Kingdom has almost two-thirds, 58%, of the 20,000 mi (32,000 km) rail network on non-electrified track, which consumes 103 million gallons (469 million litres) of diesel each year. Mark Carne ofNetwork Rail, who are responsible for the tracks of the British rail network, in March 2017 stated: "The idea that you need to electrify an entire route is no longer necessarily the case. I think that where we have got hybrid trains, that opens up quite a lot of interesting opportunities for partial electrification." Carne also stated: "technology was advancing at such a pace that better reliability could be achieved without the construction of unsightly overhead cables." He added that developments in batteries are such that it might soon be cost-effective to swap diesel engines for battery or hybrid devices, therefore saving the vast cost of installing power lines above every section of track.[54]
Companies such as UK basedHitachi,Vivarail andBombardier have committed to or are producing battery-electric trains. These trains will be either new units or conversion of existing units, to fulfil the aims of Network Rail's introduction of battery powered trains.[55][56]
In January 2015 a one-month trial of a singleClass 379 Electrostar fitted with lithium batteries began passenger operations on theMayflower Line in Essex. The train travelled up to 60 miles (97 km) on energy stored in the batteries also recharging the batteries via the overhead-wires when on electrified sections of the line, at stations and viabraking power regeneration.[57] Network Rail refer to this prototype model and its possible future descendants asIndependently Powered Electric Multiple Units (IPEMU).[58]
A month after the trial in March 2015, the introduction of battery-powered trains was proposed by Network Rail for consideration for the fifteen station 27 miles (43 km) long diesel operatedWrexham toBidston,Borderlands Line.[59][1]Archived 2014-05-19 at theWayback Machine The aim is to merge the line into the electric 3rd railMerseyrailWirral Line extending into the underground section ofLiverpool's city centre, making Wrexham one of the branch terminals of the line. The line is diesel train operated unable to progress into the electric 3rd rail underground Birkenhead and Liverpool Merseyrail tunnels & stations. If battery trains are introduced that are capable of operating in the tunnels, the Borderlands line will be incorporated into the Wirral Line becoming an urban metro line between Liverpool and Wrexham.[citation needed]
The diesel operated trains on the slow Borderlands line terminate atBidston railway station in Birkenhead, with passengers having to change trains onto the Merseyrail electric network to proceed into Liverpool's centre. Network Rail proposed using dual battery powered/3rd rail pickup rolling stock without full electrification of the line, providing a cheaper method of incorporating the line in the Wirral Line. The trains will only terminate at Wrexham, while at the Liverpool end of the line trains will proceed around the loop of the electrified Liverpool city centre underground tunnels with thirteen station stops. As the train proceeds on the looped electrified line from Bidston and back, the train's batteries are charged.[citation needed]
TheLiverpool City Region Combined Authority announced in July 2021 that trials of a BEMU (IPEMU, independent power electric multiple unit) version their newClass 777 on theMerseyrail network had shown that they were capable of travelling up to 20 miles (32 km) without a charge.[60] The battery-electric version of the Class 777 would allow the possibility of Merseyrail services from Liverpool toSkelmersdale,Wrexham,Warrington andRuncorn, without full line electrification. Tests by Stadler achieved 135 km in range.[61]
In October 2023, the hybrid battery electric multiple units entered regular service on Merseyrail fromLiverpool Central underground station terminating atHeadbolt Lane interchange station. On the section of track fromKirkby to Headbolt Lane trains operate only on energy from onboard batteries.[62]
Vivarail have produced theClass 230 train which is converted from redundantLondon UndergroundD-Stock trains. A demonstrator unit, the two-car 230002, was fitted for diesel-electric- battery power. Vivarail developed a fast charger giving a 100 mi (160 km) range with a 10 minutes recharging time.[1] Power is provided by two lithium-ion batteries per car giving four per train, providing 106 kWh (142 hp⋅h), with an expected life of seven years for the batteries.[63]
In 2017, Vivarail battery trains were being considered for use on theValley Lines network in South Wales. The trains would be battery powered, capable of being recharged via 25 kVOHLE.[64] The Class 230 was introduced on theBorderlands line forTransport for Wales betweenWrexham Central andBidston interconnecting with Merseyrail into Liverpool. The trains run asdiesel-Battery electric multiple units.[citation needed]
The Edison-Beach battery railcar was developed byThomas Edison and Ralph H. Beach. The latter headed theRailway Storage Battery Car Company and theElectric Car & Locomotive Corp.[65] Car No. 105 of theAlaska Railroad was an Edison-Beach car,[66] and examples operated on theCentral Vermont Railway running between Millers Falls, Northfield and West Townshend.[67] A notable feature of the Edison-Beach cars was the Beach drive system. Each wheel was mounted onball bearings on a dead axle and was driven by an individualtraction motor throughgearing.[68][69]
In August 2023,Caltrain exercised an option order with Stadler, its rolling stock manufacturer, which included a single four-car BEMU trainset. This trainset will serve the line's southernmost stations onceelectrification of the central and northern stations has been completed. It is hoped that the successful demonstration of BEMU technology on the Caltrain line will provide insight into the feasibility of other potential BEMU implementations in the United States.[70]
In February 2024, Metra announced an order of 16Stadler FLIRT Akku trainset for use on the Beverly Branch of theRock Island District. The new rolling stock is hoped to significantly increase frequency on the line, which has closely spaced stations.[71]
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