Dan Kurucz, the CEO of ALSTOM in the Czech Republic, discussed the operations of the French multinational company Alstom, known for its advanced rolling stock and digital infrastructure technologies, as well as current challenges and industry trends.
The company Alstom is recognised for its cutting-edge products and technologies in the area of olling stock and systems.
Alstom, boasting a EUR 16.5 billion turnover, ranks as a leading global technology company. The company offers a wide range of rolling stock, including high-speed trains, locomotives, units with different propulsion systems including hybrids (EMU, BEMU, FCMU), autonomous metro trains, monorails, and trams. Besides rolling stock, Alstom also specialises in the infrastructure, especially in signalling technology, where we lead in the latest European Train Control System (ETCS) and are pioneering in the development of Digital Automatic Coupling (DAC). The company creates added value, especially through intelligent system solutions.
What is the current performance of Alstom on the Czech and Slovak markets?
On the Czech and Slovak markets, Alstom’s presence started from 2021 with the acquisition of the Canadian Bombardier’s transport division changed the situation, bringing the Česká Lípa production plant and its over 1,300 employees under Alstom’s management.
When I joined, it was clear that we had to demonstrate Alstom’s innovation in the local market. It included showcasing the iLint hydrogen train that covered over 13,000 kilometres in trials, carrying 15,000 assengers. Alstom has continued to sell electric Traxx locomotives and introduced ETCS onboard units to the market, focusing on electric, battery, and hydrogen-powered passenger vehicles, track equipment in the areas of security and the infrastructure and, of course, services.
What projects in the field of rail and urban transport are you working on today?
Alstom is currently involved in numerous projects to renew the fleet with single and double-deck electric units for various types of transport. Alstom is widely regarded as a leader in high-speed transportation, so we are looking forward to the development of high-speed rail in the Czech Republic. We are focusing on major railway infrastructure projects, like the upcoming Kralupy – Děčín contract, and we are expanding their service network.
How would you evaluate the current stance of the government and transport operators towards the use of alternative fuels?
The objectives of the Czech government are identical to those of the European Union regarding alternative fuels, detailed in strategic documents by various institutions. There are number of solutions supporting sustainable transport including electric trains, hydrogen powered and battery trains.
On the non-electrified lines there are two solutions which can be used – hydrogen and battery depending on specific situation are – there are different ranges, different gradients, different axle pressures, and a different infrastructure. We are currently conducting two preliminary market consultations for trains with alternative propulsion in the two largest Moravian regions – the Moravian-Silesian and South Moravian ones – which we believe have great promise for future train orders with these drives.
Can you specify the ideal track for an alternative fuel vehicle?
Electrification is sensible for major routes with high traffic, whereas secondary lines with lower traffic might benefit more from battery or hydrogen units as electrification is an expensive investment there. There is room to replace existing diesel vehicles with battery or hydrogen-powered units. Partially, electrified lines could use Battery Electric Multiple Units (BEMUs), which recharge using the overhead contact line and use a battery on non-electrified sections. Hydrogen fuel cell vehicles can cover this. This allows them to be operated as pure alternatives on non-electrified lines. The combination of operations with dependent traction is inefficient and uneconomical.
A study by the company ÚJV ŘEŽ has identified suitable lines for each type of alternative power, with hydrogen being a good option for many lines like Děčín – Liberec – Hradec Králové and batteries for rague – Zdice – Písek – České Budějovice. On many lines, electrification is the most expensive possibility.
In recent times, public transport systems that operate without emissions have increasingly become a focal point. How you perceive this area?
Transport energy efficiency can be improved through various methods. One approach involves substituting the less efficient internal combustion engine, which turns a significant portion of fuel energy into waste heat, with a far more efficient electric motor, potentially cutting energy use for moving people or cargo from 100% to around 40%. When considering the advantages of rail transport, converting asphalt roads into railroads can lessen rolling resistance. Moreover, when we discuss autonomous trains with minimal aerodynamic drag, the energy requirement can plummet from 100% to just 10–15%. The essence of sustainable, zeroemissions and intelligent mobility does not lie in the competition among transport modes but in the synergy of their complementary functions, highlighting their respective strengths. Adding extra lanes to highways will not resolve congestion, but it is worthwhile to invest in high-speed railways, which can transport passengers nearly three times faster using a fraction of the energy and producing no emissions at all. To optimise the transport network capacity, it is crucial to not only enhance major corridors but also to integrate and upgrade other rail lines, which includes standardising them with a 25 kV electrification system and outfitting them with ETCS signalling technology. Completing the decarbonisation of the Czech railway system by 2030 is another important goal. Currently, electric rolling stock accounts for 80% of the passenger transport capacity on Czech rails. We have six years to replace the remaining 20% of power with emission-free vehicles. However, the distribution of electrified versus non-electrified lines is nearly the opposite – with 34% electrified and 66% lacking electrification.
Thank you for the interview.
