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Energy 2021The Challenges around Rail Electrification
© Siemens 2020 | Justin Moss | Rail Infrastructure, Electrification
The Challenges around Rail Electrification
Overview
ECI
Reducing Costs
Early Contractor Involvement
Operating costs
Skills
Modal shift
Northern Rail Industry Leaders
Close
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Overview
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• Electrification is set to have a major impact on decarbonising the railway
• We face challenges associated with Victorian infrastructure
• 58% of the network not yet electrified
• The Government has an objective of phasing out diesel-only trains by 2040
(2035 in Scotland)
• High-performance rail has electrification as a core component
• It is essential that we drive down the costs of projects while continuing to deliver
operational and passenger benefits
• It is important that we consider the full range of options
• Optimum benefits are realised by whole system, whole life assessment
• We must achieve the best possible economic and environmental benefits
The UK’s investment in clean and sustainable power generation
means that electrification of the railway is the most
environmentally friendly solution
154 tonnes of carbon
dioxide emissions per day
being removed from the
transport sector, simply from
the removal of the diesel
rolling stock on ECML, or
the equivalent of planting
over 2300 trees every day.
Reducing Cost of Electrification through Innovations
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Analysis focus:
constructability, visual sensitivity, OLE/signalling/civils route survey,
power supply, topography, rolling stock and gauging
Deliverable rolling
stock modelled with
realistic
performance
specifications
Employs broad international best practice to tackle route challenges:
Sidytrac digital twin
traction power and
carbon option
development
Sicat SX reducing
number of OLE
structures >25%
and reducing under
bridge/viaduct works
Siemens 3EB surge
arrestor reducing
civils interventions
Sitras RCC providing
traction power at
minimum cost from
local 11kV/33kV
supplies
Creation of line-of-
route ‘system’ for
control and operation
Reducing Costs - Optimum Design
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Solution design
• We believe that the railway should be considered as a system end to
end rather than as separate discrete disciplines
• Optimum solutions can only be realised with a steady long term
procurement programme
• Ensuring that the technology providers are involved in the early stages
of feasibility
• Whole route rather than small sections so that the optimum solution
can be considered
We consider that future electrification systems need
to shape the systems requirements to provide
optimum energy solutions for a decarbonised
sustainable railway
Reducing Costs - Over-bridge solutions
Sustainably reduce electrical clearances to limit interventions – The Siemens clearance
approach.
Modern technology combined with the lessons of the clarence constrained legacy Scottish OLE
network will result in heavily reduced civil interventions while maintaining asset reliability –
localised earthed sections, secondary insulation, minor civils interventions used in combination
with surge arrestors.
A proven combination that has already prevented the £40m demolition of the Cardiff Intersection
Bridge, enabling the benefits of decarbonisation to reach Cardiff in a sustainable manner using
best engineering practice.
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Standard static Electrical Clearance: 270mm
Siemens surge arrestors using today’s standards: 150mm
The Siemens 3EB Surge Arrestor has already proved transformational in the reduction of civils interventions and associated
costs in the UK. Scotland was the first place in the UK where this Siemens innovation was tested on a live railway. The results
of these tests are still being used to by Network Rail and Siemens to guide further possible future electrical clearance reductions
in standard.
Siemens 3EB trial site, Paisley Canal
Modern technology combined with the lessons of the clarence constrained legacy Scottish OLE
network will result in heavily reduced civil interventions while maintaining asset reliability –
localised earthed sections, secondary insulation, minor civils interventions used in combination
with surge arrestors.
A proven combination that has already prevented the £40m demolition of the Cardiff Intersection
Bridge, enabling the benefits of decarbonisation to reach Cardiff in a sustainable manner using
best engineering practice
Reducing costs - Overhead Line
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Every part of the industry has an important role to play in bringing forward new
technologies
• The industry continues to work closely and collaboratively across the supply chain
• New approaches to drive efficiencies and reduce emissions
Introduction of Sicat cantilevers into UKMS OLE design range
• Facilitates longer span lengths – up to 74m
• Asset reduction
• Facilitates efficiencies within procurement and product supply
• Commonality of Sicat components can be used for both heavy and light rail applications
Siemens (Secondary) Catenary Wire insulation
• Benefits - rated at 25kV
• Can be installed onto existing OLE conductors at overbridge and signal locations where
reduced electrical clearances exist
Technologies like this bring real opportunities to accelerate the
electrification of more of the network
Reducing Costs - The Bi-mode Approach
- Avoids major civils interventions to allow for accelerated
programme
- Low cost, low impact traction power supplies used throughout
- Detailed modelling undertaken with certified tools for battery
and hydrogen bi-mode options
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An accelerator for Decarbonisation Acts as a steppingstone to full electrification
The Bi-mode approach will act as the solution to provide electric trains with the means to move independently of the electrifica tion infrastructure
providing a stepping stone to full electrification.
In order to meet the Government’s decarbonisation goals the two key technologies that can power the trains to move beyond the electrified network will be
Battery bi-mode and Hydrogen bi-mode.
This approach will provide two key benefits for the plans to decarbonise Railway passenger and freight services by 2040
- All rail-side infrastructure installed for both bi-mode options is non-
abortive when followed by full electrification
- OLE to be installed to infill (without modification to existing
discontinuous OLE sections)
- Significant civils structures to be modified to "fill the gap“ (particularly
tunnels)
- Power supplies installed for battery bi-mode supports full
electrification
- Power supplies installed for hydrogen bi-mode partially supports full
electrification
Realistic modelling assumptions
- Modelling based on realistic worst-case performance (end of
battery life) for both battery and hydrogen bi mode models
- Each model has been tested against worst stopping pattern
for recharging batteries and allows self-recovery in-case of
incident
ECI - Line-of-route ‘integrated system’
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‘Design to Cost’
Targeted Interventions only when required.
Designed to facilitate future enhancements to meet line-of-route
plan.
Immunisation of existing assets and upgrade of earthing
and safety systems
Traditional Disciplines progressing with own designs then
interfacing at end
Traditional approach
The Siemens approach – incremental steps
Whole line-of-route understanding and
then targeted enhancements
Single Control System
Single Power Supplies with multiple uses.
Combined Signalling, SCADA &Telecoms Network.
“Systems” approach to delivery
HiML line-of-route Network and Power
System
Typical 400kV substation
The Siemens approach – integrationRailigent
Improving efficiency of operations on the way to decarbonisation – Connected Mobility
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Centralised control allows environmental benefits from TMS (C-DAS) to be
realised
Siemens Railigent utilised to allow for real-time passenger information:
• Train make-up and carriage passenger occupancy
• Bike storage information
• Traction power efficiency
• Improved passenger experience
Opportunity to combine
signalling and electrical
control into Enhanced Route
Operating Centre (E-ROC)
Electrical Control Room
Realtime route graphical
modelling to identify conflicts
C-DAS information
communicated to driver via
GSM-R radio
Rolling Programme
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• We are fully supportive of a rolling programme of electrification
• It is important to avoid gaps and focus on output specifications
• Projects should be underwritten by government and protected
• There should be consistent delivery and levelled plan to avoid peaks and troughs
• Innovative and new commercial models could be employed encouraging technology
providers
• Rolling programme from 2022 based on an enhancement type delivery, electric trains
by 2029
• No route specific information provided
• 50,000 engineers retiring from the industry
Over 450STK needed to deliver to suggested electrification per
annum where currently around 200STK being delivered
eHighwayReducing Emissions of Road Freight
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eHighway is an established Siemens technology on trial across Europe since 2016. HGVs result in 17% of
the transport carbon emissions.
The Skills could be interchangeable and solve access issues
The ten point plan from the government and the
climate change committee have both referenced
electric road systems as a potential solution to
decarbonise
To decarbonise transport, you first need people to use sustainable modes
• To go further and faster at reducing emissions
from transport, we need to make it easier and
more attractive for people to choose to leave their
cars at home.
• This can be achieved by improving passenger
experience through, for example:
• Reliable infrastructure bringing
passenger confidence
• Ability to plan, book, pay and travel door to door
on all types of transport using one convenient app
• Digital signaling delivering more capacity
and reliability
• Comfort of trains, ability to stay wi-fi connected
• Effective communication and management
at stations
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Mobility as a Service (MaaS)
Mobility as a Service (MaaS) provides:
• a step-change improvement in the customer
experience for planning, booking and paying for
travel using sustainable modes of transport.
• transport authorities and operators can use
augmented data insights about the way that
people travel.
• Up-to-date information allows informed choices
such as greenest journey.
• “Rejseplanen” app has 4 million downloads and is
used more than Google maps as a journey planner!
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Innovations like this could really make a
difference to passenger experience and evoke
that much needed modal shift.
Decarbonisation: Northern Rail Industry Leaders
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Low Carbon Workstream Update
• Conventional electrification:
• Focus of the sub-workstream is to develop for adoption a method of capturing the
cost benefit of reducing operational carbon for infrastructure projects to support the
business case for Capital investment schemes
• Sub-stream identifying and reviewing existing methods of doing his from other
sectors and geographies
• Focus on recently submitted business case for first deployment of hydrogen trains
in Tees Valley are by Northern Rail
NRIL are due to release their decarbonisation white paper later this
year identifying the key routes in the North to be electrified
Close
In Summary the challenges around Rail Electrification
We need to reduce costs
• To do that we need to;
• have commitment from the government and GBR to;
• Increase Skills;
• Enable innovations to continue
• Bring in Technology partners sooner
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ContactPublished by Siemens Mobility Limited
Justin Moss
Head of Sales, Electrification
SMO UKI RC-GB RI S
1 St Mary’s Court
York, YO24 1AH
United Kingdom
Mobile +44 7808 822682
E-mail [email protected]
© Siemens 2020 | Justin Moss | Rail Infrastructure, ElectrificationPage 17
Disclaimer
© Siemens 2020
Subject to changes and errors. The information given in this document
only contains general descriptions and/or performance features which
may not always specifically reflect those described, or which may
undergo modification in the course of further development of the
products. The requested performance features are binding only when
they are expressly agreed upon in the concluded contract.
All product designations may be trademarks or other rights of
Siemens AG, its affiliated companies or other companies whose use by
third parties for their own purposes could violate the rights of the
respective owner.
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