energy 2021

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

Restricted | © Siemens 20XX | Author | Department | YYYY-MM-DD

Overview


• 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


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


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.

Restricted | © Siemens Mobility 2021 | 23-04-2021

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


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


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’


‘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


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


• 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


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


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!


Innovations like this could really make a

difference to passenger experience and evoke

that much needed modal shift.

Decarbonisation: Northern Rail Industry Leaders


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


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]


mailto:[email protected]

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

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respective owner.


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