Future Fuel for Britain’s Railways

Stephen Kent, University of BirminghamShawn Laight, Land Transport Authority, Singapore

The Powertrain Challenge

The Powertrain Challenge Competition launched by UK Rail

Safety & Standards Board (RSSB) to develop new / novel powertrain for multiple units to target the “four Cs”

Primary interest is improved efficiency UoB teamed up with Hitachi & FCSL to

develop Fuel Cell Electric Multiple Unit Looked at feasibility, cost & benefit for:

– retro-fitment to Class 156 DMU– fitment to Hitachi AT200 EMU

Hitachi experience – New Energy Train UoB experience – Hydrogen Pioneer

Source: Wikipedia -2016

Source: Hitachi -2016

Source: Uniof B

irmingham

-2016

Inspiration for Project Fuel-cells an attractive alternative:

– superior energy efficiency– zero emissions at point of use &

virtually silent in operation– zero CO2, NOx & zero particulates

depending on source of hydrogen– breaks reliance on imported fuels– lower maintenance & operating cost

Proven on bus fleets that have requirements similar to 75 mph Diesel Multiple Unit (DMU)

Hydrogen generation & refuelling technology also proven in-service

Source: University of Birmingham - 2016

Source: University of Birmingham - 2016

Feasibility Study Output

General Approach Conduct feasibility study potentially including computer

simulation (<£100k):– will it fit & how much will it weigh?– what’s the performance & range?– what are the predicted benefits for energy & emissions?– what do the costs look like, including H2 production?

Base technology on buses hybrid drivetrain:– fuel-cell provides base load power to match duty cycle– battery stores braking energy & help meet peak power

FUEL CELL DC/DC BATTERY MOTORCONTROL

MOTORHYDROGEN

WP2 – Class 156 Space Analysis

Source: Fuel Cell Systems Limited - 2016

WP3 – Class 156 Concept

Source: Fuel Cell Systems Limited - 2016

Performance & Consumption Journey time for return Norwich to Sheringham with

Hitachi 250kW rated motor (actual output ≈ 330kW):– C156 DMU (diesel)= 105 minutes– C156 FCEMU (fuel-cell) = 98 minutes

Energy consumption (fuel in tank):– C156 DMU = 637 kWh – C156 FCEMU = 304 kWh = 52% reduction

Hydrogen requirements:– based on max 8 return journeys (≈ 500 miles) need 63kg

hydrogen per vehicle per day – fleet of 25 x 2-car multiple units doing more realistic 350

miles per day, 330 days per annum ≈ 2,000kg H2 per day

Hydrogen Production Option 1 – Electrolysis:

– analysis based on off-peak wholesale electricity, operating 12 hours/day

– emissions based on current UK generation mix (ideal is wind power)

– new 1MW electrolyser by Siemens Option 2 - reformation of natural gas:

– used for large industrial applications– analysis based on current wholesale

gas prices, operating 20 hours/day– new modular plant from BOC Linde

Other options include Direct Fuel Cells, biogas …

Source: Fuel Cell Energy w

ebsite -2015Source: The Lincolnite w

ebsite -2015

Source: The Guardian w

ebsite -2012

Emissions Analysis Nominal fleet of 25 x 2-car

multiple units C156 DMU = 15,500 tonnes C156 FCEMU:

– zero using electrolysis from renewable or nuclear

– 20,600 tonnes – electrolysis with 2016 generation mix

– 8,900 tonnes – reformation of natural gas (43% reduction)

Other pollutants:– virtual elimination of NOx– virtual elimination of particulates– very significant noise reduction

Source: Based on data from Sustainability Now website - 2003

Costs – Indicative Costs Engineering design & acceptance:

– IPEMU ≈ £2m

Vehicle conversion (per vehicle):– fuel-cells ≈ £250k – traction motor & IGBT ≈ £95k – hydrogen tanks ≈ £72k – other key components ≈ £62k– conversion cost ≈ £60k

Hydrogen generation plant & equipment:– electrolysis plant ≈ £15.7m, or– gas reformation plant ≈ £12.2m

Source: University of Birmingham - 2016

Source: Linde website - 2016

Benefits vs Costs Cost (notional fleet):

– total cost of vehicle conversion ≈ £28.9m– total cost of hydrogen plant ≈ £12.2m

Benefit (notional fleet):– annual cost of diesel ≈ £3.5m– annual cost of natural gas ≈ £1.3m – annual saving ≈ £2.2m (≈ 63%)

Payback ≈ 20 years Additional savings due to reduced maintenance &

vehicle availability (yet to be fully investigated)

Fuelling Railways of the Future

Electrification Issues It’s increasingly expensive &

can’t be justified for rural lines UK faces challenges in relation

to national electricity supply:– we almost ran out of electricity

last November– trouble bringing new nuclear

power stations on-line– unreliable wind turbine output

The railways don’t help:– consume large amounts of

electricity at peak times– only use single phase– one HS2 will draw 15-20 MW

Alternatives to Traditional OLE Low cost electrification – studies

commissioned by DfT & RSSB:– £600k to £800k per km traditional– £300k to £400k for low cost OLE

“Discontinuous Electrification” (i.e. don’t electrify the tricky bits):– draw power from overhead wires

to charge batteries– train can “hop off the wires” for

short distances to go through tunnels, run to “end of the line”, or hop between electrified lines

Bi-mode with diesel generator (e.g. new Hitachi IEP fleet)

Source: Rail Technology Magazine website - 2015

Source: Wikipedia - 2015

Case Study – Welsh Valley Lines Railways concentrated in South

Wales Cardiff: Capital city of Wales &

commercial centre Planned modernisation of

railway systems through electrification:– Great Western Mainline– Core Valley Lines (CVL)

Traditional electrification of CVL estimated to cost £295m

Transport for Wales want innovative integrated solution

Source: Project Mapping website - 2014

Source: Wales Online website - 2014Source: Wikimedia website - 2016

Case Study – Ebbw Vale Line Reopened for passenger service

in 2008 after 46 years Operated by Arriva Trains Wales Hourly Service – Cardiff Central

to Ebbw Vale Town:– 50 km route mileage (mainly

single track)– 9 stations– 2 train sets– ≈ 800,000 passengers annually– ≈ 70 passengers per train– ≈ £30m to electrify

Plenty of local wind turbines …

Source: Laight - 2016

Source: Laight - 2016

Case Study – Project Vision Modernisation of the CVL

through non-traditional schemes Infrastructure alternatives

– discontinuous electrification – light rail type 750VDC– fully autonomous power

For rolling stock, options include:– heavy rail – light rail– tram-train– fuel cells

Is it worth hybridising (i.e. add battery storage)?

Source: Stadler - 2016

Source: Wikipedia - 2015

Closer to Home

Birmingham's Tram Fleet Originally mainline track from

Snow Hill to Wolverhampton re-opened as tram in XXX

New tram fleet by CAF 2014-15 Recent extension to New Street

with plans to extend further Fleet being retro-fitted with

battery packs to operate in:– architecturally sensitive areas

such as Victoria Square– where there’s not much room

such as under new HS2 station But wouldn’t it be better not to

need OLE at all …

Source: Wikipedia - 2016

Source: Wikipedia - 2016

New Street

Victoria Square

Edgbaston

to Wolverhampton

Snow Hill

T-69 Fuel Cell Demonstrator Ex-Birmingham trams stabled at private test

track south of Stratford-Upon-Avon Relatively straightforward conversion:

– design a raft for fuel cell power pack– test it in UoB ESIL lab– remove pantograph & install raft in its place– prove on loop at Long Marston test track– repaint & run in-service in Birmingham

Source: University of Birmingham - 2016

Source: University of B

irmingham

-2016

end