Hydrogen Rail Test Projects in Germany

Transcription

1 Hydrogen Rail Test Projects in Germany Dr.-Ing. Ulrich Bünger Ludwig-Bölkow-Systemtechnik GmbH, Ottobrunn, Germany 12 th International Hydrail Conference Graz, June,

2 Outline Technology options for CO 2 -free non-electrified rail transport Results from BMVI-project H 2 -infrastructure Commercialization 4 Consequences for the energy system 5 Conclusions Bild: MS Office 2

3 Ludwig-Bölkow-Systemtechnik GmbH (LBST) Dr. Ludwig Bölkow Independent experts for sustainable energy and mobility since more than 30 years Renewable energies, fuels, hydrogen, infrastructure Feasibility and sustainability studies, technology based strategic consulting, energy concepts Rigorous systems approach thinking beyond sectoral borders 3

4 1 Motivation & technology options for CO 2 -free non-electrified rail transport 4

5 1 Motivation for fuel cell technology in Germany Mobility in general GHG-emission reduction goals by 2050 (-80/-95%), not manageable with ICEs Diesel technology rather complex (= expensive) to avoid CO 2 - and pollutant emissions simultaneously; could fail as alternative (e.g. if tax exemptions will be repealed) Reduce noise emissions in populated areas from tire friction Contribute to diversify primary energy mix with (domestic) renewable energies Efficient, silent, maintenance free & robust new drive technology with sex appeal and for rail transport Discard diesel propulsion on (less frequented) non-electrified sections; in other countries also laung-haul operation on remote stretches for goods transport considered Significant efficiency increase & reduction of pollutant emissions in or close to metropolitan areas (commuter or regional trains and eventually shunting operations) Technical leadership of one manufacturer, with further ones following Any new purchase of old technology will block operator from acquiring low-emission technology for next years, and (see page 6 ) 5

6 1 Energy consumption / CO 2 emissions transport Germany CO 2 -emission reduction no major development target, but FC&H 2 applications in rail sector could spin off other FC&H 2 markets with much higher CO 2 reduction effects. Municipal trains Federal trains (person long distance) Federal trains (person short distance) Rail (goods) Air (goods) Air (persons) Graph intentionally deleted. Ships (inland) Motorcycles Graph intentionally deleted. To be downloaded from the internet at address provided. Individual transport Total: 725 TWh Other road To be downloaded from the internet at address provided. Other trucks Buses (long distance) Trucks & Trailers Cars Goods transport road Buses Rail Ships (inland) Air Source: Datenbasis zur Bewertung von Energieeffizienzmaßnahmen in der Zeitreihe , UBA report 2017, page Source: Verkehr in Zahlen 2016/17, Bundesministerium für Verkehr und digitale Infrastruktur (BMVI), September 2016, page blob=publicationfile 6

7 1 FC-activities for rail applications Multiple activities since the early 90s German activities have been kicked off by Schienenflieger, early studies in DK/NO Mine locomotive (RSA, 2012) Tram (Spain, 2011) Tram Quingdao (China, 2015) Shunting locomotive Green Goat, (Colorado, 2009) Double deck-trolley (Dubai) Local passenger train (Japan, 2006) Long-range locomotive-design project (TU Dresden, 2015) 7

8 Source: Tender Electric commuter trains with for rail based local person transport (SPNV) with and w/o electrification in Schleswig-Holstein 1 Pros and Cons of alternative drives for commuter trains FCEV drive BEV drive ICE drive Fuel tank Air ICE Pros High efficiency WtW Brake energy recuperation Local zero emission No noise, no vibrations Handling as diesel engine Cons Infrastructure more expensive (H 2 -supply, H 2 -fuellig station) More complex vehicle technology (battery + fuel cell) Pros Highest efficiency WtW Brake energy recuperation Local zero emission No noise, no vibrations Cons Limited reach per charge Frequent chargings (= operational constraints) Battery trains, Oberhausen (1984) Source: Wikipedia Pros Sustainable only with biogenuous fuels Lower vehicle & infrastructure CAPEX Cons Local diesel emissions Noise, vibrations Prototype operation, MTU/DB-Regio (2010) Source: Railway-Gazette Int., DEZ

9 1 Specs of Corradia ilint 54 (Alstom) Similar performance as diesel counterpart Parameter Type LINT 54 LINT 41 (EVB) Propulsion Diesel Fuel cell Diesel v max 140 km/h 140 km/h 120 km/h Engine power 2 x 390 kw 2 x 200 kw 2 x 315 kw Onboard power for propulsion & auxiliary systems 3 x 390 kw 780 kw 2 x 390 kw alternative option 850 kw 2 x 200 kw Fuel cell kw battery 3 x 390 kw peak: kw Passenger capacity x 225 kw 630 kw 2 x 315 kw I. Seats I. Standing 4P/m² Hydrogen tank volume 2 x 800 l 178 kg 2 x 800 l Reach ca. 1,600 km ca km* ca. 1,600 km * Depending on specific operating conditions (# stations/stops, gradients) Main drive Drive system AC/DC & DC/DC converter Aux DC/AC converter FC system Battery system H 2 tank system 9

10 2 Results from BMVI-project H 2 -infrastructure Website full report: Bild: MS Office 10

11 2 Relevant rail segments vs H 2 -infrastructure Germany ~50% non electrified lines Short-term synergies utilizing hydrogen by-product High efficiency by BEV-hybridisation But CO 2 -savings even by applying fossil hydrogen (SMR) NRW Four pilot projects with trains each in preparation (red circles) Potential for further projects now being scrutinized, in Western- and Eastern Germany (orange circles) HE? NI???? BW? Grafik: Designbild Coradia LINT 54 Alstom Source: H 2 in rail transport, study for BMVI, 2016? 11

12 2 H 2 -supply: chemical by-product Reliable train operation as pre-requisite demanding redundant H 2 supply H 2 by-product H 2 purification Trailer filling CGH 2 transport Electricity grid Compressor Direct refuell. H 2 storage MPa Parked trailers Dispenser FC train Large storage LH 2 delivery Compressor Potential backup paths H 2 storage MPa Source: Quelle: H LBST, in rail transport, study for BMVI,

13 2 Total efficiency well-to-wheel Hybrid design (w large battery) results in significant efficiency advantage through recuperation of brake energy for operations with multiple stops and many gradients (line profile) Reference line Analysis Length # stations Fuel consumption Energy Diesel Wasserstoff consumption km l Diesel /km kg H2 /km FC vs diesel (kwh/km) (kwh/km) operation Buxtehude Bremerhaven Cuxhaven Buxtehude (10.8) 0.23 (7.7) - 29% Frankfurt Königstein Frankfurt Source: H 2 in rail transport, study for BMVI, (18.2) 0.34 (11.3) - 38% 13

14 H 2 fuel costs (fob dispenser) 2 Hydrogen supply costs Fuel costs (fob dispenser) of ca. 5 /kg can be achieved for ideal constraints (i.e. w/o equipment for redundant design) Hydrogen delivery concept to be tailercut to each individual project/site Hydrogen provision Fuelling station incl. REN & grid fees* excl. REN & grid fees* Path 1: Path 2: Path 3: Path 4: Path 5: onsite- LH 2 - CGH 2 - CGH 2 - CGH 2 - electrolysis delivery- delivery- delivery- supplytruck truck rail pipeline H 2 source: electrolysis SMR H 2 -by-product * electricity for electrolysis: (partial) REN-fee (EEG), other fees such as grid fees (NNE), each w/o electricity tax Source: H 2 in rail transport, study for BMVI,

15 GHG emissions (g CO2-eqivalent /km) GHG emissions (g CO2-eqivalent /km) 2 CO 2 -emission reduction goals achievable GHG-advantage results from high propulsion efficiency; 0-emissions possible Study focus was on broad & short-term realization, hence grid mix electricity Grid electricity Well-to-Tank as compared to diesel from conventional mineral oil ca. equal emissions Well-to-Wheel Grid electricity ca. 25% lower emissions Vehicle Refuelling station Conditioning of H 2 by-product** Fuel distribution Liquefaction H 2 production NG supply Electricity supply Trailer filling station H 2 feed-in station Conditioning of H 2 by-product Supply of H 2 by-product Refinery Transport of mineral oil Oil production reference onsite LH 2 -truck CGH 2 truck CGH 2 rail H 2 pipeline (path 2) (path 2) (path 3) (path 4) (path 5) reference onsite LH 2 -truck CGH 2 truck CGH 2 rail H 2 pipeline (path 2) (path 2) (path 3) (path 4) (path 5) *H 2 by-product substituted by supply of natural gas; **H 2 conditioning onsite at refuelling station diesel from electrolysis SMR H 2 by-product mineral oil diesel from electrolysis SMR H 2 by-product mineral oil Source: H 2 in rail transport, study for BMVI,

16 3 Commercialization Bild: MS Office 16

17 3 Ongoing / planned tenders and funding Groningen Norwegen (ohne Ortsangabe) Dänemark (ohne Ortsangabe) Schleswig-Holstein (50; Kiel, Husum, Neumünster) Niedersachsen (14/2018; Bremervörde) Münsterland (?) Nordrhein-Westfalen (14+5/2020; Dorsten) Nordrhein-Westfalen (Düren, Jülich) Hessen ( 20/2021; Frankfurt) By CO 2 -free or -reduced FC trains to be tendered in total Interest also from neighbouring countries Other competitors have started development Consumption of ca. 150 kg H2 / (train day) Funding according to recent tender document dd up to 40% of CAPEX* Baden-Württemberg (10+5/2021; Offenbach) Bayern (Schliersee) Tendered, in Germany Planned, abroad *eligible are CAPEX of trains and innovative infrastructure equipment (case-to-case) 17

18 3 Schedule for ongoing tenders NI and NRW By the end of 2021 further FC trains could be in operation (Alstom) Northrhine Westfalia (VRR) 07/17 Contract 07/18 Proof ride at customer 12/19 Decision for operation 06/21 HRS delivery & approval 12/21 Commence daily oper /17 Contract 12/17 Approval of 2 prototypes by natl. EBA 08/18 Start of production 02/20* Approval & HRS delivery 12/20 Commence daily oper. Pilot region: Lower Saxony (LNVG) * Current negotiation By end 07/17: Contract VRR and LNVG 18 Source: LBST based on Alstom, 2017

19 4 Consequences for the energy system Bild: MS Office 19

20 4 Use of FC trains may impact the energy system Use of local renewable electricity will allow regional value creation Hydrogen storage (e.g. 2-3 daily supplies) for FC trains dampens hard coupling of electricity use with electricity production as compared to operating catenary or battery trains and provides ancillary services for the electricity grid (i.e. sectoral integration) Early commercial hydrogen refuelling infrastructure development for FC trains can help reducing CAPEX and operational robustness of FCEV refuelling stations Economic synergies from early identical refuelling equipment for FC city buses 20

21 5 Conclusions 21

22 5 Conclusions Rapid substitution of diesel traction in commuter traffic possible (reduced or zero noise, vibration, GHG and pollutant emissions) Similar end-user flexibility as with diesel based traction and high total energy efficiency by battery hybrid operation Commercial FC market with rapid levellization of TCO in medium term, BUT more complex H 2 -infrastructure with relatively high utilization Gradual transition strategy from fossil (NG) to eventually full renewable electricity operation possible New cost structures and actors render alternative tendering processes more efficient, at least in introductory phase (vehicles & infrastructure) Hydrogen delivery infrastructure to be tailorcut to each individual site Solid early business cases allow long-term commercial opportunities TCO reduction from synergies with 35 MPa FC city bus refuelling and sectoral integration with electricity grid 22

23 Contact Dr. Ulrich Bünger +49/89/ Ludwig-Bölkow-Systemtechnik GmbH Daimlerstr München/Ottobrunn/Germany Web: 23

24 Back-up material 24

25 1 FC technology alternatives for rail transport Electrification (mostly more expensive, i.e. local conditions, transport frequency) Hybrid-diesel traction (depending on fuel but always fossile based) Batteries (challenges: reach, charging time and infrastructure costs, system weight) Synthetic fuels in internal combustion engines Biofuels (limited potential, pollutants remain) Methanol (toxic, lower efficiency) Power-to-Gas / Power-to-Liquids (lower total efficiency, pollutants remain) Battery trains, Oberhausen prototype hybrid rail car Prototype operation, MTU/DB-Regio (1984) (2010) (2015) Source: Wikipedia German Copper Institute, 2010 Railway-Gazette Int., DEZ

26 1 Technology alternatives (XMU exchange Multiple Unit) XMU with power module battery + fuel cell Air Fuel tank Power module battery + int. comb. Eng. ICE Power Modul Batterie + rapid charging DC Power module battery + 15 kv charging 16.7 Hz Fuel tank ICE XMU with power module hybrid Source: Electric commuter trains with for rail based local person transport (SPNV) with and w/o electrification in Schleswig-Holstein Conversions: XMU with power modul AC catenary + battery 26

27 2 H 2 -supply scenarios: electrolysis, NG steam reforming Transition strategies from fossile renewable paths possible H 2 -supply paths based on electrolysis of water H 2 -supply paths based on steam reforming of natural gas (SMR) 27 Source: H 2 in rail transport, study for BMVI, 2016

28 2 H 2 -supply: Chemical by-product H 2 -supply based on hydrogen as chemical by-product Source: H 2 in rail transport, study for BMVI,

29 Cost reduction of H 2 -Infrastructure Cost reduction of fuel cells Synergies in transition phase 4 Different FC applications foster FC & H 2 infrastructure Large series FC manufacturing Low specific FC power (per unit) Low H 2 demand (per unit) High refuelling station density, i.e. low utilization efficiency Small series FC manufacturing High specific FC power (per unit) Source: Alstom, 2015; Honda 2016; DNV-GL, 2012; LBST, 1992, 2010 High specific H 2 demand (per unit) Low refuelling station density, i.e. high utilization efficiency 29

30 4 Chemical industry utilize existing H 2 -infrastructures Hydrogen infrastructure chemical industry Chemical industry: ChemCoast Chemical industry: NRW to be connected/integrated when developing hydrogen refuelling infrastructure for mobility Chemical industry: HYPOS and utilize synergies with NG grid. Transport: H 2 -Mobility 30