Future Fuel for Britain s Railways Stephen Kent, University of Birmingham Shawn 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: Hitachi - 2016 Source: Wikipedia - 2016 Source: Uni of Birmingham - 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 HYDROGEN FUEL CELL DC/DC BATTERY MOTOR CONTROL MOTOR
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: The Guardian website - 2012 Source: The Lincolnite website - 2015 Source: Fuel Cell Energy website - 2015
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 Wikimedia Online website - 2016-2014
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 reopened 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 to Wolverhampton Snow Hill Victoria Square New Street Edgbaston Source: Wikipedia - 2016 Source: Wikipedia - 2016
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 Birmingham - 2016
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