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
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