“energy optimisation · powered emu hybrid hydrogen fuel‐cell hydrostatic transmission...
TRANSCRIPT
“Energy Optimisation
in Rail”
Who we are
A business to business networking organisation
Works actively across sectors and all levels of supply chain.
Inclusive of Over 370 members (micro SMEs to MNCs,
universities and professional bodies).
Enables and facilitates collaboration.
“Bringing customers, suppliers, and
supply chain opportunities together
and supporting members with
mentoring, market intelligence and networking opportunities”
At the heart of the rail industry supply chain
• Nationally – England, Ireland, Scotland, Wales• Regionally – Northern Powerhouse, Midlands Engine for Growth & others• International – DIT Trade Challenge Partner, ERCI Project PERES
railalliance.co.uk
The Rail Alliance is the largest B2B membership organisation providing:
• Events & Networking• Route-to-market advice• Provision of test, trials & demonstration facilities
Making every link count
Rail Technical StrategyEnergy
Presented by Edwin BarkerNovember 2018
RTS: Energy November 20187
Overview
Rail Technical Strategy Energy in the Rail Sector Innovation areas Capability Delivery Plan
RTS: Energy November 2018
Rail Technical Strategy
Cost
Carbon
Capacity
Customer
Experience
8
2007
2012
2017
RTS: Energy November 2018
Rail Technical Strategy: Energy ChapterContext
9
Traction (Diesel) Traction (Electricity) Staff and offices
Services Track Rolling stock
Stations Depots Structures
Electrification Train control systems
Source: RSSB, T913, Whole life carbon footprint of the rail industry, 2010
RTS: Energy November 2018
Rail Technical Strategy: Energy ChapterVision - What would a really good future look like?
RTS Energy Vision
The railway has expanded in an energy-efficient way, reducing unit costs to attract passengers and freight from other modes. The vast majority of
journeys are on electrified routes. Low carbon and recycled materials are used where safety, reliability and practicality allow.
10Source: RDG Long Term Passenger Rolling Stock Strategy for the Rail Industry Sixth Edition, March 2018
RTS: Energy November 2018
Rail Technical Strategy: Energy ChapterStrategic Approaches
Further Electrification
Converting 750V DC to 25 kV AC
Train specifications to drive energy efficiency and weight reduction
Up-grade traction/ regen braking during refurbishment
Pantograph monitoring to improve reliability
Self power on lightly used parts of the network
Smart grids
More efficient HVAC systems
Improved junction layouts
Intelligent traffic management programmes
Energy generation and storage techniques
11
RTS: Energy November 2018
Rail Technical Strategy: Energy ChapterStrategic Approaches
Further Electrification
Converting 750V DC to 25 kV AC
Train specifications to drive energy efficiency and weight reduction
Up-grade traction/ regen braking during refurbishment
Pantograph monitoring to improve reliability
Self power on lightly used parts of the network
Smart grids
More efficient HVAC systems
Improved junction layouts
Intelligent traffic management programmes
Energy generation and storage techniques
12
Source: Network RUS Electrification, October 2009
RTS: Energy November 2018
Rail Technical Strategy: Energy ChapterStrategic Approaches
Further Electrification
Converting 750V DC to 25 kV AC
Train specifications to drive energy efficiency and weight reduction
Up-grade traction/ regen braking during refurbishment
Pantograph monitoring to improve reliability
Self power on lightly used parts of the network
Smart grids
More efficient HVAC systems
Improved junction layouts
Intelligent traffic management programmes
Energy generation and storage techniques
13
RTS (2012) – Energy Chapter
Life-extended DMUs with more energy-efficient engines or transmission systems
Lighter and more efficient new diesel trains
Hybrid DMUs with additional onboard energy storage to capture kinetic energy while braking
Bi-mode trains which use electrical infrastructure where available and run on diesel elsewhere
If the technology develops sufficiently to be cost-effective, larger scale energy storage on electric trains to provide them with the ability to run on non-electrified routes
In the longer term, conventional fossil-based diesel may be replaced by more sustainable alternatives such as biofuels or hydrogen
RTS: Energy November 2018
Rail Technical Strategy: Energy ChapterKey Enablers
3 Key Enablers
Make conventional electrification cheaper
Identify technologies from other sectors
Monitoring energy consumption
14
RTS: Energy November 2018
Key Enabler 1Making conventional electrification cheaper
Aesthetic OLE
Cost efficient designs
Reduced foundation costs
Fewer parts
Simple installation
Easier to maintain
Full-scale prototype
Patents applied
Avoidance of Bridge Reconstruction
15
Further details at https://www.sparkrail.org
RTS: Energy November 2018
Key Enabler 2Adopt Technologies from other sectors
Independently Powered EMU
Hybrid hydrogen fuel‐cell
Hydrostatic transmission
Diesel‐electric hybrid power‐pack
Dual‐fuel alternative Low cost flywheel Waste heat recovery for diesel vehicles
Very Light Rail Vehicle
16
Further details at https://www.sparkrail.org
RTS: Energy November 2018
Key Enabler 3Monitoring energy consumption
Traction Energy
Monitoring on all new Franchises
Reduction plans required
Actual reductions may be agreed
– e.g. 25-30% reductions in carbon emissions (CO2 emissions per vehicle km) over life time of franchise (typically 7-10 years).
Met through a combination of:
– New rolling stock/ retro fits
– Driver training/ Advisory Systems
Non-Traction Energy
Monitoring on all new Franchises
Reduction plans required
Actual reductions may be agreed
– e.g. 2-5% per annum reductions carbon emissions over life time of franchise (typically 7-10 years).
Met through a combination of:
– Photovoltaics
– New Station Heating Units
– LED Lighting
– Building Management Systems
17
RTS: Energy November 2018
Capability Development Plan
18
12 Key Capabilities
Online resource
Milestones identified
Capability Development Plan
•Alternatives to diesels
•Battery/Dual power systems
•Sustainable energy solutions
•Optimising energy
•Smart grid technologies
•Transferring energy
Optimum Energy Use
Assessment of the annual economic benefits the key capability can deliver , in terms of 4C's once the key capability is fully developed and deployed within relevant market segments.
Annual Benefits
Thank you
www.birmingham.ac.uk/railway
Hydrogen A Future for Britain’s
Railways?Stuart Hillmansen
Charles Calvert
www.birmingham.ac.uk/railway
Who are we?
Stuart HillmansenSenior Lecturer
BCRRE
Charles CalvertPhD Student
BCRRE
www.birmingham.ac.uk/railway
Fuel cell trains
• Overview of Hydrail at UoB• Introduction to the principles of Fuel Cell power units
• Why hydrogen?– Zero emissions at point of use– Better range than batteries– Easy of refuelling– Sources of hydrogen– Effectively an electric train– FC products now reaching maturity and lower costs
www.birmingham.ac.uk/railway
Our contribution to research in Hydrail:15 leading research publications (since 2003)
www.birmingham.ac.uk/railway
www.birmingham.ac.uk/railway
Practical Work – Institution of Mechanical Engineers: Railway Challenge
www.birmingham.ac.uk/railway
PEM Fuel Cell
www.birmingham.ac.uk/railway
www.birmingham.ac.uk/railway
www.birmingham.ac.uk/railway
Industry funded activity
• UK industry - RSSB – Powertrain challenge (finished 2016)
www.birmingham.ac.uk/railway
Hydrogen Storage Technologies
• Types:-
• Liquid Storage
• Cryo Storage
• Metal Hydrides
• Compressed Gas• 700 Bar
• 350 Bar
www.birmingham.ac.uk/railway
Hydrogen Supplies
• Natural Gas
• Steam Reforming
• Fracking
• Electrolysis
• From The Grid
• From Renewable Sources
• Algae + Biomass
www.birmingham.ac.uk/railway
• https://hydrail.appstate.edu/sites/hydrail.appstate.edu/files/12_raphelis.pdf
www.birmingham.ac.uk/railway
www.birmingham.ac.uk/railway
Conclusion
• Route to decarbonisation is complex.
• Electrified railways are dependent on the on-going effort to decarbonise grid electricity.
• Hydrogen Bi-mode and energy storage are a good option of achieving the benefits of electrification away from the wires.
• Hydrogen is being seriously considered – watch this space!
www.birmingham.ac.uk/railway
However
• Where does the hydrogen come from – better to use electricity directly?
• Aren’t batteries getting better –well yes but unlikely to compete in the long term.
• High pressure.
• Explosive.
• Flammable.
www.birmingham.ac.uk/railway
Charles Calvert
The end of the beginning
www.birmingham.ac.uk/railway
Where it began
www.birmingham.ac.uk/railway
The Hydrogen Pioneer
Photocopier Chest Freezer
www.birmingham.ac.uk/railway
Hydrogen Hero
Who benefits though?Much better…
www.birmingham.ac.uk/railway
Demonstrating Fuel Cell Power
Chris Grayling MP - Rail Live iMechE Railway Competition Andy McDonald MP
Modern Railways RVE Siemens Kings Heath Depot Made in Birmingham at BCRRE
www.birmingham.ac.uk/railway
Things escalated quickly
www.birmingham.ac.uk/railway
The HydroFlex Program
www.birmingham.ac.uk/railway
So is hydrogen the future?
Maybe…
• But look at the progress we’ve made:
– We’ve gone from this
– To showing him that
– To starting this
– All within a year
• Follow us on social media to find out more:.
@UKKRIN@BCRRE
@shillmansen@charlesxcalvert
www.birmingham.ac.uk/railway
neil bates + david king
The Vivarail Class 230 D-Train
www.vivarail.co.uk
advanced engineering • optimum energy use
Vivarail
About the Vivarail Class 230 case study
Vivarail is a great example of a train builder who understands the value
of design and innovation
We have harnessed more efficient railway sector technologies and
matched them with a high success rate for new product development and
innovation
The ambition was to create a safe and reliable, cost-effective, autonomous multiple
unit
The Class 230 is innovative, clean, green and reliable
Vivarail (a few facts and figures)
• Founded in 2014
• We purchased 226 vehicles in February 2016
• We have sufficient stock for 70 x3 car trains
• First test train November 2016
• Original build team: 25, the current team:130
• We are manufacturing the first build (WMTL)
the second is under development for KeolisAmey
• A new factory has opened in the Tees Valley to develop
a fuel cell power pack variant - more about this later
Vivarail methodology
• The senior team at Vivarail has a great deal
of different experience, design, engineering, operations
and maintenance
• As designers we’re not bad engineers and equally
our engineers are not bad designers either
• When a fresh idea or new way of approaching a challenge
is identified one will lead the concept whilst others oppose
the idea, this ‘fight for life’ process significantly reduces risk
• We practise two-sided innovation: we identify customer
requirement, but also identify values which make
it great for our business. How does it fit our strategy?
How can we get this made? How will we make money?
Design is the biggest amount of moneythe board knows least about
Improving the success rate of innovation.
Vivarail is good at Innovation and its success rate is extremely high, compared
to the innovation landscape in the UK as a whole
Our senior team have a wide range of design, engineering, operational and
train-building experience, which is used to reduce risk and improve the
chances of success
It gives the business a unique insight and has created a culture where people
are not afraid to suggest new ways of addressing problems
D Trains run on electricity and the Class 230 vehicles don’t mind where it comes from
There is no silver bullet for innovation
In a marketplace where a huge amount of Innovation funding is unsuccessful-
it’s a difficult area where the attrition rate is naturally very high – Vivarail has
established a means of working which bucks this trend.
“As a small British company we have to spend our funding wisely but that does
not mean cutting corners. Where we believe in something then we will invest
our time and money in it, and because we are small and flexible we are able to
act swiftly” Adrian Shooter Vivarail
CEO.
Design and innovation are more or less the same activity
Class 230 (three car configuration)
• Vehicle dimensions: 54.86m long
(DM 18.37m. TC 18.12m)
• 2.85m wide, 3.62m high (ARL)
• Maximum speed 96kph
• Acceleration: 1m per sec² , up to 64kph
• Braking rate: full service 9%g (0.9m per sec²)
emergency 12%g (1.18m per sec²)
• Capacity 426: 125 seats, 310 standees
Summary
Vivarails success is wholly due to the people in the team and the experience
they have of developing, manufacturing and operating Rolling Stock
It gives the business a unique insight and has created a culture where people
are not afraid to suggest new ways of addressing problems
As a privately funded business, the potential risk of failure is an important
part of our commercial approach and decision-making: it makes us better,
means we have learned to take careful, calculated risks and fully recognise
the value of smart, good people who wish to be part of our journey
If you believe you may be such a person, we’d like to hear from you
The first WMTL Class 230 arriving 18 September
thank you
neil bates + david king
The Vivarail Class 230 D-Train
www.vivarail.co.uk
Vivarail
The UK Rail Market
1st Nov 2018
Advanced
Engineering,
NEC
Mark Goldby, AEM Specialist
Department for International Trade
Document Classification: OFFICIALDocument Classification: OFFICIAL
Unrivalled Infrastructure
Investment
Rolling Stock Components:
Passenger and FreightDigital Railway
A Clear Pipeline of Opportunity in Both Size and Scale…
Document Classification: OFFICIAL
Source: Long Term Passenger Rolling Stock Strategy for the Rail Industry Fifth Edition, March 2017. Aggregated Results of Fleet size changes for the National Passenger Fleets to 2046 (Low, Medium and High Scenarios)
Analysis using TOC-specific and route-specific peak period growth forecasts and illustrative electrification scenarios as described in this RSS.
Unrivalled Infrastructure
Investment
A significant pipeline of projects offering substantial opportunities
for investors…
High Speed 2
Crossrail
Crossrail 2
Transport for the North
Transport for London
InterCity Express Programme
Regional Light Rail Systems
High Speed 2
is Europe’s
largest
infrastructure
project
costing £50
billion –
creating
thousands of
opportunities
within the
supply chain
The National Infrastructure and
Construction Pipeline outlines over
£135 billion of all forms of transport
investment in the pipeline, including
13 priority rail projects
Document Classification: OFFICIAL
Source: Long Term Passenger Rolling Stock Strategy for the Rail Industry Fifth Edition, March 2017. Aggregated Results of Fleet size changes for the National Passenger Fleets to 2046 (Low, Medium and High Scenarios)
Analysis using TOC-specific and route-specific peak period growth forecasts and illustrative electrification scenarios as described in this RSS.
Rolling Stock Components:
Passenger and Freight
Between 11,000 and
18,000 new electric
vehicles and up to 3,000
new non-electric vehicles
will be required to 2034.
More than 6,000 vehicles
committed for delivery by
March 2019
Proportion of
vehicles using
electric traction is
forecast to rise over
80% by 2034
250 new trains
for the London
Underground
Shifting towards
embedded
inclusive
design
UK is home to four
rolling stock OEMs,
rising to five
New infrastructure and increased passenger demand needs
more trains...
Document Classification: OFFICIAL
Digital Railway ETCS and TM Systems
Condition Monitoring
Train to internet connectivity
Automatic Train Operation
Multimodal integration
The Digital
Railway
Programme
aims to unlock
up to 40%
more capacity
from the
existing urban
network by the
delivery and
implementation
of key
technologies
Network Rail’s Digital Railway
Strategy outlines how the UK can
adopt digital technologies to
increase capacity, reduce delays,
enhance safety and drive down
costs
Making the most of the existing network releases additional
capacity...
Document Classification: OFFICIAL
71
Where & What is the Midlands Engine?
The Midlands Engine is an economic collaboration between Local &
National Government, Local Enterprise Partnerships (LEPs),
businesses & Universities tasked with
growing the Midlands
economy.
Document Classification: OFFICIAL
The Midlands rail cluster
Document Classification: OFFICIAL
Midlands is Knowledge Intensive
The Midlands R&D eco-system includes leading research
universities, rail OEMs, rail engineering consultancies, advanced
manufacturing catapult centres, rail specialist skills colleges and rail
testing facilities.
Document Classification: OFFICIAL
Accessing finance
Market Analysis
Location Analysis
Signposting
R&D support
Tax support
DIT can support your business in a number of ways…
Stand L115
Thank you