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LBST.de © 2017 Ludwig-Bölkow-Systemtechnik GmbH

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ludwig bölkow systemtechnik

Hydrogen Rail Test Projects in Germany

Dr.-Ing. Ulrich Bünger Ludwig-Bölkow-Systemtechnik GmbH, Ottobrunn, Germany

12th International Hydrail Conference

Graz, 27-28 June, 2017

27 June


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Outline

Technology options for CO2-free non-electrified rail transport

Results from „BMVI-project H2-infrastructure“

Commercialization

Consequences for the energy system

Conclusions

Bild: MS Office

27 June

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Ludwig-Bölkow-Systemtechnik GmbH (LBST)

27 June

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

Dr. Ludwig Bölkow 1912 – 2003


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27 June

Motivation & technology options for CO2-free non-electrified rail transport

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Motivation for fuel cell technology in Germany

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Mobility in general …

GHG-emission reduction goals by 2050 (-80/-95%), not manageable with ICEs

Diesel technology rather complex (= expensive) to avoid CO2- and pollutant emissions simultaneously; could fail as alternative (e.g. if tax exemptions will be repealed)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 25-30 years, and (see page 6…)


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Energy consumption / CO2 emissions transport Germany

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…CO2-emission reduction no major development target, but FC&H2 applications in rail sector could spin off other FC&H2 markets with much higher CO2 reduction effects.

Source: “Datenbasis zur Bewertung von Energieeffizienzmaßnahmen in der Zeitreihe 2005 – 2014, UBA report 2017, page 243. https://www.umweltbundesamt.de/sites/default/files/medien/1968/publikationen/2017-01-09_cc_01-2017_endbericht-datenbasis-energieeffizienz.pdf

Federal trains (person long distance)

Municipal trains

Air (goods)

Total: 725 TWh

Ships (inland)

Federal trains (person short distance)

Other road

Other trucks

Buses (long distance)

Rail (goods)

Cars

Air (persons)

Trucks & Trailers

Motorcycles

Source: Verkehr in Zahlen 2016/17, Bundesministerium für Verkehr und digitale Infrastruktur (BMVI), September 2016, page 305 http://www.bmvi.de/SharedDocs/DE/Anlage/VerkehrUndMobilitaet/verkehr-in-zahlen-pdf-2016-2017.pdf?__blob=publicationFile

Individual transport

Goods transport road

Air Buses

Ships (inland) Rail

Graph intentionally deleted.

To be downloaded from the internet at address provided.

Graph intentionally deleted.

To be downloaded from the internet at address provided.


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FC-activities for rail applications

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Mine locomotive (RSA, 2012)

Long-range locomotive-design project (TU Dresden, 2015)

Shunting locomotive „Green Goat“, (Colorado, 2009)

Tram (Spain, 2011)

Tram Quingdao (China, 2015)

Double deck-trolley (Dubai)

Local passenger train (Japan, 2006)

Multiple activities since the early 90s

German activities have been kicked off by „Schienenflieger“, early studies in DK/NO


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Pros and Cons of alternative drives for commuter trains 1

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FCEV drive Pros • High efficiency WtW • Brake energy recuperation • Local zero emission • No noise, no vibrations • Handling „as diesel engine“ Cons • Infrastructure more expensive

(H2-supply, H2-fuellig station) • More complex vehicle

technology (battery + fuel cell)

BEV drive Pros • Highest efficiency WtW • Brake energy recuperation • Local zero emission • No noise, no vibrations Cons • Limited reach per charge • Frequent chargings

(= operational constraints)

ICE drive Pros • Sustainable only with biogenuous

fuels • Lower vehicle & infrastructure

CAPEX Cons • Local „diesel“emissions • Noise, vibrations

Air

Fuel tank

ICE

Battery trains, Oberhausen (1984)

Source:

Railway-Gazette Int.,

DEZ 2015

Prototype operation, MTU/DB-Regio (2010)

Source: Wikipedia

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Specs of Corradia iLint 54 (Alstom) 1

27 June

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

3 x 390 kW 2 x 200 kW 2 x 315 kW

Onboard power for propulsion & auxiliary systems

780 kW

2 x 390 kW

alternative option

1.170 kW

3 x 390 kW

850 kW

2 x 200 kW

Fuel cell

+

2 x 225 kW

battery

peak: 1.300 kW

630 kW

2 x 315 kW

Passenger capacity 327 327 232

I. Seats 138 -180 138 116-118

I. Standing 4P/m² 149 - 189 189 114

Hydrogen tank volume 2 x 800 l 178 kg 2 x 800 l

Reach ca. 1,600 km ca. 600-800 km* ca. 1,600 km

Similar performance as diesel counterpart

* Depending on specific operating conditions (# stations/stops, gradients)

Main drive

Drive system AC/DC & DC/DC converter

Aux DC/AC converter

FC system H2 tank system

Battery system


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Bild: MS Office

27 June

Results from „BMVI-project H2-infrastructure“

Website full report: https://www.now-gmbh.de/content/1-aktuelles/1-presse/20160701-bmvi-studie-untersucht-

wirtschaftliche-rechtliche-und-technische-voraussetzungen-fuer-den-einsatz-von-brennstoffzellentriebwagen-im-zugverkehr/h2-schiene_ergebnisbericht_online.pdf

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Relevant rail segments vs H2-infrastructure Germany

27 June

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Source: H2 in rail transport, study for BMVI, 2016

?

NRW

NI ?

HE

BW

?

?

?

?

?

Grafik: Designbild Coradia LINT 54 © Alstom

~50% non electrified lines

Short-term synergies utilizing hydrogen by-product

High efficiency by BEV-hybridisation

But CO2-savings even by applying fossil hydrogen (SMR)

Four pilot projects with 10-15 trains each in preparation (red circles)

Potential for further projects now being scrutinized, in Western- and Eastern Germany (orange circles)


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H2-supply: chemical by-product

27 June

Quelle: LBST, 2016

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Reliable train operation as pre-requisite – demanding redundant H2 supply

H2 by-product

H2 purification

Trailer filling

CGH2 transport

Electricity grid

Parked trailers

Compressor

H2 storage 30-45 MPa

H2 storage 10-30 MPa

FC train Dispenser

Large storage LH2 delivery

Potential backup paths


Direct refuell.

Compressor


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Total efficiency well-to-wheel

27 June

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 consumption

FC vs diesel operation

Diesel Wasserstoff

km lDiesel/km

(kWh/km)

kgH2/km

(kWh/km)

Buxtehude – Bremerhaven –Cuxhaven – Buxtehude

240 44 1.08

(10.8)

0.23

(7.7) - 29%

Frankfurt – Königstein – Frankfurt

50.2 18 1.82

(18.2)

0.34

(11.3) - 38%

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Hydrogen supply costs

27 June

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

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Hydrogen provision

Fuelling station

H2 f

uel co

sts

(fo

b d

isp

ense

r)

Path 1: Path 2: Path 3: Path 4: Path 5: onsite- LH2- CGH2- CGH2- CGH2- electrolysis delivery- delivery- delivery- supply- truck truck rail pipeline H2 source: electrolysis SMR H2-by-product

incl. REN & grid fees*

excl. REN & grid fees*

excl. REN & grid fees*

* electricity for electrolysis: (partial) REN-fee (EEG), other fees such as grid fees (NNE), each w/o electricity tax



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CO2-emission reduction goals achievable

27 June

*H2 by-product substituted by supply of natural gas; **H2 conditioning onsite at refuelling station

„Well-to-Tank“ „Well-to-Wheel“ as compared to diesel from conventional mineral oil

GHG-advantage results from high propulsion efficiency; „0-emissions“ possible

Study focus was on broad & short-term realization, „hence grid mix electricity“

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ca. equal emissions

ca. 25% lower emissions

Grid electricity Grid electricity

Vehicle

Refuelling station

Conditioning of H2 by-product**

Fuel distribution

Liquefaction

H2 production

NG supply

Electricity supply

Trailer filling station

H2 feed-in station

Conditioning of H2 by-product

Supply of H2 by-product

Refinery

Transport of mineral oil

Oil production

GH

G e

mis

sio

ns

(gC

O2

-eq

ivale

nt/km

)

GH

G e

mis

sio

ns

(gC

O2

-eq

ivale

nt/km

)

reference onsite LH2-truck CGH2 truck CGH2 rail H2 pipeline (path 2) (path 2) (path 3) (path 4) (path 5) diesel from electrolysis SMR H2 by-product mineral oil

reference onsite LH2-truck CGH2 truck CGH2 rail H2 pipeline (path 2) (path 2) (path 3) (path 4) (path 5) diesel from electrolysis SMR H2 by-product mineral oil Source:

H2 in rail transport, study for BMVI, 2016


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Bild: MS Office

27 June

Commercialization 3


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Ongoing / planned tenders and funding

27 June

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Norwegen (ohne Ortsangabe)

Dänemark (ohne Ortsangabe)

Groningen Münsterland (?)

Schleswig-Holstein (50; Kiel, Husum, Neumünster)

Niedersachsen (14/2018; Bremervörde)

Nordrhein-Westfalen (14+5/2020; Dorsten)

Hessen (≤20/2021; Frankfurt)

Baden-Württemberg (10+5/2021; Offenbach)

Bayern (Schliersee)

By 2021 300 CO2-free or -reduced FC trains to be tendered in total

Interest also from neighbouring countries

Other competitors have started development

Consumption of ca. 150 kgH2 / (train ∙ day)

Funding according to recent tender document dd. 2.03.2017 up to 40% of CAPEX*

Planned, abroad Tendered, in Germany

Nordrhein-Westfalen (Düren, Jülich)

*eligible are CAPEX of trains and innovative infrastructure equipment (case-to-case)


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Schedule for ongoing tenders NI and NRW 3

27 June

By the end of 2021 further FC trains could be in operation (Alstom)

07/17 Contract

07/18 Proof ride

at customer

12/19 Decision for operation

06/21 HRS delivery & approval

12/21 Commence daily oper.

06/17 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.

2019 2020 2018 2021 2017

Northrhine Westfalia (VRR)

• By end 07/17: Contract VRR and LNVG

Pilot region: Lower Saxony

(LNVG)

* Current negotiation

Source: LBST based on Alstom, 2017


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Bild: MS Office

27 June

Consequences for the energy system 4


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Use of FC trains may impact the energy system

27 June

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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


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27 June

Conclusions 5


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Conclusions 5

27 June

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 H2-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


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Contact

Dr. Ulrich Bünger +49/89/608110-42 [email protected]

Ludwig-Bölkow-Systemtechnik GmbH Daimlerstr. 15

85521 München/Ottobrunn/Germany

Web: http://www.lbst.de

27 June

mailto:[email protected]

http://www.lbst.de/


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27 June

Back-up material


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FC technology alternatives for rail transport

27 June

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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 2015


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Technology alternatives (XMU – eXchange Multiple Unit) 1

27 June

XMU with power module hybrid

Power module battery + 15 kV charging – 16.7 Hz

Power Modul Batterie + rapid charging DC

Power module battery + int. comb. Eng.

XMU with power module battery + fuel cell

Conversions: XMU with power modul AC

– catenary + battery

Source: Electric commuter trains with for rail based local person transport (SPNV) with and w/o electrification in Schleswig-Holstein

Fuel tank

ICE

Fuel tank

ICE

Air


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27 June

H2-supply scenarios: electrolysis, NG steam reforming

H2-supply paths based on electrolysis of water

H2-supply paths based on steam reforming of natural gas (SMR)

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Transition strategies from fossile renewable paths possible



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27 June

H2-supply based on hydrogen as chemical by-product

H2-supply: Chemical by-product 2



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Different FC applications foster FC & H2 infrastructure

27 June

Source: Alstom, 2015; Honda 2016; DNV-GL, 2012; LBST, 1992, 2010

Large series FC manufacturing

Low specific FC power (per unit)

Low H2 demand (per unit)

High refuelling station density, i.e. low utilization efficiency

Small series FC manufacturing

High specific FC power (per unit)

High specific H2 demand (per unit)

Low refuelling station density, i.e. high utilization efficiency

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Chemical industry – utilize existing H2-infrastructures…

27 June

Hydrogen infrastructure chemical industry…

…and utilize synergies with NG grid.

Transport: H2-Mobility

Chemical industry: NRW

Chemical industry: HYPOS

Chemical industry: ChemCoast

…to be connected/integrated when developing hydrogen refuelling infrastructure for mobility…

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