the far horizon – high power hydrailthe far horizon – high power hydrail herbert wancura ......

The Far Horizon –High Power Hydrail

Herbert Wancura9th International Hydrail ConferenceNeumünster, GermanyJune 17, 2014

Presentation Structure

Background + Introduction Objective Benchmarking + Gap Analysis

Vehicle Level System Level + Economics

Strategy + Roadmap Summary + Conclusion

June 17, 20149th Hydrail Conference Neumünster, Germany Presentation H. Wancura © synergesis consult.ing 2

Diesel + Electricity

On a worldwide base, diesel is the dominant logistic fuel Rail: approx. 61% CO2 Emissions 120 Mio t p.a.

In European Rail operations, significant differences exist and electrification rate does not tell all. EU25 Electrification rate: 51.5%

(2008) Electric Energy Share of Energy

Consumption : 80% World electrification potential

883,000km Largest rail diesel markets are:

USA (16x109 Liters annually) China, Russia, Canada Brazil, India, Australia


Source: Halder, M., Löchter, A. Rail Diesel Study, WP1, Final report 21.07.2005

Source: UIC/IEA Railway Handbook 2013, Fig. 16 p. 27

Copper Issue

Overhead Catenary Contact Wire Typical Cross Section 100‐

150mm² Copper Density: 8.96t/m³ Mass 1.34t/km

Non‐electrified Rail length: 883,000km

Catenary Contact Wire Copper need: 1,2 Mio. t

Realistic Copper Consumption for Electrification approx. 5 Mio t


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Source: Huria, T. 2010, 6th Hydrail Conference Presentation

DieselICE

Diesel-Gen

LNG ICE FC

Hydrogen or Batteries?

It needs both! For large power the technical

spec‘s of the MH/FC are beneficial But as of today we need the

battery for recuperation. We need it also for off‐spec

operating conditions But requirements make battery

choice limited Peak power with SuperCap, also to

take the rapid recuperation peaks


Hydrogen Busses are the 1st HD Transport Application in Early Commercialization

Various demonstration projects in nearly all continents, topographies and climates

Significant progress in the last 10 years Fuel Consumption (TTW) reduced by >

60% Now 30% better than Diesel Hybrid Stack Durability >10,000hrs Zero Local Pollutant Emission Noise Volume is roughly 25‐30% of

Diesel Engine Powered Vehicles


Hydrogen Busses

Source: Pede, G. 2008; 4th Hydrail Confercnce Presentation

FC-Rail Project History


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Objective

Hypothesis If Hydrogen is to replace Diesel in rail it must enable an implementation of similar or better technology

Applications must be mainstream Freight Passenger (High Speed)

Time base must be application related (40 Years +) Analysis Methodology

Benchmarking State of the Art Gap Analysis


Vehicle Level Benchmark

EMD F125 Newest US Diesel Electric

Locomotive Purchased for Metrolink

California (05/2013)

Tech Specifications 127 t L: 21m H: 4.42m C. Amtrak D‐05‐1355 2 Bo (2 Axles each) Max. Speed 200km/h Main Engine CAT C175‐20 Engine Power 3500kW HEP (APU) >600kW Tank 6600l (larger tanks available) Urea 1500l Range @ Max. Power: 1200km


Power Unit Benchmark

Key Benchmarks: Total Power: 4100kW Packaging Volume: 59.7m³

40.8 + 18.9

Weight: 27.1t 19.7 + 7.4

Power Density: 69W/l, 151W/kg Max. Fuel Flow: 1123l/h Efficiency @ Peak Power 36.5% Emission Standard

Tier4 (US), Tier IIIA (EU) EURO 6 (HD Truck legal limit today) represents a cutting to 1/10 of limits of above standards


Main Engine CAT C175-20

HEP (APU) CAT C27

Power Unit FC+ System

HD PEM FC Stack Systems Plus Battery approx. 25‐30% of

capacity + Supercapacitors 0.7MWpeak System level Specifications

Power Density (excluding radiator, power electronics) 220‐300W/kg 180‐220W/l

Continuous Power ± 4200kW (Blocks of ± 500kW)

Peak Power 4800kW Package Size 19.2m³ Package Weight 16 ‐ 17t Efficiency >50%

HEP Function taken by one block


Source: Ballard Power

Source: UTC Power

Source: Hydrogenics

Possible Suppliers100kW+ Class

Benchmark Fuel & Operating Fluids

Range Benchmark 1200km @ Full Power EMD F125

Diesel + Urea 8.5m³

H2 Storage (System) Volume

Liquid: 30m³ Solid (advanced): 20m³

Weight Liquid: 18 to Solid (advanced): 102 t

In case of solid significant issues remain: Cost: Currently ≈300€/kWh Thermal Management for Refuelling

10 min Refuelling → 80MW HX!


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Summary Vehicle Level

Design + Build of a High Power (4 MW) Locomotive is possible with todays technology Smart hybrid propulsion system design is necessary

Technical Issues are Stack durability for 80,000+ hours Hydrogen on‐board storage at medium range (≈ 1500km)

LH2 can solve it, but energetically not sensible SSH2 volumetric ok, gravimetric not (mixed approaches necessary)

Main issue is CAPEX Current price for a 4MW Diesel Electric Loco is US$7‐8M 4 MW FC System will cost US$ 12‐14M LH2 on‐board storage costs ≈ US$ 0.7‐1M SSH2 on‐board storage cost ≈ US$ 10‐15M


Systemic Economic Benchmarks

Availability Diesel

Global and fine grain bulk & retail

Hydrogen Global, but bulk &retail with major

gaps

Cost Diesel +Urea (Spot)

US$ 3.1/33kwh

Hydrogen (Production, modelled) SMR: US$ 2.9/33kWh Electrolysis (EEX) US$ 3.12/33kWh Electrolysis (renewable) US$ 1.92‐

9.24/33kWh Biomass & Waste Gasification US$

1.69‐2.42 / 33kWh


Source: www.marketsandmarkets.com

Source: www.globalccsinstitute.com

Implications – System Level

Refuelling infrastructure needs and cost pressures require self‐owned or captive hydrogen production systems This is similar to the original electrification scenario where the rail

companies owned and operated their power stations This also requires a hub‐based refuelling infrastructure that can

generate spill overs into other transport modes Theoretical market potential is huge:

Rail US Diesel replacement represents approx. 5.3 Mio t of hydrogen, annually ≈ equivalent to World 2010 Merchant Hydrogen Volume

Developing countries could invest using Green Development funds from MDBs and isolate a critical transportation mode from world energy market fluctuations

System infrastructure investments for hydrogen production (excluding electricity) would cost total approx. US$ 30‐40 Bio./ Mio. t ( Cost base 2013) of H2 p.a.(≈ 10‐15% of electrification investment)


Caveats –Why is it not happening (yet)? Rail industry is extremely conservative

Rolling stock investments have a 40‐60 year lifetime Infrastructure can last over 100 years!

CAPEX and Fuel Price are tied for 2nd place in cost for rail operators requiring complex business models for substitution efforts

Due to the conservative nature of the client industry, de facto no major players have been established in the rolling stock industry, In Europe deregulation has led to the reduction of the supplier base

Prices & Margins in the established markets do not allow for high risk RTD without significant incentives No engagement of the rail and rail supply industry in the FCH‐JU

In addition major innovation hurdles must be overcome (e.g. RCS)June 17, 20149th Hydrail Conference Neumünster, Germany Presentation H. Wancura © synergesis consult.ing 20

Next Step:A realistic planning+“sales“ document Creation of a Strategic Research Agenda (SRA) & Deployment

Plan covering the whole sector from Light rail to Heavy Rail including infrastructure

SRA Stack Lifetime System Cost reduction under HD Application context Hydrogen on‐board storage solutions for 2‐5 t H2 Complex hybrid system design RTD Plan including Demonstration

Deployment Plan Basic techno‐economic modelling and priority setting Environmental and economic impact analysis Multi‐stage and multi‐application Funding needs and industrial commitment


A Possible Roadmap ?


2015 2020 2025 2030

• Strategic Documents compiled

• Techno‐economic Watch Parameters

• Design Studies & Hybrid Propulsion System Design

• Light Rail• Heavy Rail• 500kW Block Spec‘s• Tank Target Spec‘s• LH2• SSH2 • Refuelling System

Design

• Strategic Documents Review & Update

• Hybrid Propulsion System Breadboard

• Light Rail• Heavy Rail• 500kW Block Proven

40khrs• LH2 150kg Unit• SSH2 100kg Unit• Refuelling System

Prototype• RCS Work Start• Other Framework

Changes initiated

• Strategic Documents Review & Update

• Hybrid Propulsion System Light Rail in Demonstrator runs

• Hybrid Propulsion System Heavy Rail (4 MW) Container Design

• 500kW Block Proven 80khrs

• LH2 1500 kg System• SSH2 1000kg Unit built• Refuelling System

deployed for demonstration

• Distributed H2 Production Unit Design Completed

• RCS and Framework Changes completed

• Hybrid Propulsion System Light Rail Unit 1st commercial sales

• Hybrid Propulsion System 4‐6 MW Loco or Powerpack built

• LH2 1500 kg System• SSH2 3000kg Unit /

System• Refuelling Systems

deployed• 1st Distributed H2

Production unit deployed

Summary & Conclusion

A Metrolink F125 equivalent HFC‐Loco (4MW) could be built technically today using LH2

Technology breakthrough required (?) in SSH2 on‐board storage CAPEX reductions and durability are critical No principle game‐stopper is currently apparent CO2 free rail mobility with renewable hydrogen looks possible but is

most likely a centennial project Current economic and framework conditions are improving, but are not

exactly conducive A roadmap has been suggested for a system change Execution of this roadmap will require a broad coalition including rail

operators and rail equipment manufacturers as well as hydrogen businesses.



Contact

synergesis consult.ingIng. Herbert WancuraPuschweg 37A‐8053 GrazAustria

Tel: +43 (0) 316 281658Mobil: +43 (0) 676 848156 10E‐mail: [email protected]

www.synergesis.eu

FC System (simplified):

Main system elements: Hydrogen storage FC‐Stack Balance of Plant (BoP)

Fuel handling/metering system plus H2 recirculation

Air handling system including Humidifcation Compressor

Coolant system Control system


Source: ETH Zürich (PACCAR FC System)

Source: Daimler AG

Major Structural Groups of FC Systems


Air Handling

Fuel System

On-boardstorage

Cooling

Stack

Controls

TRL Scale

Developed by NASA for risk management

Ordinal (ranking scale) Used to define maturity of

technologies Not ideally suited for mass

production items, but widely accepted

Expert (heuristic) judgement, typically no real algorithmic connection to performance data


FC in Rail Applications


Rail ApplicationFuel System

Air Handling

Cooling

Mining Locomotive 8 9 9 9 7 8 9 9 9

Near commercial status (limited competition)‐ Hybrid control optimisation for durability and efficiency

Switcher 8 9 8 8 6 7 8 9 9

Runner up towards commercialisation‐ Power Reqirements requrie new developments on air handling‐ Hybrid control optimisation for durability and efficiency

Hydrolley 7 9 8 7 6 8 9 9 9

‐ FC‐Lifetime‐ FC‐System Cost‐ Cooling System Noise and Space requirements‐ Hybrid control optimisation for durability and efficiency plus drivability

Regional PAX Train 7 8 7 7 6 7 8 8 9 As Hydrolley, but with significant higher power and range requirements

Freight Engine 5 6 6 6 6 3 3 4 9

No locos in the necessary power ranges built yet‐ Basically feasible, broad range of mostly engineering issues to be solved‐ Durability to be qualified‐ Local infrastructure issues may be significant

High Speed Rail(>125mph)

3 4 4 4 5 3 3 4 9Power and energy needs place major obstacles in the techno‐ecnomic path

Hydrogen bulk

distribution

Hydrogen production

CommentsIssues

TRL Hydrogen SupplyFC Sytems On‐board Storage

ControlsBoPFC‐Stack Hydrogen on‐site refueling

EEX Pricing


Renewable Energy Pricing
