RSSB and Innovate UK Decarbonisation projects meeting · Auxiliary Drive Project 54 • 3500 hours...
Transcript of RSSB and Innovate UK Decarbonisation projects meeting · Auxiliary Drive Project 54 • 3500 hours...
RSSB and Innovate UKDecarbonisation projects meeting
16 July 2019
Welcome and Introduction
Giulia Lorenzini
Senior Partnerships and Grants Manager, RSSB
Decarbonisation cross-project meeting 29 July 2019
Housekeeping notes
No fire drill scheduled today. If the alarm goes off, evacuate the building safely. Follow the fire wardens.
Toilets are located at the end of the corridor.
Please switch your phones to silent mode.
#carbfreerail
#RSSBresearch
Connect to “RSSB Guest” network.
Password: St3phen5on
Join the conversation online:
Share questions, comments, photos!
Decarbonisation cross-project meeting 29 July 2019
Objectives of the day
1. Sharing project plans / findings (to date)
2. For project teams Identify potential synergies and future collaboration opportunities
3. For industry partners Gain early visibility of portfolio of work and provide advice / suggestions etc.
Decarbonisation cross-project meeting 29 July 2019
Intro to RSSB + our Sustainability
Programme + COF-IPS projects
Networking session 1
Networking session 2
Intro to InnovateUK’s
Energy Portfolio + FOAK 2 projects
Plan for the day
Next steps
RSSB: introduction
Luisa Moisio
R&D programme director, RSSB
Decarbonisation cross-project meeting 29 July 2019
RSSB: a brief overview
▪ Independent expert body supporting the industry in:
• Continuously improving health and safety
• Collaborating and shared decision making on standards
• Improving and innovating the railway
Decarbonisation cross-project meeting 29 July 2019
RSSB: R&D Programme
• Driven by industry ideas and needs
• Allows industry to work together to explore new opportunities
• Ensures the insights make a real difference → route to implementation
DfT
IndustryRSSB
£9m plus annual grant from DfT
The money comes with requirements to:
– Do truly cross-industry research
– Have mix of high impact/high uncertainty research and shorter term/incremental research
– Leverage co-funding when appropriate
Decarbonisation cross-project meeting 29 July 2019
From ideas to implementation
Directly managed
Feasibility and demo studies
Driven by industry needs and strategic
priorities
On going monitoring to
make sure projects stay on track (time, cost,
quality)
Grant scheme
Costs and benefits
evaluated and project
specified
Strategic partnerships
Working with partners to ensure research makes the desired impact and where appropriate
facilitate implementation
Implementation
of findings
Ideas,Priorities
Shaping to meet needs
SteeringData
AccessInd
ust
ry Using the findings
Feedback on impact
Competitions
Decarbonisation cross-project meeting 29 July 201910
Decarbonisation cross-project meeting 29 July 2019
www.sparkrail.org
RSSB’s Sustainable Development Programme: overview
Anthony Perret, Head of Sustainable Development and Andrew Kluth, Lead Carbon Specialist, RSSB
Decarbonisation cross-projects meeting 29 July 2019
Rail Industry Sustainable Development Principles
13
Presentation title 29 July 2019 Confidentiality level
SD Programme
Policy and
strategy
• Decarbonisation
• Air quality
Decision support
• Rail Carbon Tool
• Accessibility framework
• Social value framework
Capacity building
• Case studies
• Seminars
• Leadership training
14
Research
Presentation title 29 July 2019 Confidentiality level
Research programmes
▪ CLEAR – air quality
▪ Rail Air Emissions Strategy
15
Decarbonisation
16
Presentation title 29 July 2019 Confidentiality level
The challenge for the taskforce
“I would like to see us take all diesel-only trains off the track by 2040 …
I am calling on the railway to provide a vision for how it will decarbonise”
Jo Johnson, 12 February 2018
17
Presentation title 29 July 2019 Confidentiality level
What does future look like?
18
Electric Diesel Bi-Mode
Hydrogen Battery
Up to 75 mph Exists Exists Under Development
Up to 60mph exists
Up to 100 mph
Exists Exists Up to 100 mph under development
Short gaps
Up to 125 mph
Exists Feasible Not currently feasible
Short gaps
Freight Exists – but extensive infrastructure needed
Exists Not currently feasible
Last mile capability
Presentation title 29 July 2019 Confidentiality level
Strategic approach
19
Presentation title 29 July 2019 Confidentiality level
What flavour electric do you want?
20
Presentation title 29 July 2019 Confidentiality level
Key challenge
Presentation title 29 July 2019 Confidentiality level
Key opportunity
22
Decarbonisation cross-projects meeting 29 July 2019
Key uncertainties
▪What will power freight services?
▪What capabilities will batteries have, including charging?
▪How will hydrogen be generated and at what cost?
▪Can electrification cost be reduced, including through discontinuous?
▪What is role for more efficient diesel?
▪How do we manage transitional arrangements to a low carbon railway?
23
The ‘Intelligent Power Solutions to Decarbonise Rail’ (COF-IPS) competition
Giulia Lorenzini, RSSB
Decarbonisation cross-projects meeting 29 July 2019
COF-IPS: background
Two policy announcements
Tackle climate change
+ economic boost
CO2 emissions data
1) The rail industry has a commitment to maintain and enhance its ‘green’ credentials
2) Rail has taken on the challenge to become world leader in delivering low-carbon transport solutions
Increase capacity
Reduce carbon emissions
Reduce costs
Improve customer experience
4 C’s
Decarbonisation cross-projects meeting 29 July 2019
COF-IPS: background (cont’d)
26
£1m call for
research
3 challenge areas
10 project submissions
6 feasibility studies funded
Decarbonisation cross-projects meeting 29 July 2019
Launch event (30 October 2018)
27
Freightliner Network Rail
FirstGroup
VirginTrains
Alstom
HS2
Angel Trains
Siemens
Decarbonisation cross-projects meeting 29 July 2019
HIGH SPEED PASSENGER TRAINS
▪ Intelligent, CO2 efficient, traction energy sources
▪ CO2 efficient energy options for hotel loads
FREIGHT
▪ Intelligent, CO2 efficient, traction energy options for freight trains which can be retrofitted to existing freight locos
INFRASTRUCTURE
▪Updates / development of supporting energy infrastructure systems to enable quick and efficient energy storage and distribution
Scope
A few considerations
29
▪ Feasibility studies
– low technology readiness level (TRL)
▪ Scalability / implementation potential
– Are the solutions scalable?
– Could the solution be tested further?
– All projects expected to include recommendations in their final reports…
▪ Quantify the benefits
– Are the benefits measurable?
– All projects expected to include recommendations in their final reports…
▪ Synergies
– Amongst COF-IPS and other projects/initiatives
Decarbonisation cross-projects meeting 29 July 2019
▪ Competition hub: rssb.wavecast.io/carbfreerail
▪ Social Media:
#carbfreerail AND #RSSBresearch
How to find out more
▪ SPARK▪ RSSB research catalogue
COF-IPS-02:Decarbonising High-Speed Bi-mode railway vehicles through optimal power control
Dr Will Midgley
16 July 2019 – The Helicon
Aims
Background
• Electrification programmes in the UK are being scaled
back
• Global push toward decarbonising transport
• Bi-mode trains brought in to deal with part-electrified
routes
• Similarly to hybrid vehicles, optimisation of engine/fuel
usage is possible
Research Aims
• To build a computer model of a bi-mode train such as the
Class 800/802
• To investigate the benefits of bi-mode trains
• To modify the trains’ control algorithms to minimise the
diesel usage and therefore the carbon dioxide generated
Approach and Methodology
Methodology
• Develop detailed system overview:
Methodology
• Literature review
• Develop a model of the vehicle in MATLAB/Simulink
• Use this model to develop improved/optimal controllers
Initial Findings
Initial Findings
• Not many existing models of this type and fidelity
• Model of bi-mode train under development:
• Timetabled stops
• Distance between stations
• Route gradient
• Vehicle parameters (mass, Davis coefficients etc.)
• Current model runs on OLE only
• Train runs a sensible way, but more refinements required
Initial Model ResultsKing’s Cross to Doncaster
Challenges and Next Steps
Challenges
• Difficult to get information about the Class 800/802
• In discussions with Hitachi Rail about information sharing
• Difficult to get accurate route information
• In discussions with GWR
• Accurate information on hotel loads
• How much energy is used to keep the lights on?
• How does this vary across seasons?
Next Steps
• Improve the train model
• Add diesel-electric generator
• Add power electronics
• Add hotel loads
• Validate the train model
• Difficult to get granular data on the energy usage of trains
• In discussions with GWR about access to energy usage data
• Develop improved control algorithms
• How can we further reduce the energy usage of the trains?
Questions
Questions
• Does anyone have accurate data on hotel loads?
• Does anyone have accurate information on diesel
generators?
Thank youDr Will Midgley
Dr Tim Harrison
Digital displacement for Non-Passenger Rail
Presented by: Gordon Voller
Artemis Intelligent Power
16th July 2019
Aim
48
Aim
– Scope of the research
• To study the feasibility of using Digital Displacement hydraulics in non-passenger rail vehicle applications – freight and on track equipment.
– Expected benefit to the industry
• Fuel saving and reduction of emissions from diesel powered vehicles and more efficient transfer of power from future alternative fuel and electric powered vehicles – engine, electric power system down sizing.
- Project output
• Provide simulation and packaging studies for suitable applications and recommend target vehicle for proof of concept demonstration/ trail.
49
Approach & methodology
50
Digital Displacement
51
Ultra efficient and controllable hydraulic machines - hydrostatic pumps and motors
DD Pump
Initial Instrumentation& Energy Analysis
52
• Data collected with First ScotRail (Class 158)
• Highlighted energy wasted in braking
• Transmission and engine can be significantly improved
DMU Powertrain
53
• Intelligent control• Flexible packaging• 30% fuel and CO2 saving
• Improved transmission efficiency• IVT capability, for optimal BSFC• Multiple engines, power on demand• Regenerative braking
• Faster journey times• Less smoke at stations• Reduced brake wear
Basic hybrid vehicle configuration
Artemis DMU Powertrain Demonstrator
DMU Concept Layout
High EfficiencyAuxiliary Drive Project
54
• 3500 hours accumulated on track• Estimated saving of nearly 10,000 litres of diesel per vehicle per
year (around 6.7%)• Payback time expected to be less than 3 years• Production package solution begun with Danfoss and Unipart Rail
Typical DMU auxiliary drive system
Excavator project
55
Bulk Dig results:
DDP Eco Mode:21% fuel saving + 10% productivity increase
DDP Power Mode:10% fuel saving + 28% productivity increase
Demonstration of DDP in a 16T excavatorConcept: minimal intervention “pump swap”
Project summary:• Baseline machine instrumented to determine where
energy is lost.• Tandem DDP fitted as direct replacement for
swashplate• Demonstrated at dedicated test facility for two weeks:
100% uptime
Approach
The initial research phase, five main areas of study were identified:
56
Fan drives forlocomotives
Propel for smaller shunting locomotives
Propel for larger locomotives
Propel and work functions for track machinery
Propel for light intermodal freight
vehicles
Initial findings
57
Small Locomotivesshunters and light intermodal freight
58
Contacts made• Clayton Equipment• Gmeinder Locomotiven• Windhoff• Colin Rees, Colin Rees Transport, Australia
Market• Very few shunters sold in UK, shunting carried out by end of life
locos, other non-dedicated vehicles• Self power light intermodal freight not yet adopted in the UK,
technically can offer benefits for increasing rail freight capacity and be part of a multimodal solution
Technology• DD technology TRL high for this application• Several industrial engines driving Edyn96 Danfoss pumps• Conventional hydraulic traction motors available• Full benefit from DD traction motors - now being developed
Benefits• Improved transmission efficiency• IVT capability, for optimal engine fuel consumption• Multiple engines, power on demand, low cost• Regenerative braking option
Large Freight Locomotives
59
Contacts made• Direct Rail Services• Stadler
Market• Around 700 freight locomotives in the UK • 500 Class 66 vehicles with 10 years service life• Larger markets in Europe and North America
Technology• Scale not yet developed for traction motors but technically
feasible, DD ring cam motors may provide solution• Engine driven pumps at higher TRL level now being developed• Potential for braking energy regeneration
Benefits• Improved transmission efficiency• IVT capability, for optimal engine fuel consumption• Multiple engines, power on demand, low cost• Regenerative braking option
Locomotive Accessory Drives
60
Contacts made• Direct Rail Services• Stadler• Voith
Market• Around 700 freight locomotives in the UK • Larger markets in Europe and North America
Technology• DD technology TRL high for this application• Already developed for passenger DMUs• Hydrostatic drives could include, heat exchanger fans, cooling
blowers, compressor and alternator drives
Benefits• Fuel savings, improved control• Potential for using recovered braking energy• Other applications include active suspension systems, Liebherr
On Track Equipment
61
Contacts made• Network Rail• Robel (Plasser Theurer UK)• G.O.S Rail road vehicles
Market• Over 150 large track machinery vehicles in UK• Larger volumes of rail/road conversions
Technology• DD technology TRL high for this application• Already developed for off and on highway vehicles• Hydrostatic drives for rail/road conversions for improved control
and efficiency• DD pump available for straight swap with conventional pumps
Benefits• Fuel savings, improved control, significant reduction of auxiliary
drive losses• Potential for using recovering braking and work function energy
Challenges & next steps
62
Next steps
63
• Development of a modular powertrain system for locomotives, light intermodal freight and track maintenance vehicles, using commercial engines.
• Specify the DD pump auxiliary drive system for large locomotives for a future trial programme.
• Further investigate road/rail propel systems for maintenance equipment, with the objective of trialling a PTO driven DD pump system .
• Pursue pump swap opportunities for road/rail maintenance vehicle work functions.
Questions
64
Questions
• How can Digital Displacement technology be used facilitate plans to phase out diesel only trains by 2040?
• How can digital Displacement technology reduce carbon emissions in non passenger rail today?
65
Thank you
Dual Fuel Locomotives to Decarbonise Freight Operations
Presented by Chris Smith16th July 2019
G-volution Ltd – Rail Division
Evolving towards the zero carbon economy
G-volution Ltd – Rail Division
Advanced Multi-Fuel Technology
Overview – The Immediate Challenge for the Freight Rail Sector
Diesel-only trains exist today but need to become cleaner, greener and cheaper to operate
The Challenge Our Solution The Benefits
Electrification still desirable, but costly and not always good value for money
Air Quality concerns at major stations and cities
G-volution Dual fuel optimiser for diesel engines
UK demonstration for Class 180 underway
Proven technology for Dual fuel Diesel/LNG (Natural Gas)
Lower energy costs
Reduced CO2 emissions
Improved air quality
Adaptable to new fuels
Aim of RSSB funded project
71
• Aim of the project: to demonstrate the benefits and feasibility of
dual fuel use in the freight sector: Type 3 and Type 5 locos.
• To demonstrate this using: existing assets; alternative fuels; and a payback model.
Planned steps
72
• Evaluate current engines - Type 3 and Type 5: load banking @ Loram
o Assess existing engines (fuel consumption & emissions)
o Alternative fuels combustion development : LNG, LPG and H2
o Existing assets repower or new build Type 3 and 5 locomotives
Planned steps
73
Load bank
EmissionsFuel
consumption
OTMR
Route summary
Test cell
EmissionsFuel
consumption
OTMR
Route summary
Next steps
• Develop data on new common rail engine
• Aim to maximise combustion efficiency and gas substitution
• Data can be used in modelling scenarios
• Demonstrate results when re-powering or upgrading engines
74
Route Modelling – impact on daily freight operations
• GV to develop Route Modelling (based on real world engine data)
• This will predict cost and carbon savings for any route, any engine, any geographical location
• Assess fuel capacity requirements based on substitution ratio and required range
• Predict pay back period for loco conversion
75
Parallel Projects – F o a K – Network Rail
• Modification of Class 73
• Cummins QSK 19 converted to run on dual fuel LPG/diesel
• G-volution leading the project including:
• Engine conversion
• Refuelling infrastructure at Depot
• Safety approvals
• Driver Training
• Trial to start Q1 2020
76
Parallel Projects
• Modification of one vehicle within the 5 car set for dual fuel
• Grand Central Class 180 (Alstom, Adelante)
• G-volution leading all aspects of the project including:
• Refuelling infrastructure at Heaton Depot
• Safety approvals
• Driver Training
• Trial to start December 201977
G-volution Ltd – USA Rail Activity
USA Rail Project - Natural Gas (CNG) Dual Fuel conversion of CAT C18 rail engines
G-volution Ltd – USA Rail Activity
USA Rail Project - Natural Gas (CNG) Dual Fuel conversion of CAT C18 rail engines
Example Performance Data – Substitution Ratio:Example Performance Data – Cummins QSK 19
39
31
38
38
38
35
41
22
0
400
800
1200
1600
2000
2400
2800
3200
800 1000 1200 1400 1600 1800 2000
TOR
QU
E [N
m]
SPEED [RPM]
BTE % LUG
• General trend of
improved BTE with
dual fuel compared
to diesel only
operation.
G-volution Ltd – Rail Division
Summary
• G-volution are leading the way in International Rail Dual Fuel conversions.
• G-volution intends to deliver dual fuel to UK in freight and passenger rail
• G-volution is evolving emissions technology to reach Tier V/Stage V and Euro VI with dual fuel
• G-volution and partners are ready, willing and able to demonstrate the technology now
Q&A
Will Midgley, Loughborough University
Gordon Voller, Artemis
Chris Smith, G-volution
Digital Environment for Collaborative IntelligentDe-carbonisation (DECIDe)
Dr David GolightlyDr Roberto PalacinNewcastle University
DECIDe
• Funded by RSSB Intelligent Decarbonisation competition
• Feasibility project
• Lead: Newcastle University
• Support: HS2 and MTR (models, data and expertise)
• April 2019 – March 2020
What is the problem?
• Decarbonisation is a systems issue1
– Interactions – both productive and counter-productive
• System modelling can help with the design and evaluation of decarbonisation approaches
• Systems modelling is hampered by – Different models
– Different formats
– Intellectual property, security and trust
– Logistics of accessing and sharing models
1 - González-Gil, A., Palacin, R., Batty, P., & Powell, J. P. (2014). A systems approach to reduce urban rail energy consumption. Energy Conversion and Management, 80, 509-524
Project objectives
Aim: Evaluate the feasibility of a 'Digital environment for Collaborative Intelligent De-carbonisation’
Objective 1: Demonstrate technical feasibility of applying the multi-modelling approach to a rail decarbonisation problem
Objective 2: Validate design for a cloud-based digital marketplace to enable wide uptake of multi-modelling
Objective 3: Develop route to adoption through analysis of use cases, barriers and enablers
INtegrated TOolchain for Cyber-Physical Systems http://projects.au.dk/into-cps/
ResultResultResult
20-sim 4C
88
The INTO-CPS Tool Chain2
20-simOverture OpenModelica
Modelio
Application
FMU FMU FMU FMU FMU FMU FMU• Configure / launch
– Co-simulation– Design Space Exploration– Model Checking– Test Automation
• View Results• Traceability
Model Descriptions
RT-Tester
exportcode
imports
COE (Co-simulation Orchestration Engine)
exports
configures
co-simulate
oracle
HiL
generates
Result
configure
launch
gather
2 - Fitzgerald, J., Gamble, C., Mansfield, M., Ouy, J., Palacin, R., Pierce, K., & Larsen, P. G. (2018). Collaborative modelling and co-simulation for Transportation Cyber-Physical Systems. In Transportation Cyber-Physical Systems (pp. 51-79). Elsevier.
Marketplace3
3 - https://ec.europa.eu/digital-single-market/; https://www.fortissimo-project.eu/about/fortissimo-2
Engagement 15+ Industry
interviews
Validation workshop
@ HS2
Support of HS2, MT2
and supply chain
Engagement approach4
• Motivations
• Barriers
• Enablers
• Use cases
• Implementation pathways
4 - Palacin, R., Golightly, D., Ramdas, V., & Dadashi, N. (2016). Evaluating the impact of rail research: Principles to maximise innovation uptake. Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit, 230(7), 1673-1686
Benefits for high speedOutputs
• Toolset
• Standards
• Guidance for adoption
• Identification of enablers and path to adoption
System Development benefits
• Design Space Experimentation (DSE)
• Development time, cost and resource savings through complex simulation (est. 30%)
• Low-barrier (on both sides) for new entrants
Decarbonisation / energy benefits
• Optimised power supply
• Power efficient service patterns
• Power efficient assets(rolling stock,lineside, stations etc)
• Assessment of novel technologies, strategies and business models(e.g. flexible markets)
Benefits for industry
4Cs
Decarbonisation Optimisation of energy in urban networks
Energy storage, driving strategies, energy recovery, lightweighting
Carbon reduction through whole-life modelling of operation, maintenance and renewals
Capacity, Cost and Customer Experience
Timetable optimisation with driver models; crew rosteringand rolling stock allocation
Human modelling in system performance (e.g. Signals Passed at Danger, route learning, wrong-side openings)
New market entrants from outside of rail
Progress
• Survey of tools
• Identify test case
• Develop local demonstrator
Test feasibility of multi-modelling for rail decarbonisation
• Identify use cases
• Identify architectural components
• Visualisation
• Workshop
Develop architecture for cloud Marketplace • Identify stakeholders
• Identify barriers and enablers
• Identify routes to adoption
Identify barriers and enablers to model sharing
for decarbonisation
Questions for you
1. Do you use modelling tools of any description – bespoke or supplied
2. Do you have decarbonisation problems in your organisation where modelling play a role?Are you a supplier to decarbonisation efforts? A user / customer of decarbonisation?
Hyd-Energy: Feasibility and concept design of future hydrail enabled railway depot
RSSB and Innovate UK Decarbonisation Projects HydEnergy Project 16 July 2019
Hydrogen on the Horizon
Alstom / Eversholt Breeze:
– modified Class 321
– 90mph with a 600 mile range
– hydrogen storage ‘in vehicle’
Porterbrook / UoB HydroFlex:
– modified Class 319
– probably smaller range, but bi-mode so can also use OLE
Vivarail & others looking at hydrogen fuel cell traction options
96
Sou
rce:
Po
rter
bro
ok,
20
19
Sou
rce:
Als
tom
, 20
19
RSSB and Innovate UK Decarbonisation Projects HydEnergy Project 16 July 2019
Flexing Alternative Power
97
RSSB and Innovate UK Decarbonisation Projects HydEnergy Project 16 July 2019
Preparing for a Fuel Cell Future
So the trains are ‘on their way’, but what about the infrastructure required to support them?
– what are the requirements of a fuel cell train in terms of the hydrogen it needs and the maintenance it requires?
– what are the options for producing hydrogen at an appropriate scale, and how much will it cost?
– what rules and regulations apply to the infrastructure?
– what changes / adaptations will be needed at depots and refuelling points?
– who are the potential suppliers?
98
RSSB and Innovate UK Decarbonisation Projects HydEnergy Project 16 July 2019
Providing Guidance
The intention is to write a ‘beginners guide’ to the refuelling & maintenance of hydrogen fuel cell powered trains, including:
– general guidance
– a high level concept design for Tyseley
– concept designs for another depot + a smaller stabling point
– guidance on likely safety and approvals process
– general guidance on likely costs
– a (non-exhaustive) list of potential suppliers
Little published information, investigation involves speaking to different organisations who each ‘have a piece of the puzzle’
99
RSSB and Innovate UK Decarbonisation Projects HydEnergy Project 16 July 2019
Progress to Date
Alstom (Bremervörde, Germany):
– iLint visit & presentation
ITM Power (Sheffield):
– PEM electrolysers & more
BOC Linde (Brinsworth – visit postponed):
– commercial supply arrangements
Fuel Cell Systems Limited (Rail Live):
– mobile refuelling technology
TEP & Tyseley TMD (Birmingham):
– existing and future facilities
100
RSSB and Innovate UK Decarbonisation Projects HydEnergy Project 16 July 2019
The Tyseley Opportunity – Part 1
North of the running line is Tyseley Energy Park (TEP):
– two plants produce electricity from municipal waste /wood waste
– private line will supply 3MW electrolysers (max 1200kg/day)
– bus fleet to use 500-600kg/day, so spare capacity for trial train fleet
– electrolysers & refueller ≈ £4.5m
– planned expansion potentially includes direct conversion from wood waste to hydrogen
101
RSSB and Innovate UK Decarbonisation Projects HydEnergy Project 16 July 2019
The Tyseley Opportunity – Part 2
South of the running line is Tyseley Train Maintenance Depot:
– large DMU fleet (≈140 vehicles)
– 90,000 litres of diesel/day between Tyseley & Worcester (≈ 3 road tankers)
– every train refuelled every night, taking around 20 minutes to refuel 3-car DMU
– space on site to refuel trial fleet on separate siding or at Soho, but full fleet would need to use refuelling road
– maintenance sheds already have good ventilation to deal with diesel fumes
102
RSSB and Innovate UK Decarbonisation Projects HydEnergy Project 16 July 2019
What’s Planned Next
Still need to investigate :
– detailed inspection & maintenance requirements
– alkaline electrolysers
– safety standards (including rules on 5000+kg storage)
– electrical grid supply
– requirements for smaller stabling points
– estimate of £ per kg according to electricity price
– required levels of fuel availability
– national developments in ‘grid to gas’
– battery safety issues…
103
Thank you
Riding Sunbeams: Green Valley Lines
Presented by: Leo Murray
COF-IPS-05: Green Valley LinesCross project meeting 16 07 19
Overview
• Exploration of potential for use of distributed energy resources to help solve ‘smart’ discontinuous electrification challenges in South Wales
• Outputs to inform traction system design for newly electrified routes and future plans
• Establish high level design specification and methodology for direct supply of renewable energy to AC rail traction systems
• Model lineside storage integration to traction systems
Treherbert, Aberdare, Merthyr Tydfil, Rhymney, Ebbw Vale lines
WS1 – Interface design
Duration: 10 months
Start date: 01 04 2019
End date: 31 01 2020
Lead: Ricardo
Contributors: Network Rail, Riding Sunbeams
Deliverables:
• D1A Options appraisal • D1B Technical specifications for selected option • D1C Proposed connection methodology • D1D Interfacing with IEC 61850
Wales Valley Lines 25 kV supply
Cardiff 2x25 kV
Ystrad Mynach
Rhymney
Ebbw Vale
Treherbert
Merthyr Tydfil
Abercynon
Pontypridd
Aberdare
RadyrRadyr MPTSS
Canton ATFS
Upper Boat GSPPontypridd FS
Treherbert TSS
TSS
Queen St North MPTSS
PengamTSS
TSS
Abercynon TSS
TSS
Imperial Park GSP
Not all TSS shown
Non electrified
1 x 25 kV (each colour represents a different electrical section)
2 x 25 kV (each colour represents a different electrical section)
Supplied from Upper Boat GSP
Supplied from Imperial Park GSP
PV generation connected here would only supply the purple area
No boost transformers exist for the 1 x 25 kV system
2 x 25 kV substations
L1-L2(example)
L2-L3(example)
+ 25 kV
- 25 kV
Up line + 25 kV OHL
Up line -25 kV
Down line + 25 kV OHL
Down line -25 kV
Auto transformer
Neutral section
Grid Supply Point (GSP)Auto Transformer Feeder Station (ATFS)
Feeder Station (FS)
Either a single phase 25 kV PV generation could be connected to the +25 kV bus bar or a two phase 25 kV connected to both +25 kV and -25 kV bus bar. Need to understand if there are any interactions between the auto transformer and the PV generator. This applies to both the ATFS and ATS
It may not be possible to connect single phase generation to sites which do not have an auto transformer. Without an auto transformer, the return path is through the rail. It is likely that only a two phase generation source could be connected to a site without an autotransformer site.
Three winding transformer to create two 25 kV supplies which are 180 degrees out of phase (+25 kV and –25 kV). Connected across two phases of a three phase system
L1-L2(example)
L2-L3(example)
+ 25 kV
- 25 kV
Up line + 25 kV OHL
Up line -25 kV
Down line + 25 kV OHL
Down line -25 kV
National Grid
Network Rail
National Grid
Network Rail
PV
25 kV single phase PV source
PV
25 kV two phase PV source
PV
25 kV two phase PV source
Connecting to the OHL
+ 25 kV
Up line + 25 kV OHL
Down line + 25 kV OHL
1 x 25 kV traction system
PV25 kV single phase PV source
If connecting in a location without an existing substation, a new substation could be built as shown above. This would allow the PV generation to be connected to the OHL. This would allow PV to be placed anywhere along the route.
+ 25 kV
- 25 kV
Up line + 25 kV OHL
Up line -25 kV
Down line + 25 kV OHL
Down line -25 kV
2 x 25 kV traction system
PV
25 kV two phase PV source
Showing the arrangement for a two phase connection to the 2x25 kV system in a location with no auto transformer.
WS2 – Load profiling and matching
Duration: ~8 weeks
Start date: 25 03 19
End date: 24 05 19
Lead: Ricardo
Contributors: Network Rail, Riding Sunbeams
Deliverables:
• D2A Supply draft traction system electrical architecture and design parameters • D2B Detailed spatial traction load characteristics for all selected routes on the
South Wales Metro • D2C Model compatibility of wind and hydro generation profiles with traction
system load profiles
• Renewable generation capacity was increased to understand how the utilisation and the percentage of traction demand changed if more renewables are added to the system.
• Renewables generation capacity was increased passed the maximum system rating to understand the theoretical size of renewable installation that would be required to supply the majority of the traction demand.
• Excess generation can only be exported at the GSP if there is sufficient capacity on Network Rail’s OHL network to transport the power to the GSP without exceeding the OHL rating and keep within voltage limits etc. National Grid is only able to accept the generation at the GSP if they have sufficient capacity on their network.
• A key part of this project is to understand how electricity storage technologies could also be used to increase the utilisation and the percentage of traction demand supplied.
• Three minimum renewable capacity scenarios were modelled
– 1 MW PV array
– 2 MW wind turbine
– 2 MW combined (1 MW PV array and a 1 MW wind turbine)
• The minimum capacity systems were multiplied up to assess different options.
• The data is from Renewables.ninja and is modelled as an hourly average.
• These profiles were compared against the traction demand to understand the percentage of traction demand that could be supplied by directly connecting renewables.
• The utilisation is the percentage of the renewable generation output that is used for traction power.
-0.5
0
0.5
1
1.5
2
Po
wer
(M
W)
1 MW PV + 1 MW Wind Profile
0
0.2
0.4
0.6
0.8
1
1.2
1.4
1.6
1.8
2
Po
wer
(M
W)
2 MW Wind Profile
0
0.2
0.4
0.6
0.8
1
1.2
1.4
1.6
1.8
2P
ow
er (
MW
)
1 MW PV Profile
Renewable generation
• The utilisation and the percentage of traction demand supplied for the three renewable profiles was analysed.
• Wind generation allow more of the traction demand to be supplied by renewables per MW of wind installed, however this technology also has the lowest utilisation per MW of installed capacity. The generation which can not be used by the traction network needs to be curtailed or exported at the GSP. The amount of export at the GSP depends on the capacity of Network Rail’s OHL and the available export capacity at the GSP. PV generation has a higher utilisation per MW of installed capacity but supplies less of the traction demand.
• Combining the two technologies increases both the utilisation and the percentage of traction demand supplied.
• It is estimated that to support 50 % of the traction demand on the lines to the north of Upper Boat GSP, 12 MW of wind or 16 MW, where 8 MW is from PV and 8 MW is from wind is required. It is unlikely that 50 % of the traction demand could be supplied from PV without exceeding asset ratings as 53 MW would need to be installed.
Lines north of Upper Boat GSP
Treherbert
Merthyr Tydfil
Abercynon
Pontypridd
Aberdare
Upper Boat GSP
Double track, approx. rating of 1200A, 30 MVA
Single track, approx. rating of 600A, 15 MVA
0%
20%
40%
60%
80%
100%
0 10 20 30 40 50 60
Per
cen
tage
(%
)
Peak DG Output (MW)
PV Utilisation Rail Demand % by PV
Wind Utilisation Rail Demand % by Wind
PV & Wind Utilisation Rail Demand % by PV & Wind
Single Track Rating Double Track Rating
Normal continuous rating of a single traction OHL is 600 A (15 MVA)
WS3 – Resource mapping
Duration: 6 months
Start date: 01 04 2019
End date: 01 10 2019
Lead: Energy Saving Trust Wales
Contributors: Ricardo, Network Rail, Riding Sunbeams, 10:10
Deliverables:
• D3A High level renewable energy resource opportunity maps for all selected routes
• D3B Shortlist of optimal site opportunities for renewables plus storage installations, including Community Impact Assessments
• D3C Outline business cases for each of 3-6 shortlisted sites
Capacities required and identified
No. of sites identified as potential is only a small % of what might be possible, theoretical potential is much higher
Ricardo identified approx. 170MW required for solar only with no wind to meet the 50% target – this appears potentially achievable
WS4 – Lineside storage analysis
Duration: 8 months
Start date: 01 04 2019
End date: 29 11 2019
Lead: Ricardo
Contributors: Network Rail, Riding Sunbeams
Deliverables:
• D4A Technology options appraisal • D4B V2G integration prospects paper • D4C Traction system services valuation and outline business case
Grid support servicesService Comment
Peaking capacity
✓
Rail infrastructure designed to meet operational
requirements. But these services could be a
valuable, where planned changes to the railway
would push the supply system out of its
operating parameters.
Not providing grid balancing services.
Demand turn up
High and low frequency
response
System inertia and RoCoF
Voltage control
Black start X Not providing grid balancing services.
Network Infrastructure
constraints management and
investment deferral
X
On-train energy storage, not lineside, can be
used to avoid the high fixed infrastructure costs
of installing OHL on tricky sections or track,
including tunnels and bridges or in sensitive
landscapes.
Service Comment
Reduce grid charges ~ Secondary benefit only.
Maximise consumption from on-
site generators and reducing
carbon emissions.
✓Policy targets such as on the Green Valley
Lines can make this a valuable service.
Management of import/export
constraints ✓
Electrification projects typically be designed
with enough grid capacity to meet traction
demands but energy storage could reduce
design costs on weak grids.
Secure and resilient energy
supplies during power outages✓
Power outages because of operational
incidents are common on the railway. Storage
operating in island mode could provide power
to critical infrastructure through the outage.
Demand side management
Service Comment
Maximising generation within
grid constraints ✓
Storage could increase the capacity of
intermittent lineside renewables that can be fed
into the traction system without resulting in net
export.
Reduce grid charges and
optimise benefits ~ Secondary benefit only.
Lower storage installation costs
using shared connection
infrastructure.
~ Secondary benefit only.
Managing intermittent
generation on weak/off-grid
systems
✓Yes, where power requirements are islanded
from the OHL power supply system.
Co-location with generation
WS5 - Synthesis
Duration: 3 months
Start date: 06 01 2020
End date: 27 03 2020
Lead: Riding Sunbeams
Contributors: Ricardo, Network Rail, EST Wales, 10:10
Deliverables:
• D5A South Wales Metro traction system design recommendations • D5B Generic guidance on integrating renewable supply and storage to AC rail traction
systems • D5C Implementation map – route to market • D5D Publicity strategy • D5E Public summary report • D5F Dissemination event/s
Q&A
David Golightly, Newcastle University
Stephen Kent, University of Birmingham
Leo Murray, Riding Sunbeams
Networking Session
RSSB projects > ShinkansenInnovate UK projects > Copper Canyon
Lunch to follow at 12:40
Decarbonisation cross-project meeting 29 July 2019
Networking session