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!


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.


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


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


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


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



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


Research programmes

▪ CLEAR – air quality

▪ Rail Air Emissions Strategy

15

Decarbonisation

16


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

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What does future look like?

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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


Strategic approach

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What flavour electric do you want?

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Key challenge

https://youtu.be/-XnxskF_kuI?t=22


Key opportunity

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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


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


COF-IPS: background (cont’d)

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£1m call for

research

3 challenge areas

10 project submissions

6 feasibility studies funded


Launch event (30 October 2018)

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Freightliner Network Rail

FirstGroup

VirginTrains

Alstom

HS2

Angel Trains

Siemens


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

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▪ 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


▪ 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

[email protected]

Dr Tim Harrison

[email protected]

mailto:[email protected]

mailto:[email protected]

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


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.


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

Thank you

www.G-volution.com

https://www.g-volution.co.uk/

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

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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

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

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, 20

19


Flexing Alternative Power

97


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


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


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


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


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


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

National Grid

Network Rail

National Grid

Network Rail

PV

25 kV single phase PV source

PV

25 kV two phase PV source

PV


Connecting to the OHL

+ 25 kV

Up 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

2 x 25 kV traction system

PV


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


End date: 24 05 19

Lead: Ricardo


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


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


End date: 29 11 2019

Lead: Ricardo


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


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


Networking session

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RSSB and Innovate UK Decarbonisation projects meeting · Auxiliary Drive Project 54 • 3500 hours...

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