Cummins Fuel Cell Technology Powers Coradia iLint Fleet In Germany
The title of this post, is the same as that of this article on Green Car Congress.
This is the first paragraph.
Cummins is powering the world’s first fleet of hydrogen trains in Bremervörde, Lower Saxony, Germany. The Alstom Coradia iLint trains (earlier post) are outfitted with Cummins fuel cell systems and will run on the world’s first 100%-hydrogen train route in passenger operation. The first zero-emissions passenger trains in the 14-train fleet arrived in mid-summer.
I rode the prototype in March 2019 and wrote My First Ride In An Alstom Coradia iLint.
I took this picture at the time.
Note.
- The new fleet seem to have a slightly different front end with a snow plough, and a new colour scheme.
- According to the article, the Cummins fuel cell systems were assembled in Germany.
I have a few thoughts.
Cummins Fuel Cells
I must admit, I was a bit surprised to see that Cummins fuel cells are being used, as most other companies seem to be using Ballard.
But, having worked with Cummins on diesel engine testing and seen their thoroughness, I’m sure that their fuel cells will do a good job.
Is The Cummins Choice About Marketing?
Consider.
- Alstom has manufactured or assembled trains for the US market at Hornell, New York.
- Cummins is a large United States company.
- United States and Canadian railways are standard gauge, like most of Europe.
- United States and Canadian railways have a lot of track mileage without electrification.
- United States and Canadian railways use right hand running as does Germany.
- The Coradia iLint doesn’t need any electrification.
- The Coradia iLint has a range of 600–800 kilometres (370–500 mi) on a full tank of hydrogen.
I suspect that a German-specification, Coradia iLint might be possible to run in the United States and Canada, with only a different interior and signage.
If you are an Alstom train salesman in the United States, selling a commuter train to American cities and transit authorities, must be easier if the train has a substantial United States content.
I don’t think Cummins will be worried that the smart new train has their fuel cells, as it might help convert truck, van and car drivers to Cummins hydrogen technology.
I wouldn’t be surprised to learn, that Alstom got a premium deal from Cummins.
Are Hydrogen-Powered Trains Suited To North America?
Consider.
- There is a lot of track without electrification.
- Distances are long, which makes electrification expensive.
- Providing hydrogen for trains should be no more difficult than in Europe.
- In my experience hydrogen trains are a better passenger experience than diesel, in terms of noise and vibration.
I suspect that Alstom/Cummins could sell a lot of hydrogen-powered trains in the North America.
The Third Route To Zero-Carbon Transport
The two most common routes to zero-carbon transport are.
- Battery-electric vehicles
- Hydrogen fuel-cell vehicles
Note that most hydrogen-fuel cell vehicles also have a battery.
But I believe there’s a third route and that is the use of hydrogen in an internal combustion engine.
Earlier today, I wrote Rolls-Royce And AVK Provide Over 3.5 Gigawatts Of Emergency Power Capacity In The UK, which is based on a Rolls-Royce press release, with the same title.
This is an extract.
And this is said about the use of hydrogen.
Rolls-Royce is also currently developing its mtu gas engine portfolio for power generation so that the engines can run on hydrogen fuel in future, enabling a Net Zero energy supply. The company is also launching complete mtu hydrogen fuel cell solutions, that emit nothing but water vapor from 2025. This will enable CO2-free generation of emergency power for data centers and many other critical applications.
I certainly think, that they are going in the right direction.
Rolls-Royce mtu have a lot to lose, if their diesel engines that power trains, heavy equipment, ships and emergency power generators are replaced by other companies zero-carbon solutions.
- Large investments will need to be made in hydrogen electrolyser and fuel cell production.
- Some traditional factories making diesel engines will be closed and could this mean redundancies?
- A lot of retraining of staff at both manufacturer and customer will need to be made.
But a traditional internal combustion engine, that runs on hydrogen or even both hydrogen and diesel makes the transition to hydrogen a lot less painful.
Other companies going this route include Cummins, Deutz and JCB.
Conversion Of Existing Diesel Engines To Hydrogen
Surely, if an equivalence hydrogen engine exists for all of their diesel engines, a company like Cummins or Rolls-Royce mtu can produce a sound engineering route to decarbonise some of their existing applications.
A classic application would be converting London’s Routemaster buses to hydrogen, which I wrote about in Could London’s New Routemaster Buses Be Converted To Hydrogen Power?
This was my conclusion in that post.
I believe from my knowledge of Cummins and the way they work, that they will come up with a hydrogen-based solution, that will replace the Cummins diesel in these buses with a zero-carbon engine.
If Cummins don’t then someone else will.
Whoever solves the problem of converting London’s new Routemasters to hydrogen will have one of the best adverts for their product, there has ever been.
After converting London’s thousand Routemasters, the engineers could move on to anything powered by a Cummins engine.
As this is a world-wide problem, I believe that the manufacturers of cars, buses, trucks and many other vehicles will offer zero-carbon solutions for their products, as it will be necessary for survival.
If you have just bought a new diesel BMW and your government says that in two years time, diesel will no longer be available, you’re up the creek without a paddle. But if BMW can convert it to hydrogen for a small fraction of the cost of a new electric equivalent, you have a more available way out.
Shell’s Jackdaw Gas Field Given Go-Ahead By Regulators
The title of this post, is the same as that of this article on the BBC.
These are the first two paragraphs.
Development of a major North Sea gas field has been approved by regulators.
The Jackdaw field, east of Aberdeen, has the potential to produce 6.5% of Britain’s gas output.
This is Greenpeace’s response
But environmental campaigners have condemned the move.
The activist group Greenpeace said it believed the approval could be unlawful and it was considering legal action.
“Approving Jackdaw is a desperate and destructive decision from Johnson’s government, and proves there is no long-term plan,” said Ami McCarthy, a political campaigner for Greenpeace.
I have my thoughts.
The Short Term Problem
We are all paying the high gas price, brought about by Vlad the Mad’s illegal invasion of Ukraine.
On the other hand, I am all for cutting carbon emissions, but stopping the development of the Jackdaw gas field will do nothing to cut total emissions in the short term.
In my view, the only way to cut carbon emissions is to replace the use of natural gas with hydrogen or electricity produced by renewable sources like solar, tidal, wave or wind power.
This change to every heating system and important industries like cement, chemicals, glass and steelmaking to hydrogen and renewable energy is not a short term or low-cost project. Especially whilst we’re still recovering from the pandemic and trying to handle Vlad the Mad.
We will need a supply of natural gas for a few years and if we don’t have enough gas will Greenpeace and their ilk, be happy to see everybody freezing and a large increase in unemployment?
The Government is between a rock and a hard place, where they can either bow to Greenpeace or buy Putin’s bloodstained gas, where there are two alternatives.
- Buy liquified natural gas (LNG) from countries like Australia, Canada, Qatar or the United States.
- Develop our own proven resources.
The advantages of taking the second route include.
- Some of the countries from where gas is available, have bizarre views on human rights and keeping their people safe.
- Gas is transported over long distances in a liquid form. Liquifying natural gas uses a lot of energy. Is that energy renewable?
- Countries from where gas is available are thousands of miles away. How much carbon dioxide will be emitted liquifying and transporting it?
- Gas from our own resources is delivered by pipeline.
- Development of gas fields like Jackdaw, will surely create employment in the UK.
At a first look, I feel that developing Jackdaw and other similar fields, may well be a sensible option to help us through these difficult times.
Exporting Gas To Europe
If you look at the geographical position, you would feel, that the gas will be landed at St. Fergus gas terminal, which is to the North of Aberdeen.
But no! The gas will be landed at Bacton in Norfolk through the SEAL pipeline, which is 475 km. long
Could this be because Shell want to make sure the South of England gets its gas?
Possibly, but much of the UK’s gas imports arrive at LNG terminals in the South.
But Bacton has other assets, in that it has two undersea gas pipelines to the Continent. One is to Belgium and the other is to the Netherlands.
Surely, if we export our gas to other countries, then it is their business what they do with the carbon dioxide.
Not our’s or Shell’s!
Perhaps, we should develop other proven gas fields, as they will create employment in the UK and valuable exports. It will also help our friends out in Europe, in their time of need!
Will Shell Play The Market?
I have just been informed, that recently, improvements have been made to the pipelines in the area and Jackdaw’s gas could now go to St. Fergus.
This surely would give the gas from Jackdaw three destinations.
- Scotland via St. Fergus.
- England via Bacton
- Europe via Bacton and the undersea pipelines.
So will Shell play the markets?
If in the future, we start to produce massive amounts of green hydrogen, I’m sure Europe, will be happy to buy that instead.
Powering Platforms With Renewable Energy
The BBC article says this.
And it plans also to re-power its offshore platforms with renewable electricity rather than burning gas.
Looking at the map, Jackdaw will not be far from the 2 GW wind farm, that Shell are developing.
Will they build a short interconnector from this wind farm to the gas platforms of Jackdaw and other nearby fields?
Will Shell Produce Hydrogen Offshore?
This article on Gas Processing And LNG is entitled Construction Of World’s Largest PEM Electrolyzer Completed.
This is the first two paragraphs.
Air Liquide has completed the construction of the world’s largest PEM (Proton Exchange Membrane) electrolyzer. Supplied with renewable energy, this unit is now producing up to 8.2 tons per day of low-carbon hydrogen in Bécancour, Québec. With this large-scale investment, the Group confirms its long-term commitment to the hydrogen energy markets and its ambition to be a major player in the supply of low-carbon hydrogen.
The new 20 MW PEM electrolyser, equipped with Cummins technology, is the largest operating unit of its kind in the world and will help meet the growing demand for low-carbon hydrogen in North America. Bécancour’s proximity to the main industrial markets in Canada and the United States will help ensure their supply of low-carbon hydrogen for industrial use and mobility. The commissioning of this electrolysis unit increases by 50% the capacity of Air Liquide’s Bécancour hydrogen production complex.
Note.
- This article is about a year old and electrolysers will get larger.
- 20 MW of electricity will produce 8.2 tons per day of low carbon or green hydrogen.
- It may surprise some, that the electrolyser has been built by Cummins, who are diesel engine manufacturers. They are a company, who appear to have seen the way the wind is blowing and are making sure they lead the revolution.
How much hydrogen could a 2 GW wind farm produce?
- Wind farms have a capacity factor, which is how much energy they actually produce compared to their rating.
- Shell’s 2 GW wind farm will be a floating wind farm and these typically have a capacity factor of at least 50 percent.
- I will assume the capacity factor of 50 percent.
This will give 8,200 tonnes per day of green hydrogen. This is nearly three million tons per year.
How Will The Hydrogen Be Brought Ashore?
The HyDeploy project is investigating blending of hydrogen into our natural gas grid.
- It appears that up to 25 % of hydrogen can be added without the need to change boilers and appliances.
- This blending of hydrogen into our natural gas supply, would cut our carbon emissions by a worthwhile amount.
So will we see gas piped to nearby gas platforms like Jackdaw for blending with fresh virgin natural gas?
This would have the following advantages for Shell.
- They wouldn’t need to install an electric cable to the shore with all its associated onshore and offshore substations.
- The hydrogen could be brought ashore at either Bacton or St. Fergus gas terminals.
- Shell could invite other local wind farms to share their electrolyser.
- Shell would need to new onshore installations.
If Shell get this right, they could cut the project cost.
Will Shell Produce Blue Hydrogen Offshore?
I wonder if Shell have a cunning plan.
- It is known, that Shell have developed a catalyst-based blue hydrogen process, which splits natural gas into hydrogen and carbon dioxide, with the addition of oxygen from the air.
- I suspect the process could need a lot of energy to work. But at least a GW from the nearby wind farm will probably be a good start.
- Could that carbon dioxide be captured and stored in a depleted gas field.
- The hydrogen could be piped to either Bacton or St. Fergus, as I previously described.
This hybrid method might be a more economic way to produce zero-carbon hydrogen.
Conclusion
I wouldn’t be surprised if Shell will produce hydrogen offshore.
Daimler Truck North America And Cummins Collaborate To Drive Hydrogen Fuel Cell Trucks Forward In North America
The title of this post, is the same as that of this press release from Cummins.
This is the first two paragraphs.
Cummins Inc., a global power and hydrogen technologies leader, and Daimler Truck North America (DTNA), the largest heavy-duty truck manufacturer in North America, are collaborating to upfit and validate Freightliner Cascadia trucks with a Cummins hydrogen fuel cell powertrain for use in North America. Freightliner will leverage Cummins’ fourth generation fuel cell powertrain, which provides improved power density, efficiency and durability.
The joint effort will support both organizations’ goals to reduce emissions across product offerings and operations. Upon successful validation, the companies intend to have initial units available in 2024 for selected customers.
Note.
- The Freightliner Cascadia is a heavy-duty semi-trailer truck and the flagship model of Freightliner, which is a subsidiary of Daimler Truck North America.
- There is already an electric variant of the Cascadia, which is called an eCascadia. It is this truck, that is being converted to hydrogen.
This article on Hydrogen Fuel News is entitled Cummins Partners With Freightliner On Hydrogen Fuel-Cell Truck, starts with this paragraph.
According to Cummins CEO Tom Linebarger who spoke at the Advanced Clean Transportation (ACT) Expo, it’s the responsibility of the trucking industry to create a cleaner future. He stated that, “We think we deliver goods to market and empower things,” adding that “We do things that are essential to the economy, and we are proud of it. We also think, though, that we need to help with prosperity that has to do with making sure we don’t consume and destroy the planet that we live on.”
Cummins seem to have placed a few bets on hydrogen.
Daimler Truck North America seem to be following the philosophy of being in both the electric and the hydrogen market with two separate products, that I outlined in Daimler Trucks Presents Technology Strategy For Electrification – World Premiere Of Mercedes-Benz Fuel-Cell Concept Truck.
Wrightbus appear to have done the same with their hydrogen and electric buses.
It will be interesting to see how American truckers take to Cummins offer of a hydrogen-powered truck.
A Hydrogen-Electric Class 99 Locomotive
In GB Railfreight Plans Order For Future-Proofed Bi-Mode Locomotives, I introduced the Class 99 locomotive, for which the first order was announced by Stadler and GB Railfreight yesterday.
This was the start of that post, which I wrote in early March 2022.
The title of this post, is the same as that of this article on Railway Gazette.
This is the introductory paragraph.
GB Railfreight is planning to order a fleet of main line electro-diesel locomotives with a modular design which would facilitate future replacement of the diesel engine with a battery or hydrogen fuel cell module.
In this post, I will look at the design of a Class 99 locomotive running on hydrogen.
These are my thoughts.
Using Hydrogen Fuel Cells
The Railway Gazette article suggests that hydrogen fuel-cells will be used to create a hydrogen-electric Class 99 locomotive.
A typical hydrogen fuel-cell transmission will have the following elements, which will replace the diesel-electric generator.
- A hydrogen fuel tank
- A appropriately-sized hydrogen fuel-cell which generates electricity from hydrogen.
- A battery to store electricity.
- Regenerative braking will also be used to charge the battery.
- The locomotive will have an electric transmission.
The various components will be fitted into the space, that was occupied by the diesel engine.
This Alstom video promotes the Alstom Coradia iLint and explains how it works.
Most hydrogen fuel-cell trains and trucks , work as the train does in this video.
Using A Reciprocating Engine Running On Hydrogen
This press release from Caterpillar is entitled Caterpillar to Expand Hydrogen-Powered Solutions to Customers.
It describes how Caterpillar will develop versions of their reciprocating engines, that will run on 100 % hydrogen.
This would be an alternative way of developing a zero-carbon Class 99 locomotive.
Note that Cummins, JCB and Rolls-Royce mtu have also converted diesel engines to run on hydrogen.
This method of conversion has advantages.
Dual-Fuel Class 37 And 66 Locomotive Concepts Unveiled
The title of this post, is the same as that of this article on Railway Gazette.
This is the first paragraph.
G-volution and SBL-Rail have produced design concepts for dual-fuel versions of Class 37 and 66 locomotives, which would be able to run on diesel with biomethane, biopropane or hydrogen.
Note.
- There are about sixty Class 37 locomotives in service or stored.
- 480 Class 66 locomotives were originally produced and over 300 must still be in service.
- Both locomotives have electric transmissions.
- G-volution are developing a dual-fuel Class 180 train, that I wrote about in Grand Central DMU To Be Used For Dual-Fuel Trial.
- Two of the design concepts involve replacing the current diesel engines with modern Cummins engines, that meet current emission regulations.
- Fuel savings of ten percent are mentioned for one engine conversion.
This is said about the dual-fuel conversions.
Biomethane and biopropane dual fuel engines would offer significant carbon and cost savings verses diesel. Hydrogen has the potential to do so if produced from renewable sources, but would need to be ‘much cheaper’ than it is today.
The article then gives a table, which shows the various savings.
The article comes to these conclusions.
- Biomethane and biopropane prices are expected to fall, as production increases.
- Green hydrogen is too expensive, but costs will come down.
- More rises in the price of diesel, will tilt costs towards alternative fuels.
I feel that to get the emissions and costs down, there would need to be a bit of cheating.
Look at this picture of a Class 66 locomotive under 25 KVAC electrification.
I wonder, if a pantograph and all the electrical gubbins could be fitted to a Class 66 locomotive to create a genuine electro-diesel locomotive.
- It would use electrification, where it exists.
- It would use the existing electric transmission.
- I do suspect though that the Class 37 locomotive may be more difficult to convert because of its age.
It should be noted that in GB Railfreight Plans Order For Future-Proofed Bi-Mode Locomotives, I talk about how GB Railfreight are proposing to purchase a fleet of new electro-diesel freight locomotives, that appears will have Class 66 locomotive performance on both electrification and diesel.
The Involvement Of Cummins
Cummins, who are one of the world’s largest manufacturers of diesel engines, could have a lot to lose from the move to zero-carbon.
- But they have adopted an if-you-can’t-them-join-them philosophy to hydrogen.
- They have bought up hydrogen companies like Hydrogenics.
- They are developing internal combustion engines that can run on hydrogen.
- Cummins have claimed to me, that they will try to fill any niche market with their engines, so it would be likely, they would apply that philosohy to hydrogen.
I believe that Cummins will not give up their market share without a fight.
I would expect, Cummins will actively support G-volution’s plans, if it would sell upwards of fifty large engines.
Conclusion
I have four main conclusions.
- I believe that this study could lead to a very significant and worthwhile updating of a Class 66 locomotive.
- The locomotive would need to be modified so it could use electrification.
- But I am more dubious, that this could be done with the Class 37 locomotive.
- I also believe that Cummins will be part of the solution.
In the wider world, I also believe that to retain their turnover and market share, Cummins and the other big diesel engine manufacturers will come up with increasingly innovative solutions.
Caterpillar, Cummins, Deutz, JCB, MTU and others will not give up multi-billion businesses without a fight.
What Will Happen To Northern’s Class 195 Trains?
Northern’s Class 195 trains could be a problem in the future.
- They are diesel multiple units.
- There are twenty-five two-car trains and thirty-three three-car trains.
- All cars have a Rolls-Royce MTU 6H1800R85L diesel engine, that drives the train through a ZF EcoLife 6-speed transmission.
- They are 100 mph trains, which is adequate for the routes they serve.
- According to Wikipedia, the trains are designed for a lifespan of thirty-five years, which takes the trains past the date, when it is intended that all trains should be zero-carbon.
It looks to me, that a plan will be needed to decarbonise these trains, as they are probably too new and costly to scrap.
These are possibilities to upgrade them to zero-carbon.
Rebuild as Class 331 Electric Trains
The design of the Class 195 trains is based on the same platform as that of the Class 331 trains.
I would expect that it could be possible to rebuild the Class 195 trains as Class 331 trains.
But it would be an expensive and disruptive process and would require a lot of electrification.
Some battery-electric versions could be created to cut the need for electrification.
Run The Trains On Net-Zero Hydrogenated Vegetable Oil Or Other Fuels
In Powered By HVO, I wrote about research going on into the use of Hydrogenated Vegetable Oil or HVO.
There is also ongoing research into other net-zero fuels that can be used in a diesel engine.
The process used by Velocys to create sustainable aviation fuel can also be used to produce diesel from various sources like disposable nappies, household waste and scrap wood.
Run The Trains On A Dual Fuel Basis With Hydrogen
In Grand Central DMU To Be Used For Dual-Fuel Trial, I talk about how Grand Central in collaboration with a company called G-volution are running experiments with dual-fuelling a Class 180 train. G-volution state that they could dual fuel with hydrogen using their technology.
The Class 180 trains have Cummins engines, but I suspect G-volution’s technology or something similar could be applied to the Rolls-Royce MTU engines in the Class 195 trains.
This could be a very promising route.
Convert The Diesel Engines To Run On Hydrogen
Cummins and JCB have developed internal combustion engines, that can run on hydrogen. I would be very surprised if Rolls-Royce MTU are not developing this technology.
Conclusion
There are options to convert the Class 195 trains into low or zero-carbon trains.
.
Grand Central DMU To Be Used For Dual-Fuel Trial
The title of this post, is the same as that of this article on Railway Gazette.
This is the first two paragraphs.
An Alstom Class 180 Adelante diesel-hydraulic multiple-unit is to be converted to run on a combination of diesel and liquefied natural gas in a dual-fuel technology demonstration project.
One car of the DMU which Arriva-owned open access inter-city operator Grand Central leases from Angel Trains is to be equipped with dual-fuel technology company G-volution’s Optimiser system, which is used in the road sector. The modifications are expected to be straightforward, enabling trials on the national network to start later this year.
The article dates from May 2019 and I suspect the small matter of the pandemic and Grand Central’s resulting three closures due to lockdowns are the reason this development hasn’t been heard of since.
But this was the London end of the Class 180 train, that I rode from Mirfield to King’s Cross.
I haven’t ridden in a Class 180 train for some years and there was nothing to indicate from the performance, that it was not a standard train.
There are fourteen of these 125 mph trains.
This explanatory video of G-volution’s technology is on the G-volution web site.
Note that in the video, one of G-volution’s Managing Director; Chris Smith says that the technology is fuel agnostic and will work with a range of fuels including ammonia, biodiesel, bio-LPG, hydrogen and methanol.
Conclusion
It will be very interesting to see what is decided to be the ideal fuel-combination and how much reduction is possible for the various emissions.
I’ll end with two questions.
Will Passengers Like The New Trains?
What is there not to like! Same train and performance with lower emissions.
Will Cummins Like What G-volution Have Done To Their Engines?
Cummins might be a bit miffed, as they built the QSK19 engines for the Class 180 trains and may have their own plans for them. But they are a pragmatic and flexible company in my experience and generally they do what the customer needs or wants. Decarbonisation is surely in everybody’s interest.
Incidentally, the same Cummins diesel engines are used in the TransPennine Express, Class 185 trains, I’ve been riding in most of today.
There are fifty-one of these 100 mph trains in use in the UK. They could be ideal for some long routes, if they could be converted to low-emission.
Cummins To Build H2 Fuel Cell Innovation Center In West Sacramento
The title of this post, is the same as that of this article on Hydrogen Fuel News.
Cummins are one of the companies with a lot to lose, if they don’t replace their diesel products with a zero-carbon alternative.
They took over Hydrogenics and now they seem to be putting money into improving and developing hydrogen fuel cells and probably all the other gubbins to make them work.
I have worked as a consultant for the company and they are very happy to tailor their products to a customer’s needs.
This philosophy would work well with hydrogen-powered vehicles and stationary applications.
I wouldn’t be surprised to see Cummins grow to one of the largest companies in the field of hydrogen.
Cummins Accelerates Work On Hydrogen-Fueled Internal Combustion Engines
The title of this post, is the same as that of this article on CSR Wire.
This is the first paragraph.
Global power leader Cummins Inc. is accelerating its work on internal combustion engines fueled by low-carbon hydrogen.
Cummins aren’t the only company going this route, as JCB have also developed a hydrogen-powered internal combustion engine.
In some ways it makes sense, as in a truck, railway locomotive or specialist machine, the conversion of the current diesel version to a hydrogen one could be easier.
From my experience of selling software to Cummins, they see themselves as specialists in providing customised diesel engines for anybody who wants them.
So could they supply customised hydrogen engines which are a direct replacement for a diesel engine?
It could be a very profitable market for Cummins, good for the environment and a quick way to decarbonise a lot of applications.
The Anonymous Widower 