Thirsty High-Rollers … Mining’s Heavy Haulers Prime Candidates For Hydrogen Conversion
The title of this post, is the same as that of this article on ecogeneration.
You understand, what the author means about mining’s heavy haulers, when you open the article.
This paragraph describes their carbon emissions.
One large scale dump truck, depending on the haul road it is using, will use between 100 and 140 litres of diesel per 100km. These vehicles operate all day every day except for maintenance down time. That’s between 260kg and 360kg of CO2 per 100km per truck.
Large open pit mines have tens of these vehicles operating continuously, so the numbers build up very quickly.
The author then goes on to say why, that converting these vehicles to green hydrogen makes a lot of sense.
The dump trucks are already diesel/electric, which means that the diesel generator can be replaced with a hydrogen fuel cell and a battery.
Mining giant; Anglo-American will be introducing a prototype hydrogen-powered dump truck at a platinum mine in South Africa this year.
These paragraphs describe the transmission.
The vehicle, which is called a fuel cell electric vehicle (FCEV) haul truck, will be powered by a hydrogen fuel cell module paired with Williams Advanced Engineering’s scalable high-power modular lithium-ion battery system. Williams provides batteries for FIA’s E-Formula motorsport.
This arrangement will replace the existing vehicle’s diesel engine, delivering in excess of 1MWh of energy storage. The battery system will be capable of recovering energy through regenerative braking as the haul truck travels downhill.
Note that the truck has more energy storage than is proposed for a four-car battery-electric train, like the Class 756 train, which has only 600 kWh.
The author finishes with this concluding paragraph.
With the major mining companies focusing on making significant strides in decarbonisation by 2030 expect there to be more announcements such as this focusing this “low hanging fruit” for the mining industry’s to materially reduce its carbon foot print.
Reading this, I can’t help feeling that replacement of a Class 66 locomotive with a zero-carbon hydrogen-battery-electric hybrid unit could be possible.
UK Gas Plans A Carbon-Free Future With Hydrogen
The title of this post is the same as that of this article on Eco Business.
This is the introductory paragraph.
A mixture of green hydrogen produced by surplus solar and wind power and bio-methane coming from farms and waste food will ensure the British gas industry a carbon-free future in 30 years, according to the country’s gas network operators.
It’s all part of a programme called Gas Goes Green.
It’s all part of a plan for the UK to go carbon-neutral by 2050, which is enshrined in UK law.
But there is competition to a hydrogen gas grid, as this paragraph from the article explains.
This ambitious plan faces some competition from the advocates of ground-source heat pumps as an alternative for heating homes. The pumps have the advantage of running on green electricity, and cut out the need for gas entirely, but they need to be installed in large numbers.
We should use every trick in the engineering locker to avoid generating carbon-dioxide. Ground source heat pumps, are ideal for new build properties.
I used a ground source heat pump for our indoor swimming pool at our house in Debach in the late 1980s. It was no trouble.
Battery-Powered Shunter Ready To Begin Testing
The title of this post is the same as that of an article in Issue 903 of Rail Magazine. The article describes how 08649, which is a Class 08 shunter is being converted to diesel-electric hybrid power.
- It appears, that the shunter wasn’t in the best of condition.
- A 6.8 litre John Deere diesel engine is to be fitted, which will be enhanced to Euro Stage 5.
- Tesla battery packs with a capacity of 300 kWh will be fitted.
- A bespoke control system is being developed.
The shunter is to be tested on the Chinnor & Princes Risborough Railway, when COVID-19 restrictions allow.
The reason for doing the work is not outlined in the article, although it does say this.
The work has been carried out by Meteor Power Ltd., which won a contract last year as part of the Department of Transport’s Innovation Carbon Reduction programme.
According to Wikipedia, 996 shunters were produced with another nearly two hundred similar shunters in other classes. Eighty two are deemed to have been preserved in Wikipedia, with sixty or so labelled as operational. Two operational examples are on the Chinnor & Princes Risborough Railway.
As some of the preserved examples are used by successful heritage railways and even commercial companies like Bombardier, perhaps Meteor have identified several possible commercial conversions.
Or it could be that Meteor want to show how their technology can reduce a company’s carbon emissions by re-putting a diesel engine with a hybrid transmission in a railway engine or a piece of heavy plant.
A Bus For The Twenty-First Century
What puzzles me, is why bus drivers in London, seem to be suffering more from COVID-19 infection, than drivers elsewhere!
In London, all buses have two or three doors and contactless ticketing, whereas in many parts of the UK, there is often only one door and no contactless ticketing.
This must mean, that there is generally less interaction between the driver and passengers in the capital. So logic would say, that outside of London, there should be more passing of infections between everybody on the bus.
An Observation In Manchester
Ten years ago, I observed behaviour on a single-door Manchester bus going to Oldham, with a union rep for bus drivers, who by chance happened to be sitting beside me.
The scrum as passengers entered and left the bus by the same door was horrific and the rep told me, that the local riff-raff were always trying to nick the driver’s money.
He told me, that a London system based on contactless ticketing was union policy and would cut attacks on staff, which he said had virtually stopped in London.
A Bus For The Twenty-First Century
The government has said that millions will be available for new zero-carbon buses, powered by hydrogen. I doubt that batteries will be able to provide enough power for many years.
It is my belief that given the new circumstances, that the bus should also have the following features.
- It should be as infection-unfriendly as possible, as COVID-19 won’t be the last deadly infection.
- Contactless ticketing by credit card or pass.
- Full CCTV to identify non-payers or those with stolen cards.
- Two doors with one in the middle for entry and one at the back for exit.
- It would be possible on some routes for both doors to be used for entry and exit.
- Wheelchairs would enter and leave by the middle door, where the ramp would be fitted.
I would put the stairs to the top deck on the left hand side of the bus, with the foot of the stairs leading directly into the lobby by the middle door.
The Van Hool ExquiCity
The Van Hool ExquiCity is an alternative solution, that is already running in Belfast, where it is named Glider.
It is probably best described as a double-ended articulated bus, that runs on rubber tyres, that thinks it’s a tram.
This press release from Ballard is entitled Ballard-Powered Fuel Cell Tram-Buses From Van Hool Now in Revenue Service in France, describes the latest hydrogen-powered version of the Exquicity, which is now in service in Pau in France.
- Each bus appears to be powered by a 100 kW hydrogen fuel cell.
- The buses are over eighteen metres long.
- Twenty-four metre double-articulated tram-buses are available.
- The buses seat 125 passengers
- The buses have a range of 300 kilometres between refuelling.
I like the concept, as it brings all the advantages of a tram at a lower cost.
Here’s a video.
It certainly seems a quiet bus.
I desperately need to get to Pau to see these vehicles.
Conclusion
We could design a new bus for the twenty-first century, that tackles the problems facing the bus industry.
- Climate change and global warming.
- Control of deadly infections like COVID-19.
- Efficient, fast ticketing.
- Attacks on staff.
- Petty crime.
- Access to public transport for the disabled, the elderly and those with reduced mobility.
We certainly have the skills to design and manufacture a suitable bus.
Porterbrook: Modified Trains Have A Role To Play
The title of this post is the same as that of this article on Rail Magazine
Poterbrook are talking about reducing carbon dioxide emissions.
The problem is that building a new electric train produces around 146 tonnes of CO2, whilst maintenance produces around 2-3 tonnes of CO2 annually.
- CO2 produced in a 20 year lifetime in construction and maintenance is 196 tonnes or 9.8 tonnes per year.
- CO2 produced in a 40 year lifetime in construction and maintenance is 246 tonnes or 6.15 tonnes per year.
So if you can prolong the useful life of a train by modifying the train at say twenty years, you could save carbon dioxide emissions.
Surely, this calculation must work for cars, earth-moving equipment and food-mixers.
The longer something lasts, the less will be the CO2 emissions per year.
Varamis Plans Electric Freight To Carry Light Goods
The title of this post, is the same as that of an article in Issue 902 of Rail Magazine.
This is the introductory paragraph.
Freight trains using electric multiple units could be operating on the East Coast Main Line by the end of the year, in plans unveiled by Varamis Rail.
This is their promotional video.
From the video and the Rail Magazine article, the following can be ascertained.
The Route
From the video, the basic route is circular and the concept is explained in the article, by Phil Read; the Managing Director of Varamis Rail.
Our vision is to create a circular network around the UK via both the East Coast Main Line and West Coast Main Line, with a stop/go method of service delivery serving major towns and cities en route.
And we could move goods in both directions.
Longer term, there could be extensions to Bristol and South Wales and into East Anglia.
Note.
- From the video is looks like the main loop will start and finish in London.
- Trains on the main loop will call at Doncaster, Newcastle, Edinburgh, Glasgow, Carlisle, Manchester and Birmingham.
- Varamis have said they will stick to electrified lines.
I like the concept of the route.
- It covers a lot of the country.
- It can be easily extended.
- Extra stops could be easily added. Darlington, Leeds, Peterborough, Preston and Reading come to mind.
With dual-voltage trains, it could even be extended South of London.
The Trains And The Organisation
Varamis are certainly looking to keep the operation efficient and low-cost. This is said about the trains.
The plan is to remove all the internal furnishings in the umits we lease utilise them without altering any of the loading or dynamic characteristics that the trains had when formerly used as passenger trains. I’m in discussions with rolling stock leasing companies and the DfT at present to lease the trains.
The DfT owns all 40 Class 365 trains.
In addition, the following is said.
- Maintenance would be outsourced, with one of two likely companies.
- Operations Director will be appointed soon.
- Company headquarters would be in Doncaster.
- Varamis will employ all their own staff, including drivers, fitters and logistics operators.
A small point is that Phil Read has worked for the Rail Operations Group.
Class 365 Trains
Class 365 trains have the following characteristics.
- Four cars
- Up to three trains can be coupled together.
- 100 mph operating speed.
- Two pairs of wide double doors on the side of each car.
- They are not a train with a reputation for unreliability.
This is a picture of a Class 365 train.
Note.
- They could probably be converted to dual-voltage, by adding third-rail gear.
- The trains could probably be made available at short-notice.
The company talks about an end-on cross-transfer system at their hubs, where goods can be moved through the train.
I will be interested to see what this means, but I suspect it will give a quick and easy transfer of pallets of goods between trains and the trucks doing the local delivery.
Green Logistics
Varamis are marketing their services as Green Logistics.
Conclusion
As someone, who needed this sort of system in the early days of Metier to distribute new copies of the Artemis software, I think the service will fulfil a large need.
I said earlier that I like the concept of the route.
But thinking about it more, I suspect it can be very easily extended.
- Brighton, Portsmouth and Southampton could be served by dual-voltage trains.
- Could for instance a hub in Edinburgh, distribute pallets and parcels to and from the North of Scotland?
- Could bi-mode trains serve the towns and cities on the Midland Main Line?
- A connection to Heathrow would be very valuable.
A large proportion of the country could be connected.
If it existed now, would it help in the fight against COVID-19?
Tees Valley Wins £1.3million Project To Bring Hydrogen Vehicles To The Region
The title of this post, is the same as that as this article on the Tees Valley Combined Authority web site.
This is the introductory paragraph.
Hydrogen vehicles and refuelling stations will soon be coming to Tees Valley after it was today (February 5) announced that a £1.3million bid to Government had been successful.
The next two paragraphs give more detail.
Tees Valley Mayor Ben Houchen welcomed the result of a Government competition that will see two refuelling stations built in Middlesbrough and Redcar, plus a fleet of cars which use hydrogen technology for long-range travel (300+ miles) and fast refuelling capability.
The new refuelling stations could allow cars, buses, bin lorries and even trains to be powered by the super fuel.
This later paragraph details the expected economic benefits.
Figures from a draft report commissioned by the Combined Authority and produced by KPMG suggest that exploiting the opportunities of the hydrogen economy could add up to £7billion to the region’s economy by 2050, with the creation of as many as 1,000 jobs.
These figures seem to say hydrogen is good for the economy and jobs.
Demand For Green Offices Will Soar To Meet Carbon Targets
The title of this post is the same as that of this article in the Business section of The Times.
This is the introductory paragraph.
London will need much more “green” office space by 2030 to meet sustainability pledges made by businesses that are coming to the end of their leases.
The article then makes these points.
- Looking at lease expiry dates, JLL believes that eight million square feet of green offices are needed by the end of the decade.
- This is partly brought about by pressure from staff, shareholders and customers.
- Microsoft and Astrazeneca want to be carbon-negative by 2030.
- JLL’s research shows that sustainable buildings command higher rents.
- Bloomberg’s office block is one of the best.
It was certainly an article worth buying the paper for.
Conclusion
With London office space sustainable offices are good for property companies.
EWR Targets Short-Term Fleet Ahead Of Possible Electrification
The title of this post is the same as that of this article on Rail Magazine.
This is the introductory paragraph.
Electrification could yet be on the agenda for East West Rail, after Government ministers confirmed that the decision not to wire the reopened railway could be reversed.
East West Railway (EWR) also announced last week, that it was looking for second-hand diesel multiple units to start services.
- The lease will be for four years, with a possible extension of two years.
- The deal is worth £40million and will include maintenance.
- The deal will end on May the 10th 2028.
- 12 to 14 three-car trains are required.
- Services will start at the end of 2024.
It looks to me, that this deal has interim written all over it.
Could Class 170 Trains Be Used For East West Railway?
Class 170 trains come in two- and three-cars and by 2024 many could be being replaced by trains with a smaller carbon-footprint.
If you look at the three-car Class 170 trains, they are the following numbers of trains with various companies.
- Class 170/1 – CrossCountry – 10
- Class 170/2 – Transport for Wales – 8
- Class 170/3 – Abellio ScotRail – 26
- Class 170/3 – CrossCountry – 2
- Class 170/4 – Abellio ScotRail – 13
- Class 170/4 – Northern Trains – 16
There are also some Class 170/5 and Class 170/6 trains, that it appears will be consolidated into ten three-car trains for CrossCountry.
Could CrossCountry Provide The Trains For East West Railway?
I think one likely scenario would be for the trains for East West Rail to come from CrossCountry‘s mixed fleet of Class 170 trains.
Consider.
- CrossCountry need a bit of a fleet change as they still ten High Speed Trains, that will need to be replaced with more modern rolling stock.
- CrossCountry have been criticised for a lack of capacity.
- Several of CrossCountry’s services are run by diesel trains on electrified tracks.
Perhaps, if they replaced the fleet with a customised variant of Hitachi’s Class 800 trains, they might offer a better service to their customers.
- Each train would be five cars long.
- Trains would be able to work in pairs.
- Trains might have electric, battery and diesel capabilities.
- Some would be dual-voltage trains and able to work on both 25 KVAC overhead and 750 VDC third rail electrification.
I’m sure those clever people at Rock Rail are working on an appropriate specification, just as they did for Avanti West Coast with their customised variant of Hitachi’sClass 800 trains.
Looking at the delivery schedules for various fleets of Hitachi trains, we find.
- East Midlands Railway will be receiving 33 x five-car Class 810 bi-mode trains in 2020-2022.
- Avanti West Coast will be receiving 13 x five-car AT-300 bi-mode trains in 2020-2022.
- Avanti West Coast will be receiving 10 x seven-car AT-300 electric trains in 2020-2022.
Could the CrossCountry fleet be delivered in 2022-2024 to allow the Class 170 trains to be released?
Could Class 185 Trains Be Used For East West Railway?
TransPennine Express have a fleet of 51 three-car Class 185 trains.
The future of these trains is uncertain, as TransPennine Express is renewing their fleet.
- They are all fully-compliant with the latest regulations.
- They are 100 mph trains,
- They are the right length.
- They can work in pairs to increase capacity.
These trains would be easy to freshen up for East West Railway.
Could Bombardier Voyagers Provide The Trains For East West Railway?
There are four fleets of Bombardier Voyagers, that by the end of 2024 could be looking for a new home.
- Thirty-four Class 220 trains could be released by 2024 by CrossCountry, if they replace their fleet with new trains.
- Twenty-four Class 221 trains could be released by 2024 by CrossCountry, if they replace their fleet with new trains.
- Twenty Class 221 trains will be released by 2022 by Avanti West Coast, when they replace their fleet with new AT-300 trains.
- Twenty-seven Class 222 trains will be released by 2022 by East Midlands Railway, when they replace their fleet with new Class 810 trains.
These fleets could be updated for the East West Railway.
- They are all fully-compliant with the latest regulations.
- They are 125 mph trains.
- Bombardier have been working on various schemes to fit batteries to these trains, to reduce running on diesel.
They could also be rebuilt to any required length.
Fast Forward To May 2028
By 2028, the following will have happened.
- High Speed Two will have been substantially completed and electrified at Calvert, where it crosses the East West Railway.
- East West Railway will be connected to the electrified West Coast Main Line at Bletchley.
- East West Railway will be connected to the electrified Midland Main Line at Bedford.
- New Hitachi Class 810 trains will be running through Bedford.
- Future connections to the electrified East Coast Main Line at Sandy and the electrified West Anglia Main Line at Cambridge South will have been designed, if not well underway or even completed.
East of Calvert, there will be plenty of electricity to power any electrification.
The article also quotes a Government minister as saying there will be passive provision for electrification. This is sensible, as the clearances required for 25 KVAC overhead electrification are not that much higher, than those needed for the largest freight containers.
So the two major requirements for 25 KVAC overhead electrification; electricity supply and gauge-clearance, appear to be met in the basic design of the East West Railway.
The East West Railway will also have one characteristic, that has been lacked, by most of the railways we have electrified in the last few years.
It will be a substantially new railway, although quite a few miles will have been rebuilt on an existing track bed.
It is my view after looking at several electrification schemes in the last ten years, that when we have electrified a substantially new railway, we have made a much better fist of it, in terms of both cost and timescale.
Could this be, that if the track-bed has just been created or relaid, it is well surveyed and the engineers and workers, who laid it, can be asked their opinion, so fewer costly mistakes are made?
It should also be said, that the route of the East West Railway goes through fairly flat country, which probably doesn’t have the sewers and mine-shafts, that have plagued the erection of electrification in recent years.
I wonder, if having looked in detail at the costs, the builders of East West Railway have found that perhaps around 2023, after a detailed survey of the route, they can build the railway at a cost, which includes electrification, that still offers benefits.
What Would Be The Benefits Of Electrification Of The East West Railway?
The benefits of electrification are generally as follows.
- Faster passenger and freight trains because of higher cruising speed and greater acceleration.
- Lower carbon emissions.
Faster trains would lead to more trains running over the railway.
Will The Electrification Be Full Or Partial?
I believe that Hitachi and other ,manufacturers will produce passenger trains with the following abilities.
- To use either 25 KVAC overhead or 750 VDC third-rail electrification.
- To use onboard energy storage for running a number of miles.
- To charge onboard energy storage, whilst dynamically connected to electrification.
- To charge onboard energy storage, whilst stationary in a station or siding.
- To swap between electrification and energy storage modes at operating speed.
These trains will be able to run on partially-electrified lines, by using energy storage to bridge gaps in the electrification.
In Sparking A Revolution, I gave this specification for a Hitachi battery-electric train.
- Range – 55-65 miles
- Performance – 90-100 mph
- Recharge – 10 minutes when static
- Routes – Suburban near electrified lines
- Battery Life – 8-10 years
It looks like a route run by Hitachi battery-electric trains could have approximately sixty mile gaps in the electrification.
The trouble with gaps, is that they would mean that electric freight locomotives could not be used on the route.
One possibility could be the new tri-mode Class 93 locomotive, which has the following power sources.
- 1.3 MW on diesel
- 4.055 MW on electric
- A power boost on battery
Hopefully, it can switch seamlessly between the various modes at line speed.
Until we see these locomotives in operation, we will not know if they can haul a maximum weight freight train all the way from Felixstowe to Ipswich and on to London, Cambridge or Peterborough.
Freight Trains Through Cambridge And Onto The East West Railway
In Roaming Around East Anglia – Freight Trains Through Newmarket, I said this.
The East West Rail Consortium plan to change the route of freight trains to and from Haven Ports; Felixstowe, Harwich and Ipswich to the West of Kennett station.
In this document on the East-West Rail Consortium web site, this is said.
Note that doubling of Warren Hill Tunnel at Newmarket and
redoubling between Coldham Lane Junction and Chippenham Junction is included
in the infrastructure requirements. It is assumed that most freight would operate
via Newmarket, with a new north chord at Coldham Lane Junction, rather than
pursuing further doubling of the route via Soham.
How would these changes affect Newmarket and the horse-racing industry in the town?
I believe that many freight trains would go straight through Cambridge and Cambridge South stations and onto the East West Railway.
One point to note, is that all of the route between Felixstowe and Cambridge South station has been gauge-cleared for the largest container trains and electrification.
This would surely make it reasonably easy to electrify all the way between Felixstowe and Cambridge South station.
Conclusion
I am coming to the conclusion, that given the importance of the rail freight route between Felixstowe and the Midlands, that something like the following will happen.
- 2024 – Diesel passenger trains start running between Reading and Bedford via Didcot, Oxford and Bletchley
- 2026 – Opening of Cambridge South station.
- 2028 – Partial or full electrification is erected between Reading and Bedford
- 2028 – Battery-electric passenger trains replace the diesel passenger trains.
- 2030 – Opening of the full route between Reading and Cambridge.
- 2935 – Opening of a fully-developed route though Newmarket to allow freight trains to go between Felixstowe and the East West Railway.
It appears to me, that by using diesel trains for an interim period, they can open the Reading and Bedford service early, whilst they complete the East West Railway.
Red Diesel Cuts To Make Way For For Electric And Hydrogen
The title of this post is the same as that of this article on the Northern Echo.
It is an article worth reading, as Conservative MPs spread the message of the phase out of red diesel to their constituents.
- It will be painful.
- Farmers must be protected.
- Only one person in the audience had an electric car.
- The government is expected to enhance electric car incentives and provisions.
It was also disclosed that Teeside will be getting hydrogen-powered trains.
The Anonymous Widower 