Alternative Low or Zero Emission Locomotive Feasibility Study Results
Oguz Dagci, P.E., Ph.D. HATCH LTK
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering March 25, 2021 1 Alternative Propulsion Technologies Studied in the Project
• Battery Electric • Fuel Cell Battery Hybrid • Diesel Battery Hybrid • Diesel Electric + Battery Electric Hybrid Trainset (Locomotives in Tandem)
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 2 Lines Studied in the Project
• Current Lines
o LA Union Station – South Perris (Perris Valley Line, 85 miles) Analyzed Consist
o LA Union Station – Lancaster (Antelope Valley Line, 75 miles) Analyzed Consist
o LA Union Station – San Bernardino (San Bernardino Line, 58 miles) Analyzed Consist • Projected Lines
o LA Union Station – North Burbank Airport (Part of Antelope Valley Line, 13.7 miles) Analyzed Consist
o LA Union Station – CP Lang* (Part of Antelope Valley Line, 42 miles)
Analyzed Consist
*: Proposed Train Station at 7.5 miles North of Santa Clarita
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 3 Approach
Input: Process: Process: A retired diesel-electric • Remove the diesel • Place alternative F59 locomotive related subsystems propulsion subsystems (batteries, fuel cells)
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 4 Technical Approach
1400
1200
LA Union Station to San Bernardino Downtown 80 1000
70 800
Battery Power in the LA US to San Bernardino Downtown Direction Elevation (feet) 2500 60 Add Elevation Profile 600
50 400 2000
200 1500 40 0 10 20 30 40 50 60 Distance (miles)
Speed (mph) 30 1000 Locomotive at Yard Event 20 500 10 0 Battery Power (kW) 0 -500 Recorder 0 1000 2000 3000 4000 5000 6000 7000 8000 Time (sec) -1000
-1500 0 1000 2000 3000 4000 5000 6000 7000 8000 Download Speed Time (sec) Profiles from Extract the speed Calculate Required Power Build the Train Model Locomotive Event profile of each direction Profile Recorder
Calculate Required Add Auxiliary Loads (A/C, Air Energy to complete the Compressor etc) Trip
Evaluate the Design the Propulsion Feasibility System
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 5 Modelling Inputs
• F-59PHI Diesel Locomotive Technical Specifications • F-59PHI and MP36PH-3C Tractive Effort Curves • ROTEM Cab and Trailer Car AW2 Weights • Measured HEP Loads of Trailer Cars and Air Compressor Load
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 6 Battery Electric Locomotive Study Results
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 7 Battery Locomotive Features • Commercially available XALT XMP 125E high energy density NMC Lithium- Ion battery modules are used. • Maximum battery energy capacity that can be fit into the available hulk space of F59 locomotive: 4800 kWh. • Battery capacity reduction due to the aging is also considered in the design. • The available battery discharge power exceeds the power requirements (traction + auxiliary). • Charge duration depends on the maximum battery charge power and varies between 70 and 90 minutes. • Charge duration would also be limited by the charger power and infrastructure capacity. LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 8 Battery Charging Options
1- Wayside Charging – Charge Power is limited by the maximum battery charge power and infrastructure.
150 kW 600 kW > 1500 kW 2- Diesel Locomotive HEP Charging – Maximum Charge Power = 500 kW (complementary to the wayside battery charging for range extension and emergency)
480 VAC
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 9 Battery Locomotive Feasibility Results
Perris Valley San Bernardino Antelope Valley Criteria Burbank Airport CP Lang* Line Line Line Number of Cars in 4 4 2 2 2 the Consist
Trip Length (miles) 85 75 58 13.7 42
Max Speed (mph) 79 77 77 77 77
Consumed Energy 2609 (one-way) 1987 (one-way) 2725 (round-trip) 469 (round-trip) 1533 (round-trip) (kWh) Number of Trips 1 one-way 1 one-way 1 round-trip 6 round-trips 2 round-trips without Charge Required Battery 4080 3320 4260 4400 4790 Capacity (kWh)
*: Proposed Train Station at 7.5 miles North of Santa Clarita LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 10 Fuel Cell-Battery Hybrid Locomotive Design
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 11 Fuel Cell Battery Hybrid Locomotive Features
Fuel Cell DC/DC Steady-State Power System Converter + Power Demand Battery DC/DC System Converter Transient Power • Commercially available modular Ballard 100 kW fuel cell modules, air and cooling systems are used.
• Commercially available XALT XMP 92P high power NMC Lithium-Ion battery modules are used.
• Cylindrical tanks with 5 kg H2 capacity are used. φ = 42 cm L = 210 cm
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 12 Fuel Cell Battery Hybrid Locomotive Feasibility Results
Perris Valley San Bernardino Antelope Valley Criteria Burbank Airport CP Lang* Line Line Line Number of Cars in 4 4 2 2 2 the Consist
Trip Length (miles) 85 75 58 13.7 42
Max Speed (mph) 79 77 77 77 77
Fuel Cell Power (kW) 1100 900 800 500 700
Battery Capacity 820 825 800 400 500 (kWh)
Number of H2 Tanks 66 66 76 81 76
Number of Trips 1 round-trip 1 round-trip 1.5 round-trips 10 round-trips 3 round-trips without H2 Refill
*: Proposed Train Station at 7.5 miles LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering North of Santa Clarita 13 H2 Logistics
• 330 kg per locomotive per day is needed for Perris Line. H2 Supply
Tube Trailer Delivery and Cryogenic Trailer Delivery and On-site H2 Production Storage (Gaseous H2) Storage (Liquid H2) 400 kg / day H2 with 1 MW 560 kg – 720 kg per 1900 kg – 3400 kg per trailer => electrolyzer trailer => 2-day of H2 Minimum 5-day of H2 supply supply with one trailer with one trailer
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 14 Comparison of H2 Logistics Options • For a pilot project with one locomotive, gaseous H2 delivery and storage would be enough. • For a 5-locomotive implementation, the options are •Liquid H2 delivery and storage 4,000 kg liquid H2 (2 days of supply)
•On-site gaseous H2 production through electrolysis (5 MW) and storage
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 15 Diesel Electric Battery Hybrid Locomotive Design
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 16 Diesel Electric Battery Hybrid Locomotive Features
Diesel Steady-State Power Alternator Engine + Power Demand Battery DC/DC System Converter Transient Power • The locomotive is designed for a 4-car consist in Perris Valley Line. • Caterpillar 3516E 2100-hp (1566-kW) Tier-4 engine is selected for diesel engine. 310 cm • Commercially available XALT XMP 92P high power NMC Lithium-Ion battery modules are used. • Battery capacity is 800 kWh.
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 17 Diesel Electric + Battery Electric Hybrid Trainset (Locomotives in Tandem)
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 18 Diesel-Electric and Battery Electric Hybrid Trainset
F59-PHI MP-36 Diesel Trailer Car Trailer Car Trailer Car Cab Car Battery Electric Electric Speed Profile in the Lancaster-LA US-Lancaster Trip 80
70 Traction power is provided by the 60 diesel electric locomotive. 50
40
Speed (mph) 30 Traction power is provided by the 20 battery electric locomotive.
10
0 0 2000 4000 6000 8000 10000 12000 14000 16000 18000 Time (sec) • The threshold speed is chosen such that the traction batteries are depleted after one round-trip. • Traction batteries are recharged by a wayside charger after one round-trip. • Diesel engine in the diesel electric locomotive is in idle while the battery electric locomotive provides the traction power. • If the active locomotive cannot supply the desired traction power, the other inactive locomotive fills the power gap. LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 19 Fuel Consumption Reduction Benefits
Diesel Electric Battery Diesel Electric + Battery Hybrid Electric Hybrid Trainset
Fuel Consumption Reduction (%) 20% 46%
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 20 Benchmark of Alternative Propulsion Technologies
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 21 Benchmark of Alternative Propulsion Technologies
Diesel Electric Battery Diesel Electric + Battery Criteria Battery Electric Fuel Cell-Battery Hybrid Hybrid Electric Hybrid Trainset Emissions Reduction High (+++) High (+++) Low (+) Intermediate (++) Potential Range One-way (--) Round-trip (-) Multiple Round-trips (0) Multiple Round-trip (0)
Charge/Refuel Time Long (-) Short (0) Short (0) Long (-)
Hardware Complexity Less complicated (+) More complicated (--) More complicated (-) Less complicated (+) Control Software Less complicated (+) More complicated (-) More complicated (-) More complicated (-) Complexity Technology Maturity More mature (+) Less mature (-) More mature (++) More mature (+)
Weight Heavier (--) Lighter (+) Heavier (-) Heavier (---)
Cost More expensive (--) More expensive (---) More expensive (-) More expensive (---) Hydrogen delivery, storage, No need for infrastructure Infrastructure Electrical Power Capacity (-) and if necessary, production Electrical Power Capacity (-) investment (0) (--) Short-term Impact Low Impact (+) Low Impact (+) Low Impact (+) High Impact (++)
Long-term Transitionability (+) (+) (-) (++)
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 22 Battery Electric and Fuel Cell Comparison
Range Energy Density increases 3-5% annually. Battery Electric
Fuel Cell
Rail Implementation
MUs, Work Locomotives. Battery Electric Freight Locomotive
Fuel Cell MUs
Cost Battery Electric
Additional Cost: More complicated, Fuel Cell Hydrogen infrastructure investments
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 23 Battery Electric and Fuel Cell Comparison
Range Rail Implementation Cost Previous Rail Trials Low Moderate Better Best Low Moderate Better Best High Moderate Better Best
Battery Density increases 3% to 5% annually Fuel Cell Examples: MU service (Alstom Ilint) Hydrogen has high infrastructure cost for battery electric locomotive Battery Electric Examples: MU’s, Work locomotive, Freight locomotive
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 24 Implementation Timeline
Next 3 Years Next 5-7 Years Diesel battery hybrid locomotive pilot. Next 7- 10 Years F59 Conversion Battery Electric Prototype (Can be used in Hybrid CARB Compliant ZEV: Consist) MUs - SBCTA ZEMU lessons learned or - ZEV procurement F59 Conversion Hydrogen Fuel Cell Locomotive prototype
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 25 Battery Electric Train SWOT Analysis
Strengths Weaknesses • Less complicated Hardware/Software • Range: This issue can be overcome with new train consist • Higher technical maturity level than fuel cell technology concepts (two battery electric locomotives, one battery • Less expensive than fuel cell technology electric locomotive and one battery tender car, one battery • Less infrastructure investment than fuel cell technology electric locomotive and one diesel electric locomotive). • Less safety concerns than fuel cell technology • Charge Time: The power rating of chargers and the charge acceptance rate of batteries keep increasing. New concepts like automated battery replacement can be pursued to overcome the charge time issue. Pilot studies will also reveal the impact of charge time on operations and optimization strategies can be developed during the initial stages of the battery technology adoption. • Weight i.e. Energy Density: Locomotives can handle heavy weights and based on the initial analyzes, they can carry substantial amount of energy on board. Opportunities Threats • Technical progress in the battery technology (gradual • Wide adoption of hydrogen technology in the rail industry energy density increases, solid-state battery developments) (since battery electric locomotive does not require high • Possible cost reductions in the future due to the wide capital investments on the infrastructure, hydrogen adoption of battery electric vehicle technologies technology can be adopted at a later stage if this threat • Transfer of know-how from the automotive light-duty and becomes true. Moreover, the knowledge gained from heavy-duty industries to the rail industry battery electric can be transferred to hydrogen trains as fuel cell trains would also use the same batteries in their system. The electrical capacity increases due to the charger requirements can be utilized to power electrolyzers for the onsite H2 production. • Battery supply shortages due to the demand: Investments on the battery technology development and manufacturing continue to meet the demand.
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 26 Hydrogen Battery Train SWOT Analysis
Strengths Weaknesses • Range compared to battery • Range: limited to size and quantity of tanks • Widely supported by State of California • Refuel time: dependent on nozzle size and facility fuel • Out of stack is water vapor and heat storage. Must have designated refuel location. • Weight lighter than diesel electric locomotive. May require ballast to obtain tractive effort • Hydrogen Availability: Very costly to obtain by truck or build infrastructure to supply. • Cost: vehicle is costly Opportunities Threats • Bus sector adopting wide-spread use. • Hydrogen storage require facility modification for leak • Opportunity to partner with ZEMU for hydrogen delivery detection. and re-fuel. • Regulatory agencies may determine additional safety • Chance to develop source of green hydrogen on site. requirements after prototype. • Class I announced experimentation with hydrogen powered • Flammable vapor locomotive. May have comparative operational lessons to improve collectively.
LTK ENGINEERING SERVICES Excellence in Rail Systems and Vehicle Engineering 27