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Techno-Economic Analysis of Alternative Rail Electrification

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Techno-Economic Analysis of Alternative Rail Electrification Techno-economic Analysis of Alternative Rail Electrification Technologies Application to the Nordland Line Federico Zenith October, MoZEES workshop on heavy-duty transport solutions Oslo, Norway Outline Motivation and Context Alternative Technologies’ Cost Structure Particular and General Results Outline Motivation and Context Alternative Technologies’ Cost Structure Particular and General Results Motivation Bodø • Most railways worldwide are not electrified • Diesel is less and less acceptable Nordlandsbanen • Electric operation is cheaper • Electric infrastructure is expensive Trondheim Stjørdal Åndalsnes Støren • Variable degree of electrification Raumabanen Dombås Rørosbanen – Switzerland % Koppang Elverum – Norway % Hamar Solørbanen – Europe % Alnabru Kongsvinger – World % – North America % SINTEF Report on Alternative Rail Electrification Second edition • On behalf of the Norwegian Railway Directorate • Report unfortunately in Norwegian only 2019:00997 - Åpen • Just released (October ; previous edition ) Rapport • Updated parameters to latest estimates Analyse av alternative driftsformer for ikke-elektrifiserte baner • Wider spectrum of authors 2. utgave Forfatter(e) Federico Zenith, Steffen Møller-Holst, Magnus S. Thomassen, Thor Myklebust, Julian R. Tolchard, Jon Hovland, Tonje W. Thomassen, Bernd Wittgens, Joakim Bustad, • Stronger sections on biofuels and batteries Andreas D. Landmark, Roman Tschentscher, Olav R. Hansen (Lloyd’s Register) • Added partial catenary electrification Bodø • Safety aspects for gaseous fuels in tunnels Nordlandsbanen Comparison Criteria for Alternatives • Different lifetimes for technologies • Pay-Back Period (PBP) – Catenary, years – Re-introduces time scale – Batteries, x- cycles – Can be undefined – … – Gives “partial” answers • Difficult to employ Net Present Value • Up-Front Investment (UFI) • Equivalent Annual Cost (EAC) – Important for decision making – “Spread” CAPEX over years (ACAPEX) • Non-economic criteria: – Sum with OPEX – Environmental requirements – Lose sight of investment duration – Availability of technology • Benefit-Cost Ratio (BCR) – Availability of regulations – Flexibility and robustness – Referred to diesel: EACdiesel/EACi – > is a good investment Outline Motivation and Context Alternative Technologies’ Cost Structure Particular and General Results Reference Train: Freight on Nordland Line • Diesel-driven freight train, t • Locomotive Vossloh Euro , . MW • km, single track • Passing loops m (length limit) • Over tunnels for km • Passes Arctic Circle at Saltfjellet • Energy consumption . kWh/km Electrification by Catenary • Infrastructure costs: – ACAPEX: NOK/m – OPEX: NOK/m • Energy costs: – Electricity: . NOK/kWh – Locomotive maintenance: . NOK/km • Total: . NOK/kWh + NOK/m • Traffic and infrastructure costs Traditional Technologies Combustion technologies • Major cost items: – Diesel: . NOK/kWh – Locomotive maintenance: NOK/km – Emission taxes: NOK/km Total: . NOK/kWh • Add . NOK/kWh for biodiesel • Add . NOK/kWh for biogas • No infrastructure costs • Cost proportional to traffic Traditional Technologies Combustion technologies Electrification by Catenary • Major cost items: • Infrastructure costs: – Diesel: . NOK/kWh – ACAPEX: NOK/m – Locomotive maintenance: NOK/km – OPEX: NOK/m – Emission taxes: NOK/km • Energy costs: Total: . NOK/kWh – Electricity: . NOK/kWh • Add . NOK/kWh for biodiesel – Locomotive maintenance: . NOK/km • Add . NOK/kWh for biogas • Total: . NOK/kWh + NOK/m • No infrastructure costs • Traffic and infrastructure costs • Cost proportional to traffic Storing Electricity On-board • Concept: batteries, fuel cells, hydrogen tanks on own wagon – t capacity on a standard Sgnss platform • Wagon delivers power to normal electric locomotive • Reduced cargo load is usually a minor cost, compensated with more train movements • Concept also suggested by Austrian ÖBB (RailCargo) for freight Hydrogen train (CH from electrolysis) • Different energy cost: . NOK/kWh (power tariff, efficiency) • Fuel cells: . NOK/kWh • Tanks: . NOK/kWh • Electrolysers: . NOK/kWh • Compressors: . NOK/kWh • Total: . NOK/kWh New Technologies: Batteries and Hydrogen All-battery train • Same energy cost as catenary • Batteries: . NOK/kWh () – Very uncertain number, can fall – . NOK/kWh () – . NOK/kWh () • Total: . NOK/kWh • Same structure as diesel, but cheaper • Caveat: assuming few battery wagons New Technologies: Batteries and Hydrogen All-battery train Hydrogen train (CH from electrolysis) • Same energy cost as catenary • Different energy cost: . NOK/kWh • Batteries: . NOK/kWh () (power tariff, efficiency) – Very uncertain number, can fall • Fuel cells: . NOK/kWh – . NOK/kWh () • Tanks: . NOK/kWh – . NOK/kWh () • Electrolysers: . NOK/kWh • Total: . NOK/kWh • Compressors: . NOK/kWh • Same structure as diesel, but cheaper • Total: . NOK/kWh • Caveat: assuming few battery wagons New Technologies: Hybrids and Fast Chargers Hydrogen-battery hybrid Smaller battery with fast charging stop • Fuel cells downsized to average power • Batteries: . NOK/kWh • Extra batteries handle dynamics • Charging station: NOK/kW • Same tanks and refuelling infrastructure • Total: . NOK/kWh + NOK/kW • Fuel cells . NOK/kWh – With Nordland line traffic . NOK/kWh • Batteries . NOK/kWh • Can be advantageous with too many • Total: . NOK/kWh battery wagons Partial Electrification Catenary-Battery Hybrid • Sections of catenary (total ⁄ of track) Cost breakdown • Select best areas, e.g. avoid tunnels • Batteries: . NOK/kWh • Other sections covered by batteries • Catenary: NOK/m • Batteries recharge under catenary • Total: . NOK/kWh + NOK/m • Catenary cost estimate by Railway Directorate: . MNOK/km Outline Motivation and Context Alternative Technologies’ Cost Structure Particular and General Results • Hydrogen & battery: – Cost structure like diesel but cheaper – E/L > kWh/m ) catenary – E/L < kWh/m ) hydrogen Competitiveness of Different Technologies • Cost structures for diesel and catenary: Diesel – Diesel proportional to energy Catenary – Catenary to energy and line length • Break-even energy-length ratio: – E/L > kWh/m ) catenary Cost – E/L < kWh/m ) diesel – E.g.: Nordland line is kWh/m Traffic Competitiveness of Different Technologies • Cost structures for diesel and catenary: Diesel – Diesel proportional to energy Catenary – Catenary to energy and line length Battery • Break-even energy-length ratio: Hydrogen – E/L > kWh/m ) catenary Cost – E/L < kWh/m ) diesel – E.g.: Nordland line is kWh/m • Hydrogen & battery: – Cost structure like diesel but cheaper – E/L > kWh/m ) catenary – E/L < kWh/m ) hydrogen Traffic • New technologies change thresholds: – E/L > kWh/m against hydrogen – Significantly shrunk niche between hydrogen and catenary – Niche starts at × actual traffic Competitiveness of Different Technologies Hydrogen and Batteries Diesel Catenary • Partial electrification break-evens: Part.el. – E/L < kWh/m against catenary – E/L > kWh/m against diesel – Niche between diesel and catenary Cost Traffic Competitiveness of Different Technologies Hydrogen and Batteries Diesel Catenary • Partial electrification break-evens: Part.el. Battery Hydrogen – E/L < kWh/m against catenary – E/L > kWh/m against diesel – Niche between diesel and catenary Cost • New technologies change thresholds: – E/L > kWh/m against hydrogen – Significantly shrunk niche between hydrogen and catenary – Niche starts at × actual traffic Traffic Economic Indicators for Nordland Line BCR PBP UFI Technology − years MNOK Note: − Catenary . • On previous slides: only major − Biodiesel . cost components Biogas . − • Here: report results Battery . Hydrogen . • Some inconsistencies due to different detail Battery+H . Fast charging . Partial electrification . − Economic Indicators for Nordland Line BCR PBP UFI Technology − years MNOK Note: − Catenary . • On previous slides: only major − Biodiesel . cost components Biogas . − • Here: report results Battery . Hydrogen . • Some inconsistencies due to different detail Battery+H . Fast charging . Partial electrification . − Economic Indicators for Nordland Line BCR PBP UFI Technology − years MNOK Note: − Catenary . • On previous slides: only major − Biodiesel . cost components Biogas . − • Here: report results Battery . Hydrogen . • Some inconsistencies due to different detail Battery+H . Fast charging . Partial electrification . − Economic Indicators for Nordland Line BCR PBP UFI Technology − years MNOK Note: − Catenary . • On previous slides: only major − Biodiesel . cost components Biogas . − • Here: report results Battery . Hydrogen . • Some inconsistencies due to different detail Battery+H . Fast charging . Partial electrification . − Actuality Evolution towards 10 9 8 7 • Diesel environmentally 6 unacceptable in 5 • New technologies to 4 3 market by 2 • Hydrogen fully regulated 1 0 by 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2035 2040 2045 2050 Diesel KL-anlegg Biodiesel Biogass Helbatteri Hurtiglading Delelektrifisering Hydrogen H₂-hybrid Upfront Costs for Test Project on Nordland Line Technology UFI / MNOK • Lock-in effect for catenary and partial Biodiesel electrification Hydrogen – Need large & expensive infrastructure – Several years of construction Battery – Once built, cannot change course Hydrogen-battery hybrid Fast charging • Biofuels, battery & hydrogen can run Partial electrification one single test train Catenary Thank you for your attention! Conclusions
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