sign in sign up
<<
Home , Electric locomotive, Nordland Line

Techno-economic Analysis of Alternative Rail Electrification Technologies Application to the Line Federico Zenith October, MoZEES workshop on heavy-duty solutions Oslo, 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 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 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 : Freight on Nordland Line

• Diesel-driven freight train, t • Vossloh Euro , . MW • km, single • Passing loops m (length limit) • Over tunnels for km • Passes Arctic Circle at • Energy consumption . kWh/km

Electrification by Catenary • Infrastructure costs: – ACAPEX: NOK/m – OPEX: NOK/m • Energy costs: – : . 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 • Add . NOK/kWh for • 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

• Battery and hydrogen have similar performance—both better than diesel • Partial electrification would have a niche between diesel and catenary… • … but it becomes much smaller when battery and hydrogen are an option • Partial electrification still relevant with pre-existing catenaries • Pilot projects with one train are possible with battery and hydrogen technologies • For the Nordland line, the best technologies appear to be biodiesel today, battery soon, and hydrogen from the late ’s.

Conclusions

• Battery and hydrogen have similar performance—both better than diesel • Partial electrification would have a niche between diesel and catenary… • … but it becomes much smaller when battery and hydrogen are an option • Partial electrification still relevant with pre-existing catenaries • Pilot projects with one train are possible with battery and hydrogen technologies • For the Nordland line, the best technologies appear to be biodiesel today, battery soon, and hydrogen from the late ’s. Thank you for your attention!

Technology for a better society