SEE INSIDE FOR: A national traction climate strategy n Designing a ‘green’ project n The latest alternative train tech: batteries & hydrogen n The case for more wires Decarbonisation Special 76 Decarbonisation SMART TRANSPORT CONFERENCE 2019 Special

CONTENTS

Full steam ahead BCRRE introduces its 40soon-to-be-launched Centre of Excellence in Decarbonisation.

Ready to charge VIVARAIL explains how its 42latest innovations will revolutionise rail traction.

Bright spark Why thinks that 44battery power is the answer to powering zero emissions trains ‘off the wires’.

Industry taskforce How the recommendations of 46the Decarbonisation Taskforce final report are now being implemented.

The market leader seeks to expand the 52reach of the world’s only DATE: 17 MARCH 2020 in-service hydrogen-powered trains.

PHIL METCALFE. Mean, green machine VENUE: ETC VENUES, How MOBILITY is 54perfectly in step with the UK’s COUNTY HALL, LONDON ambition to phase out diesel trains.

Smart money Welcome SYSTRA tells RAIL how cutting Find out about local and national a project’s carbon footprint n June 12 2019, in one of her final to achieve this vision. 56 does not always mean increasing the cost. government transport challenges acts as Prime Minister, Theresa Meanwhile, ’s Head of ADVANCED • May announced that the UK will Strategic Planning Helen McAllister provides Listen to multi-modal solutions Oend its net contribution to global an update on the Traction Decarbonisation RATE NOW greenhouse gas emissions by 2050. Network Strategy (TDNS), which is being Current beliefs AVAILABLE • By amending the Climate Change Act 2008 developed to inform government decisions on Why electrification remains Network with senior public and to incorporate this target, it made the UK the providing support for further electrification, 58the future of UK railways, first G7 country to legally implement a net alongside the deployment of alternative according to FURRER + FREY. www.smarttransport.org.uk private stakeholders zero-carbon policy. technologies such as battery- and hydrogen- Ambitious as this is, the rail industry was powered trains. (and remains) ahead of this curve with its Whatever pathway is set out later this own plans to become the world’s leading low- year by the TDNS, the industry stands Book your place now at carbon network by 2040. ready to deliver the low and zero-emission EDITORIAL www.smarttransport.org.uk A Rail Industry Decarbonisation Taskforce technologies that will be required - as Managing Editor: Nigel Harris has been at the vanguard of these efforts, ever demonstrated in this special 24-page Deputy Editor: Stefanie Foster Richard Clinnick since its creation in 2018 in response to the supplement by the Birmingham Centre for Head of News: Contributing Writer: Paul Stephen challenge made by former Rail Minister Jo Railway Research and Education (40-41), Production Editor: Mike Wright Johnson to phase out diesel traction within SYSTRA (56-57) and Furrer + Frey (58-59), Headline strategic partners Art Editor: Charles Wrigley the next 20 years. plus train manufacturers Sub-Editor: Richard Hampson On pages 46-51, RAIL speaks to RSSB’s (54-55), Alstom (52-53), Hitachi (44-45) and Managing Director: Tim Lucas Lead Carbon Specialist Andrew Kluth on Vivarail (42-43). ■ his role as technical author of the Taskforce’s ADVERTISING final report, which was published in July 2019 PAUL STEPHEN Account Director: Julie Howard to plot a way forward for the industry Features Editor, RAIL

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The UK’s first standard gauge hydrogen train makes its debut at Rail Live 2019. The HydroFLEX went from the concept design stage to carrying its first passengers on demonstration runs in just nine months. Full steam ahead NIGEL HARRIS. 020 is shaping up to be a big year for the Birmingham Centre for Railway The UK could be about to re-take the Research and Education (BCRRE). 2 Already the largest institution of lead in railway innovation, says BCRRE its kind in Europe and the lead university partner of the UK Rail Research and Managing Director ALEX BURROWS and Innovation Network (UKRRIN), the final touches are currently being made to a 3,000m2 Senior Lecturer DR STUART HILLMANSEN building that will open on the University of Birmingham campus this summer. opportunities of digitalisation while also traction systems. More than £16 million has been invested in cutting greenhouse emissions and tackling Work being conducted in power electronics this state-of-the-art facility that is located at climate change,” explains BCRRE Managing will include power supply modelling and the University’s new School of Engineering Director Alex Burrows. optimisation that will build on projects already and will feature meeting and seminar rooms, “In digitalisation there is still a big gap undertaken with Merseyrail, in Singapore and a range of laboratories, exhibition and catering between the aspirations and expectations of in the Channel Tunnel in which sensors and spaces, workshops and offices. what new technologies will be able to do and infrastructure monitoring devices have been The building will also house the UKRRIN the tangible products and services that are placed to provide real-time data. Centre of Excellence in Digital Systems, where actually being offered, and so we have the BCRRE will also embark on detailed solutions are being developed in partnership UKRRIN Centre of Excellence here to help engineering to increase the efficiency of power with the rail industry and other UKRRIN bring it all closer together and to accelerate conversion in traction motors and other parts of members in areas such as cybersecurity, data those innovations. the train, and in reducing energy losses in the testing ahead of its planned (although yet to integration, smart monitoring and future train “But we also have significant strengths power distribution network. be confirmed) appearance at Rail Live 2020 It is possible to completely decarbonise control. in decarbonisation, which is why we are BCRRE will be able to capitalise on its on June 17-18 at the Quinton Rail Technology In conjunction with the opening of the launching a new Centre of Excellence to collate involvement in the EU-funded research project Centre, Long Marston. by using electrolysis that is powered using new building, BCRRE will also soon host a the range of skills and capabilities we have, E-LOBSTER, in which a new transport grid Senior Lecturer in Electrical Energy Systems newly established Centre of Excellence in Rail and to present them more coherently as we interconnection system is being installed on the at BCRRE Dr Stuart Hillmansen says: renewable energy to create the fuel. Decarbonisation. have already done with digitalisation.” local rail network in Madrid that will maximise “HydroFLEX is the first full-scale hydrogen Dr Stuart Hillmansen, Senior Lecturer, BCRRE With a mission to drive forward research, He adds: “There is a clear appetite from the the use of local renewable energy sources and train in the UK and has been very successful education and innovation in this area, it will broader population, as well as industry, to cut make the electricity distribution network and as we look to move away from diesel traction hydrogen fuel cells. way in which we are helping to provide the be the first dedicated centre of its kind in our carbon footprint and this will help ensure the electrified transport network interact with towards a cleaner environment. Funding has also been secured from workforce of the future by giving industry the Europe and will also be officially launched this that we play a leading role in those efforts.” each other. “Our view is that the right way to provide Innovate UK to create a company that can capabilities to deliver the railway of the future. summer. The new Centre of Excellence will focus on Meanwhile, BCRRE’s research focus on traction is via electrification but for less dense provide the necessary infrastructure needed “Industry will be able to use this “The railways globally have two grand four specialist areas: power electronics, climate climate adaption and resilience recognises that parts of the network this is unlikely to be to support hydrogen trains, including fuelling knowledge to help to meet the challenge of challenges, which are realising the adaption, aerodynamics and sustainable the railway not only has to mitigate its impact economical. Our analysis over many years stations and hydrogen generation facilities. decarbonisation and develop technologies as on the global climate but must also be resilient and our research in hydrogen shows that it is Hillmansen adds: “We are developing a we see on HydroFLEX.” There is a clear appetite from the to changing temperatures and conditions. possible to completely decarbonise by using fully modular and scalable solution for a fleet BCRRE has already moved one step closer to According to Burrows, there will be synergies electrolysis that is powered using renewable deployment of hydrogen units. We’ve built its goal of securing a commercial procurement broader population, as well as industry, here between the Centres of Excellence in energy to create the fuel.” the train so now we need to do the fuelling of hydrogen trains in the UK through its Decarbonisation and Digital Systems. For As part of BCRRE’s efforts to develop station. recent ground-breaking work with Michigan to cut our carbon footprint. example, there is the potential for climate data hydrogen traction even further, work is “The company should be set up by March State University. supplied by the Met Office to be superimposed ongoing to design the world’s first bi-mode and there will be more information on this Researchers from the two universities Alex Burrows, Managing Director, BCRRE onto simulators and a digital twin of the UK unit that can be powered by overhead wires or at Rail Live, but it demonstrates yet another contributed to a decision in December 2019 by network developed by colleagues working in the San Bernardino County Transportation digitalisation. Authority (SBCTA) in California to order the Aerodynamics is also an important area first commercial hydrogen-powered trains for for research, as any reduction in drag and air Destination Decarbonisation use in North America. resistance due to structures will improve the BCRRE and the Rail Alliance will an event that has already attracted lots SBCTA’s Arrow service will operate over a energy efficiency of rail vehicles. be running a sustainability and of interest, and that will look at practical nine-mile corridor using hydrogen multiple Research into sustainable traction decarbonisation event in partnership with applications for technologies, and units supplied by Stadler from 2024. systems will include the increased usage of Quinton Rail Technology Centre at Long opportunities for the supply chain. Following this success, Hillmansen is now hydrogen fuel cells to power trains, which Marston on May 20. “We would like to explore how appealing to government to support a UK BCRRE pioneered with the construction Named Destination Decarbonisation, it academia can help government to deliver train operator to make the same choice. of 10¼in-gauge Hydrogen Hero, will build on the success of the inaugural a better railway. As a university, we are He says: “The option is now there for the followed by the creation of the UK’s first event held at QRTC last September on the same side as every player and we railway to proceed with procuring hydrogen standard gauge hydrogen-powered train, in which included an exhibition, workshops want our knowledge to create the best trains and we are here to demonstrate that partnership with . and presentations from speakers opportunities for government and wider the technology exists to help government and Named the HydroFLEX, BCRRE was asked including David Clarke (Railway Industry society. operators meet their low carbon ambitions. in June 2018 to convert a Porterbrook-owned Association), Mike Noakes (Department “We have some exciting All the building blocks are in place and this Class 319, owing to its unrivalled technical and for Business, Energy and Industrial announcements to make and will be is going to happen, and we want to lead that research expertise in this type of traction. A Strategy), Helen Simpson (Porterbrook) launching a number of things very race.” ■ Memorandum of Understanding was signed in and representatives from RSSB and relevant to the supply chain.” September that year before the first HydroFLEX Midlands Engine. To find out more, register for your FURTHER READING (L-R) Network Rail Chairman Sir Peter Hendy, DfT Permanent Secretary Bernadette Kelly, BCRRE demonstration unit made its debut just nine BCRRE Managing Director Alex Burrows free place, or to exhibit, visit: www. RAIL 881 – Innovation incubator Managing Director Alex Burrows and Porterbrook Head of Innovation Helen Simpson board the months later at Rail Live in June 2019. says: “We’re very excited to be hosting railalliance.co.uk RAIL 872 – Focused on the future of rail HydroFLEX for a test run at Rail Live 2019. JACK BOSKETT/RAIL. HydroFLEX will shortly begin main line RAIL 855 – Fast track to the future

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Vivarail prototype 230002 on test on the diesel units could be removed and battery We eventually want . The three-car train is fitted trains with Fast Charge put in instead, this with batteries and diesel gensets, but would immediately remove emissions from the gensets gone, and Vivarail plans to build trains in the future key, busy commuter routes, similarly in that don’t use diesel power at all. VIVARAIL. Cornwall where battery trains could run the we want to keep the shuttle services into tourist hotspots, such as St Erth-St Ives. 0% emissions going. “Alternatively, a 25kV/battery train could operate a line such as Glasgow-Anniesland Alice Gillman, - using the OLE to charge and for traction Head of Marketing, Vivarail and then running on battery power for the remaining section.” Gillman says: “There’s a perception that the Prime Minister Boris Johnson’s plans to batteries will run out of power but, just like devolve power to local authorities could a diesel engine, you’d never use them until also be beneficial for Vivarail, as could the they’re completely drained.” Government’s plans to spend £500 million Another key area making Vivarail battery exploring the possibility of reversing lines trains an exciting proposition is the expected closed by the Beeching Report in the 1960s. production time. Gillman says that from Gillman says that the low-cost of the trains receiving an order, a train will take nine to 12 and the ability to introduce them into traffic months to construct. In theory, an operator relatively quickly is proving attractive in that bought a fleet at the start of this year could discussions with authorities. have had them in traffic by Christmas. “We They could also be used in and around would look to sell them rather than lease them bigger cities she says, and that one losing as we want to be a manufacturer,” she says. bidder for a recent franchise had included Another key moment for Vivarail will be plans to use the trains around such a location. Brexit. The company is well-placed to export “People do need to make decisions outside its emissions-free trains abroad, selling UK franchising,” she explains regarding the innovation around the world while creating infrastructure and trains needed. jobs and skills here. The current plan is for the first production Gillman explains: “We have an export battery train to be dispatched to the United plan and clearly there is a market for our Fast States at the end of the year where it will Charge product.” New Zealand has been be used to demonstrate its capabilities to touted as a potential market, where the railway prospective customers. is interested in battery power as it considers its Gillman says that each Vivarail battery decarbonisation plan. train will be delivered with two batteries in She also reveals that Vivarail can work each driving vehicle. A two-car train will on more than just the former D-Stock/D- and other routes, could run the train to have a range of 40 miles; a three-car train will Trains with which it made its name. “We can demonstrate how to remove diesel trains from have a 60-mile range. “They will be simple. re-traction other trains just as easily.” this type of line. With the technology proven In operation, a Vivarail battery train would Vivarail is eyeing off-lease electric multiple and the train approved, such a demonstration arrive at its destination, and as soon as the units that could form the platform for its Ready to charge could take place in the near future. driver takes the key out the train begins to battery-powered trains, although Gillman is Battery trains will be the focus for Vivarail charge. After ten minutes the train will be unable to say which fleets might be used. ivarail continues to lead the from now on, using a variety of methods fully charged, the driver turns the train on and “Our unique selling point is our Fast Charge way in finding solutions for the Vivarail could be about to revolutionise rail to charge the batteries. Gillman said that can then complete another 40 or 60-mile trip system. It’s a really compelling offer,” she says. decarbonisation of the railways. battery trains can take advantage of existing depending on the formation.” Vivarail has come a long way in the past V The company, which was founded traction with its latest innovation electrification and fill in gaps to save time and Concerns over range remain for some five years and with this innovative system it on the back of plans to recycle former London the cost of infrastructure upgrades. customers, rolling stock companies and is poised to bring about a revolution in rail Underground trains and produce high-quality, for a number of projects as the issue of not switched on, meaning the ‘230’ is running “Take the Thames Valley branches, the operators and Vivarail understands this, but traction in the 2020s. ■ low-price trains for various routes across emissions becomes a critical issue for ‘UK plc’. purely on battery power. This is the same the United Kingdom and further afield has Testing and training has been carried out formation as the TfW trains. Transport for Wales has five hybrid contracts with three train operating companies on 230002. This is the UK’s only battery train The TfW fleet will have their gensets ‘eco- Class 230s on order that will enter so far, each offering a different product. approved for carrying passengers in traffic and fenced’, so they will not be running in stations traffic this year. These will be the The first deal, for three Class 230s for has been used to develop the TfW fleet. or designated built-up areas; this will be the first of their kind to operate in the Marston Vale, was for diesel-electric multiple Alice Gillman from Vivarail explains that first time this method of powering a train will UK. TRANSPORT FOR WALES. units, using diesel gensets. The second, which the train has an operational range of 40 miles be used by a UK operator. enters traffic this year, is a fleet of diesel on battery power alone and that this will be Gillman also believes these will be the last hybrid trains for Transport for Wales, and the improved for future orders. diesel-powered trains that Vivarail will build. third will be electric trains for South Western Vivarail will also be keeping an eye on the “We eventually want the gensets gone, and Railway’s Isle of Wight operations. Traction Decarbonisation Network Strategy we want to keep the 0% emissions going,” she The TfW train could provide the launchpad (TDNS) currently being prepared by Network adds. Rail. Rail Minister Chris Heaton-Harris Each lithium-ion battery fitted to the train is We have an export recently told Labour’s Luke Pollard that the rated at 100kWh, yet they are the same size as TDNS will: “Indicate where routes might be the diesel gensets fitted to the West Midlands plan and clearly there electrified or where hydrogen or battery trains Railway Class 230s. This is because Vivarail’s could be deployed. The TDNS will, therefore, plan is for all its trains to be of the same is a market for our inform future decisions about electrification.” modular design. The three-car train test set is fitted with two Gillman confirmed there is much interest Fast Charge product. batteries in each driving motor vehicle, while it in the concept and that Vivarail has looked has a diesel genset in the centre car. However, at many routes where a battery train could Alice Gillman, during the various trials conducted at Long operate - including the Thurso-Wick line Head of Marketing, Vivarail Marston and on the main line the centre car is in the far north of Scotland. She said this,

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can regenerate power and the batteries could Hitachi UK Battery be charged via the overhead wires.” Tri-mode trains train specifications He says that retrofitting the technology to ■ Batteries could be installed on Battery Electric Multiple Units Hitachi’s existing fleets would be easy, and Class 800-802/804 trains Sparking a revolution (BEMU) because of their modular design the company ■ Battery-only power for stations Range: 55-65 miles can modify any of the new Hitachi fleets and urban areas operating in the UK, the first of which could Performance: 90-100mph ■ be ready as soon as this year if required. 20% performance improvements When it comes to powering a zero-emissions train with no Recharge: 10 minutes when static “We have studied what works, and or 30% fuel savings infrastructure, battery power is clearly Routes: Suburban near electrified lines have set targets; we think upwards of 55 Source: Hitachi Battery life: 8-10 years miles is possible. We’ve looked at various the answer, according to Hitachi Source: Hitachi routes and the modes required, as well as charging, including the current issues around capabilities through the purchase of ABB gradients.” Power Grids. It describes the company as: “a Battery technology is constantly advancing. world leader in charging technology,” and Barr points to the mobile phone industry says its own experience as a whole-system as an example, and Hitachi believes costs integrator and prover of new technology gives and weight reduction, as well as increasing it a competitive advantage. capacity and recyclability of batteries, will For the battery project, positive discussions continue as rail joins the supply chain are taking place with a number of interested currently serving the automotive and power parties for a trial, with both Class 385s and sectors. Class 800s being candidates for conversion. Not only that, but battery power can deliver “There are some great target areas available to big savings for government too. Battery us in the UK where passengers would really power can be used as part of electrification see the benefits of electric power. Operators schemes, allowing trains to bridge the gaps are all under pressure to provide enhanced in overhead wires where the costs of altering reliability and availability on routes and the infrastructure are high - in tunnels or without long-term infrastructure investment, bridges, for example. This would also have battery is the best solution for everyone. the immediate benefit of reducing noise and What is great is that from the people we are emissions in stations or built-up areas. having discussions with, the enthusiasm and Barr explains: “Branch lines are often ambition for decarbonisation is there for all to shuttle services run using diesel trains. We see.” Barr adds. think battery trains can replace them on the The company is well aware of the needs of routes they typically serve - like the Thames the industry in the future. “New rolling stock Valley for example. The train could run bids will need to be ready for alternative power on electric from Paddington and then on and there will surely be more electrification. batteries on the branch. This could be a way to I would like to think we will not be building address emissions in busy stations and bring diesel trains in ten years,” he says. passenger benefits immediately. Hitachi has welcomed Network Rail’s “We have experience in bidding for these Traction Decarbonisation Network Strategy projects abroad [Hitachi has been carrying out (TDNS) but it says it must reflect and align research and development into alternative fuel with the rapid progress in battery technology trains since 2003] and we know it works in the and where that will be in Control Period 7 light rail sector.” (April 2024-March 2029), CP8 (April 2029- As for existing trains on the UK network, March 2034) and CP9 (April 2034-March Hitachi battery trains have been successful in Japan already and a UK product could Hitachi’s submission to the Transport 2039). Barr says battery trains can actually be seen as soon as 2021. HITACHI. Select Committee last year regarding enable the business case for discontinuous decarbonisation mentions the possibility of electrification by bridging some of the gaps. fitting batteries to the Class 800-802 fleets. The company also believes that the current ver the next decade around 1,000 is currently focused on alternative forms of on re-engaging with the broader industry trains in Japan; the hydrogen train was later Furthermore, Hitachi is expanding its debate is oversimplified - reduced to a choice diesel-powered vehicles will need to power, rather than rewiring the railway. In after working in Italy for four years as Chief converted to battery power. I feel passionate between diesel or ‘clean’ fuel. be replaced with vehicles that meet line with this, Hitachi has identified various Executive Officer of Ansaldo STS. about decarbonising our transport system. Costs and power What it believes is that the transition to Oemissions standards. towns and cities where battery trains would He says that he found himself constantly My daughter will be 21 in 2040 and we’re decarbonisation will be a sliding scale, such as Hitachi, which has been building bi-mode prove useful, including in Manchester, , being asked about battery power. responsible for the world we pass on. The costs of batteries are expected removing one engine at a time from the ‘80x’ trains for the UK since 2012, and electric trains Glasgow, Edinburgh, Hastings and Bristol. “Hitachi has experience in this. We “People are waking up to the business side to halve in the next five years, before fleets until they all have been replaced. since 2006, says that retro-fitting old vehicles Vice President and Executive Officer of launched Hayabusa in 2007,” he explains, of it. This is about how we can demonstrate dropping further again by 2030. Barr sums up Hitachi’s thinking: “We’ve got alone will not be good enough to improve Hitachi Ltd, and Group CEO of Hitachi highlighting the fitting of batteries to a High the technology.” Hitachi cites research by Bloomberg the pedigree. We’ve had hydrogen and battery capacity, reliability or passenger satisfaction. Rail, Andrew Barr explains that when he Speed Train power car and Mk 3 coach that The company points to the success of New Energy Finance (BNEF) which trains running in Japan for quite a while now. Battery power is the future - not only as a took up his new role last year he embarked was subsequently tested as part of the New the Class 385 in Scotland as a train that expects costs to fall from £135/kWh at It is a matter of making it work over here. We’d business opportunity for the Measurement Train. It potentially could be modified. the pack level today to £67/kWh in 2025 like to run a train with passengers on in the company, but more importantly People are waking up to travelled more than 62,000 Seventy have been delivered north of the and £47/kWh in 2030. next 12 months. for the opportunities it offers miles without a failure in its border, but there is an opportunity to fit United Kingdom Research and “If you look at the trains we’ve delivered the rail industry. In 2016 it the business side of it. This is hybrid traction. batteries on them if required, and this would Innovation (UKRI) is also predicting that in the UK, we have designed and developed introduced the world’s first This formed the test be very different to Hayabusa. “Things move battery energy density will double in the unique solutions to industry problems - such battery-powered passenger about how we can demonstrate bed for some technology on. Hayabusa’s batteries were twice as big and next 15 years, from 700 Wh/l to 1,400. as our bi-mode fleet. trains in Japan, and brought for the half as powerful as what’s available now,” says Wh/l in 2035, while power density (fast “We have incredible technology available to out an updated version in 2018. the technology. Programme train, but Barr. charging) is likely to increase four times us and the next step is to deliver an innovative Electrification would be without the batteries. He highlights how other transport modes in the same period, from 3 kW/kg now to battery product that will support generations useful in many parts of the UK Andrew Barr, Vice President and Executive Officer “We have run battery have embraced change: “buses are fully 12 kW/kg in 2035. for years to come - and I think the time is right network. Government policy of Hitachi Ltd, and Group CEO of Hitachi Rail trains and hydrogen electric or hybrid. We have electric trains that for that.” ■

44 45 Decarbonisation Special A strategy for change The Traction Decarbonisation Network Strategy will shape the industry’s move towards meeting carbon reduction targets, reports PAUL STEPHEN

he threat of catastrophic global climate change has forced all energy users to re-evaluate how Tthey source their power and how efficiently it is used. In a bid to curb the dangerously high levels of greenhouse gases currently being emitted into the atmosphere by human activities, scientists and environmental campaigners have long called for a radical transition away from fossil fuels towards renewable sources of energy. The UK Government responded last summer by making one of the world’s first legally binding commitments to bring all greenhouse emissions to net zero (compared with 1990 levels) by 2050. Ministers in Scotland have been even more ambitious by legislating to achieve the same target five years earlier. According to figures released by the Department for Business, Energy and Industrial Strategy, some progress has already been made in the UK - estimates show that total national greenhouse gas emissions were some 43.5% lower in 2018 than in 1990. This reduction was driven mainly by a downward trend in emissions from power stations, as electricity generation switched electric vehicles, which - provided the UK’s has been handed a similar challenge - in Association (RIA), Rail Delivery Group GB Railfreight 59003 Yeoman Highlander approaches Swindon on November 15 2019, with the from coal towards renewable sources. electricity supply can be decarbonised even February 2018, former Rail Minister Jo (RDG) and Rail Freight Group (RFG). 1123 Merehead-Wootton Bassett. Decarbonising freight and rail plant vehicles has been Such was the scale of the shift that by 2018 further - will effectively be classed as zero- Johnson called for the phasing out of diesel- Chaired by former Angel Trains CEO identified by the Rail Industry Decarbonisation Taskforce as a particularly difficult challenge, transport had replaced the energy sector emission vehicles. only traction on the network by 2040. Malcolm Brown, the Taskforce published an given the lack of suitable alternatives to diesel or electric traction. MARK PIKE. as the single biggest contributor to all UK Although responsible for just 2.5% of The Department for Transport turned interim report in January 2019 setting out greenhouse emissions - it is now responsible total transport emissions, the UK rail sector to the industry to devise a plan to reach technical options. That was followed by a Delivery Group Chief Executive] with a a “balanced and judicious” mix of cost- for some 28% of the total this target, which will require final report in July that included an economic request for the industry to set up a group effective electrification alongside the targeted amount. Access to finance the replacement or conversion appraisal and route map for delivery of a low- of the wise and great to come up with an deployment of hydrogen and battery In order to tackle transport of more than 3,000 carriages or carbon railway. independent view that captured the great technology. emissions and to improve air is going to drive a lot vehicles currently used in diesel “I was recruited in 2018 after Jo Johnson majority of opinion from across industry. Supported by RIA’s recently published quality, government announced passenger trains. made his announcement to get all diesel “In order to be seen as impartial and report on the Electrification Cost Challenge plans in October 2018 to ban of the innovation we A Rail Industry Decarbonisation trains off the network by 2040,” says Andrew to represent an industry cross-section, and an RSSB technical report into the sale of new petrol and diesel Taskforce was subsequently Kluth, lead carbon specialist at the RSSB RSSB was a natural place for the Taskforce decarbonisation (known as T1145), the cars by 2040 (currently revised need. assembled, with membership (formerly the Rail Safety and Standards administration to sit.” Taskforce said that progressive electrification to 2035). from organisations representing Board) and technical author of the final The final report concluded that removing of the most intensively used lines was This will require the majority Andrew Kluth, major parts of the industry - report. diesel-only trains by 2040 was indeed without doubt the lowest whole-life cost and of drivers to switch to using Lead Carbon Specialist, RSSB including the Railway Industry “He had written to Paul Plummer [Rail achievable but could only be done with whole-life carbon solution.

46 47 Decarbonisation Special

Elsewhere on the network, where a It’s all very well to say that business case could not as easily be made Emissions reductions have been focused in the power and waste sectors for electrification, battery and hydrogen- something needs to be done but powered trains were deemed able to meet journey time requirements. The report government has to make decisions added that it should be possible to convert or replace in excess of 2,400 diesel vehicles to based on cold, hard facts. use these alternative technologies by 2040. The Taskforce’s research also showed that Helen McAllister, Head of Strategic Planning for Freight diesel-only or diesel bi-modes could have and National Passenger Operators, Network Rail a limited role as a transitionary technology to help reach a more stringent target of that was to commence with a strategic heralding it as “a clear and ambitious net zero-carbon emissions on the network review led by Network Rail called the strategy for the rail industry to go further by 2050, although they would have to be Traction Decarbonisation Network Strategy. and faster in decarbonising the network”. re-engined or replaced entirely as part of any Kluth adds: “I don’t think anything in the Current Transport Minister George bid to bring it to net zero by 2040. final report is a revelation, but it was clear Freeman subsequently reiterated Meanwhile, the report highlighted the from the beginning that it would require the Government’s support of its need for decarbonisation to be properly an institutional and integrated approach to recommendations as recently as January incentivised in any new industry structure meet this challenge. The railway as a system 27, when he told (then) Transport Select to emerge from the root-and-branch Rail is such a complex web and the taskforce was Committee Chairman Lilian Greenwood in Review being conducted by Keith Williams. mindful of this from the start. a Commons Written Reply: “The strategy Other strategic recommendations included “There was a recognition in industry that will inform Government decisions in 2020 the need for government to set out clear, although rail is naturally a low-carbon mode about the pace and scale of further rail consistent and enabling policies, to allow of transport, road transport is decarbonising decarbonisation.” industry to innovate and deliver against faster than we could have imagined just ten Kluth says it is no surprise that no firmer agreed targets in a cost-effective manner. years ago. action has been taken by government since The report also called for the creation of “With the National Infrastructure last July, given the amount of parliamentary an industry-wide delivery plan, via a process Commission’s new national freight strategy time occupied by the UK’s departure from and a report from the Committee of Climate the European Union, the time required A Great Western Railway Intercity Express Train Change also influencing government, the to hold an unplanned General Election Source: Committee on Climate Change calls at Stroud on January 12. Although more writing was on the wall [for rail]. It was in December, and the need to wait for environmentally friendly that diesel-only therefore fascinating to see how many people the conclusion of the yet-to-be-published units, bi-mode trains such as these will have to had really good ideas about how to get this Williams Review. and replacement of rolling stock must be administered by Network Rail’s System a need to do something more in-depth and be replaced or converted in the next 20 years if done.” However, he says that policy decisions taken very soon if no more diesel trains, Operator function, and following its detailed.” the rail network is to become net zero carbon The report was welcomed by government, will have to be made sooner rather than which would have a serviceable life well completion later this year NR’s regional She adds: “There is also a need to give by 2040. JACK BOSKETT. with former Rail Minister Andrew Jones later. Key decisions on the refurbishment beyond the proposed 2040 deadline, are to be and route businesses will develop information to funders and specifiers, as it’s introduced. decarbonisation programmes to support all very well to say that something needs That would also provide more certainty the conclusions of the TDNS though their to be done but government has to make to funders, whom Kluth says are hesitant to strategic business planning for Control decisions based on cold, hard facts. invest in any particular type of traction until Period 7 (CP7, April 2024-March 2029). “The TDNS will go into the mix of all the a more concrete policy direction has been set. Allied to the strategy, RSSB, RIA and NR other information that ministers receive to “The report is very clear that it will also set out five-year research plans to make future decisions on public funding.” [decarbonisation] has to be policy-led and reduce technical uncertainties and to address Network Rail was chosen to lead the that the right funding mechanisms need to particular technological challenges - such as development of the TDNS not only because be put in place,” he adds. how hydrogen can be generated and at what creating network strategies is part of its “If you speak to rolling stock companies or cost, and what capabilities batteries will have. licence conditions, but also due to the freight operators, they will tell you that it’s There is also an investigation under fact that as an asset owner much of the very difficult to get finance for diesel trains way by RSSB (known as T1160) into what relevant network information sits within the as funders want an asset that is economically alternatives are available for freight and organisation. viable. rail plant vehicles, which in most cases Initial work began last April, following “The life of a train is typically 30 years or cannot currently be hauled by anything the publication of the Taskforce’s interim more, and so to fully finance it funders will except diesel or electrification due to the technical report, when McAllister and her want it to run for as long as possible. Any length and weight of trains and their energy team “started pulling together the relevant train bought now will be running in 2050 - requirements. industry bodies and got the programme up and that has started to affect the market, so Leading the team which is writing the and running”. access to finance is going to drive a lot of the TDNS is NR’s Head of Strategic Planning for Supported by representatives from NR’s innovation we need. Freight and National Passenger Operators devolved regional and route businesses and “Decisions will be needed in the next within its System Operator function, Helen its central analysis and economics team, plus couple of years if we are going to procure McAllister. further resource supplied by RIA, RSSB and more trains, and post-Williams we need to “The Strategy was one of the the freight and rolling stock communities, look at how to ensure the industry has the recommendations of the Taskforce’s final McAllister’s team has engaged with more right mechanisms to pull together on this.” report, which sets out that traction is than 100 organisations to gather information One output of the Taskforce’s final report responsible for two-thirds of rail’s total and viewpoints from industry. that is being pursued is development of the greenhouse emissions, and that there She adds: “I have a team of four dedicated Traction Decarbonisation Network Strategy are a range of options available that can staff, but industry has really come together (TDNS), to identify preferred combinations decarbonise the network and some that over this, so resource has not been scarce, of electrification, hydrogen and battery can’t,” she tells RAIL. and we’ve been well placed to pull people technologies. “It points to some lines where together and take views from across industry. The TDNS will consider not only long- electrification is the probable answer and “It’s great to have had this level of term solutions, but also the most effective some where it definitely isn’t. And then engagement as, ultimately, it gives us the transitional arrangements. It is being there’s a grey bit in the middle, so there was best chance of getting a finished product

48 49 Decarbonisation Special

It’s crucial that we do this now. It’s no good if by the time we give an answer it’s too late to do anything about the problem. Helen McAllister, Head of Strategic Planning for Freight and National Passenger Operators, Network Rail

that is credible and that government can good if by the time we give an answer it’s support. If we haven’t spoken to anybody too late to do anything about the problem,” then it is purely an oversight, and they are she says. more than welcome to contact us directly or “Technology is always going to move on, any other organisation like RIA, which is in which is a good thing, but we’ve had to draw contact with us.” a line in the sand. We can keep on refreshing According to McAllister, the TDNS is due the Strategy, but there’s enough to go on now to be sent to government in two stages later to give us confidence [in our findings]. this year, with a completed strategic case “I’m also hugely encouraged that going before ministers in July followed by a Keith Williams has already mentioned network economic case in October. decarbonisation, which means that we are A programme business case will be likely to be affected by whatever future provided in line with the Treasury-approved structure of the industry he recommends.” five-case business case model. It will explore Although McAllister will not be drawn options for funding, and identify legislative on what the final recommendations of the targets for government as well as which TDNS will be, she confirms that it will technologies should be deployed where and address three strategic questions - including when. how much individual decarbonisation McAllister says that part of the reason to measures will cost, and to what extent they publish the TDNS in two stages is because will reduce carbon dioxide emissions. of the necessity to “move at pace”, given the It will also address how long it will take intensity of the focus on climate change that and how much it will cost to decarbonise At Welshpool on January 14, passengers has emerged in the public consciousness, traction in order to meet a net zero carbon hurry to join Transport for Wales 158838 combined with the rapid rate of change in target of 2050, and a more ambitious target and 158836, which in new TfW livery form technology. of net zero by 2040. the 0729 Aberystwyth-Birmingham Another reason is so that the TDNS is able She explains: “The national target is 2050, International. The Traction Decarbonisation to incorporate any recommendations made so that looked like a sensible date to look Network Strategy will be submitted to by the Williams Review, as the final Strategy at and what additional measures would be funders including the Welsh Government will be designed to allow future franchise needed to exceed Jo Johnson’s diesel-only (which manages the requirements to be informed by a long-term targets and to go the full way to net zero. franchise), the Department for Transport vision of traction decarbonisation. “Lots of organisations would like to and Transport Scotland for endorsement. “It’s crucial that we do this now. It’s no do it even quicker, including the Scottish

Government’s desire to decarbonise its since admitted was “overly ambitious” after sweeping spending judgements unless they CO emissions (kg CO e/KWH) railways by 2035, so we also picked 2040 as its failure to deliver it in full with the funding are bottom-up costed. We want to learn the a date to look at. It’s also important to make and resources it had available. lessons from the electrification programme, a distinction between zero carbon and net However, what looks certain is that the so this is something to ramp up, rather than zero carbon, as there’s an expectation that TDNS will not be consigned to gather dust in a big bang. some industries such as aviation will not be the desk drawers of ministers in Whitehall. “This report will have to be kept alive as able to fully decarbonise, and so the UK’s They will surely feel compelled to act on climate change is not going to go away. The ‘netting’ capability will be needed for that.” climate change - not only for the sake of key message is that the railway is capable of Once published, the TDNS should help future generations, but also for the sake of zero carbon traction. It is technically possible, NR’s regional planning teams to identify and their political careers. but we need to do it in an efficient manner prioritise areas of infrastructure work for CP7 McAllister concludes: “We are wedded to make it an attractive and cost-effective and beyond. Funding should also be easier to to the Enhancements Pipeline and against proposition to government.” ■ obtain if Treasury has approved the principles outlined in the finished document. It should also provide confidence to those Andrew Kluth Helen McAllister buying and manufacturing trains to invest Andrew Kluth joined RSSB in May 2018 Helen McAllister joined Network Rail in technologies and product development, in as lead carbon specialist, to support the in 2004, following the completion the knowledge that these technologies will work of the Rail Industry Decarbonisation of a doctorate at Imperial College be adopted somewhere. Taskforce. London. McAllister makes it clear, however, that Having previously worked for the Hong She is now Head of Strategic for those who think the TDNS will release Kong Government, Kluth has more than Planning for Freight and National a deluge of new money from government, 30 years’ experience in environmental Passenger Operators within NR’s she expects the deployment of electrification, and sustainable policy making, strategy System Operator function, where hydrogen or battery technology to be and advisory roles - both in-house and her remit includes leading network incremental. as a consultant to UK and international strategies such as the Railway for She warns that key lessons will have to companies. Everyone Network Strategy and the Source: Rail Industry be heeded from the scale of Network Rail’s He has degrees from Liverpool and Traction Decarbonisation Network Decarbonisation Taskforce proposed electrification programme for CP5 Bath Universities and is a Fellow of IMEA. Strategy. (April 2014-March 2019), which NR has

50 51 ADVERTISEMENT FEATURE SPECIAL REPORT Produced by

Alstom’s Coradia iLint is the world’s only hydrogen train currently in passenger service, having entered into commercial service in Lower Saxony in September 2018. ALSTOM.

The market leader abundant sources of renewable energy to produce hydrogen, or the industrial supply at Grangemouth. Alstom is already an experienced Muldoon explains: “Holland was an obvious next step for iLint, given its operational manufacturer of hydrogen-powered trains, compatibility with the German network, but further steps will be announced very soon to with two of its iLint HMUs already proving expand its range geographically. “The next steps are about commercial themselves in service integration into service which will be driven by regulation and more than just market here is one company that has more with an invaluable supply of performance data forces. We need forward-looking policies like experience than any of its train- and given operators around the world further the 2035 decarbonisation target in Scotland building rivals when it comes to confidence in the maturity of this technology. (and 2040 for elsewhere in the UK) because Tputting hydrogen-powered trains Head of Business Development in the UK if we don’t have them, this will be difficult to into passenger service. and Ireland Mike Muldoon says: “16 months achieve. That is because, to date, Alstom is the in service is a long period of experience in “Breeze is now ready to go as a project, only manufacturer to have achieved this feat operating these trains which no one but and now we just need someone to fire the following the entry into service of the Coradia Alstom has, and which places us uniquely in starting pistol. We are seeing support from iLint in Germany in 2018. the global market. stakeholders in the political arena which have Launched at the Innotrans international trade “Other manufacturers are beginning to be aligned with our final development and fair in Berlin just two years earlier, the train to place their own interpretations of the delivery of the product. is based on the company’s popular Coradia hydrogen train into the market but, in practical “A hydrogen train without hydrogen is Lint diesel as a zero-emissions terms, the iLint remains clear evidence that no use to anyone, so the devil will be in the alternative to providing regional services. the technology is viable and is working well. detail and we need to get everything right for Developed with the support of the German “We’ve had no operational issues and those stakeholders. Our job at the moment is Ministry of Economy and Mobility, hydrogen the feedback from passengers is that it is a to share information so they can understand fuel cells ensure that the vehicle’s only positive upgrade on the DMUs they previously what is possible and what is needed, and then emissions are water, while the lack of internal used and a much quieter environment. we can move very quickly to actually cutting combustion engines means the train can Performance-wise the train does exactly what metal.” operate in near silence. a DMU did and demonstrates that someone Muldoon is confident that the UK’s nascent The first test run of an iLint prototype took can seamlessly slot in a zero-emissions hydrogen infrastructure will expand rapidly, place at Alstom’s Salzgitter facility in March solution to take its place.” and sooner rather than later. 2017. Further trials and formal approval to run He adds: “We’ve also been able to finesse A trial is under way at Keele University to on the German main line swiftly followed, the product, we’ve seen its estimated range mix hydrogen with the domestic gas supply before two of the trains went into commercial increase and we know a lot more about how - which is now one of the country’s largest service in Lower Saxony in September 2018. the hydrogen is consumed, so there’s been lots sources of carbon emissions - while a report According to Alstom, the iLint has proved of incremental lessons learned but absolutely Coradia Lint DMU’s top speed of 140kph secured in May 2019 also includes the supply can play a part in Scotland achieving this goal published by the Institution of Engineering popular with passengers. Meanwhile, the no shocks.” (87mph) while its range now exceeds 800km of hydrogen and fleet maintenance for a with its bespoke hydrogen solution for the and Technology last summer claimed that experience of having the trains in service for During its time in passenger service, the (497 miles) on a single tank of hydrogen. period of 25 years, and these trains will go UK, codenamed ‘Breeze’. hydrogen could replace natural gas across the the past 16 months has equipped engineers iLint has proven that it is able to match the Crucially it is also more energy-efficient into service in the German state of Hesse in Launched in partnership with Eversholt entire country both safely and easily, without than its DMU counterpart due to its ability to December 2022 - fuelled from a filling station in January 2019, the Breeze design concept any need to change domestic boilers or ovens. recover energy through regenerative braking, located on the Hochst industrial park. involves the conversion of off-lease Class 321 Meanwhile, London will become the and from its smart power management and The success of Alstom’s hydrogen electric multiple units into HMUs. first city in the world to operate hydrogen- Electrification flexible energy storage capabilities. technology is not only confined to Germany, Alstom’s Widnes facility would complete powered double-decker buses later this year, While Alstom has made great strides in the Edinburgh Glasgow Improvement Using hydrogen fuel cells to supply power with trials of the iLint in the neighbouring this work to fulfil any UK orders, although demonstrating the increased appetite for the hydrogen technology, the company is also Programme (EGIP) in March 2016. and lithium-ion batteries for storage means Netherlands announced in November 2019. Muldoon says that this is unlikely to fuel from other modes of transport and the a major player in other forms of railway It can run out catenary and contact wire that electrical energy is only required when The company’s two demonstrator vehicles happen unless a robust business case can be potential to co-locate manufacturing and decarbonisation, including in electrification. together at full line tension and be used the train is accelerating over a sustained in Germany are expected to switch to the made involving the provision of hydrogen fuelling facilities for road and rail vehicles and The company played a key role in to run ancillary wires such as earth and period, and that the cells can be almost line between Groningen and Leeuwarden in infrastructure in addition to the trains. thus achieve economies of scale. the compilation of the Railway Industry feeder wires, meaning that a wire can be powered down when the train is braking. the north of Holland early this year, with an In England, Northern has submitted a bid He adds: “There is an inevitability about Association’s Cost Challenge Report that completed in one shift as opposed to three During this initial deployment of the iLint, ambition to introduce hydrogen multiple units to the Department for Transport for funding all this, but contracts to supply these trains was published in May 2019 to show that shifts using conventional methods. hydrogen has been sourced from industrial (HMUs) into revenue-earning service by 2023. of an HMU trial in the north east that would will be something that has to be earned by the high costs of recent projects such as Muldoon explains: “In Scotland we sources and trains are fuelled via a mobile International interest in the iLint also include a hydrogen filling station on Teesside, manufacturers and not assumed. We need to the Great Western Electrification Project had the opportunity to demonstrate that fuelling station. extends to France, where state operator SNCF where sources of industrial hydrogen can be ensure the product provides a good return on can be avoided in future. electrification can be done more efficiently Alstom is working with partners to provide has recently pledged to place an order for 15 readily accessed. taxpayers’ money and fundamentally delivers It highlights that projects have than perhaps commonly thought. Our more permanent hydrogen infrastructure, hydrogen-powered trains. Meanwhile, the Scottish Government is what it sets out to do, as we have done in subsequently been delivered in the UK for wiring train has shown how things can however, which includes the potential to This is widely expected to comprise an exploring the possibility of tapping into its Germany and are poised to do elsewhere.” ■ 33-50% of the costs of GWEP – including be done both safer and quicker, which is produce hydrogen locally and in a greener adapted version of the iLint HMU in Germany those in Scotland, where Alstom supplied a combination that doesn’t normally go manner via electrolysis and wind energy. and could go into service in as little as two The iLint remains clear its lightweight Clever Cantilever for use in together. Having signed a deal in November 2017 to years. Network Rail’s Series 2 and Master Series “We fully support the RIA paper and its build 14 iLint trains for the Local Transport Closer to home, representatives from evidence that the technology is viable of overhead line equipment. findings. To say that we shouldn’t electrify Authority of Lower Saxony, the world’s first Scotland’s Railway travelled to Germany in Helping integrate cantilever installation anymore is simply wrong and we now need hydrogen filling station will be erected in November 2019 to sample the iLint as the and is working well. with high-output wiring was Alstom’s to focus on where we can do it and how we Bremervorde prior to the fleet’s entry into country embarks on an ambitious target to wiring train, which was deployed on can do it more efficiently.” service in 2021. fully decarbonise its railways by 2035. Mike Muldoon, Head of Business An order for a further 27 iLint trains Given the success of iLint, Alstom hopes it Development (UK and Ireland), Alstom

52 53 ADVERTISEMENT FEATURE SPECIAL REPORT Produced by

Getting electrification back on track In addition to developing alternative improve that process and make it cost- traction technology, Siemens Mobility effective. Mean, green, clean machines is also committed to reducing the costs “For example, five or six years ago, of electrification in order to support its when government stopped the use of or the UK government to meet an X-EMU with a usable range of 80km when more widespread installation across the certain fluorinated gases, we developed its ambitious target to phase out Head of Rolling Stock Business Develoment running on battery power alone, making it network as a prime method of reducing air-insulated switchgears that are now diesel-only trains by 2040, much well suited to running on short unelectrified carbon emissions. installed on the . We GRAEME CLARK explains how Siemens Justin Moss, head of electrification also have the Sicat overhead line solution Fresponsibility will fall on train branch lines or in sections of discontinuous manufacturers to develop alternative solutions electrification which feature extended earthed strategy for Siemens Mobility’s rail that enables OLE masts to be installed for powering trains that will make them Mobility is in step with the UK’s aim of sections. infrastructure business, says: “It further apart, and if you can reduce the cleaner and greener. This second capability could enable railways appears that the Government is looking number of stanchions required then you Yet, all this must be achieved without any phasing out diesel trains to be electrified at significantly lower cost, as at electrifying major routes, and as a also reduce the amount of civils needed, sacrifice in the performance offered by diesel, wires would not have to be erected though business we have looked at how we can meaning less time on site.” however, which has proven to be a robust and carbon emissions, but we are in a good “With just 38% of the network electrified we areas with restrictive gauge clearances, such as reliable form of main line traction for more position as an industry to make ourselves even think the most energy-efficient solution would tunnels and bridges. than six decades. greener and to increase the number of people be for a general scheme of electrification to be X-EMU technology features Lithium Titanate that there are plans to convert an EMU in this Energy and Industrial Strategy’s £20 million Siemens Mobility is certainly not shirking travelling by rail. restarted by government, but within that there (LTO) batteries that can be fully recharged in country prior to a full fleet conversion. Hydrogen Supply programme. this responsibility and has emerged as a “Diesel is still a sound way to propel trains is also a place for alternative technology to less than 12 minutes. A more restrictive loading gauge will Clark adds: “We have the technology to provider of traction that not only reduces from a technical viewpoint, but we can’t provide zero-emissions traction ‘off the wires’ The LTO batteries are also fully temperature preclude the batteries being fitted to the roof of fuel trains from green sources with energy for emissions but also cuts journey times and discount the obvious environmental impact via hydrogen fuel cells or batteries.” controlled, ensuring the system remains a train, however, but Clark says that existing electrolysis supplied from wind power off the enhances the passenger experience. and so we are keen to play our part in cutting According to Siemens Mobility, battery unaffected by weather conditions, and have an four-car units could be upgraded to include coast of Scotland, for example. But we can also Already a leading supplier to the UK of emissions across the network. technology is particularly advantageous as it estimated lifespan of 15 years - significantly underfloor ‘eco’ technology. tap into brownfield supplies of ‘grey’ hydrogen electric multiple units (including more than can be fitted to either existing or new EMUs to longer than any other battery type. He adds: “The Austrian X-EMU has shown from places like Grangemouth, so I don’t think 1,000 vehicles for ’s Class 700 We want the UK to enable them to utilise an overhead or third-rail In 2019, Siemens Mobility fitted X-EMU itself capable of achieving a range of 80km in the production of hydrogen will be a problem. fleet), the global manufacturer now stands AC supply where available, but also to move battery technology to the roof of a three-car battery mode during recent trials in the Linz “Grey hydrogen is fine but is more carbon ready with other low-emission alternatives become a Centre of independently of electrified infrastructure as Desiro ML Cityjet train as part of an innovative area of Austria, and opens up opportunities intensive to produce so we wouldn’t want to and will soon be offering its UK customers required. pilot project with Austrian Federal Railways. for other trains to be delivered with the same do it on a large-scale - meaning the majority EMU fleets that can be part-powered by Excellence for alternative The company has therefore developed what The prototype has since been approved to capability. has to come from renewable energy sources, either batteries or hydrogen. it calls X-EMU ‘eco’ technology that can be enter passenger service, marking a significant “The LTO batteries have a long life, and we which is perfectly possible. Graeme Clark, Siemens Mobility’s head technology. charged from an AC supply when a train is milestone in the rollout of this technology are seriously looking at introducing a similar “We can offer the complete package, of rolling stock business development, running on an electrified line and topped up across Europe. train into the UK as soon as possible. but it requires serious commitment from explains: “The railway is not a big part Graeme Clark, head of rolling stock through regenerative braking. X-EMU battery technology also looks set to “It will use the same technology as in the government. It can’t be business as usual of the problem when it comes to global business development, Siemens Mobility According to Siemens Mobility, this provides soon arrive in the UK with Clark confirming Austrian train, but it will need repackaging. - the technology is deliverable and can be We can’t place the batteries on the roof so we’ll implemented almost immediately so there Siemens Mobility’s innovative X-EMU ‘eco’ need to put them under the floor in one vehicle shouldn’t be anything stopping us. battery technology has entered passenger of a four-car unit. “The next phase is to fit that technology service in Austria, with plans to shortly “All the conversion work will be done in to a train and then test it, and there is a bring it to the UK. SIEMENS MOBILITY. the UK and we want it to become a Centre programme for that in Germany before it of Excellence for this alternative technology reaches us here in the UK in the mid-2020s.” where we can enhance the skills of the Clark also welcomes additional action manufacturing workforce in the UK.” being taken by government to accelerate the Future Siemens Mobility EMU fleets will be adoption of battery and hydrogen technology. designed to incorporate hydrogen fuel cells This includes the commissioning of a root to charge the batteries, giving them a greater and branch Rail Review that is being chaired range away from electrified routes. by Keith Williams, and is expected to address Substantially less polluting than diesel and the future of franchising when it is published emitting only water vapour, a new generation in the coming weeks. of hydrogen fuel cells is currently being Recommendations could well lead to greater developed by the company in partnership incentivisation for operators to procure trains with Canadian fuel cell manufacturer Ballard using alternative traction, given their higher Power Systems to provide traction for Siemens capital cost when compared to those using Mobility’s Mireo train platform. diesel. A prototype is due to enter service on the Meanwhile, other efforts are being made European mainland next year, before the to address this issue, including the ongoing technology becomes available to new and development of an industry-wide Traction existing customers procuring EMUs in the UK Decarbonisation Network Strategy. by the middle of the decade. He adds: “Discussions with the Department In addition to the onboard technology, for Transport and various industry working Siemens Mobility should also be in a position parties are in progress. to offer hydrogen manufacturing and fuelling “There is an argument that alternative facilities by leveraging the company’s wider technologies are expensive compared to diesel, capability to also build the wind turbines but these technologies pay for themselves and electrolysers that enable the gas to be over the life of the asset on a ‘whole life of produced using renewable energy sources. ownership’ basis. The supply of hydrogen will also be aided “Under the current franchise system, the by the efforts being made by government and higher cost of procurement to the operator is other stakeholders to encourage its increased likely to be less attractive. Unless government usage across the country as a fuel source, gives higher priority to environmental which include the Department for Business, credentials the current system won’t work.” ■

54 55 ADVERTISEMENT FEATURE SPECIAL REPORT Produced by

A new roof and concourse were unveiled at potential for solar gain on hot sunny days. Leeds station in September as part of a £161m “We also saved the client a further six-figure redevelopment project. Led by SYSTRA-owned sum by establishing that with positive wind TSP Projects, its energy-saving design includes load pressure we could get smoke out naturally an innovative new human centric circadian rhythm lighting system that mimics the without the need for a mechanical ventilation patterns of natural daylight to stimulate system.” Cheaper, cleaner, smarter Across the SYSTRA group, other methods alertness in the morning and promote good sleep patterns at night. SYSTRA. are also being used to decrease carbon by optimising the materials used in large cladding has been incorporated into the project infrastructure projects and by reducing their SYSTRA explains how its work roof design, which will reduce the requirement lifecycle impacts from the earliest design for artificial lighting, environmental control or phase. means that reducing the supporting structures. These include considering ‘build nothing’ End-of-life use and disposal have also options, using lowest carbon materials, carbon footprint does been taken into account as the ETFE is 100% minimising excavation works, reducing asset recyclable and can be re-used to manufacture maintenance requirements and increased use not necessarily mean new ETFE systems. of standardisation to minimise waste. Meanwhile, annual operational costs will be With the life expectancy of most railway increasing the cost reduced by an estimated £58,686 and carbon assets being 50 years or more, it is an example emissions by 143.5 tonnes via the proposed of the importance of conducting a carbon installation of a range of other energy-saving assessment and how decisions made at the measures, including LED lighting in all lifts, earliest stage of a project can have a much reduced speed for escalators, high-efficiency wider impact. gearless lifts, hybrid heating and cooling Alan Eaton, SYSTRA engineering manager systems and instantaneous water heaters. explains: “Civil engineering in large In September, yet another project came to infrastructure projects plays an important role fruition when work was completed on a new in reducing the carbon footprint of a project. roof at Leeds station. The transparent canopy It is a very material-focused discipline so will over the main concourse is part of £161m result in a large carbon negative impact when redevelopment of the station and surrounding assessed in isolation, with major benefits area that is expected to be completed by 2021. achieved later in the life of the overall system. The architectural design concept utilised “In viaducts, for example, one big thing ETFE to make maximum use of naturally- we’re doing at the moment is focusing on occurring daylight, and human centric modularisation and setting up local sites to circadian rhythm LED lighting designs that bring in pre-cast concrete segments to reduce are designed to control the new lighting emissions and the impact of deliveries on local to simulate the colour and temperature of roads. daylight, improving mood, alertness and “We’re also looking at using recycled n June 2019 former Prime Minister Theresa carbon footprint was provided in October projects, and key messages including that value Rainwater harvesting systems were also productivity of both staff and passengers. materials in concrete, including cement May committed the UK to eliminate its when TSP Projects was awarded a contract by engineering and carbon reductions can lead to installed to provide flushing water for toilets, Meanwhile, lighting in toilets is programmed replacement materials such as GGBFS and carbon by 2050, and the transport sector RSSB (formerly the Rail Standards and Safety significant cost savings. while ventilation heat recovery technology to dim to 20% when they aren’t occupied, power station residues while also reducing Iwas thrown into the spotlight. Board) to develop and deliver training on the “The overall aim is to encourage more was deployed to capture energy from air while extensive thermal modelling has been concrete volumes by adopting bankseat As the highest carbon dioxide-emitting Rail Carbon Tool. projects to undertake carbon assessments, and extracted from buildings to heat incoming used to demonstrate the suitability of natural abutments in place of traditional cantilever sector in the country, the industry is therefore Launched in May 2019, the Rail Carbon this web-based tool allows organisations to fresh air. ventilation, meaning that no mechanical abutments, for example. Where steel structures obliged to play its part in helping the nation to Tool is a web-based application that has do that both quickly and easily, to understand Mike Kimmitt, the principal lighting ventilation has been required, despite the are the only option, adoption of weathering achieve this ambitious target. been provided by RSSB to all rail industry their baseline whole life carbon emissions and engineer, says: “As part of a multidisciplinary daylight penetration through the transparent steel for bridge beams also reduces the need SYSTRA has long demonstrated how it organisations and companies to enable them to to implement lower carbon solutions. design for Oxford, we worked closely with roof. for paint and protective treatments and.also takes decarbonisation seriously through its calculate and analyse the carbon footprints of “It is a great accolade for TSP Projects to be a lighting manufacturer to design bollards Computational Fluid Dynamics modelling decreases impacts of future maintenance impressive global portfolio of projects, and at projects and activities, identify and assess low- leading this and the feedback from the first around sidings that reduce glare and are was also undertaken to demonstrate how hot requirements. all stages of the project lifecycle. carbon alternatives, and to select low-carbon two training sessions has been excellent. The more energy-efficient. These sites can be smoke could be removed in the event of fire “For major earthworks our focus is on This reputation was reinforced in the UK solutions. combination of lectures on social requirements, up to 500m long and hundreds of bollards by natural ventilation alone, meaning that use of suitable recycled materials as fill, last August following its acquisition of TSP It has so far been used in more than 140 introducing and accessing the tool and have been installed over the years, reducing considerable cost and energy savings could together with preloading of embankment Projects, which has cemented SYSTRA’s projects and, in line with the recently updated running mock projects on the Rail Carbon power ratings from 80W in 2011 to 26W more be achieved by excluding mechanical smoke footprints to reduce settlement effects and place as a major UK force in engineering and Network Rail, Environmental and Social Tool has been well received, and there is now recently. extraction systems from the design. the need for extensive grids of piles as ground consultancy for multiple modes of transport Minimum Requirements, must now be used lots of interest from individual companies for “We felt confident we could improve even Kimmitt adds: “Leeds was a fantastic improvement.” and complex infrastructure. for all infrastructure projects worth more than in-house training, in addition to the RSSB-run further, and by challenging and working project in which to be involved and we used He adds: “This is just a snapshot of the sort The acquisition brings SYSTRA’s combined £1 million. sessions.” closely with the manufacturer we have lots of architectural concepts to brighten the of principles we’re using to reduce carbon UK and Ireland workforce to more than TSP Projects was awarded the training Examples of where TSP Projects has designed a 16W bollard solution, spaced eight concourse and reduce operational energy across the whole project lifecycle from design, 800 employees across 13 locations, with delivery contract owing to the company’s successfully deployed carbon assessments to metres apart, which represents an 80% energy requirements. Such a large amount of daylight procurement and manufacture through to TSP Projects continuing to operate as a Environment, Ecology and Sustainability team help clients achieve decarbonisation targets saving from just nine years ago.” penetration has made the building very energy demobilisation, and by maximising the system separate business unit and providing high- having successfully demonstrated its use on a and whole life costs include on the Oxford Another project is at Gatwick Airport efficient, while thermal modelling has proved benefits as a whole by understanding the end, specialist technical expertise in design, range of innovative projects. Corridor Capacity Improvement project, for station, where a £120m upgrade is being we can ventilate it naturally, despite all the impact of each element.” ■ engineering and programme/construction The training is being delivered by TSP which the company helped develop the areas delivered by Costain in collaboration with TSP management until April 1, when it will be fully Projects Environmental Consultant and around Oxford needed to accommodate the Projects and NG Baileys on behalf of Network integrated into SYSTRA. practitioner member of the Institute of various improvement programmes such as Rail. We used lots of architectural In addition to expanding SYSTRA’s UK Environmental Management and Assessment the Great Western Electrification Project and Improvements include a doubling in the size footprint, the acquisition represented a good Elliot Shiers, who explains: “We were capacity improvements around Oxford station. of the concourse area and more escalators and concepts to brighten the concourse fit between two like-minded companies with commissioned by RSSB to develop a series of For the latter, TSP Projects delivered a full lifts to reduce congestion and improve access a shared commitment to excellence, safety and case studies of carbon assessments and use of BIM (Building Information Modelling) Level to all platforms. and reduce operational energy innovation. the RSSB Rail Carbon Tool. These case studies 2-compliant solution that included new LED Following a carbon assessment, Evidence of an additional shared highlight best-practice carbon assessments lighting installed in buildings, platforms, car approximately 1,000m2 of ethylene requirements. commitment to reducing the rail industry’s that were undertaken for UK rail infrastructure parks and sidings with automated PIR controls. tetrafluoroethylene (ETFE) transparent Mike Kimmitt, Lighting Engineer

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Furrer + Frey is heavily involved in a range of overhead line renewals projects, including a scheme on the Great Eastern network between London Liverpool Street, Chelmsford and Southend-on-Sea. Following a hiatus in new wiring projects, it also hopes that a rolling programme of electrification Current beliefs will be resumed by the government. FURRER + FREY. Director of Furrer + Frey NOEL DOLPHIN thinks that electrification is the future of UK railways, but only if we change our approach

hen it comes to providing GWEP prompted then-Secretary of State for e-mobility solutions in the UK, Transport Chris Grayling to cancel several Europe and across the globe, projects on the and Wfew companies can call on as elsewhere. many years’ experience as Furrer + Frey. Dolphin believes that this was a short- Established in Switzerland in 1923 by young sighted response to negative headlines in the engineers Emil Furrer and Arnold Frey, it has press about a single project and ignored a been honing its skills for almost a century much larger body of evidence pointing to most since winning its first electrification contract in projects in the UK and across Europe actually Lausanne using steam-powered wiring trains being delivered to their planned cost. – and long before terms like ‘e-mobility’ or He adds: “Most major projects are delivered ‘zero-carbon’ became popular. on time and on budget. GWEP was the With its head office located in Bern and exception and as a bigger project it had a branches in Bellinzona, Montreux, Zurich, bigger impact, when most projects were not Guangzhou, London, Rome and Berlin, Furrer being run in the same way. + Frey is now an international leading mid- “Most of the problems have been caused size supplier of overhead lines which it has by perception when other projects are being delivered to projects in more than 30 countries. delivered successfully. Scotland has stood out Having entered the UK market in 1980, it for delivering electrification efficiently, the now has approximately 20 employees working Midland Main Line project is being delivered here on nearly all of the most recent major new well, and unit costs on GWEP have also fallen wiring projects, including the Great Western significantly as the project has matured. It’s Electrification Programme (GWEP), the just not in the news because people aren’t Edinburgh Glasgow Improvement Programme complaining about them. decarbonise the UK network, Dolphin says it’s from a rolling programme, but there is now Comparable projects UK network, Furrer + Frey is also involved (EGIP), and several others. “Meanwhile, although projects abroad are high time that further electrification was given a big gap before the next projects are likely in five projects with a number of unnamed In addition to new wiring projects, the never completely commensurate with those the green light. to commence. People leaving GWEP and the are being delivered in rolling stock companies to develop rapid company is also heavily involved in renewals in the UK, comparable projects are being “I completely endorse the findings of both Midland Main Line upgrade will be looking charging solutions for battery trains. of overhead line equipment (OLE) on the delivered in Germany at a third of the UK of these reports, in which we were partially for their next job and cannot wait two years, Germany at a third of This builds on the company’s experience estimated 38% of the UK network that is target costs, so there is a massive opportunity involved. We all need to do our part to meaning that people will leave the industry as in providing all-in-one charging stations for already electrified. if everyone can be aligned to deliver the same reduce the impact of the railways on climate they have done before. the UK target costs. buses and trams in Switzerland, Sweden, Within this portfolio is the renewal of target of affordable electrification.” change, while providing the other benefits of “Perhaps in five years’ time we will decide to Spain and the Netherlands. Mk 1 equipment installed by in With industry consensus being that electrification to the travelling public including electrify from Cardiff-Swansea, or finish the Noel Dolphin, Director, Furrer + Frey Dolphin believes that this is a useful the 1960s between Fenchurch Street and electrification remains the most cost-effective journey time savings, noise reduction, Midland Main Line up to Sheffield, so where technology for reducing carbon emissions in Southend-on-Sea and elsewhere on the Great and efficient way to decarbonise intensively increased reliability and improved air quality. is the joined-up thinking? We are yet again at to electrify the entire Valley Lines network in the short term, but should never be considered Eastern network, and the upgrade of OLE on used lines, Dolphin stands by the findings of “Where I live, GWEP has decreased journey risk of forgetting lessons learned and losing South Wales. as a long-term alternative to getting a rolling the Tyne & Wear Metro ahead of the arrival of a recently published report from the Railway times to London by around 15%, creating a skills as people move to other industries.” Tenders have yet to be issued, but it is widely programme of electrification back on track. new trains from late 2021. Industry Association that states electrification legacy for the next 40 years over the lifetime Looking to the future, Dolphin says expected that OLE will be widely installed He concludes: “I think the Government has Furrer + Frey’s UK operation is headed can be delivered in this country at 33-50% of the new trains. Getting there did involve a the benefits will be plain to see if a policy and that earthed sections will be left under the view that we don’t need to worry about by director Noel Dolphin, who says: “We lower cost than previous projects. little pain, but no-one is likely to remember U-turn can be achieved. With Furrer + Frey bridges and through tunnels where costly electrification when we can have all these were delivering carbon-free public transport When added to the report published last the cost overruns in a few years’ time.” recently winning work in India based on the civil engineering work would otherwise be battery and hydrogen trains running around networks long before people started to use summer by RSSB (formerly the Rail Safety According to Dolphin, there is another company’s experience maintaining ageing required to provide sufficient clearance for in a few years’ time. But it all comes down to those words. We might still be classed as an and Standards Board) and the Rail Industry compelling reason to resume the UK’s OLE in the UK, he also thinks that embarking OLE. physics and you won’t be able to run them on SME (small or medium-sized enterprise) Decarbonisation Taskforce recommending electrification programme, which is for on new wiring projects will help to change Dolphin explains: “The South Wales Metro the Midland Main Line, for example, without but we are rapidly expanding and are well that 4,000km (about 2,485 miles) of railway companies to retain corporate memory and an unwanted global perception that the UK is really interesting. I think the operator is having to refuel them all the time or take out positioned to combine the best electrification needs to be electrified in order to successfully the skilled workforce that has been developed is only good at managing dilapidated and currently focused on taking ownership of the a huge amount of passenger space for energy techniques from mainland Europe in recent years. overused infrastructure. Valley lines from Network Rail and keeping storage. with our growing experience in the He says that a boom and bust Megaprojects such as HS2 could help change them functioning well, but we’d like to be “It is quite interesting and provides a UK of installing new or renewing We are yet again at cycle must be avoided at all that perception, but also more innovative part of it when they are ready to roll out change for our engineers from working on existing OLE.” costs in which projects are rolled schemes such as the partial electrification that electrification and decide to go to tender. traditional OLE, but batteries and hydrogen Its UK order book has gradually risk of forgetting lessons out, lessons learned, and skills has been proposed for the South Wales Metro. “We’ve worked on lots of similar projects, don’t have the energy density to replace diesel expanded over the last ten years improved only for no work to Under this scheme, a fleet of tram-train and such as in Stuttgart where there are lots of or electrification on our busy high-frequency but the entire industry is currently learned and losing skills materialise. tri-mode trains is being procured that will be feeder lines which don’t have a strong enough urban lines or long-distance inter-city routes. enduring something of a hiatus He adds: “This is a really big able to switch between a mixture of battery, business case to be electrified, and hopefully “They may have their place as an alternative in new projects following a as people move to other concern. The UK has learned a electric and diesel power. we can bring some of that experience to on lines that will never be electrified, and they controversial government shift in lot from recent electrifications This means the trains will not be wholly Wales.” may even help in the transition period before policy on electrification in 2017 industries. and has proven in Scotland reliant on overhead wires, which has opened Although the company will always be the full electrification, but they can never replace - when large cost increases on Noel Dolphin, Director, Furrer + Frey what efficiencies can be gained up the possibility for Transport for Wales not leading advocate for electrification of the wider it.” ■

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