One application that holds significant potential in the mobility sector is hydrogen-powered trains – some of which will be shown throughout the COP26 event.
To find out more about this promising technology and the role it will have in decarbonising the transportation sector, H2 View spoke with Mike Muldoon, Head of Business Development at Alstom.
Thanks for giving H2 View your time. To start with, could you tell me a bit about the type of hydrogen solutions that Alstom provides?
Mike Muldoon (MM): Alstom has received orders for four fleets of hydrogen powered regional passenger trains in three different configurations. These fleets illustrate the different approaches and applications that can be addressed using hydrogen power onboard trains.
The first, and most famous for being the first hydrogen train in service in the world, is the Coradia iLintTM. Two fleets totalling 41 trains are due to enter service during 2022. In Italy we have sold a fleet of Coradia StreamTMhydrogen trains.
These use the same fundamental system architecture as the Coradia iLintTM but repackaged into a single power unit that forms a short carriage in the train.
In France a fleet of Coradia PolyvalentTM hydrogen-electric bimode trains have been ordered. These trains can operate electrically using overhead wires or independently using a hydrogen fuel cell drive similar to that used in the Coradia iLintTM. To date Alstom has been awarded firm contracts in Germany, France and Italy for 59 hydrogen trains.
We continue to develop solutions and products for other markets all around the world and are exploring wider applications of hydrogen such as for shunting locomotives and some freight applications.
Could you tell me a little bit about the Coradia iLintTM hydrogen-powered train? What is its potential in decarbonising the railway network?
MM: The Coradia iLint™ is the world’s first passenger train powered by a hydrogen fuel cell with a battery hybrid drive, which produces electrical power for traction. The fuel cell provides the primary power source onboard and the battery provides additional power under acceleration and can be used to store energy regenerated as the train brakes complimenting the fuel cell output to give the most efficient energy usage onboard the train.
This zero-emission train emits low levels of noise, with exhaust being only steam and condensed water. The traction system components are distributed along the train, across the two carriages that form the train.
It has a range of approximately 1,000km and can operate at speeds of up to 140km/h. Two fleets totalling 41 Coradia iLintTM have been ordered in Germany so far.
When the first fleet enters service in 2022, the decarbonisation potential of hydrogen trains will be translated into reality with immediate carbon savings accruing. With every diesel train removed from service around 700 tonnes of CO2 can be saved every year.
What is the potential of using hydrogen-powered trains?
MM: Hydrogen trains will play a key role in decarbonising rail. Their capabilities complement the widescale electrification of national rail networks perfectly – where electrification is unsuitable or unaffordable, hydrogen offers the performance and range to allow services to be decarbonised efficiently and completely.
Running on green hydrogen (produced from renewable energy) they offer fully zero emission transport whilst requiring minimal changes to network infrastructure or operating practices.
Hydrogen is not a competitor to electrification but is suits very well the replacement of the longer range, regional diesel passenger services that do not justify electrification.
These routes criss-cross every rail network providing an essential service linking communities and feeding into business and transport hubs.
How does hydrogen stand out from other technologies in powering train applications?
MM: Hydrogen is attractive for rail applications because of its energy density. The ability to refill tanks in the time and a similar manner to that used for diesels is also attractive to operators as they plan their depot operations.
Furthermore, there is no need for network infrastructure upgrades – despite its ultimate operating efficiency, electrification of a running railway is a difficult and disruptive process and so, where the business case does not support the cost and disruption of electrification, the benefits of hydrogen are clear.
What do you hope to see from COP26 in relation to hydrogen in the mobility sector?
MM: Hydrogen technology for rail is here. The need is clear and the selection criteria for routes to be operated by hydrogen trains are understood. We need to make further deployments which will drive volume in the market, encourage competition and develop a robust supply chain driving down costs and simplifying service introduction.
And, most of all, by doing so we will start saving carbon now and the UK and Scottish Governments need to grasp the nettle to do so.
If 2050 is our target for net zero and between now and then we can save carbon by switching to cleaner technology, then we should be doing that – we just need to get on with it!