WHICH INNOVATIONS FOR ZERO-EMISSION TRAINS?<\/h2>\n\n\n\n<\/div>\n\n\n\nBeside electric trains, which operation is already zero-emission by the way, many technologies have been explored for passenger services applications as an alternative to diesel trains: other fuels, batteries, hydrogen or even solar power, and combinations of them as \u201chybrid\u201d trains.<\/p>\n\n\n\n
<\/div>\n\n\n\n\n- Solar power<\/strong>\u00a0can quickly be excluded from stand-alone solutions as the solar radiation on the Earth surface is too limited to power a train for regular passenger service, and eventually operate by night.<\/li>\n<\/ul>\n\n\n\n
\n- Alternative fuels like\u00a0natural gas<\/strong>\u00a0generally do not prove relevant for avoiding Green House Gas (GHG) emissions. Only BioGas, when relying on agricultural waste, is an interesting option: its combustion still emits other particles than GHG and large-scale application are a challenge but turning methane into less-prejudicial carbon dioxide even makes it a GHG-consumer with a negative balance!<\/li>\n<\/ul>\n\n\n\n
\n- Batteries-trains<\/strong>\u00a0are the closest evolution of classic electric trains: onboard energy storage allows them to run where there is no catenary whilst relying on the same efficient principles rail traction engineers have been optimizing for decades, from wheel-rail contact to energy recovery. Autonomy and lifecycle (manufacturing, dismantling) of batteries are currently the two main concerns to focus on.<\/a><\/li>\n<\/ul>\n\n\n\n<\/div>\n\n\n\n\n\n
\n![\"\"](\"https:\/\/www.systra.com\/brazil\/wp-content\/uploads\/sites\/20\/2023\/02\/1-vlcsnap-2020-11-16-15h14m53s755.png\")
<\/figure>\n\n\n\n![\"\"](\"https:\/\/www.systra.com\/brazil\/wp-content\/uploads\/sites\/20\/2023\/02\/2-vlcsnap-2020-11-16-15h15m37s811.png\")
<\/figure>\n\n\n\n![\"\"](\"https:\/\/www.systra.com\/brazil\/wp-content\/uploads\/sites\/20\/2023\/02\/3-vlcsnap-2020-11-16-15h16m50s593.png\")
<\/figure>\nBattery train
\u00a9Bombardier<\/figcaption><\/figure>\n<\/div>\n<\/div>\n\n\n\n<\/div>\n\n\n\n\n- Hydrogen-trains<\/strong>\u00a0rely on the so-called \u201cfuel cell\u201d to generate electricity from hydrogen. As these devices run on stable duty cycles, extra batteries are needed to manage the power peaks the vehicle needs. Hydrogen-trains are battery-trains too, but autonomy is not a concern with a dense pressurized hydrogen tank onboard. With hydrogen not directly available in the environment, operating a Hydrogen-train is all about producing it \u2013 with costs, energy and GHG balance at stake: even more than Batteries-trains, Hydrogen-trains reflect the local electricity mix!<\/li>\n<\/ul>\n\n\n\n<\/div>\n\n\n\n
![\"\"](\"https:\/\/www.systra.com\/brazil\/wp-content\/uploads\/2020\/11\/alstom-h2-474x267.png\")
Similar propulsion principles, different power supply solutions: Hydrogen train
\u00a9Alstom<\/figcaption><\/figure>\n<\/div>\n\n\n<\/div>\n\n\n\nHOW TO CHOOSE THE BEST OPTION?<\/h2>\n\n\n\n<\/div>\n\n\n\nAll these technologies show pros and cons, so can we figure out what the best option is?<\/p>\n\n\n\n
<\/div>\n\n\n\n\n- When the local electricity mix makes technical solutions similar in terms of GHG performance,\u00a0rail operation parameters<\/strong>\u00a0help select the best option: \u201cHow long is the interstation?\u201d, \u201cHow fast shall the trains be refilled?\u201d, \u201cHow demanding is the route?\u201d are essential questions for a fast assessment of the potential solutions.<\/li>\n\n\n\n
- The\u00a0capacity to rely on existing fleets or facilities\u00a0<\/strong>and tune them up to \u201cZero-emission\u201d shall also be considered, to adapt combustion engines to biogas or fit batteries into hybrid trains.<\/li>\n\n\n\n
- Considering investments, there is obviously a\u00a0scale factor<\/strong>\u00a0to be considered. Selecting between available solutions is a matter of splitting costs between Infrastructure, Rolling Stock and Energy expenses: the relative network span, fleet size or facilities needed are service-related parameters with limited correlation.<\/li>\n<\/ul>\n\n\n\n<\/div>\n\n\n\n
This variety of solutions is a global opportunity. It makes the industry capable of offering emission-reducing solutions adapted to the local context. Emerging countries forced to scale the development of their energy industry and limit the span of sources locally available are not bound to diesel: they can find the Zero-emission trains fitting their energy pattern, thus proving that economic development does not contradict environmental sustainability \u2013 should global decisions be the right ones!<\/a><\/p>\n\n\n\n<\/div>\n\n\n\n![\"\"](\"https:\/\/www.systra.com\/brazil\/wp-content\/uploads\/2020\/11\/img_train_paca-474x214.jpg\")
A diesel train in the South the France, where SYSTRA assessed the regional council in finding relevant zero-emission alternatives
\u00a9 CAF<\/figcaption><\/figure>\n<\/div>\n\n\n<\/div>\n\n\n\n
WHICH EVOLUTIONS CAN BE EXPECTED?<\/h2>\n\n\n\n<\/div>\n\n\n\n
Generally, it can be foreseen that authorities will regulate energy transition by law. This is already the case for buses in some countries like France. : SYSTRA takes part in many of these e-mobility projects and supports local authorities anticipating similar changes for rail.<\/p>\n\n\n\n
<\/div>\n\n\n\n\n- Regarding\u00a0batteries<\/strong>, there is room for a quick improvement over the next years. The power of the automotive industry is likely to come up with increased capacity and lifetime while decreasing costs, thus benefitting the rail industry too\u2026 Looking at some oil & gas giants buying smaller batteries suppliers gives us a clue on the potential of this trend.<\/li>\n\n\n\n
- Biogas solution\u00a0<\/strong>is often overlooked for cultural and historical reasons, with a probably limited scalability. But its adequation to some particular needs may let local initiatives to emerge for rail lines with little traffic and looking for easy-to-implement solutions to reduce their carbon footprint.<\/li>\n\n\n\n
- Hydrogen<\/strong>\u00a0is a topic in itself. Seen from the sole mobility point-of-view, hydrogen solutions never prove the best option in current conditions. But more than solely a fuel for transportation, hydrogen should rather be seen as a storage mean for carbon-free electricity. In other words, should electricity producers, gas supplier and rail industry cooperate, developing hydrogen trains could be the flagship to introduce zero-emission transportation in countries with carbon-full electricity mix\u2026<\/li>\n<\/ul>\n\n\n\n<\/div>\n\n\n\n
![\"\"](\"https:\/\/www.systra.com\/brazil\/wp-content\/uploads\/2020\/11\/img_train_hydrogene-474x316.png\")
Hydrogen train: the flagship to introduce zero-emission transportation in countries with carbon-full electricity mix?
\u00a0\u00a9 Alstom<\/figcaption><\/figure>\n<\/div>\n\n\n<\/div>\n\n\n\nRELYING ON A VERSATILE PORTFOLIO IS THE SOLUTION<\/h2>\n\n\n\n<\/div>\n\n\n\nWhere traffic is too small to justify electrification, the rolling stock industry proves reactive in offering relevant alternatives to reduce the environmental footprint whilst controlling costs. But no stand-alone solution exists yet to compete with a catenary.<\/p>\n\n\n\n
<\/div>\n\n\n\nAs the very effective batteries show intrinsic constraints on the operation over their whole lifecycle, it is up to the technology to make progress for realizing its huge potential. Trendy hydrogen and underrated BioGas are dependent on the development of large-scale production and distribution circuits\u2013 which cannot be borne by low-traffic railways services. Rather than gambling to choose one solution, the wiser option sounds like relying on a versatile portfolio and adapt the technology to the rail service\u2019s very needs and to the local power supply opportunities.<\/p>\n\n\n\n
Beside electric trains, which operation is already zero-emission by the way, many technologies have been explored for passenger services applications as an alternative to diesel trains: other fuels, batteries, hydrogen or even solar power, and combinations of them as \u201chybrid\u201d trains.<\/p>\n\n\n\n
- \n
- Solar power<\/strong>\u00a0can quickly be excluded from stand-alone solutions as the solar radiation on the Earth surface is too limited to power a train for regular passenger service, and eventually operate by night.<\/li>\n<\/ul>\n\n\n\n
- \n
- Alternative fuels like\u00a0natural gas<\/strong>\u00a0generally do not prove relevant for avoiding Green House Gas (GHG) emissions. Only BioGas, when relying on agricultural waste, is an interesting option: its combustion still emits other particles than GHG and large-scale application are a challenge but turning methane into less-prejudicial carbon dioxide even makes it a GHG-consumer with a negative balance!<\/li>\n<\/ul>\n\n\n\n
- \n
- Batteries-trains<\/strong>\u00a0are the closest evolution of classic electric trains: onboard energy storage allows them to run where there is no catenary whilst relying on the same efficient principles rail traction engineers have been optimizing for decades, from wheel-rail contact to energy recovery. Autonomy and lifecycle (manufacturing, dismantling) of batteries are currently the two main concerns to focus on.<\/a><\/li>\n<\/ul>\n\n\n\n<\/div>\n\n\n\n\n\n
\n <\/figure>\n\n\n\n<\/figure>\n\n\n\n<\/figure>\nBattery train
\u00a9Bombardier<\/figcaption><\/figure>\n<\/div>\n<\/div>\n\n\n\n<\/div>\n\n\n\n- \n
- Hydrogen-trains<\/strong>\u00a0rely on the so-called \u201cfuel cell\u201d to generate electricity from hydrogen. As these devices run on stable duty cycles, extra batteries are needed to manage the power peaks the vehicle needs. Hydrogen-trains are battery-trains too, but autonomy is not a concern with a dense pressurized hydrogen tank onboard. With hydrogen not directly available in the environment, operating a Hydrogen-train is all about producing it \u2013 with costs, energy and GHG balance at stake: even more than Batteries-trains, Hydrogen-trains reflect the local electricity mix!<\/li>\n<\/ul>\n\n\n\n<\/div>\n\n\n\n
Similar propulsion principles, different power supply solutions: Hydrogen train
\u00a9Alstom<\/figcaption><\/figure>\n<\/div>\n\n\n<\/div>\n\n\n\nHOW TO CHOOSE THE BEST OPTION?<\/h2>\n\n\n\n
<\/div>\n\n\n\nAll these technologies show pros and cons, so can we figure out what the best option is?<\/p>\n\n\n\n
<\/div>\n\n\n\n- \n
- When the local electricity mix makes technical solutions similar in terms of GHG performance,\u00a0rail operation parameters<\/strong>\u00a0help select the best option: \u201cHow long is the interstation?\u201d, \u201cHow fast shall the trains be refilled?\u201d, \u201cHow demanding is the route?\u201d are essential questions for a fast assessment of the potential solutions.<\/li>\n\n\n\n
- The\u00a0capacity to rely on existing fleets or facilities\u00a0<\/strong>and tune them up to \u201cZero-emission\u201d shall also be considered, to adapt combustion engines to biogas or fit batteries into hybrid trains.<\/li>\n\n\n\n
- Considering investments, there is obviously a\u00a0scale factor<\/strong>\u00a0to be considered. Selecting between available solutions is a matter of splitting costs between Infrastructure, Rolling Stock and Energy expenses: the relative network span, fleet size or facilities needed are service-related parameters with limited correlation.<\/li>\n<\/ul>\n\n\n\n
<\/div>\n\n\n\nThis variety of solutions is a global opportunity. It makes the industry capable of offering emission-reducing solutions adapted to the local context. Emerging countries forced to scale the development of their energy industry and limit the span of sources locally available are not bound to diesel: they can find the Zero-emission trains fitting their energy pattern, thus proving that economic development does not contradict environmental sustainability \u2013 should global decisions be the right ones!<\/a><\/p>\n\n\n\n
<\/div>\n\n\n\nA diesel train in the South the France, where SYSTRA assessed the regional council in finding relevant zero-emission alternatives
\u00a9 CAF<\/figcaption><\/figure>\n<\/div>\n\n\n<\/div>\n\n\n\n
WHICH EVOLUTIONS CAN BE EXPECTED?<\/h2>\n\n\n\n<\/div>\n\n\n\n
Generally, it can be foreseen that authorities will regulate energy transition by law. This is already the case for buses in some countries like France. : SYSTRA takes part in many of these e-mobility projects and supports local authorities anticipating similar changes for rail.<\/p>\n\n\n\n<\/div>\n\n\n\n- \n
- Regarding\u00a0batteries<\/strong>, there is room for a quick improvement over the next years. The power of the automotive industry is likely to come up with increased capacity and lifetime while decreasing costs, thus benefitting the rail industry too\u2026 Looking at some oil & gas giants buying smaller batteries suppliers gives us a clue on the potential of this trend.<\/li>\n\n\n\n
- Biogas solution\u00a0<\/strong>is often overlooked for cultural and historical reasons, with a probably limited scalability. But its adequation to some particular needs may let local initiatives to emerge for rail lines with little traffic and looking for easy-to-implement solutions to reduce their carbon footprint.<\/li>\n\n\n\n
- Hydrogen<\/strong>\u00a0is a topic in itself. Seen from the sole mobility point-of-view, hydrogen solutions never prove the best option in current conditions. But more than solely a fuel for transportation, hydrogen should rather be seen as a storage mean for carbon-free electricity. In other words, should electricity producers, gas supplier and rail industry cooperate, developing hydrogen trains could be the flagship to introduce zero-emission transportation in countries with carbon-full electricity mix\u2026<\/li>\n<\/ul>\n\n\n\n
<\/div>\n\n\n\nHydrogen train: the flagship to introduce zero-emission transportation in countries with carbon-full electricity mix?
\u00a0\u00a9 Alstom<\/figcaption><\/figure>\n<\/div>\n\n\n<\/div>\n\n\n\nRELYING ON A VERSATILE PORTFOLIO IS THE SOLUTION<\/h2>\n\n\n\n
<\/div>\n\n\n\nWhere traffic is too small to justify electrification, the rolling stock industry proves reactive in offering relevant alternatives to reduce the environmental footprint whilst controlling costs. But no stand-alone solution exists yet to compete with a catenary.<\/p>\n\n\n\n
<\/div>\n\n\n\nAs the very effective batteries show intrinsic constraints on the operation over their whole lifecycle, it is up to the technology to make progress for realizing its huge potential. Trendy hydrogen and underrated BioGas are dependent on the development of large-scale production and distribution circuits\u2013 which cannot be borne by low-traffic railways services. Rather than gambling to choose one solution, the wiser option sounds like relying on a versatile portfolio and adapt the technology to the rail service\u2019s very needs and to the local power supply opportunities.<\/p>\n\n\n\n
- Biogas solution\u00a0<\/strong>is often overlooked for cultural and historical reasons, with a probably limited scalability. But its adequation to some particular needs may let local initiatives to emerge for rail lines with little traffic and looking for easy-to-implement solutions to reduce their carbon footprint.<\/li>\n\n\n\n
- The\u00a0capacity to rely on existing fleets or facilities\u00a0<\/strong>and tune them up to \u201cZero-emission\u201d shall also be considered, to adapt combustion engines to biogas or fit batteries into hybrid trains.<\/li>\n\n\n\n
- When the local electricity mix makes technical solutions similar in terms of GHG performance,\u00a0rail operation parameters<\/strong>\u00a0help select the best option: \u201cHow long is the interstation?\u201d, \u201cHow fast shall the trains be refilled?\u201d, \u201cHow demanding is the route?\u201d are essential questions for a fast assessment of the potential solutions.<\/li>\n\n\n\n
- Hydrogen-trains<\/strong>\u00a0rely on the so-called \u201cfuel cell\u201d to generate electricity from hydrogen. As these devices run on stable duty cycles, extra batteries are needed to manage the power peaks the vehicle needs. Hydrogen-trains are battery-trains too, but autonomy is not a concern with a dense pressurized hydrogen tank onboard. With hydrogen not directly available in the environment, operating a Hydrogen-train is all about producing it \u2013 with costs, energy and GHG balance at stake: even more than Batteries-trains, Hydrogen-trains reflect the local electricity mix!<\/li>\n<\/ul>\n\n\n\n
- Batteries-trains<\/strong>\u00a0are the closest evolution of classic electric trains: onboard energy storage allows them to run where there is no catenary whilst relying on the same efficient principles rail traction engineers have been optimizing for decades, from wheel-rail contact to energy recovery. Autonomy and lifecycle (manufacturing, dismantling) of batteries are currently the two main concerns to focus on.<\/a><\/li>\n<\/ul>\n\n\n\n
- Alternative fuels like\u00a0natural gas<\/strong>\u00a0generally do not prove relevant for avoiding Green House Gas (GHG) emissions. Only BioGas, when relying on agricultural waste, is an interesting option: its combustion still emits other particles than GHG and large-scale application are a challenge but turning methane into less-prejudicial carbon dioxide even makes it a GHG-consumer with a negative balance!<\/li>\n<\/ul>\n\n\n\n