Hydrogen can be the number one for tomorrow’s railway

Diesel is dirty. And electric expensive. This gives rail a problem.
What fuel should tomorrow’s trains burn? After decades wedded to diesel it seemed that rail was about to break into a new world of clean electric trains. That was before Network Rail started erecting masts and wires along the Great Western and found the whole enterprise taking far longer and costing far more than it had anticipated.
NR’s problems were starkly illustrated on October 10 when train operator Great Western Railway revealed that it was facing an emergency closure at Reading over the following weekend to allow NR to test overhead electric lines. GWR’s announcement came on the same day that NR ran a special inspection train to show off its work to journalists. It prompted Andrew Adonis – the minister who announced GW electrification back in 2009 – to comment that such a train was his idea of heaven. “Problem is, it will make me angry to see the mess [NR] made of Great Western electrification,” he added.
Faced with NR’s rocketing costs, it’s no surprise that government in London had second thoughts. I’ll win few friends by trying to defend Chris Grayling but what was he to do in the face of rising bills and slipping deadlines? Shovel more money towards NR at a time when money across government is tight? Or risk wrath by cancelling further wiring projects? He chose cancellation and at the same time talked about alternative fuels.
Cancelling projects forces the railway to think again. NR needs to think again about how it can deliver an electric railway for much lower cost. After all, the idea of electrifying a route is to make it cheaper to run. No business will survive by making its product more expensive unless that product is clearly better. Electric railways should provide faster journeys because their trains are more powerful than diesels. Or they could use the extra power to run longer trains and provide more seats.
Rail companies should consider the words of one senior engineer, Peter Dearman: “The art of a good engineer is to do for 50 pence what any idiot can do for a pound.”
In essence, Grayling is telling rail companies to go away and look again at what they’re proposing and the costs attached to it. I don’t believe he doesn’t like electrification on principle, he just doesn’t like being presented with unexpected bills. And he’s probably right when he suggests that passengers don’t particularly care what powers their train. They care that it’s reliable and affordable.
What then of the other part of his summer announcements, alternative fuels? In the short-term, this can only be diesel, which is hardly alternative for an industry that embraced if from the 1950s as it weaned itself from even dirtier coal. Diesel is also the fuel that Grayling’s Department for Transport is doing its best to remove from our roads because it believes it’s too polluting.
It’s polluting on rail too as Christian Wolmar rightly said in RAIL 837. What’s the alternative?
Perhaps it’s hydrogen? You might be sceptical, I certainly was before doing some digging. Yet a locomotive powered by the gas ran in Britain five years ago. Birmingham University built it to compete in the Institution of Mechanical Engineers’ inaugural railway challenge at Stapleford’s miniature railway. Since then several more have run.
Fuel cells on board the machine took hydrogen and air and converted it to water and an electrical current. The current powered the train and the water was a harmless byproduct of the process. Since then, Alstom has been testing a full-size multiple unit in Germany that is powered by hydrogen fuel cells. This unit also stores power recovered from braking in batteries so that it can be used to boost that coming from hydrogen. Alstom’s train is based on an established DMU design.
Britain faces a glut of redundant electric multiple units (EMUs) following recent franchise awards that have pledged new fleets. This provides plenty of scope for an enterprising company to invest in hydrogen fuel cell technology and convert an EMU into an HMU (or an electro-hydrogen bi-mode unit). Porterbrook is already converting Class 319 EMUs into hybrid units with diesel engines. Adding hydrogen power to an EMU is the next natural step.
Such a train may produce no pollution in its immediate surroundings but that doesn’t mean hydrogen has no pollution bill. It depends on how it’s produced. It might be a very common element (it’s part of water after all) but as a fuel it must be produced from something else, just as electricity is.
Natural gas can be one feedstock. Fed into a steam methane reforming (SMR) plant and the result is hydrogen and carbon dioxide, a greenhouse gas. Most depots already have a gas supply so this could be one practical method of supplying hydrogen for trains. But the carbon dioxide gives SMR plants a problem.
The other option is to use electricity in a reverse of the fuel-cell process. If your electricity comes from renewable sources then you can claim your hydrogen is a green fuel. Otherwise, there will still be environmental emissions but they’ll be at some distance from depot or train.
This raises an interesting prospect of electricity from solar or wind farms being used to generate hydrogen that’s used to refuel trains overnight. It would cement rail’s position as the greenest way to travel.
Rail could banish sooty trainsheds and consign to history smokey DMUs accelerating from stations – in-short, create a clean railway that previous generations would barely recognise.
Whatever its source, on the train hydrogen will flow into stacks of hundreds of individual fuel cells. The power these stacks pack can vary between 70kW and 200kW and they can be combined to give more power, according to Birmingham University researcher Andreas Hoffrichter, who wrote his PhD thesis in 2013 on hydrogen trains. They have a lifespan comparable to DMU engines and Hoffrichter’s theoretical work suggested a hydrogen MU would be capable of the same daily duties as a DMU.
He found them to be more efficient (40%) on-rail than diesel trains (30%) but less than electrics (76%) but heavier, doubtless with the weight of the 350-700 bar gas tanks a major factor. In a computer-modelled run between Birmingham and Stratford the HMU emitted 862kg of carbon (on a well-to-wheel basis, so taking into account that his hydrogen came from natural gas) and his DMU emitted 1,895kg.
Those figures might be from modelled rather than real journeys but there’s sufficient difference in them to suggest that hydrogen is very likely to be real contender to replace diesel for environmental reasons.
What’s needed now is a real train and real tests. Let’s use at least one of those redundant and otherwise wasted EMUs to push technology forward and wean the railway from diesel.
It’s easy to scoff at Chris Grayling’s ‘alt-fuel’ comments but it’s in the railway’s power to do something about it. Let’s see who’s prepared to make a difference and take the railway forward.

This article first appeared in RAIL 838, published on October 25 2017.

How long before new train bubble bursts?

Derby. Doncaster. Darlington. All classic locomotive works, their names recognisable to generations of railwaymen and generations of enthusiasts.
Lest this all become about alliteration, I’ll add Ashford, Eastleigh, Crewe, Swindon and St Rollox.
Of all these names, only Derby still builds trains. Some of the others remain involved in rail, mainly by refurbishing stock.
Railway companies built and ran these works for their own needs. Private companies supplemented their output and build for export – Vulcan Foundry’s order book reads like an ode to empire. But markets home and abroad fell away and there were more factories than work. Closures were inevitable, each accompanied by great sadness as the final shift filed through the gates.
For towns such as Swindon, the railway works was the town and the town was the works. Closure hit hard.
Privatisation two decades ago brought a three-year hiatus in orders for new stock, putting more pressure on the factories that remained. Derby survived and would soon be producing large numbers of Electrostar EMUs and Turbostar DMUs as new train operators looked to replace ageing stock. The private works at Washwood Heath in Birmingham made the leap from public to private orders and would assemble Virgin’s fleet of Class 390 tilting Pendolino EMUs under Alstom’s ownership.
Despite this and other orders, Alstom closed Washwood Heath in 2005. There were plenty of orders but Alstom landed too few. Siemens did very well, taking a major order to replace Mk 1 stock running from Waterloo. However, it built these trains in Germany and this led to criticism when it won a deal to build 1,140 vehicles for Thameslink in place of Bombardier in Derby.
Bombardier had built West Coast’s and CrossCounty’s Voyager fleets in Belgium but market consolidation later saw it take over Derby from Adtranz. Having lost to Siemens on Thameslink, Bombardier and Derby won Crossrail’s 630-vehicle order.
Meanwhile, Hitachi won government’s order for 866 Intercity Express Programme vehicles. The initial trains came from Japan but Hitachi built a factory at Newton Aycliffe in Country Durham (around half way between Darlington and British Rail’s old wagon works in Shildon, which closed in the early 1980s). This factory is now assembling trains from bodyshells brought from abroad. Newton Aycliffe doesn’t have the equipment to build its own shells.
All three orders, Thameslink, Crossrail and IEP, are being built and delivered now. They form part of an overall order book that stretches to over 7,000 vehicles, a little over half the total UK fleet. These orders are split between five manufacturers: Bombardier, Siemens, Hitachi, CAF and Stadler. The latter is new to Britain while CAF joined Siemens to build Class 332 and Class 333 EMUs in 1997 and 2001 respectively.
CAF is building in Spain EMUs and DMUs for Northern, EMUs for TransPennine Express and Mk 5 coaches for TPE and Caledonian Sleeper. It announced last summer plans to build a UK factory in Newport, South Wales. It clearly expects rolling stock orders to continue, saying back then: “The plant would also enable the company to tackle new contracts awarded in the United Kingdom, a country in which the company expects to contribute to railway development in the years to come, as well as maintenance and train servicing activities. The plant is expected to be operating by mid-2018.”
Having built thousands of vehicles for Britain over the last 20 years, Siemens revealed in early March that it hoped to build a plant in Goole. Siemens littered its announcement with caveats: “This development, which could mean an investment of up to £200m, is a major step forward for Siemens’ journey in the UK. Siemens aims to start phased development of the 67 acre site later this year, if investment conditions are met, and subject to the company’s success in major future orders.”
Goole and Newport would give Britain four major factories to build trains. In addition, Alstom is establishing a refurbishment facility in Widnes. The factories come at a time when it’s never been cheaper to buy new trains. Not only is the price cheap but finance is also cheap. There’s never been a better time to build trains in Britain. Recent franchise awards have come with hefty fleet plans. Greater Anglia is replacing its whole fleet, South Western Railway will see a new inner-suburban fleet and West Midlands is looking to replace a good chunk of its regional fleet.
They key question is whether this glut of orders will continue. There’s a feeling of a bubble growing. And bubbles burst. If trains are left redundant part way through their lives, replaced by factory fresh versions, then financiers will start charging more to recoup their investments over a shorter period. Train operators will be faced with higher bills and so new stock will look less attractive.
The next few franchise competitions will show whether the trend towards new trains continues. Will the winning Southeastern bidder follow SWR by replacing its inner-suburban fleet? East Midlands need a fleet to replace its HSTs and here bi-modes look favourite given that the DfT will not fund electrification. That puts Hitachi in a strong position because it is supplying similar trains to several operators on the back of its IEP win. However, Hitachi is also struggling to fulfil its current order book with deliveries to ScotRail late and putting in peril a much wider cascade of trains.
CrossCountry’s fleet dates from 2000-2002 and is approaching its half-life making refurbishment more sensible than replacement. Great Western is introducing IEPs now, has taken on a fleet of EMUs for suburban services and cascaded early-1990’s DMUs westwards. Next on the schedule is TSGN, including Thameslink with its new fleet. Then it’s Chiltern was also has a modern fleet of DMUs followed by TPE which is yet to see the trains it now has on order. That takes the schedule out to 2021.
It seems very unlikely that major orders will come from these franchise, less for Southeastern and East Midlands in the next 18 months. Competition for orders will be fierce but as things stand today, Britain does not need four train factories.
Forget exports. Why would Siemens, CAF, Bombardier or Hitachi build trains in Britain for elsewhere when they have factories abroad that can take advantage of the European Union’s single market and trade deals. Siemens will build in Germany, Bombardier in any of several countries, Hitachi in Italy and CAF in Spain.
So here’s my prediction. Goole will not see a Siemens factory, CAF will have second thoughts while Hitachi’s facility will linger longer but fold eventually and Derby will witness several more near-death experiences.

This article first appeared in RAIL 848, published on March 14 2018. Postscript: Siemens won a London Underground order later in 2018 and plans to build the trains in Goole.