RIA Response to APPG on Hydrogen inquiry

APPG on Hydrogen: How the UK’s hydrogen sector can help support economic recovery RESPONSE FROM THE RAILWAY INDUSTRY ASSOCIATION (RIA) – MAY 2020 This submission is the Railway Industry Association (RIA) response to the above inquiry, of 13 May 2020.

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BACKGROUND TO RIA

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RIA is the trade association for UK-based suppliers to the UK and world-wide railways. It has over 300 companies in membership covering all aspects of rolling stock and infrastructure supply and covering a diverse range of products and services. As well as the vast majority of the larger, multinational companies, 60% of RIA’s membership base is comprised of SMEs.

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The Oxford Economics 2018 report1 shows the UK rail sector contributes annually over £36bn GVA to the UK economy, employs 600,000 people and generates £11bn in tax revenues. For every £1 spent on rail, £2.20 of income is generated in the wider economy, meaning rail is not just an important sector, but it is also crucial for UK plc, its economy and connectivity.

Executive Summary • Hydrogen trains are a viable option for the UK rail network – there is already a new build hydrogen train fleet in operation in Germany and at least three UK demonstrators based on surplus electric trains.

• Hydrogen has a role in decarbonising the UK rail network by 2040, specifically on less intensively used lines of up to 100mph speeds. For intensively used parts of the network, electrification is required and an investment in a hydrogen fleet should not be seen as an alternative to a rolling programme of electrification, as a solution to decarbonising rail.

• The UK rail industry is now developed in hydrogen technology.

• KEY ASK: Now is the time for the UK Government to support all modes of clean train traction, including hydrogen fuelled train fleets, in order to stimulate the UK market, provide low carbon rail links and deliver economic growth and investment to the economy.

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INTRODUCTION

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Hydrogen has a role to play, alongside electrification and battery technology, in decarbonising the rail network. As set out in the Rail Industry Decarbonisation Report of 20192, decarbonisation of the railways should consider the network in three categories: • Category 1 - The core electrified network, where traffic is most intense and thus a business case to electrify is viable, delivered via a rolling electrification programme.

• Category 2 - The parts of the network for which, due to lower traffic levels and/or long distances, there is unlikely to be a business case for continuous electrification. This creates an opportunity to introduce new zero-carbon technology in volume within five years, as existing fleets come due for replacement or new routes are opened. This is where hydrogen converted multiple units could play a role.

• Category 3 - The parts of the network between so-called Category 1 and 2, which can be served, in the medium term, by bi-mode trains which draw power from the OLE in electrified areas, but are self-powered ‘off the wires’ currently by diesel, although increasingly for lighter duty cycles by other zero carbon technologies In light of the Coronavirus outbreak, investment in rail has become an even more important component of the green recovery that is essential to avoid a resurgence in emissions post-

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See Oxford Economics report – https://www.riagb.org.uk/RIA/RIA_new/Press/Oxford_Economics.aspx See Rail Industry Decarbonisation report - https://www.rssb.co.uk/en/Research-andTechnology/Sustainability/Decarbonisation/Decarbonisation-our-final-report-to-the-Rail-Minister 2

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lockdown. A hydrogen fleet order would also stimulate devolved investment and economic growth, whilst helping the UK reduce overall carbon emissions.

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RIA SUBMISSION

3.1 Hydrogen trains are a viable option for the UK rail network with examples (see below) of RIA members involved in hydrogen train development. At present, up to 100mph speed and a range of 600 to 800 miles is feasible. Such a train would be a plausible direct replacement for existing Diesel Multiple Units (DMUs) although, in comparison, a hydrogen train would need to be refuelled more frequently. While a hydrogen train would not need electrification infrastructure, it will need new refuelling infrastructure and a hydrogen supply chain.

3.2 Thus a hydrogen self-powered passenger train is a plausible solution on longer and less intensively used regional routes, with speeds of 100mph or less, where there is no economic case for electrification. As hydrogen requires approximately eight times the storage volume of diesel for the same range and performance, it is unlikely to be a plausible solution for higher speed or main line freight trains, both of which require much larger installed power and longer ranges. For these duties, other than diesel, electric traction remains the only plausible option. Hydrogen therefore has a role on less intensively used lines, but should not be seen as an alternative in all cases to a rolling programme of electrification, which is needed to decarbonise the rail network by 2040.

3.1 The source of hydrogen is a significant factor in the carbon reduction compared to diesel. While hydrogen created using renewable electricity would be zero carbon, an analysis of 2018’s grid mix shows hydrogen from electrolysis is only slightly lower (4%) than diesel carbon, and hydrogen from reformation of natural gas is 24% lower.3 Therefore, whilst hydrogen has the potential to be low carbon, the decarbonisation of the electricity grid will also be a major factor for achieving this. There is also an opportunity to develop a rail line in an area where hydrogen is produced as a by-product, such as in the chemical industry. Hydrogen trains have been demonstrated to work successfully both in Germany, with the Alstom Coradia iLint which has already operated for nearly two years in passenger service covering over 180,000km, and with the HydroFLEX demonstrator in the UK 3.2 The Rail Industry Decarbonisation Taskforce estimate that there are, or shortly will be, about 3,0003,300 diesel passenger vehicles that will need to be replaced, re-engined or converted in order to decarbonise the network. Of these, 2,400 trains could be converted with alternative low-carbon traction options such as hydrogen or battery. This is an opportunity to utilise the large number of trains going off-lease in the coming years, due to a significant number of new trains coming on line.

3.3 The Coronavirus outbreak has had a significant negative impact on the economy and, as the UK seeks to recover from the crisis, rail investment has an important role to play in spurring economic investment. The Government should look to make this recovery a ‘green’ one, by prioritising environmental technology development, such as hydrogen fuel cell use in trains.

KEY ASK: Now is the time for the UK Government to support all modes of clean train traction, including hydrogen fuelled train fleets, in order to stimulate the UK market, provide low carbon rail links and deliver economic growth and investment to the economy.

RAILWAY INDUSTRY ASSOCIATION JUNE 2020 If you would like further information on this submission, please email RIA’s Public Affairs & PR Director Max Sugarman at max.sugarman@riagb.org.uk.

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The 2020 grid mix will likely produce less Greenhouse gases than in 2018.

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APPENDIX: EXAMPLES OF HYDROGEN TRAINS The Alstom Breeze: The Breeze has been developed by Alstom on the basis of the proven technology embodied in Alstom’s Coradia iLint. Two trains have operated over 180,000km in passenger service near Hamburg demonstrating reliable and safe operation in normal revenue operation for over 18 months. Breeze is based on the successful Class 321 electric multiple units owned by Eversholt Rail. These units operate widely in the UK but are approaching the end of their current leases and so can be made available for conversion.

The Breeze can be configured for speeds of up to 100mph but initial variants have been proposed to operate at 90mph, with a range of in excess of 600 miles at maximum load, based on modelled data derived from the extensive operation of the Coradia iLint. Breeze has been offered to a number of operators to date who are considering introduction of hydrogen trains. The full build project is now set for immediate mobilisation on receipt of order and expects to be able to have a first fleet in service by early 2024 if contracts were placed imminently.

HydroFLEX: Working in partnership with the University of Birmingham’s Centre for Railway Research and Education (BCRRE), Porterbrook developed the UK’s first hydrogen powered train in just nine months. From concept to launch at RailLive in June 2019, the team designed, developed, built, commissioned and carried out a low speed test operation of a fully working hydrogen fuel cell train.

Based on a Class 319 electric unit, the train is now fitted with hydrogen fuel tanks, a fuel cell and battery pack to provide independent traction power capable of operation with zero carbon emissions.

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