Periodic Reporting for period 4 - FCH2RAIL (Fuel Cell Hybrid PowerPack for Rail Applications)
Reporting period: 2024-01-01 to 2025-06-30
Half of the railway lines in the European Union are electrified and already enable local emission-free rail transport. Diesel-powered trains are used on the remaining sections of the lines. Across Europe, more and more railway lines are being electrified, i.e. equipped with overhead lines. But electrification is a very expensive and long-term project that always depends on the local geographical conditions which makes catenary-independent solutions attractive for the current and next generation of trains.
The FCH2RAIL consortium has developed, built, tested, demonstrated and homologated a scalable, modular and multi-purpose Fuel Cell Hybrid Power Pack (FCHPP) applicable for different rail applications, and suitable for retrofitting existing electric and diesel trains. The bi-modal drive system combines the advantages of electrical power supply from the overhead line with FCHPP consisting of fuel cells and batteries. Two power packs have been integrated in a demonstrator train, which has performed 10000 km in hydrogen mode on Spanish and Portuguese railway networks and proved a authonomy of more than 800 km. The innovative test bench developed in FCH2RAIL to test and optimize a full-scale FCHPP “in the lab” received the Best Innovation Award from the Clean Hydrogen Partnership during the EU Hydrogen Week 2024. Within the FCH2RAIL project, the first hydrogen train in the Spanish and Portuguese railway networks has successfully demonstrated the technical feasibility of a hydrogen-powered bi-mode train at TRL7.
The FCH2RAIL consortium has developed, built, tested, demonstrated and homologated a scalable, modular and multi-purpose Fuel Cell Hybrid Power Pack (FCHPP) applicable for different rail applications, and suitable for retrofitting existing electric and diesel trains. The bi-modal drive system combines the advantages of electrical power supply from the overhead line with FCHPP consisting of fuel cells and batteries. Two power packs have been integrated in a demonstrator train, which has performed 10000 km in hydrogen mode on Spanish and Portuguese railway networks and proved a authonomy of more than 800 km. The innovative test bench developed in FCH2RAIL to test and optimize a full-scale FCHPP “in the lab” received the Best Innovation Award from the Clean Hydrogen Partnership during the EU Hydrogen Week 2024. Within the FCH2RAIL project, the first hydrogen train in the Spanish and Portuguese railway networks has successfully demonstrated the technical feasibility of a hydrogen-powered bi-mode train at TRL7.
In WP1 the relevant use cases for hybrid bi-mode vehicles have been analysed based on actual services in Spain, Portugal, Slovakia and Germany to derive the FCHPP working parameters and requirements. Additionally, a study of the hydrogen refulling station options and the boundary conditions for the HRS installation locations have been completed during RP1 and RP2.
WP2 focused on the integration of the Fuel Cell Hybrid Powerpack (FCHPP) in the demonstrator train. An integration study of the FCHPP in the demonstrator train has been completed, ending with the Train Design Freeze of all the electro-mechanical interfaces for the Train Demonstrator. Specific results are the layout of components, mechanical and electrical drawings.
In WP 3 – FC Hybrid Powerpack Development the modular and scalable FCHPP has been defined and the components of the FCHPP have been manufactured and tested at the supplier’s facilities. One set of FCHPP components was sent to CNH2 and integrated in the stationary test bench. The second set of components was sent to CAF and integrated in the train demonstrator.
WP4 focused on testing the FCHPP in a laboratory environment. Once the test bench and test plan were developed and built, the tests with different load collectives have been performed and the FCHPP has been tested and optimised. A video showing the operation of the test bench was produced: https://youtu.be/mC7EGb9VA7w(opens in new window).
In WP5 the physical integration of the FCHPP in the demonstrator train, the development of the Hydrogen Refuelling Station (HRS) and the demonstration of the H2 Train were performed. Train demonstration started with the first dynamic testing on the line from Huesca to Canfranc in the Pyrenees in 2023. This also marks the first H2 train in the Spanish railway network. For further testing, the train then travelled for several months on different routes, mainly in Aragon, Madrid and Galicia. The scenarios demonstrated included operation in a wide range of power and energy demand conditions and under various climatic and operational conditions. In total the prototype has traveled more than 10,000 km and demonstrated more than 800 km authonomy in H2 mode. During the train’s stay in Galicia, the train crossed the border Portugal, marking the first hydrogen train tested in Portuguese network.
WP6 analysed the proposed FCHPP solution and possible benefits in terms of operational performance and costs compared to the current diesel propulsion. Data from the demonstration and testing campaigns as well as from the refueling with the HRS has been analysed and the required KPIs from the measured and simulated train runs has been derived. A LCC comparison of the Bi-mode H2 train and diesel reference train, which includes factors such as powerpack costs, lifetime and replacements as well as energy prices for hydrogen, traction electricity, and diesel and service profile characteristics, track electrification and annual mileage has been performed. For the example of the service profile Madrid-Soria (59% track electrification), the relevant LCC of the Bi-mode H2-train can reach a break even compared to the DMU train at a hydrogen cost between 5 to 10 €/kg already today with a diesel price of 0.75 €/l.
WP7 focussed on the normative framework for the use of H2 technology in different kinds of railway applications. Starting with the analysis of regulatory gaps together with a network of stakeholders proposals for modification in the normative framework have been developped and spread in the relevant normative groups and networks.
WP8 and WP9 involved the comunication and dissemination activities, the project management and the safety management. A LinkedIn account and the project website www.fch2rail.eu were reqularly updated with the achievements of the project, several workshops have been organised and attended, and the project results have been presented in November 2024 in the FCH2RAIL final conference together with RailLive! 2024 conference in Saragossa, Spain.
WP2 focused on the integration of the Fuel Cell Hybrid Powerpack (FCHPP) in the demonstrator train. An integration study of the FCHPP in the demonstrator train has been completed, ending with the Train Design Freeze of all the electro-mechanical interfaces for the Train Demonstrator. Specific results are the layout of components, mechanical and electrical drawings.
In WP 3 – FC Hybrid Powerpack Development the modular and scalable FCHPP has been defined and the components of the FCHPP have been manufactured and tested at the supplier’s facilities. One set of FCHPP components was sent to CNH2 and integrated in the stationary test bench. The second set of components was sent to CAF and integrated in the train demonstrator.
WP4 focused on testing the FCHPP in a laboratory environment. Once the test bench and test plan were developed and built, the tests with different load collectives have been performed and the FCHPP has been tested and optimised. A video showing the operation of the test bench was produced: https://youtu.be/mC7EGb9VA7w(opens in new window).
In WP5 the physical integration of the FCHPP in the demonstrator train, the development of the Hydrogen Refuelling Station (HRS) and the demonstration of the H2 Train were performed. Train demonstration started with the first dynamic testing on the line from Huesca to Canfranc in the Pyrenees in 2023. This also marks the first H2 train in the Spanish railway network. For further testing, the train then travelled for several months on different routes, mainly in Aragon, Madrid and Galicia. The scenarios demonstrated included operation in a wide range of power and energy demand conditions and under various climatic and operational conditions. In total the prototype has traveled more than 10,000 km and demonstrated more than 800 km authonomy in H2 mode. During the train’s stay in Galicia, the train crossed the border Portugal, marking the first hydrogen train tested in Portuguese network.
WP6 analysed the proposed FCHPP solution and possible benefits in terms of operational performance and costs compared to the current diesel propulsion. Data from the demonstration and testing campaigns as well as from the refueling with the HRS has been analysed and the required KPIs from the measured and simulated train runs has been derived. A LCC comparison of the Bi-mode H2 train and diesel reference train, which includes factors such as powerpack costs, lifetime and replacements as well as energy prices for hydrogen, traction electricity, and diesel and service profile characteristics, track electrification and annual mileage has been performed. For the example of the service profile Madrid-Soria (59% track electrification), the relevant LCC of the Bi-mode H2-train can reach a break even compared to the DMU train at a hydrogen cost between 5 to 10 €/kg already today with a diesel price of 0.75 €/l.
WP7 focussed on the normative framework for the use of H2 technology in different kinds of railway applications. Starting with the analysis of regulatory gaps together with a network of stakeholders proposals for modification in the normative framework have been developped and spread in the relevant normative groups and networks.
WP8 and WP9 involved the comunication and dissemination activities, the project management and the safety management. A LinkedIn account and the project website www.fch2rail.eu were reqularly updated with the achievements of the project, several workshops have been organised and attended, and the project results have been presented in November 2024 in the FCH2RAIL final conference together with RailLive! 2024 conference in Saragossa, Spain.
FCH2RAIL project effectively contributed to the European Green Deal and in particular to the decarbonisation of European rail transport by providing alternative fuel cell based power sources for the application in multiple units, mainline and shunting locomotives.
The project had impact in the following areas:
Cost reduction:
1. Strengthening the European hydrogen supply chain.
2. Proposed Modular/scalable solutions are reducing cost of the fuel cell hybrid traction systems.
3. Multipurpose FCHPPs facilitates a higher market penetration compared to specific solutions for single markets. Valid for any use case (multiple unit, mainline and shunting locomotive) but also for refurbishment.
4. Bi-Mode trains are providing a service not provided by conventional diesel trains or pure fuel cell hybrid trains.
5. Holistic energy management and reuse of waste energy through innovative on-board subsystems is improving energy efficiency and reducing TCO of trains on non-electrified lines. (Absorption HVAC and HyPAC system).
6. Aligning the standardization worlds of rail and hydrogen sector.
Increase Technology Awareness
7. Homologation of the TRL7 train demonstrator in new EU member states (Spain and Portugal). Hence it extends the market for the FCH trains.
8. Dissemination activities with political and public stakeholders to increase the awareness level of this technology by all the relevant stakeholders.
The project had impact in the following areas:
Cost reduction:
1. Strengthening the European hydrogen supply chain.
2. Proposed Modular/scalable solutions are reducing cost of the fuel cell hybrid traction systems.
3. Multipurpose FCHPPs facilitates a higher market penetration compared to specific solutions for single markets. Valid for any use case (multiple unit, mainline and shunting locomotive) but also for refurbishment.
4. Bi-Mode trains are providing a service not provided by conventional diesel trains or pure fuel cell hybrid trains.
5. Holistic energy management and reuse of waste energy through innovative on-board subsystems is improving energy efficiency and reducing TCO of trains on non-electrified lines. (Absorption HVAC and HyPAC system).
6. Aligning the standardization worlds of rail and hydrogen sector.
Increase Technology Awareness
7. Homologation of the TRL7 train demonstrator in new EU member states (Spain and Portugal). Hence it extends the market for the FCH trains.
8. Dissemination activities with political and public stakeholders to increase the awareness level of this technology by all the relevant stakeholders.