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UK Pioneers Hydrogen Train Technology Two Centuries After Rail Revolution
Two hundred years after the United Kingdom spearheaded global rail travel with the inaugural passenger railway connecting Stockton and Darlington, a reporter journeys through Warwickshire on a brief train ride potentially marking another transformative moment. Invited as the first journalist aboard Britain’s premier hydrogen-powered train, this journey explores the future of green railway transport in the UK.
HydroFLEX: Britain’s First Hydrogen Train Ready for Deployment
The HydroFLEX train, capable of reaching speeds of 90mph, has successfully undergone rigorous safety assessments and accumulated 3,000 miles of trials on principal railway lines. This pioneering concept is poised for integration into a new train fleet, presenting a viable substitute for diesel-operated trains on routes where electrification is excessively expensive or battery solutions are impractical. This prototype could initiate a new era of environmentally conscious transport on British railways, bolstering the nation’s ambitions to become a green industrial powerhouse.
Exclusive Tour and First Ride on the Hydrogen Train
Prior to embarking on a journey exceeding an hour across the scenic Midlands countryside, an exclusive tour of the hydrogen train was conducted at Long Marston depot in Warwickshire.
Inside the Hydrogen Train: Innovation and Safety
Developed by leasing firm Porterbrook at a cost of £13 million, this experimental train is repurposed from a 1980s Thameslink commuter unit, previously serving London commuters. Externally, the train maintains a conventional appearance and sound, albeit equipped internally with a boardroom facility. The truly revolutionary aspect becomes evident upon entering one of the end carriages.
Hydrogen Storage: Safety First
Ralph Swaney, Porterbrook’s head of technical services, and Steve Graham, senior project manager, guided the tour, unveiling the innovative hydrogen storage system. Occupying two-thirds of the carriage, 36 substantial canisters, each outweighing an adult, are arranged in three groups of twelve. Due to hydrogen’s flammable nature, these canisters feature a protective Kevlar coating, rendering them leak-proof and blast-resistant, and are housed in cages engineered to endure crash-induced G-forces. Surprisingly, each canister contains only a few kilograms of hydrogen.
Enhanced Train Structure for Hydrogen System
To accommodate the additional 18 tons of weight from the canisters, fuel cells, and associated equipment, supplementary beams have been integrated beneath the carriage. Each aluminum tank measures 3.1 meters (10ft) in length, weighing 150kg (nearly 24 stone) when empty. When pressurized to 350 bars, each tank holds 7.7kg (17lb) of hydrogen, totaling 278kg, enabling a range of 350 miles, according to Swaney.
Advanced Safety and Emission Control Systems
Twelve sophisticated detectors, resembling smoke alarms, continuously monitor for leaks throughout the carriage length, reflecting an ‘ultra-cautious’ approach to safety. Temperature monitoring systems are also incorporated, alongside ceiling-mounted fans with double the standard capacity to ventilate the carriage in the event of a detected leak. Exterior windows have been replaced with vents, responsible for releasing the train’s sole emission: plumes of steam, reminiscent of mainline railways from six decades past.
How Hydrogen Powers the Train
The fuel cells generate direct current (DC) electricity for the engines by combining hydrogen and oxygen to produce water using a catalyst, avoiding direct hydrogen combustion. The train, originally a British Rail Class 319 commuter unit, retains its capability to draw alternating current (AC) from overhead wires via a pantograph or DC from a third rail, allowing for conventional electric power utilization where available. The driver’s cabin preserves the original dashboards, augmented with indicator lights to signal any anomalies within the hydrogen system.
HydroFLEX at COP26 and Mainline Approval
The HydroFLEX train was showcased at the COP26 climate summit in Glasgow during 2021, attracting dignitaries including Prince Charles. At that time, the newly constructed train required towing to Scotland via the West Coast Main Line using a traditional locomotive. Mainline operation approval was granted in 2022, following rigorous evaluations by the Rail Safety Standards Board and Network Rail.
Private Sector Innovation Driving Green Rail Future
Porterbrook CEO Mary Grant emphasizes the crucial role of private sector innovation in this project. She envisions a potential collaboration with the new Government-owned Great British Railways to develop a hydrogen fleet as part of a ’30-year traction strategy’. Grant highlights Porterbrook’s commitment to long-term investment, supported by pension funds rather than short-term private equity. This approach underscores Porterbrook’s dedication to sustained progress in railway technology.
Economic Viability and Collaborative Development
The estimated cost for a new hydrogen fleet is £250 million. An initial concept, costing £2 million between 2017 and 2020, involved the University of Birmingham and received £750,000 in funding from the Department for Transport. Currently, 35 small-and-medium-sized businesses are engaged in expanding this project, shifting from academic involvement to wider industry participation.
UK Leadership in Hydrogen Rail Technology
Porterbrook’s hydrogen-powered train is the first of its kind from a British enterprise. Although Continental competitor Alstom has deployed a similar model in Germany and plans introduction in Italy, Grant emphasizes the UK’s commitment to cleaner railways. Despite prior manifesto pledges for train operating company renationalization, Grant notes the current Labour Government’s recognition of the private sector’s essential role in owning, maintaining, and financing the UK’s passenger train fleet. She affirms that the existing framework provides economic stability, with private investment alleviating taxpayer burden amidst governmental financial challenges.