Canada’s first hydrogen train is taking passengers | 24CA News
The first hydrogen-powered practice in North America is taking riders on a two-and-a-half hour journey by central Quebec this summer season.
It’s an indication that launched earlier this month to indicate how electrical energy saved as hydrogen can exchange diesel gasoline on railways; the place putting in electrified rails or overhead wires could be difficult.
Advocates for the usage of hydrogen in heavy transportation say it might elevate consciousness and increase confidence within the rising expertise in North America.
The vacationer practice made by French firm Alstom runs from Montmorency Falls in Quebec City to Baie-Saint-Paul — partway alongside the Train de Charlevoix route — on Wednesday by Sunday till Sept. 30, carrying as much as 120 folks in two rail vehicles.
Nancy Belley, normal supervisor of Réseau Charlevoix, the personal railway that runs the practice, says it is a rare likelihood for her firm. She informed 24CA News in French that using the practice is like being in one other world.
“When you think that you’ve left your car behind, and get on board a train that emits water vapour, you feel that you’re part of an important decarbonization movement in Quebec,” she mentioned.
The practice makes use of about 50 kilograms of hydrogen a day, estimates Serge Harnois, CEO of Harnois Énergies, which provides the gasoline. That replaces about 500 litres of diesel that might be burned through the journey.
While fossil fuels could also be peaking, “we are at the beginning of the history of hydrogen,” mentioned Harnois.
Why the practice is being examined in Quebec
The similar mannequin of practice, often known as the Coradia iLint, has beforehand carried passengers in eight European nations. Germany, bought a model which makes use of Canadian-made gasoline cells for a hydrogen-only route final 12 months.
Belley says Alstom approached Réseau Charlevoix and Groupe Le Massif, which owns the rails, as a result of it was in search of someplace in North America to check its practice. The Train de Charlevoix route was preferrred because it already used European expertise, and the brand new practice was match for the prevailing infrastructure.
Alstom mentioned this week that the business operation of the practice will enable it and its companions to see what’s wanted to develop “an ecosystem for hydrogen propulsion technology” in North America.
The Quebec authorities mentioned in February that it was investing $3 million within the $8 million mission. At the time, Environment Minister Benoit Charette mentioned it was a part of the province’s plan for a inexperienced financial system by 2030, which depends on hydrogen to decarbonize components of the financial system the place standard electrification is not doable.
So far, Belley says, it looks like the North American laws can work with a European practice.
And, she says, it additionally seems that this expertise lends itself effectively to low-density areas, like the agricultural Charlevoix area, the place transportation would possibly in any other case be more durable to impress.
Harnois rode on the practice when it launched on June 17, and says it was very quiet and cozy in comparison with the noisy diesel practice with dangerous suspension that ran on that line earlier than, spewing black smoke behind it.
Instead, the brand new practice emits solely water vapour.
The vapour is generated when the practice takes hydrogen fuel from its tank, combines it with oxygen within the air and combines that in a gasoline cell to generate electrical energy.
Where does the hydrogen come from?
Harnois Énergies, based mostly in Quebec City, produces the hydrogen utilizing an electrolyzer, which splits water into hydrogen and oxygen utilizing electrical energy. Because the electrical energy is from Hydro-Quebec — which is 94 per cent hydro-generated, 5 per cent by wind and virtually totally decarbonized — the ensuing hydrogen is thought of inexperienced.
Alstom approached the corporate to produce hydrogen because it was capable of carry the fuel to the strain wanted for the needs of this mission.
A diesel-powered truck carries the hydrogen to the practice station for refuelling.
But Harnois says the gasoline would ideally at some point be produced on website.
For refueling, the complete hydrogen tank on the truck is linked to the empty tank on the practice, and the strain distinction causes the hydrogen to movement from one to the opposite. A regulator controls the movement so it does not get too sizzling. The fuelling takes about an hour.
The aim is for the practice to finally have the ability to run the complete route, from Quebec City to La Malbaie. But Belley says that can require additional testing, as that a part of the railway could be very curvy, and the hydrogen practice’s wheels aren’t in the identical place as these of its diesel predecessor.
Belley says the practice won’t return subsequent summer season, as it is a demonstration unit that can journey to different cities.
However, she mentioned the railway wish to purchase one. “Because we know…we’ve confirmed that it’s the kind of train that could be green in a place like ours.”
Why hydrogen for trains?
While many trains in Europe run on electrical rails or are powered by overhead wires, Canada’s lengthy distances and low density are thought of a problem for electrical trains.
CN Rail is testing one electrical different — battery-electric locomotives.
Meanwhile, CP Rail and Southern Railway of B.C. are testing hydrogen-powered trains as a result of they’re extra just like diesel. They are anticipated to make use of an analogous refuelling infrastructure to diesel and have comparable refuelling instances. CP says it plans to function three hydrogen locomotives by the top of the 12 months.
Robert Stasko, government director of the Ontario-based Hydrogen Business Council, mentioned the launch of a hydrogen passenger practice is “a very big deal.”
“I think the most important thing that’s going to come out of it is people’s awareness and comfort with the technology,” he mentioned.
He mentioned Alstom, which has already offered 41 hydrogen trains in Europe, hopes to achieve a foothold in North America.
“We, of course, think it’s a great idea,” he mentioned. “I’d love to see something like that in Ontario for instance, running between Union Station and Pearson Airport to replace the diesel-operated UPS Express right now.”
He additionally hopes that familiarity with the practice expertise will make decision-makers take into account hydrogen for different purposes, comparable to long-haul trucking, the place he sees the most important alternative.
Gord Lovegrove, an affiliate professor on the UBC School of Engineering in Kelowna, says, on one hand, the expertise has already been confirmed in Europe.
On the opposite hand, the hydrogen Train de Charlevoix is an indication that also must get by the hurdle of being accepted by Canadian regulators.
And Canada nonetheless has different challenges, he mentioned — ramping up inexperienced hydrogen manufacturing (most hydrogen within the nation is produced from methane), lowering its value, enhancing hydrogen storage and transport expertise to make it extra environment friendly and simpler to deal with, and coaching the workforce to keep up hydrogen autos.
“It’s not that difficult,” he mentioned, “but it needs to start happening.”
Lovegrove is presently engaged on a hydrogen locomotive in partnership with Southern Railway of British Columbia. He hopes to start testing parts this summer season, and have it in full business service subsequent summer season.
