Dual Fuel (diesel and liquified natural gas) demonstration project

[whole diary]

[grahame]

From Railway Gazette

An Alstom Class 180 Adelante diesel-hydraulic multiple-unit is to be converted to run on a combination of diesel and liquefied natural gas in a dual-fuel technology demonstration project.

One car of the DMU^▸ (Diesel Multiple Unit) which Arriva-owned open access inter-city operator Grand Central leases from Angel Trains is to be equipped with dual-fuel technology company G-volution’s Optimiser system, which is used in the road sector. The modifications are expected to be  straightforward, enabling trials on the national network to start later this year.

The project is being funded by the Rail Safety & Standards Board, which previously funded a 2016 study which concluded that dual-fuel operation could reduce fuel costs by 30% and cut particulate and CO2 emissions. This could help meet the government’s long-term decarbonisation ambitions, including the aim of removing diesel-only trains from the network by 2040.

OK to help decarbonisation somewhat - how much (quantity) of a resource is liquified natural gas, and is the cost reduction due to efficiency, use of something cheaper to produce, or due to less taxation?  Are trains converted in this way to remove diesel-only units in line with the spirit of the ambitions, or merely the letter of the ambitions?

[mjones]

I'm rather sceptical about this. Trials with HGVs haven't been particularly successful, and the engines can suffer from "methane slip" where unburnt methane escapes from the exhaust.  As methane is a much more powerful greenhouse gas than carbon dioxide this is a serious problem. Add in the greater engine complexity,  the practical difficulties of storing LNG onboard and at the depot,  and I don't really think you have a practical solution for railway vehicles.

[broadgage]

I'm rather sceptical about this. Trials with HGVs haven't been particularly successful, and the engines can suffer from "methane slip" where unburnt methane escapes from the exhaust.  As methane is a much more powerful greenhouse gas than carbon dioxide this is a serious problem. Add in the greater engine complexity,  the practical difficulties of storing LNG onboard and at the depot,  and I don't really think you have a practical solution for railway vehicles.

Yes, and also LNG if not consumed continually or regularly "boils off" and the gas has to vented which is a waste of money, and a fire risk, and adds to global warming.