In this thesis, for the first time, the technical and economic aspects relating to the possible introduction of hydrogen for traction (fuel cells) on the Cuneo - Ventimiglia international railway line will be dealt with. This choice was defined at the end of 2020: subsequently, more precisely on 23-06-2021, even RFI - during a webinar promoted by CIFI Turin - defined this line as suitable for this application. The first chapters analyze the Italian situation, regarding the use of hydrogen as a fuel, applied to the railway system. After presenting the technologies underlying the hydrogen traction available to date, the history of the line was presented and its technical characteristics were defined (including its height above sea level, over 1,000 meters above sea level at the Tenda tunnel). At this point, the offer of the new railway service is defined through 4 possible scenarios. Of these, No. 4 was chosen as the definitive solution to determine a possible and balanced hourly offer, considering that the line, to date, is still interrupted (due to landslide) in French territory. This Scenario sees 11 pairs of trains / day, distributed in 18 hours, also offering a direct service from Turin P.N. in Ventimiglia passing through Cuneo and Limone Piemonte: there are 5 trains (plus 1) with a daily distance of 2,792 km equal, on an average annual 330 days, to 921,360 km / year. Since the line is electrified, from Turin P.N. up to the Limone Piemonte station, the introduction - for the first time - of electric and hydrogen “bi-modal” trains was also proposed; since ours is a "mountain" line, it was decided to also evaluate "tri-modal" trains, ie "bi-modal" trains (with "supplementary back-up batteries"), capable of recovering the potential energy of the train (otherwise dissipated or not recoverable from the batteries already on board). It was decided to obtain hydrogen from exclusively renewable energy sources, such as hydroelectric, photovoltaic and wind power: once the average annual distance of our fleet was defined, the consumption of hydrogen and electricity was defined for produce it via electrolysis. Having known the minimum quantity of Hydrogen necessary, it was decided to double this value both for future desired railway developments and to guarantee a part of it also linked to the use of local public transport by road (hydrogen buses): given these needs, the systems for "green" production have been dimensioned qualitatively / quantitatively. In the penultimate Chapter, using the few data available to date as Hydrogen technology has just taken its first steps, 6 solutions relating to different types of selected traction have been evaluated and compared - at a technical, economic and environmental level, namely: trains Diesel (reference solution), "bi-modal" electric and diesel trains, electric trains, hydrogen-only trains, electric and hydrogen "bi-modal" trains, "tri-modal" or "bi-modal" trains with batteries support. The results showed that hydrogen technology is "relatively" more expensive (in financial terms) than the current use of diesel trains but, on an environmental level, the benefits of a "green" hydrogen, used as a fuel (since of its production) are certainly more than favorable for our planet. The CapEX calculated, for the fleet of 6 trains, range from € 22.5 million (Diesel) to € 117.37 (electric including electrification) while the OpEXs vary from € 1.88 million (Diesel) to € 8, 21 (Hydrogen only).
In questa Tesi verranno trattati, per la prima volta, gli aspetti tecnici ed economici relativi alla possibile introduzione dell’Idrogeno per trazione (celle a combustibile) sulla linea ferroviaria internazionale Cuneo - Ventimiglia. Questa scelta si è andata definendo alla fine dell’anno 2020: successivamente, più precisamente il 23-06-2021, anche RFI - durante un webinar promosso dal CIFI Torino - ha definito questa linea come adatta a tale applicazione. Nei primi Capitoli si analizza la situazione italiana, in merito all’utilizzo dell’Idrogeno, come combustibile, in particolare applicato al sistema ferroviario. Dopo aver presentato le tecnologie alla base della trazione a Idrogeno ad oggi disponibili, è stata presentata la storia della linea e sono state definite le sue caratteristiche tecniche (tra cui la sua altezza sul livello del mare, oltre 1.000 mslm presso la galleria del Tenda). Viene a questo punto definita l’offerta del nuovo servizio ferroviario attraverso 4 possibili Scenari. Di questi quello n° 4 è stato scelto come soluzione definitiva per determinare una possibile e bilanciata offerta oraria, tenuto conto che la linea, ad oggi, è ancora interrotta (per frana) in territorio francese. Tale Scenario vede 11 coppie di treni/giorno, distribuite in 18 ore, offrendo anche un servizio diretto da Torino P.N. a Ventimiglia passando per Cuneo e Limone Piemonte: sono proposti 5 treni (più 1) con una percorrenza giornaliera 2.792 km pari, su 330 giorni medi annuali, a 921.360 km/anno. Essendo la linea elettrificata, da Torino P.N. fino alla stazione di Limone Piemonte, si è proposta l'introduzione - per la prima volta – anche di treni “bi-modali” elettrici e a Idrogeno; essendo la nostra, una linea di “montagna”, si è pensato di valutare anche treni “tri-modali”, ossia treni “bi-modali” (con "batterie di supporto integrative"), in grado di recuperare l’energia potenziale del treno (altrimenti dissipata ovvero poco recuperabile dalle batterie già a bordo). Si è pensato di ottenere l’Idrogeno da fonti energetiche esclusivamente rinnovabili, come l’idroelettrico, il fotovoltaico e l’eolico: una volta definita la percorrenza media annua della nostra flotta, si è definito il consumo di Idrogeno e l'energia elettrica per produrlo via elettrolisi. Noto il quantitativo minimo d’Idrogeno necessario, si è deciso di raddoppiare questo valore sia per futuri auspicati sviluppi ferroviari sia per garantire una parte di esso legato anche all’utilizzo del trasporto pubblico locale su gomma (autobus ad Idrogeno): determinate queste necessità, si è passati a dimensionare quali/quantitativamente gli impianti per la produzione "verde". Nel penultimo Capitolo, utilizzando i pochi dati ad oggi disponibili in quanto la tecnologia a Idrogeno ha appena fatto i primi passi, sono state valutate e confrontate - a livello tecnico, economico ed ambientale - 6 soluzioni relative a diversi tipi di trazione prescelta ovvero: treni Diesel (soluzione di riferimento), treni “bi-modali” elettrici e Diesel, treni elettrici, treni solo ad Idrogeno, treni “bi-modali” elettrici e ad Idrogeno, treni "tri-modali" ovvero “bi-modali” con batterie di supporto. Dai risultati è emerso come la tecnologia a Idrogeno sia “relativamente” più costosa (in termini finanziari) rispetto all’ utilizzo attuale di treni Diesel ma, a livello ambientale, i benefici di un Idrogeno “green”, usato come combustibile (sin dal momento della sua produzione) sono sicuramente più che favorevoli per il nostro pianeta. I CapEX calcolati, per la flotta dei 6 treni, variano da Milioni € 22,5 (Diesel) a € 117,37 (elettrici inclusa l’elettrificazione) mentre gli OpEX variano da Milioni € 1,88 (Diesel) a € 8,21 (solo Idrogeno).
Transizione Energetica e Sistemi Ferroviari: Studio di fattibilità tecnico economico per la "idrogenizzazione" della linea ferroviaria Torino-Cuneo-Ventimiglia
Berto, Filippo
2020/2021
Abstract
In this thesis, for the first time, the technical and economic aspects relating to the possible introduction of hydrogen for traction (fuel cells) on the Cuneo - Ventimiglia international railway line will be dealt with. This choice was defined at the end of 2020: subsequently, more precisely on 23-06-2021, even RFI - during a webinar promoted by CIFI Turin - defined this line as suitable for this application. The first chapters analyze the Italian situation, regarding the use of hydrogen as a fuel, applied to the railway system. After presenting the technologies underlying the hydrogen traction available to date, the history of the line was presented and its technical characteristics were defined (including its height above sea level, over 1,000 meters above sea level at the Tenda tunnel). At this point, the offer of the new railway service is defined through 4 possible scenarios. Of these, No. 4 was chosen as the definitive solution to determine a possible and balanced hourly offer, considering that the line, to date, is still interrupted (due to landslide) in French territory. This Scenario sees 11 pairs of trains / day, distributed in 18 hours, also offering a direct service from Turin P.N. in Ventimiglia passing through Cuneo and Limone Piemonte: there are 5 trains (plus 1) with a daily distance of 2,792 km equal, on an average annual 330 days, to 921,360 km / year. Since the line is electrified, from Turin P.N. up to the Limone Piemonte station, the introduction - for the first time - of electric and hydrogen “bi-modal” trains was also proposed; since ours is a "mountain" line, it was decided to also evaluate "tri-modal" trains, ie "bi-modal" trains (with "supplementary back-up batteries"), capable of recovering the potential energy of the train (otherwise dissipated or not recoverable from the batteries already on board). It was decided to obtain hydrogen from exclusively renewable energy sources, such as hydroelectric, photovoltaic and wind power: once the average annual distance of our fleet was defined, the consumption of hydrogen and electricity was defined for produce it via electrolysis. Having known the minimum quantity of Hydrogen necessary, it was decided to double this value both for future desired railway developments and to guarantee a part of it also linked to the use of local public transport by road (hydrogen buses): given these needs, the systems for "green" production have been dimensioned qualitatively / quantitatively. In the penultimate Chapter, using the few data available to date as Hydrogen technology has just taken its first steps, 6 solutions relating to different types of selected traction have been evaluated and compared - at a technical, economic and environmental level, namely: trains Diesel (reference solution), "bi-modal" electric and diesel trains, electric trains, hydrogen-only trains, electric and hydrogen "bi-modal" trains, "tri-modal" or "bi-modal" trains with batteries support. The results showed that hydrogen technology is "relatively" more expensive (in financial terms) than the current use of diesel trains but, on an environmental level, the benefits of a "green" hydrogen, used as a fuel (since of its production) are certainly more than favorable for our planet. The CapEX calculated, for the fleet of 6 trains, range from € 22.5 million (Diesel) to € 117.37 (electric including electrification) while the OpEXs vary from € 1.88 million (Diesel) to € 8, 21 (Hydrogen only).| File | Dimensione | Formato | |
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2021_10_Berto.pdf
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Descrizione: In questo documento si riporta lo studio di fattibilità tecnico economico per l'introduzione di un sistema ferroviario a idrogeno nella linea ferroviaria Torino-Cuneo-Ventimiglia. Verranno analizzati tutti gli aspetti legati alla trazione a idrogeno, in particolare, si cercherà di dare delle risposte a questa nuova tecnologia in ambito ferroviario
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7.35 MB
Formato
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https://hdl.handle.net/10589/180072