CPKC High HP Hydrogen Locomotive trial a success

https://www.progressiverailroading.com/canadian_pacific_kansas_city/news/CPKC-hydrogen-locomotive-wraps-up-first-test-phase–72878?oly_enc_id=0240G5852612I5U&utm_medium=email&utm_source=prdailynews&utm_campaign=prnewsletter-2024

Hydrogen carried in a tender. Presumably a fuel cell used to make electricity from the hydrogen for the traction motors.

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CSX in testing, too

In addition, CSX recently began testing a hydrogen locomotive after converting a diesel unit with a kit developed by CPKC. In mid-2023, the two Class Is forged a joint venture to develop and deploy hydrogen conversion kits for diesel-electric locomotives.

As an initial step in the collaboration, CSX converted one of its diesel locomotives using CKPC’s hydrogen conversion kit. CSX unveiled the hydrogen unit in mid-April after completing the conversion at its locomotive shop in Huntington, West Virginia.

Now, the unit is undergoing field testing to evaluate its performance and operational feasibility.

And more hydrogen locomotives are expected to enter the testing phase at both Class Is by year’s end. CSX will begin testing two more four-axle locomotives while CPKC will start testing another high-horsepower unit and two SD40s that will operate in Lethbridge, Alberta, says Mulligan.

“Then there will be nine locomotives in testing, with three at CSX,” he says.

CPKC has obtained a CA$7 million grant from Emissions Reduction Alberta to test the two locomotives in regular switching and local freight service in the Lethbridge area to demonstrate how GHG emissions can be significantly reduced.

CPKC has opted to use hydrogen gas in its locomotives and not liquid hydrogen. If it escapes, the gas rises straight up and does not disperse, which would be a safety hazard since hydrogen is very flammable.

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If hydrogen replaces diesel as fuel for locomotives I think Wabtec is likely to see lots of business as railroads update their fleets. But cost of hydrogen remains a concern.

Battery power might work for railroads as they can carry heavy batteries easily. Electricity is affordable but you wonder how much battery weight is needed to pull a mile long train to the next crew change. And what about the extra units used to push trains up mountains.

Liquid hydrogen is more compact and less wt for steel cylinders, but usually requires venting to allow cooling by evaporation. That can create explosion hazard when stopped in a closed space. Less risk with cylinders.

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CPKC orders fuel cell engines from Ballard

https://www.progressiverailroading.com/canadian_pacific_kansas_city/news/CPKC-orders-more-Ballard-fuel-cell-engines-for-hydrogen-locomotive-program–73445?oly_enc_id=0240G5852612I5U&utm_medium=email&utm_source=prdailynews&utm_campaign=prnewsletter-2024

" Canadian Pacific Kansas City has placed an order with Ballard Power Systems for 20 fuel cell engines for the North American freight-rail market. Ballard recently signed a new long-term supply agreement with CPKC, including the initial supply of 98 fuel cell engines."

CPKC hydrogen-powered locomotives for regular switching and freight service applications in Alberta, Canada.

All 98 fuel cell engines to be delivered in 2025.

Its not clear if the fuel cell engines will be added to existing locomotives replacing diesel-generator systems. And presumably modifying fuel storage.

CPKC seems most aggressive in adopting hydrogen in its Alberta operations.