Clean Hydrogen in European Cities project. Presentation of the emerging conclusions

Transcription

1 Clean Hydrogen in European Cities project Presentation of the emerging conclusions short version (Grant agreement No: ) October 2015

2 CONTENTS Introduction Project status Emerging results achievements and challenges Next steps and final remarks CHIC Emerging Conclusions 2

3 Why go for fuel cell buses? The fuel cell bus is an electric bus that offers many advantages: High daily range: 300 kms without refuelling possibility of extension Operational flexibility no need for new street infrastructure, rapid charging (<10 min) Zero tailpipe emissions (only water emitted) and CO 2 emissions savings linked to hydrogen production source Collaboration A European network of frontrunners in place looking forward to share their expertise CHIC Emerging Conclusions Passengers and drivers comfort due to reduced noise levels and smooth driving experience A concrete answer to ambitious policy targets set for transport decarbonisation 3

4 CHIC an overview What? When? Who? How much? FCH JU? Deployment of 56 fuel cell electric buses and their refuelling infrastructure 1 Between 2010 to 2016 (post-2016 under discussion) 23 partners from 8 countries 9 operators/6 bus OEMs involved million European co-financing (FCH JU), total budget of 81.8 million Public private partnership between the European Commission, the industry and research promoting the uptake of hydrogen and fuel cell technologies ICE H2 bus 4

5 56 fuel cell buses manufactured by 6 different bus OEMs in 9 cities of various sizes and climate Co-funded by the FCH JU (Phase 1) Co-funded by other programmes (Phase 0) 8 London - 8 Wrightbus Oslo - 5 Van Hool 5 Aargau - 5 EvoBus 4 EvoBus Hamburg 2 Solaris Bozen/Bolzano - 5 EvoBus 2 APTS/ Phileas Milan - 3 EvoBus + 4 ICE H2 buses in Berlin + 20 New Flyer Whistler (Canada) Cologne 2 Van Hool

6 Fuel cell electric buses - deployment timeline /2014 Today Cities starting operations Whistler London Cologne, Hamburg Bus introduced Aargau, Oslo Bolzano, London, Milan Cologne, Hamburg NewFlyer Wrightbus APTS, EvoBus EvoBus, Van Hool EvoBus, Wrightbus Van Hool, Solaris Total number of buses on the road 20 FC buses 25 FC buses 31 FC buses 41 FC buses 52 FC buses 36 FC buses 1 Note that four ICE-hydrogen buses (from a 7 th manufacturer) were in operation in Berlin from 2006 to The 20 fuel cell buses in Whistler (Canada) have ended their planned operation time on 31 March 2014 CHIC Emerging Conclusions 6

7 Where are fuel cell buses in Europe today? 91 fuel cell buses in operation or about to start operation Ongoing EU-funded fuel cell bus projects CHIC Bolzano, IT 5 FC buses (2013) Aargau, CH 5 FC buses (2011) London, UK 8 FC buses (2011) Milan, IT 3 FC buses (2013) Oslo, NO 5 FC buses (2013) Cologne, DE* 4 FC buses (2011/14) Hamburg, DE* 6 FC buses (2011/2015) High V.LO-City Liguria, IT 5 FC buses (2015) Antwerp, BE 5 FC buses (2015) Aberdeen, UK 4 FC buses (2015) HyTransit Aberdeen, UK 6 FC buses (2015) Legend CHIC countries In operation Planned operation (2015) Operation start/planned start * Co-financed by regional/national funding sources Ongoing EU-funded fuel cell bus project 3Emotion Cherbourg, FR 5 FC buses (2016/17) Rotterdam, NL 4 FC buses(2016/17) South Holland, NL 2 FC buses London, UK 2 FC buses (2016/17) Flanders, BE 3 FC buses (2016/17) Rome, IT 5 FC buses (2016/17) Current national/regional-funded fuel cell bus projects Karlsruhe, DE * 2 FC buses (2013) Stuttgart, DE * 4 FC buses (2014) Arnhem, NL* 3 FC buses (2016/17) Groningen, NL* 2 FC buses (2016/17) Brabant, NL* 2 FC buses (2016/17) Last update: October 2015

8 Phase 1 cities the EvoBus buses Milan, Italy (3 buses in total) Canton of Aargau, Switzerland (5 buses in total) CHIC Emerging Conclusions 8 Bozen/Bolzano, Italy (5 buses in total)

9 Phase 0 and Phase 1 cities the Van Hool buses Cologne, Germany (2 buses in total) Oslo, Norway (5 buses in total) CHIC Emerging Conclusions 9

10 Phase 1 cities the Wrightbus buses London, UK (8 buses in total) CHIC Emerging Conclusions 10

11 Phase 0 cities - The Solaris buses Hamburg, Germany (2 buses in total) CHIC Emerging Conclusions 11

12 SMR= Steam Methane Reforming - RES: Renewable Energy Sources; CHP: Combined Heat-and-Power Phase 1: 4 high throughput, 350bar stations over 283 tonnes of H 2 dispensed (to end August 2015) City Picture HRS/H 2 Producer Operation start Type of HRS / source of H 2 Nber of fillings Kg H 2 refuelled Aargau Carbagas (Air Liquide) 2012 Onsite electrolyser - 100% H2 from RES (hydropower, solar & wind energy, biomass) 5,708 82,510 (+ trailer delivery as backup) Bozen Linde 2014 Onsite electrolyser - 100% H2 from RES (mix of hydropower, solar and wind energy) (+ trailer delivery as backup) 1,240 22,259 London Air Products 2010 Trailer delivery of gaseous H 2 (SMR) 5,871 99,797 Milan Linde 2013 Onsite electrolyser from the electricity grid (mix of grid, CHP, solar energy) (+ trailer delivery as backup) 880 9,829 Oslo Air Liquide 2012 Onsite electrolyser: 100% H2 from RES (hydro power) (+ trailer delivery as backup) 3,365 68,872

13 RES: Renewable Energy Sources Phase 0: 4 high throughput, 350bar stations Over 850 tonnes of H 2 dispensed (to end August 2015) City Photo HRS/H 2 producer Operation start Type of HRS / source of H 2 Nber of fillings Kg H 2 refuelled Cologne Air products 2011 Trailer delivery of gaseous H2 byproduct sourced nearby (chlor alkali electrolysis) 1,275 24,622 Hamburg Linde 2012 Onsite electrolyser - H2 from RES (+ trailer delivery as backup) 1,772 28,925 Whistler Air Liquide Canada 2009 Liquid H2 generated from hydro-electric power in Quebec, delivered to the buses in gaseous form 23, ,590 CHIC Emerging Conclusions 13

14 CONTENTS Introduction Project status Emerging results achievements and challenges Next steps and final remarks CHIC Emerging Conclusions 14

15 Overall project snapshot: all technical targets have been achieved (to end August 2015) Parameter Project total (incl. ICE buses in Berlin) Phase 1 cities Project goal for the Phase 1 cities Total distance travelled [km] 8,352,195 2,955,949 2,750,000 Total hours on FC system [h] 425, , ,000 Average FC runtime per bus [h] 7, ,421 6,000 Replacement of diesel fuel [litres] 4,004,139 1,206, ,000 Total H2 refueled [kg] 1,133, ,266 1 This figure does not include the ICE buses in Berlin CHIC Emerging Conclusions 15

16 CONTENTS Introduction Project status Emerging results achievements and challenges Next steps and final remarks CHIC Emerging Conclusions 16

17 Satisfying the demands of daily bus operation Operating range can meet the demand of bus operators, with up to 400 km demonstrated, and 20h of service/day; the fuel cell bus offers a flexibility of service equivalent to a diesel bus and fits well into the Bus Rapid Transit concept City Range 1 Daily duty 2 Aarau km hours Bolzano km 12 hours Cologne 350 km hours Hamburg 400 km 8 16 hours London km hours Milano 170 km Up to 16 hours Oslo km (seasonal) Up to 17 hours Whistler km (seasonal) 4 22 hours This compares well with the previous generation of fuel cell buses, whose range was < 200 km, where buses were forced to operate in half day shifts before fuelling. 1 Average figures, also based on tank size and average consumption 2 Daily duty figure subject to route type (sites may operate the same bus on more than one route) 3 Planned operations ceased on 31st March 2014 CHIC Emerging Conclusions 17

18 [kg/100km] Dramatic fuel economy improvements One of the most significant results of the trial program is the improvement in the fuel economy: 8kg H 2 /100km app. for the 12m buses (= ~ 27l diesel) = 30% more energy efficient than a diesel bus 1 and a >50% improvement compared with previous fuel cell bus generation (HyFLEET:CUTE) Why? use of fully hybridised powertrains, smaller and more optimised fuel cell systems Average consumption fuel of cell fuel electric cell electric buses buses Shaded area indicates consumption range in HyFLEET:CUTE, 47 buses consumed between 18.4 and 29.1 kg H2/100km Jan 12 May 12 Sep 12 Jan 13 May 13 Sep 13 Jan 14 May 14 Sep 14 Jan 15 May 15 HyFLEET:CUTE range CHIC FC average consumption CHIC FC average consumption (12m buses) CHIC goal CHIC Emerging Conclusions 18 1 Assumption: fuel consumption of a diesel bus: 40 l of diesel/100km

19 Overall project snapshot: all technical targets have been achieved (to end August 2015) Parameter Project total (incl. ICE buses in Berlin) Phase 1 cities Project goal for the Phase 1 cities Total distance travelled [km] 8,352,195 2,955,949 2,750,000 Total hours on FC system [h] 425, , ,000 Average FC runtime per bus [h] 7, ,421 6,000 Replacement of diesel fuel [litres] 4,004,139 1,206, ,000 Total H2 refueled [kg] 1,133, ,266 1 This figure does not include the ICE buses in Berlin CHIC Emerging Conclusions 19

20 Rapid refuelling times All European partners are able to fill a bus from empty in less than 10 minutes in average. City Refuelling time Station specification London <10 minutes 10 minutes Aargau <10 minutes 10 minutes Bolzano/Bozen <10 minutes 15 minutes Oslo <10 minutes 10 minutes Cologne <10 minutes 10 minutes Hamburg <10 minutes 10 minutes Whistler 20 minutes 10 minutes Remaining concern around refuelling stations operation: inability of stations to meter hydrogen supply accurately enough (i.e. as for other conventional fuels) as no accurate hydrogen meter is currently available; an accurate metering system is under development for 700bar stations(cars), a further solution for 350bar stations is being investigated CHIC Emerging Conclusions 20

21 Phase 0 Phase 1 High station availability The availability of stations in the CHIC project has been consistently high, with an average availability over 95% at most sites; and the stations are well integrated in busy bus depots This compares favourably with the HyFLEET:CUTE project, where problems with on-site production, compression and dispensers dogged the trial City Availability to date (Aug. 2015) Aargau > 96% Bolzano > 98% London > 98% Milan > 96% Oslo > 94% Cologne > 97% Hamburg > 93% (since Aug. 2013: > 98%) Whistler > 98% However, this figure is not high enough to allow H 2 to satisfy a large share of a city fleet The project started in summer 2015 to look at engineering solutions for depots integrating a larger fuel cell bus fleet ( buses 1, kg H 2 /day in 13 locations across Europe CHIC Emerging Conclusions 21

22 Availability: After having faced teething issues, most of the Phase 1 cities are reaching the project target As is the case for all innovative technologies, one cannot expect a fuel cell bus to be 100% operational on day one, all cities partners had to face a teething period: period where availability of the buses has been unacceptable at the start of operations These periods have been caused by unfamiliarity of the vehicles to maintenance staff and issues with the build quality of vehicles coming out of the factory and the fact that the supply chain was still immature (expected to be solved with an increase in scale in the sector) It has to be noted that most of the issues are not directly linked to the fuel cell An availability upgrade programme has been implemented in 2014 with positive results: the availability in some cities exceed 90%, with an average >80% in the Phase 1 cities Availability of of fuel cell cell electric buses 100% 80% 60% 40% 20% 1 st half 2014 availability upgrade program 0% Jan 12 May 12 Sep 12 Jan 13 May 13 Sep 13 Jan 14 May 14 Sep 14 Jan 15 May 15 CHIC FC monthly availability CHIC goal CHIC FC Phase 0 CHIC Phase 1 22

23 Whole life environmental and social analysis is also being carried out The qualitative research 185 face-to-face interviews with bus drivers, passengers, CHIC regional stakeholders Main findings: A generally positive attitude towards hydrogen technologies amongst the three groups The electric drive trains significantly improve the work environment for bus drivers Very few interviewees questioned the project idea and technology concept, the majority supported it The environmental research FC buses achieve lower CO2 emissions than diesel reference buses of between 15 and 85%, depending on the primary energy source used for hydrogen generation and on fuel efficiency The calculations cover the entire lifecycle wellto-wheel) : vehicle production, fuel production, combustion, replacement of fuel cell and end-of-life Ex of Aargau: > 80% CO2 savings; Reason: Electricity used for the electrolysis comes from renewable sources, low fuel consumption A majority of interviewees addressed or questioned hydrogen origin, and related their acceptance to the use of renewable hydrogen Safety issues were not a topic in the general public, as people trust in authorities and expect technologies be safe 1 GWP = Global Warming Potential 23

24 Staff training is a key driver of the project s success Specific training sessions were foreseen in all cities at the start of the project, with regular refresher courses. Dedicated training sessions were developed for the following groups: Bus drivers: training included explanation on the technology, emergency training, procedures to follow in case of failures, bus refuelling trainings Maintenance training for technicians to enhance their understanding of hybrid diagnostics systems, hybrid, gas systems and high voltage trainings Emergency services/local fire authorities: training on risk assessment and handling of hazardous material, training for first responders Lessons learnt Some cities had underestimated the training needs. As all innovative technologies, fuel cell buses require further training compared with diesel buses. Electrical skills are required on top of mechanical skills; adaptation has been easier for staff already trained on hybrid buses A few cities indicated that they had to rethink the shifts and allocate the driving of the fuel cell buses to specific drivers, while considering shift rotation, labour regulations and systems of operation Explain to the staff that they are part of a global picture (trial taking place in other cities/countries) has proved to be useful to increase their motivation for the project Emerging Conclusions 24

25 CONTENTS Introduction Project status Emerging results achievements and challenges Next steps and final remarks CHIC Emerging Conclusions 25

26 Opportunities and next steps suggested by CHIC The CHIC project is demonstrating that fuel cell buses have the potential to provide the same operational flexibility as conventional diesel buses They can do this with zero local emissions, a contribution to transport decarbonisation and satisfying the travelling public and the drivers Ways forward Bus availability needs to improve over 85% - expected to be resolved by a) resolving the teething issues in the current trial and b) scale in the supply chain Bus prices need further reduction to enable genuine market traction (less than 500,000) - resolved through the FCH JU commercialisation study (see next slide) Regulations on hydrogen refueling stations construction and safety need to be further harmonised at EU and international level Key stakeholders are working at European and international standards to simplify procedures and decrease costs CHIC Emerging Conclusions 26

27 Next steps for the commercialisation of fuel cell buses in Europe a coalition mobilised The FCH JU is developing a commercialisation approach for FC buses: A coalition of industry and public stakeholders has been established (incl. most of the CHIC cities), in order to identify the required number of FC buses to be deployed to bridge the gap towards commercialisation by reaching scale effects and reducing current costs. The coalition currently plans to implement large-scale demonstration projects with a total of approximately 300/400 FC buses in Europe by Strong committments 35 locations participating in the coalition 5 major bus OEMs expressed their commitment to commercialise hundreds of fuel cell buses in a Letter of Understanding (LoU) signed on 12/11/2014 Local authorities replied to this letter through a LoU on 23/06/2015, showcasing their readiness and willingness to integrate hundreds of buses in their bus fleets The study results were published in Sept (see next slide) Source: FCH JU study: fuel cell electric buses: Potential for Sustainable Public Transport in Europe, Sept Signing ceremony LoU bus OEMs, 12/11/

28 Next steps for the commercialisation of fuel cell buses in Europe the costs projection Cost projections for fuel cell buses are expected to decrease significantly by 2030 However: 2 scenarios envisaged : FC systems developed specifically for use in heavyduty vehicles ( heavy-duty pathway ) or FC systems developed for FC cars and adapted to buses ( automotive pathway ). Heavy duty pathway: the overall costs for FC buses are expected to decrease to a cost premium of 11-18% compared to diesel buses in 2030 Automotive pathway: the costs for FC buses are expected to decrease even further, the FC bus purchasing price could reach the range of current diesel hybrid buses (~350, ,000 ) Comparison price development and TCO of standard FC buses for different powertrain options and technology pathways (in ) In addition, a supportive regulatory framework for fuel taxation would support fuel cell bus commercialisation The full study is available on the CHIC website (under publications) Standard bus" in the framework of the study includes both 12 m and 13.5 m buses Source: FCH JU study: fuel cell electric buses: Potential for Sustainable Public Transport in Europe, Sept

29 Next steps for the commercialisation of fuel cell buses in Europe the joint procurement strategy As a follow-up to the study activities, a project has started, with the aim to unlock the market potential of fuel cell buses by bringing down the costs, looking in detail at match funding, technical specifications and joint procurement. For this purpose, 5 clusters have been identified across Europe The European coordination of the project is led by Element Energy (also the UK cluster coordinator), and includes partners to coordinate cluster activities across Europe: France Hydrogène de France Germany ee energy engineers & hysolutions Netherlands Rebel Group & Twynstra Gudde Northern Europe Latvian Academy of Sciences UK Element Energy Source: Element Energy CHIC Emerging Conclusions 29

30 Thank you for your attention project

31 Back-up slides: main components of fuel cell buses CHIC Emerging Conclusions 31

32 Phase 1 cities the EvoBus buses Deployed in Aarau, Bolzano and Milan Component Fuel cell system Battery system Supercapacitor system Energy recuperation system H 2 storage system Specifications 120 kw (2 modules) 250 kw (Li-ion) -- Wheel-hub motor 7 tanks, 350bar ~ 35 kg CHIC Emerging Conclusions 32

33 Phase 0 and Phase 1 cities the Van Hool buses Deployed in Oslo and Cologne Component Fuel cell system Battery system Supercapacitor system Energy recuperation system H 2 storage system Specifications 150 kw (1 module) (rated peak output) 100 kw (Li-ion) -- Brake resistors (2 units, 60kW each) 7 tanks, 350bar ~ 35 kg CHIC Emerging Conclusions 33

34 Phase 1 cities the Wrightbus buses Deployed in London Component Fuel cell system Specifications 75 kw (1 module) (rated peak output) Battery system -- Supercapacitor system Energy recuperation system H 2 storage system 240 kw (rated peak power) Brake resistors 4 tanks, 350bar ~ 33 kg CHIC Emerging Conclusions 34

35 The Solaris buses m buses Hydrogen storage Fuel cell Component Fuel cell system Specifications 100 kw (1 module) (rated peak output) Battery system 120 kw (Li-ion) Electric motor Deployed in Hamburg Battery Supercapacitor system Energy recuperation system H 2 storage system CHIC Emerging Conclusions Central electric motor 9 tanks, 350bar ~ 45 kg