CHIC - Presentation of emerging conclusionsproduct sourced nearby (chlor alkali electrolysis) 1,275...

Clean Hydrogen in European Cities project

Presentation of the emerging conclusions

short version

(Grant agreement No: 256848)

October 2015

• Introduction

• Project status

• Emerging results – achievements and challenges

• Next steps and final remarks

CHIC Emerging Conclusions 2

CONTENTS

Why go for fuel cell buses?

3

High daily range:

300 kms without refuelling – possibility of extension

Passengers and drivers comfort

…due to reduced noise levels and smooth driving experience

Operational flexibility

…no need for new street infrastructure, rapid charging (<10 min)

Collaboration

A European network of frontrunners in place looking forward to share their expertise

A concrete answer to ambitious policy targets set for transport

decarbonisation

Zero tailpipe emissions (only water emitted) and CO2 emissions savings –linked to hydrogen production source

• The fuel cell bus is an electric bus that offers many advantages:

CHIC Emerging Conclusions

• Deployment of 56 fuel cell electric buses and their refuelling infrastructure1

4

CHIC – an overview

• Public private partnership between the European Commission, the industry and research promoting the uptake of hydrogen and fuel cell technologies

What?

When?

Who?

How much?

• 23 partners from 8 countries

• 9 operators/6 bus OEMs involved

• Between 2010 to 2016 (post-2016 under discussion)

FCH JU?

• €25.88 million European co-financing (FCH JU), total budget of €81.8 million

1 + 4 ICE H2 bus

8

54 EvoBus

London - 8 Wrightbus

2 APTS/Phileas

Cologne 2 Van Hool

Aargau - 5 EvoBus

Bozen/Bolzano - 5 EvoBus

Oslo - 5 Van Hool

Milan - 3 EvoBus

2 Solaris

+ 20 New Flyer –Whistler (Canada)

Hamburg

+ 4 ICE H2 buses in Berlin

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)


20 FC buses 25 FC buses 31 FC buses 41 FC buses 52 FC buses

Bus introduced

Cities starting operations

Total number of buses on the road

Whistler London Cologne,

Hamburg

Aargau,

OsloBolzano, London,

Milan

NewFlyer Wrightbus APTS,

EvoBus

EvoBus,

Van Hool

EvoBus,

Wrightbus

Fuel cell electric buses - deployment timeline

Note that four ICE-hydrogen buses (from a 7th manufacturer) were in operation in Berlin from 2006 to 20141 The 20 fuel cell buses in Whistler (Canada) have ended their planned operation time on 31 March 2014

Cologne, Hamburg

Van Hool,

Solaris

36 FC buses1

2010 2011 20122009 2013-03/2014 Today

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)

Where are fuel cell buses in Europe today?

Ongoing EU-funded fuel cell bus projectsCHIC 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)

In operation

Legend

* Co-financed by regional/national funding sources

Last update: October 2015

Planned operation

CHIC countries

91 fuel cell buses in operation or about to start operation

(2015) Operation start/planned start


Phase 1 cities – the EvoBus buses

Bozen/Bolzano, Italy (5 buses in total)

Canton of Aargau, Switzerland (5 buses in total)Milan, Italy (3 buses in total)

Oslo, Norway (5 buses in total)


Phase 0 and Phase 1 cities – the Van Hool buses

Cologne, Germany (2 buses in total)

London, UK (8 buses in total)


Phase 1 cities – the Wrightbus buses

Phase 0 cities - The Solaris buses


Hamburg, Germany

(2 buses in total)

City PictureHRS/H2

ProducerOperation

startType of HRS / source of H2

Nber of

fillings

Kg H2

refuelled

AargauCarbagas (Air Liquide)

2012

Onsite electrolyser - 100% H2 from RES (hydropower, solar & wind energy, biomass)

(+ trailer delivery as backup)

5,708 82,510

Bozen Linde 2014

Onsite electrolyser - 100% H2 from RES (mix of hydropower, solar and wind energy)


1,240 22,259

London Air Products 2010Trailer delivery of gaseous H2

(SMR)5,871 99,797

Milan Linde 2013

Onsite electrolyser from the electricity grid (mix of grid, CHP, solar energy)


880 9,829

Oslo Air Liquide 2012

Onsite electrolyser: 100% H2 from RES (hydro power)


3,365 68,872

SMR= Steam Methane Reforming - RES: Renewable Energy Sources; CHP: Combined Heat-and-Power

Phase 1: 4 high throughput, 350bar stations

over 283 tonnes of H2 dispensed (to end August 2015)

13

City PhotoHRS/H2

producerOperation

startType of HRS / source of H2

Nber of fillings

Kg H2

refuelled

CologneAir products

2011

Trailer delivery of gaseous H2 by-product sourced nearby (chlor alkali electrolysis)

1,275 24,622

Hamburg Linde 2012

Onsite electrolyser - H2 from RES


1,772 28,925

WhistlerAir Liquide Canada

2009

Liquid H2 generated from hydro-electric power in Quebec, delivered to the buses in gaseous form

23,671 591,590

Phase 0: 4 high throughput, 350bar stations

Over 850 tonnes of H2 dispensed (to end August 2015)

CHIC Emerging Conclusions

RES: Renewable Energy Sources

• Introduction

• Project status




CONTENTS

ParameterProject 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] 425,8541 192,949 160,000

Average FC runtime per bus [h] 7,8861 7,421 6,000

Replacement of diesel fuel [litres] 4,004,139 1,206,199 500,000

Total H2 refueled [kg] 1,133,591 283,266


Overall project snapshot: all technical targets have been achieved (to end August 2015)

1 This figure does not include the ICE buses in Berlin

• Introduction

• Project status




CONTENTS

• 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 Range1 Daily duty2

Aarau 180 - 250 km 18-20 hours

Bolzano 220-250 km 12 hours

Cologne 350 km 12-16 hours

Hamburg 400 km 8 – 16 hours

London 250 - 300 km 16-18 hours

Milano 170 km Up to 16 hours

Oslo 200 - 290 km (seasonal) Up to 17 hours

Whistler3 366 – 467 km (seasonal) 4 – 22 hours

1 Average figures, also based on tank size and average consumption2 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

Satisfying the demands of daily bus operation

• 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.

0

5

10

15

20

25

30

Jan 12 May 12 Sep 12 Jan 13 May 13 Sep 13 Jan 14 May 14 Sep 14 Jan 15 May 15

[kg/

10

0km

]

Average consumption of fuel cell electric buses

HyFLEET:CUTE range CHIC FC average consumption

CHIC FC average consumption (12m buses) CHIC goal

Shaded area indicates consumption range in HyFLEET:CUTE, 47 buses consumed between 18.4 and 29.1 kg H2/100km


• One of the most significant results of the trial program is the improvement in the fuel

economy: 8kg H2/100km 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

Dramatic fuel economy improvements

Average consumption fuel cell electric buses

1 Assumption: fuel consumption of a diesel bus: 40 l of diesel/100km

ParameterProject 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] 425,8541 192,949 160,000

Average FC runtime per bus [h] 7,8861 7,421 6,000

Replacement of diesel fuel [litres] 4,004,139 1,206,199 500,000

Total H2 refueled [kg] 1,133,591 283,266


Overall project snapshot: all technical targets have been achieved (to end August 2015)

1 This figure does not include the ICE buses in Berlin

• All European partners are able to fill a bus from empty in less than 10 minutes in average.

• 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


Rapid refuelling times

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

• 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


High station availability

City Availability to date (Aug. 2015)

Ph

ase

1

Aargau > 96%

Bolzano > 98%

London > 98%

Milan > 96%

Oslo > 94%

Ph

ase

0 Cologne > 97%

Hamburg > 93% (since Aug. 2013: > 98%)

Whistler > 98%

• However, this figure is not high enough to allow H2 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 (50-200 buses – 1,000-5000kg H2 /day in 13 locations

across Europe

0%

20%

40%

60%

80%

100%

Jan 12 May 12 Sep 12 Jan 13 May 13 Sep 13 Jan 14 May 14 Sep 14 Jan 15 May 15

Availability of fuel cell electric buses

CHIC FC monthly availability CHIC goal

CHIC FC Phase 0 CHIC Phase 122

• 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: After having faced teething issues, most of the Phase 1 cities are reaching the project target

1st half 2014 –availability upgrade program

Availability of fuel cell electric buses

• 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

23

• 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

• 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

Whole life environmental and social analysis is also being carried out

The qualitative research The environmental research

• The calculations cover the entire lifecycle well-to-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

1GWP = Global Warming Potential

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

• 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

Lessons learnt

• Introduction

• Project status




CONTENTS

• 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


Opportunities and next steps suggested by CHIC

• 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

Ways forward

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 2020.

Strong committments

Source: FCH JU study: ”fuel cell electric buses: Potential for Sustainable Public Transport in Europe”, Sept. 2015

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. 2015 (see next slide)

Signing ceremony LoU bus OEMs, 12/11/2014

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

Source: FCH JU study: ”fuel cell electric buses: Potential for Sustainable Public Transport in Europe”, Sept. 2015

• 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)

However:

• 2 scenarios envisaged : FC systems developed specifically for use in heavy-duty 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 (~350,000-320,000 €)

Comparison price development and TCO of standard FC buses for different powertrain options and technology pathways (in 1‚000€)

“Standard bus" in the framework of the study includes both 12 m and 13.5 m buses


Next steps for the commercialisation of fuel cell buses in Europe – the joint procurement strategy

• 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

• 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

Thank you for your attention

www.chic-project.eu

Email: [email protected]

@CHIC project

http://www.chic-project.eu/

mailto:[email protected]

Back-up slides: main components of fuel cell buses


Component Specifications

Fuel cell system120 kW (2 modules)

Battery system250 kW(Li-ion)

Supercapacitor system

--

Energy recuperation

system

Wheel-hub motor

H2 storage system

7 tanks, 350bar~ 35 kg


Phase 1 cities – the EvoBus buses

Deployed in Aarau, Bolzano and Milan


Fuel cell system

150 kW (1 module)

(rated peak output)



--

Energy recuperation

system

Brake resistors(2 units, 60kW

each)

H2 storage system



Phase 0 and Phase 1 cities – the Van Hool buses

Deployed in Oslo and Cologne

Deployed in London



Fuel cell system

75 kW (1 module)(rated peak

output)

Battery system --


240 kW (rated peak

power)

Energy recuperation

systemBrake resistors

H2 storage system


Phase 1 cities – the Wrightbus buses

The Solaris buses – 18.75 m buses



Fuel cell system

100 kW (1 module)

(rated peak output)



---

Energy recuperation

system

Central electric motor

H2 storage system


Fuel cellHydrogen storage

Battery

Electric motor

Deployed in Hamburg

CHIC - Presentation of emerging conclusionsproduct sourced nearby (chlor alkali electrolysis) 1,275...

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