Design for New Bus Depots

Design for new bus depots and adapt existing depots for biogas buses and hybrids

This publication has been produced with the assistance of the European Union (http://europa.eu). The content of this publication is the sole responsibility of Baltic Biogas Bus and can in no way be taken to reflect the views of the European Union.

2012-03-31 www.balticbiogasbus.eu

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Author: Towe Ireblad, Hans Lundborg, Sweco Environment AB Project Manager: Lennart Hallgren, Stockholm Public Transport Date: 2012-03-31 Reviewed by: Olita Sproge, Riga City Council Traffic Department Jaanus Tamm, Tartu City

The Baltic Biogas Bus project will prepare for and increase the use of the eco-fuel Biogas in public transport in order to reduce environmental impact from traffic and make the Baltic region a better place to live, work and invest in. The Baltic Biogas Bus project is supported by the EU, is part of the Baltic Sea Region programme and includes cities, counties and companies within the Baltic region.


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TABLE OF CONTENTS

Abbreviations ................................................................................... 8

1 Introduction ............................................................................... 9

1.1 Stockholm Public Transport (SL) ................................................... 9

1.2 The Baltic Biogas Bus Project ...................................................... 9

1.2.1 Organisation .................................................................... 10

1.2.2 WP 5 – Biogas distribution and bus depots .................................. 11

1.2.3 WP 5.3 – Design for new bus depots and adapt existing depots for biogas buses and hybrids ............................................................... 11

1.3 Objective of the report ............................................................ 12

1.4 Methodology and limitations ...................................................... 12

1.5 Outline ................................................................................ 13

2 SL evaluation model of suitability for biogas installation at depots ............. 14

2.1 SL biogas evaluation model ........................................................ 15

3 Design of biogas bus depots ............................................................ 19

3.1 Introduction .......................................................................... 19

3.2 Planning factors, size and logistics ............................................... 19

3.3 Biogas fuelling system .............................................................. 21

3.4 Parking and heating ramps ........................................................ 21

3.5 Workshop ............................................................................. 21

3.6 Wash bay ............................................................................. 22

3.7 Safety measures ..................................................................... 24

4 Design of SL depots for biogas ......................................................... 25

4.1 Adapt existing depots for biogas buses .......................................... 25

4.1.1 Söderhallen bus depot ......................................................... 25

4.1.2 Lidingö bus depot .............................................................. 28

4.2 Design of new depots for biogas .................................................. 30

4.2.1 Gubbängen biogas bus depot ................................................. 30

4.2.2 Charlottendal biogas bus depot .............................................. 33

5 Evaluation of depots adapted and SL evaluation model ........................... 36

5.1 Design of new and adapted depots for biogas use ............................. 36

5.2 Cost analysis ......................................................................... 38

5.3 Environmental aspects ............................................................. 38

5.4 SL Evaluation Model of suitability for biogas installations at depots ........ 39

6 Mobile modular biogas fuelling station ............................................... 41

6.1 General build-up of a mobile modular fuelling station ........................ 41

6.1.1 Mobile gas storage ............................................................. 41

6.1.2 Parking of mobile gas storage ................................................ 42

6.1.3 Booster Compressor Unit ...................................................... 42

6.1.4 Priority panel and stationary gas storage ................................... 43

6.1.5 Fuelling ramp ................................................................... 44

6.1.6 Ground work .................................................................... 44

6.2 Mobile Modular Fuelling Station at Björknäs Bus Depot ....................... 44

6.2.1 Investment costs ............................................................... 45

7 Discussion and recommendations ..................................................... 47


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8 References ................................................................................ 49

8.1 Literature ............................................................................ 49

8.2 Websites .............................................................................. 49

8.3 Personal references ................................................................. 49

Appendices

Appendix 1 SL Evaluation Model of Aspects concerning the possibilities for biogas operation in 2011

Appendix 2 Permission and regulations for biogas depots and summary of relevant EU-directives


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Summary

This report is part of the Baltic Biogas Bus project. With SL as a reference, the objective of this report is to describe and evaluate the model used to evaluate depots in regards to whether they are suitable for biogas installation or not. The objective is also to give an overview of the differences between the design of new depots and adapting existing depots for biogas use based on technical, environmental and economic aspects by the experiences of SL. In the report the design of 2 new bus depots and the adoption of 2 existing depots for biogas use in the SL bus fleet are described and the objective is to evaluate the depots adapted and summarise the experiences and lessons learned. The report explains the concept of a mobile modular fuelling station with motives on why the fuelling station is made mobile and to describe what parts is mobile. Part of the project has been the purchase and installation of a mobile modular fuelling station at a bus depot in Stockholm and the objective of this report is to evaluate the concept and performance of that fuelling station. The mobile modular fuelling station relevant for this work is Björknäs depot east of Stockholm city. The developed evaluation model is part of SL's Action plan for biogas and illustrated in Appendix 1. The aim with the model is that it can work as a tool to help prioritise and justify decisions regarding the development of biogas to depots outside the inner city. Aspects that is considered in the evaluation are depot size, age of contract agreement with bus operator, need for bus replacement in the coming years, distance to gas grid with biogas or biogas production facility, possible future place for the bus depot, available space for the biogas system and refuelling including possibility to meet safety demands regarding distance requirements to ensure safe operation of biogas. SL’s Action plan for biogas was developed during 2009 and is valid to 2011. SL is now facing a review and possible revision of the model when a new action plan will be developed. All evaluation aspects and parameters in the model may not be fully up to date and some new might need to be developed. Therefore, as part of the BBB-project, an internal workshop within SL was held in November, 2011 to discuss the evaluation model used and the factors that influence and control biogas development at the depots today and in the future. The report also presents the build-up of a bus depot and describes how the depot is constructed and operated. At a general bus depot, maintenance, refueling and parking of buses are performed. The depot also demands administrative buildings, dressing rooms and staff facilities for drivers, office and workshop staff. A bus depot of 70-100 buses is thus a workplace for approximately 200 people and work is continuously on-going throughout the day. The depot needs in some parts special adjustment when biogas fuel is part of the depot. In the report, four of SLs depots for biogas is presented and described. Two of the depots, Söderhallen and Lidingö are existing depots that has been converted for biogas as fuel for the buses. Both of the depots also have ethanol buses. The new installations have included construction of biogas system including refuelling


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equipment for buses. The other two depots, Gubbängen and Charlottendal is new depots of which one of them, Gubbängen is build and recently taken in operation and Charlottendal, is planned to be put in operation in 2016. SL has also built distribution pipelines for the biogas to Söderhallen, Lidingö and Charlottendal. The main difference between designing a new biogas bus depot and adapt an existing depot for biogas use is the location of the depot and the desired layout and what that in turn implicates due to the demands on safety. The regulatory requirements shall be fulfilled regarding space for safety of handling of flammable goods i.e. biogas. The safety requirements on space include requirements on minimum distances between plant parts within the depot, between the gas storage and vehicles such as buses as well as requirements on minimum distance between the plant parts at the depot and operations outside the depot. One example of safety requirements that always needs to be considered in planning and designing a depot is the requirement for minimum distances between the biogas storage and buildings in the surrounding area. This implies that large areas are required. SL run about 2 000 buses in the Stockholm region. In 2020, SL will have a need of approximately 2 300 buses. That figure is equivalent to four new depots where one depot equals about 70 buses. The cost to establish a new bus depot is about 3,5 to 4 million SEK/bus at the depot. The choice of fuel does not affect the price to any large extent. For a bus depot of about 100 buses, the cost for the biogas system is approximately 10-20 % of the total investment cost of the depot. Out of the cost for the biogas system, cost for contractor is approximately 30 %. To conclude and summarise SL’s experiences within design of biogas depots, a summary of recommendations is given;

It has been useful for SL to have developed a tool and a site model as a basis for decision making on which depots that are most suitable for installing biogas. The model is supposed to be developed further and used in early planning stages.

It is important to investigate how the contract periods is planned and when new bus operators will start their contracts and new fuels have a possibility to be introduced.

It is important to examine the permits needed and to have an early, close cooperation and acceptance with the municipalities and authorities concerned. The permit process often includes risk analysis that will take a lot of time and resources in demand.

To take into account that the depot may be part of a greater perspective, for example the depot planned for Charlottendal, Värmdö situated in the planned Eco park area and what that will imply in both positive PR and in resources.


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To plan the system of depots together with the distribution system and to carefully examine logistics and if there are existing infrastructure as pipelines etc to use that which will lower the investment costs.

Through the activities carried out in the BBB-project, a lot of experience of transnational importance has been gained. This will be communicated to project partners and other stakeholders through different means of communication available to the Baltic Biogas Bus project.

Abbreviations

BBB Baltic Biogas Bus

BSR Baltic Sea Region

CBG Compressed Biogas

CNG Compressed Natural Gas

LBG Liquified Biogas

LNG Liquified Natural Gas

WWTP Waste water treatment plant


1. Introduction 1.1 Stockholm Public Transport (SL)

Stockholm Public Transport, SL, is 100 % owned by the Stockholm County Council. The Stockholm County Council has set the environmental goals for the transport company, and is the main driving force for expansion of a bus fleet running on renewable fuels in the Stockholm region. SL manages the public bus transport system in Stockholm and has utilised biogas as vehicle fuel for inner-city buses since 2004. At the end of 2011, SL will have about 230 biogas buses in service and SL has extensive plans to continue the transition from diesel buses to biogas buses. Today, in December 2011, biogas is considered SL’s first hand choice in the company’s aim to fulfil its environmental targets of:

1. At least 50 % of the bus traffic within SL will by the end of 2011 be running on renewable fuels,

2. 100 % of the bus traffic within SL will be running on renewable fuels no later than 2025

To meet these goals, a combination of different renewable fuels in the bus fleet is required.

1.2 The Baltic Biogas Bus Project The Baltic Biogas Bus project prepares for and increases the use of the renewable fuel biogas in public transport sector. The aim is to reduce environmental impact from traffic and make the Baltic Sea region a better place to live, work and invest in. The Baltic Biogas Bus project is partly funded by the European Regional Development Fund within the Baltic Sea Region programme. Twelve partners from eight Baltic Sea countries are directly involved in the project;

Storstockholm Lokaltrafik (Stockholm Public Transport), Sweden

Biogas Öst/ Energikontoret i Mälardalen (Energy Agency Malardalen), Sweden

Ruter AS (Public Transport Company of greater Oslo), Norway

HOG Energy, fuel interest organisation for the region around Bergen, Norway

Hordaland fylkeskommun (Hordalen County Council), Norway

VTT, Technical Research Centre of Finland

Tartu city, the second city of Estonia

Riga city council traffic department, the capital of Latvia

Kaunas autobusai, the second city of Lithuania

Motor Transport Institute, MTI, Poland

ATI erc Education, research and furtherance of cooperations, Germany

ITC Innovations and Trendcenter, Germany


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Extended use of biogas for city buses will lower emissions, improve inner city air quality and strengthen the role of public transport in an efficient strategy to limit the impact from traffic on climate change. The project generates strategies and policies to introduce biogas as well as analyses necessary measures in biogas production, distribution and bus operations. Activities are executed to facilitate further expansion. A pan-Baltic network of partners forms a show room to demonstrate a sustainable transport system as a step towards reaching EU’s climate goals. The partnership offers an ideal platform for cooperation, exchange and dissemination of knowledge, experience and technology. The partnership makes it possible to obtain a better position to negotiate with infrastructure and bus suppliers and at the same time raise the visibility of biogas buses. There are good examples of the use of biogas buses in public transport, but wide acceptance and introduction in BSR cities has not taken place yet. Cities are unaware or have incorrect information of the benefits of biogas buses. Furthermore, shifting to biogas buses from fossil fuel buses is complicated and a long-term approach is needed. Biogas can be produced from a range of sources and biogas buses can be ordered from several bus manufacturers. Still the missing link for most cities is an integrated long-term strategy to work towards introduction of biogas buses.

1.2.1 Organisation The Baltic Biogas Bus project is organized into 6 work packages (WP). The project consists of several parts that together create a platform for increasing the use of biogas as a fuel for buses in cities around the Baltic Sea. You may look upon the project as a jigsaw puzzle where you can identify the whole picture first when all the pieces – or working packages - are laid in correct positions. Close integration between the different parts of the project characterises the progress of the work. Within the project, focus is on dissemination of the possibilities (WP 2) and providing cities the tools to set up a biogas bus introduction strategy (WP 3) in order to help cities to connect biogas supply (WP 4), distribution (WP 5) and use (WP 6), see Figure 1 below.


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Figure 1. Organisation of the Baltic Biogas Bus project.

1.2.2 WP 5 – Biogas distribution and bus depots

This work package studies technological solutions for distribution of biogas and adaptation of bus depots to biogas, and presents an overview of regional infrastructure planning with focus on distribution and depots. Work package 5 includes the following:

Integrated regional distribution planning in Stockholm is presented,

Alternative fuelling systems are analysed,

How to design new bus depots and adapt existing depots for biogas is analysed,

Cost effective options for biogas distribution per trailer is analysed,

Specification for and logistics of using biogas cartridges system are analysed,

An overview of the Baltic Sea Region existing and planned biogas infrastructure are presented,

Feasibility study on a new pilot biogas fuelling station in Rzeszów, Poland is conducted,

Feasibility study on expanding a fuelling station with biogas supply and adapting the station for biogas buses is conducted in Tartu, Estonia

1.2.3 WP 5.3 – Design for new bus depots and adapt existing depots for

biogas buses and hybrids New bus depots and existing depots have to be adapted for biogas buses. SL has used one model to analyse important biogas aspects at different depots and decide which depots are the most suitable to convert to biogas use. The scope of this WP is to describe the model used and to evaluate the content through exchange with experts within SL and experts from the field of bus depot design and management. The aim is to design 2 new bus depots and to adapt 2 existing depots for biogas use. The possibilities of a mobile modular fuelling station are also studied for regions where or periods when biogas cannot be delivered by a gas pipeline. The mobile station can be transferred to another bus depot when a gas pipeline is built to the first bus depot. The module consists of a complete booster compressor container


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including electric and control equipment for slow biogas bus filling.

1.3 Objective of the report With SL as a reference, the objective of the report is to describe and evaluate the model used to evaluate depots in regards to whether they are suitable for biogas installation or not. The objective is also to give an overview of the differences between the design of new depots and adapting existing depots for biogas use based on technical, environmental and economic aspects by the experiences of SL. In the report the design of 2 new bus depots and the adoption of 2 existing depots for biogas use in the SL bus fleet are described and the objective is to evaluate the depots adapted and summarise the experiences and lessons learned. The objective of this report is furthermore to describe the concept of a mobile modular fuelling station with motives on why the fuelling station is made mobile and to describe what parts is mobile. Part of the project has been the purchase and installation of a mobile modular fuelling station at a bus depot in Stockholm and the objective of this report is to evaluate the concept and performance of that fuelling station.

1.4 Methodology and limitations The information presented in this report is based on;

SL Action Plan on Biogas and relevant principal documents, existing case studies and conceptual and detailed designs of depots for biogas buses,

Relevant external reports,

Contacts and interviews with experts within SL and companies connected to SL’s activities in the biogas sector. These contacts has proven to be an essential part of this work package and key persons have been able to provide detailed information and on-site knowledge about bus depot infrastructure planning

An internal workshop within SL, performed in November, 2011 to discuss the evaluation model used and the factors that influence and control biogas development at the depots today and in the future.

The report focuses on conceptual and to a certain extent detailed design of new and existing biogas bus depots with SL’s depots in the Stockholm region as a case study. Five (5) depots are included in the study; Adapted depots for biogas buses

- Söderhallen bus depot in Stockholm inner city - Lidingö bus depot, set on an island north east of Stockholm

New depot for biogas buses

- Gubbängen bus depot, south of Stockholm - Charlottendal bus depot, in Värmdö east of Stockholm

The mobile modular fuelling station relevant for this work is the Björknäs depot east of Stockholm city.


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Production and utilisation of biogas will be further addressed in other reports within WP 4 and WP 6.

1.5 Outline The structure of this report is as follows; this chapter gives a background to the Baltic Biogas Bus project and describes the objectives of the report and methodology used. Chapter two presents the SL evaluation model of today on how to evaluate the suitability for biogas installation on new and existing bus depots. In chapter three the general built up of a biogas bus depot is describes and how the depot is constructed and operated. In chapter four SL design of new and adapted biogas bus depots is assessed and the strategy and experiences in planning for the design are described. Chapter five evaluates of the model used and the depots adapted including a comparison of costs and environmental effects between biogas installation on new and existing bus depots. Chapter six describes the parts included in a mobile modular fuelling station and the purchase and installation of a mobile modular fuelling station at the Björknäs depot in Stockholm. Finally, chapter seven concludes the report and gives the reader recommendations from SL’s point of view regarding design of biogas bus depots.


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2 SL evaluation model of suitability for biogas installation at depots In this chapter the SL evaluation model of the suitability for biogas installation at a depot is presented and described. The properties of biogas i.e. good environmental performance and low emissions, has made SL prioritise the use of biogas buses in operation where it has maximum impact that means reducing the environmental impact the most. For this reason, biogas buses were first introduced in the inner city traffic. The strategy has then been to develop distribution of biogas to depots in the suburbs of Stockholm. SL's bus operation involves a large number of bus depots for buses. The operation at the depots is constantly changing due to several reasons for example change of fuel. The possibility to switch to biogas operation was evaluated by SL in 2009 for the major depots in the Stockholm region in an evaluation model developed by SL. The aim has been to briefly analyse which depots that are in the best conditions for a change into biogas operation and thus should be explored in feasibility studies and discussed with relevant staff, stakeholders and decision makers. The developed evaluation model is a part of SL's Action plan for biogas and can, when necessary, be updated with new conditions and settings. The model can help to prioritise and justify decisions regarding the development of biogas to depots outside the inner city. The following aspects have been considered in the evaluation:

Depot size (number of buses and operating kilometres in its service area)

Age of contract agreement with bus operator

Need for bus replacement in the coming years

Distance to gas grid with biogas or biogas production facility

Possible future place for the bus depot (Closure/relocation not included)

Available space for the biogas system and refuelling including possibility to meet safety demands regarding distance requirements etc. to ensure safe operation of biogas.

The model including the evaluation of all aspects is presented in Appendix 1. As a first step, property development is the main priority. When planning new bus depots, external factors such as changes in municipal urban planning must be taken into account. Therefore, this step may involve changes to a municipality local plan for example. A traffic operator can support several municipalities which is important in the establishment of new depots. The funding of the project is cleared at this stage. In the case of regional and city population growth and political decisions to expand the public bus transport system in an area, the strategic traffic planning and regional situation analyses should provide the necessary information needed to identify specific areas suitable for locating new bus depots which in turn affects the design and location of the biogas distribution system.


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Although, it is often difficult to find available land for depots at a strategic location. Therefore, a feasibility study is required where SL can investigate how the property of an existing depot can be made available for other purposes for example housing in exchange for land that is suitable for a new depot or development of an existing depot. In that way SL may minimize the cost of the construction of a new depot in another location. It is also strategically important to secure properties in the community planning and ensure long term agreements to prepare for future needs that will also allow expansion of the capacity at existing bus depots and to enable a shift to biogas operation. When selecting the site of a biogas depot, SL bases the choice greatly depending on where the biogas production is located. It is preferable to be as close to the production unit or grid for distribution as possible rather than managing mobile gas storages. A contract agreement is signed between SL and Stockholm Gas AB with the aim to create a distribution infrastructure to be able to supply SL depots with biogas in Stockholm as well as to the public filling stations. See further report WP 5.1 Integrated regional distribution infrastructure planning for biogas as vehicle fuel.1 In the Stockholm area biogas is produced at four sewage treatment plants (Henriksdal, Bromma, Käppala and Himmerfjärden) and further production is planned in the area for example at the Skarpnäck biogas plant where the biogas will be produced from agricultural and other organic waste. The evaluation model does not include biogas production plants that are in the planning phase since it is difficult to evaluate the probability of the plant realization.

2.1 SL biogas evaluation model The SL biogas evaluation model was created as a support and a basis for decisions on investments for the introduction of biogas at a new or existing depot. Generally, the evaluation model consists of the six main parameters also named evaluation aspects, which are scored by a scale of 1 to 5 for the different aspects. Favourable conditions lead score by 5. As previously mentioned, an example of the evaluation model is presented in Appendix 1. The model demonstrates that for each depot or location that will be evaluated, the following data and parameters are used as input; 1) Fuel today Biogas as well as ethanol requires more space and safety distances compared to diesel and biodiesel. In the model, the current bus fuel at an existing bus depot is registered or the planned fuel if it is a new depot. The current fuel at each depot is listed in Appendix 1 with the following fuel abbreviations: D = Diesel, E = ethanol, B = biogas, BD= biodiesel No score points are set for the evaluation sum.

1 Sweco, 2012a


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2) Size of the depot (number of buses) When planning a new depot, the size of the depot in its early stages shall not be less than 35 000 sq m to ensure a functioning logistics. Depots should have a flexibility to adapt to changes of for example specific demands on vehicles, vehicle types, new types of fuel and changes to legislation. The classification is set without regard to the supply-kilometre for each individual bus depot in operation. A number of approximately 60 buses on the same depot is considered a breaking limit of a large depot in relation to the investment. The valuation is based on the following classification: Small depot, less than 40 buses: Score 2 Midsize depot, 40-60 buses: Score 3 Large depot, more than 60 buses: Score 5 3) Age of agreement with operator Procurements and contract agreements with bus operators affects how new fuels e.g. biogas may be implemented in traffic areas and bus depots. Changing fuel in a signed contract agreement with the operator may cause difficulties and extra costs may occur. Therefore, a bus depot included in a recently signed contract agreement with many years left to a new tendering process, will thus be scored by a lower value than other depots. There is only one transport procurement which demands for renewable fuel2. Bus depots covered by a new contract agreement: Score 2 Other bus depots: Score 4 4) Need for bus replacements The need for bus replacement is a complex aspect and is based on bus fleet age, strategy for renewable fuels and action plans. This is in the model only assessed schematically without a specific calculation algorithm. A developed analysis of the bus age structure at each bus depot is necessary and should be complementary. The scores for each depot in Appendix 1 refer to bus replacements until 2011. The evaluation is based on the following classification: Smaller bus replacements: <30% of the bus fleet need to be replaced. Score 1-2 Larger bus replacements: > 30% of the bus fleet need to be replaced. Score 3-5 5) Distance to biogas grid or producer A short distance between the biogas grid/producer and the bus depot score higher compared to a longer distance. A shorter distance is expected to result in lower total costs and a reduced implementation time frame compared to a longer distance. The comparison is not made by absolute measures of a certain distance but is relative compared to all bus depots in the evaluation. Biogas production plants that are in the planning phase are not considered in the evaluation since it is difficult to evaluate the probability of the plant realization. Long distance to biogas grid or producer: Score 1-2 Short distance to biogas grid or producer: Score 3-5

2 December, 2011


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6) Probable future depot location This parameter refers to the possibility that the bus depot remain at the site in the future, without regard to biogas fuel supply. No: Score 1-2 Yes: Score 3-5 7) Space for biogas equipment An overall assessment regarding space for biogas equipment is performed based on the layout and design of the depot. Space will be required for buildings, fuelling area and space to fulfil safety measures within and outside the bus depot. Primarily, the regulatory requirements, demands from authorities and set norms and guidelines shall be fulfilled regarding space for safety of handling of flammable goods i.e. biogas. The safety requirements on space include requirements on minimum distances between plant parts within the depot as well as requirements on minimum distance between the plant parts at the depot and operations outside the depot. One example of safety requirements that always needs to be considered in planning and designing of a depot and sets high demands on the needed area and space is the requirement for minimum distances between the biogas storage and buildings in the surrounding area. Sufficient space: score 3-5 Lack of space: Score 1-2 8) Rating/Evaluation result A high number of the total score set between 1-9, equals high priority for further investigations of opportunities for biogas operation. Depots with rank 1-4 are considered to be primarily of interest to the advanced study of the depots' opportunities for development into a biogas bus depot. Depots with rank 1-4 is marked with red and presented in the model in Appendix 1. With an understanding of the various influencing aspects, several of SL’s newly planned depots show good opportunities for biogas. This is partly due to the fact that

The depots are planned as outdoor depots

The gas supply can be arranged with short distance due to the fact that the depot is centrally placed or located relatively close to existing biogas production.

The quantity of supplied gas is satisfying together with the appropriate size of the bus fleet

Safety requirements are met


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Due to the facts in the bullet list above, SL’s planning an expansion of biogas to the following bus depots, see also Figure 2 below:

Charlottendal in Värmdö east of Stockholm

Lidingö, an island set north east of Stockholm

Frihamnen in Stockholm

Gubbängen south of Stockholm

Fredriksdal in Stockholm, to replace the depot at Söderhallen in Stockholm city

Björknäs east of Stockholm In addition to these bus depots there are also several other existing bus depots that would be suitable for biogas provided that the distribution of biogas to the terminals can be arranged. According to the Action plan for Biogas3 that could be in for example Råsta, Botkyrka or Märsta which are suburbs of Stockholm.

Figure 2. SL future plans presented by existing and planned biogas bus depots, distribution system and production units for expansion of SL’s biogas bus fleet to 2017.

3 SL, 2009

Käppala WWTP

Lidingö bus depot

Frihamnen bus depot

Charlottendal bus depot

Björknäs bus depot

Fredriksdal bus depot

Gubbängen bus depot

Henriksdal WWTP

Skarpnäck biogas plant

Plans 2017


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3 Design of biogas bus depots This chapter presents the build-up of a bus depot and describes how the depot is constructed and operated. The depot needs in some parts special adjustment and planning when biogas fuel is part of the depot.

3.1 Introduction On a general bus depot, facilities as repairs, refuelling and parking of buses are performed. The depot also demands traffic management, administrative buildings, dressing rooms and staff facilities for drivers, office and workshop staff. A bus depot of 70-100 buses is thus a workplace for approximately 200 people and work is continuously on-going throughout the day. A depot typically comprises:

Refuelling system

Workshop for repairs

Wash bay

Heating ramp and parking lots for buses

Administrative staff buildings

Parking for external vehicles

3.2 Planning factors, size and logistics The choice of location, financial decisions, detailed design, tender documents, permits, construction phase and final inspection is all affected by the design of the bus depot. The bus depot shall ensure the rational maintenance of the fleet, to act as a protective parking of vehicles when they are out of operation and to provide good conditions for running the daily maintenance such as washing, cleaning and filling so that the SL's quality requirements are met in a satisfactorily way. When planning new depots, great emphasis is put on the design from an environmental perspective. The aim is to create a depot with energy efficient equipment and a good working environment for the staff working at the depot and for the general public. The land size of a depot, for about 80-100 buses, vary depending on location, ability to entrances, the type of fuel and vehicle types and should not initially be estimated at less than 35 000 m2 to ensure a functioning logistics. Depots should have a flexibility to adapt to changing of requirements for vehicles, vehicle types, new types of fuel, and changes to legislation etc. An appropriate size of a depot is considered to be approximately 70-100 buses. The bus depot will also need a good supply in terms of the municipal systems as well as electricity and telecommunications. New bus depots should be placed in areas with existing infrastructure. The following values are given for a new depot with 80 buses and may be seen as the indicator in terms of ratios.

Water supply/day: about 35-40m3 where bus washing accounts for over half the need.


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Waste water/day: about 35m3, where purified water from bus washing accounts for over half the flow.

District heating power: about 1.6 MW of which bus heating ramps accounts for a significant part of the heat.

Power supply: 800 A spread on a number of cables that each shall manage a power supply of at least 180A.4

The position of the depot should provide good entry and exit opportunities to the local road network so that traffic to and from the depot and the supplies of fuel and goods can move without interference. Therefore separate entrance and exit can be an advantage. It is also important that the depot's logistics are designed to minimize round driving and to avoid the creation of crossing or oncoming traffic streams. It is equally important to avoid mixing buses with passenger traffic or personnel movements that not directly are related to the bus operations. New types of fuel such as ethanol and biogas require more space since refueling must be performed outdoors. They are also connected to a larger safety distance compared to diesel. Therefore if new fuels are introduced on existing depot sites it often means restriction of the depot’s previously available space for bus parking. Requirements for waste management need to be considered as storage for hazardous waste and other waste is required at the depot. For depots located in colder climates like Sweden, there need also to be space for storage of snow that has been removed from the lanes and pathways at the depot. Today, there are three traffic operators, operating and handling the bus traffic on behalf of SL. The contracted traffic operators are generally awarded on a five-year contract in competition, with a possible extension for another 5 years. The number of traffic operators and the responsibilities of each operator change over time. It is therefore important to have a general design for depots, controlled by SL, so that they will be flexible and will be working for different operators. There are one operator that leads and directs the traffic from a central point in Stockholm, not located at a depot. The other two operators leads the traffic from two separate depots, which take up more space at the depot in the form of offices etc.

4 SL, 2010


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3.3 Biogas fuelling system The typical components of a general refuelling system at a biogas bus depot includes a system for CBG/CNG5 fuelling that can vary in the detailed design but is conceptually designed after the same model. A fuelling system for CBG/CNG typically comprises: • compressor unit • gas storage • priority panel • fuelling system (slow system on ramp or fast filling via a dispenser) • LNG back-up storage for redundancy Refuelling of biogas is performed outdoors. For slow filling the bus is parked on a ramp location where each bus is connected to an individual fuel hose. Slow filling occurs mainly at night when the main part of the bus fleet is parked. Fast filling from a dispenser takes about 4-7 minutes. For further information regarding fuelling systems for biogas, see BBB report WP5.2 Innovative biogas fuelling system alternatives for buses6.

3.4 Parking and heating ramps At the parking lot, the bus is connected to a ramp equipped with compressed air to maintain the technical systems in the bus during parking. The bus is also connected to a power grid to charge the batteries in the bus and to supply the digital system in the bus since it is not turned off during parking. In the ramp, there are individual connections for each bus to a heating system in the ramp to maintain an acceptable temperature for the driver. The biogas bus may also be connected to a slow filling system to refuel the bus before put back into traffic. The ramps are fitted with a roof that covers the internal courtyard area between the ramp and the bus front section. The roof contributes to some extent to the reduction of the need for heating inside the bus when the heat loss is limited. The roof also provides a better working environment for the driver and washing staff and protects ramp connections from bad weather. The heating system and the supply of compressed air stand together for the major part of total energy consumption at the depot.

3.5 Workshop Different bus types must be considered when planning and designing the layout of capacity, workshop spaces and washing arrangements for new depot facilities. The trend is towards a greater proportion of both lower and longer buses which means that some depots have difficulty to make room for the buses in the existing garages. All new depots are planned out in order to function for both normal buses (12m), bogie buses (14m) and articulated buses (about 18-19m). SL's workshops have previously been maintained a consistently high technical standard of equipment and were well adapted to the work to be performed. The main part of SL’s depots including workshops was built in the 70th century and

5 Compressed BioGas/Compressed NaturalGas 6 Sweco, 2012b


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modelled after the current requirements in the dimensions and design. Today, many facilities are worn out and in need of renovation and addition. This view is shared by the traffic operators. Previously, the workshops were often designed as labelled workshops by for example Scania or Volvo with workshop customized specifically for these bus types. Today several bus types are handled in the same depot which places greater demands on the flexibility in the workplace. Previously, all the engineering work was performed in service pits. Today it has been a change and development has taken place and the work occurs in a mixture of work in the service pit, on the floor or as lifting jobs, see figure 3. Where possible, SL tries to plan so that some of the workplaces have a drive-thru function for jobs of a faster character. An advantage is also that reversing movements is avoided. Modern buses have an increased amount of the equipment on the roof, for example AC equipment. It is important to notice that on biogas buses, the gas cylinders is placed on the roof of the bus so the bus is slightly higher than other buses. Biogas buses also requires more time for maintenance compared to diesel buses due to the gas system in the bus. Height of ports currently has increased and is now 4.5 m7. In many existing installations, the ports are much lower. Some established key figures for the number of workplaces/number of buses is approximately one workplace/10 coaches. With reference to increased complexity of the buses and increased maintenance requirements particularly in the electronics side and with multi-component changes, a maintenance work takes longer to perform and even a workplace/8 buses are discussed. New fuels such as biogas can influence the needs for security and service intervals. Specific services are often performed by external providers and specialists at the depots and it results in a more efficient work with increased environmental benefits. Examples of services include handling of tires, replacing batteries, and replacement of glass windowpanes. All major repairs of engines is carried out externally.

3.6 Wash bay Washing and cleaning is carried out in the wash bay by specialised staff that picks up the bus from the parking lot, drives it to the wash bay hall, wash and clean it, perform daily supervision which includes control of oils and liquids, tire pressure and some removal of graffiti etc. The bus is refuelled if the vehicle uses diesel or biodiesel and the staff drives it back to the parking lot. Refuelling with fuels such as ethanol or biogas is not performed indoors, since they require separate external fuelling facilities. Naturally, the environment in the wash bay is damp and often the material as walls and installations are affected negatively. During the past 10 years, SL has

7 SL, 2010


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conducted an extensive renovation program for their car washes. Water treatment systems were installed for the excess water to meet the governmental requirements for waste water treatment for discharges into the municipal grid. The length of wash bay should provide efficient handling of a drive-thru process and to allow that two buses can be set up successively in the washing bay area, so that they can be cleaned out and checked while cleaning is in progress. The width of the hall should not be less than 7 m to give a good working environment. Older car washes are often both too narrow and too short. There should also be a separate place for clean inside of the bus. There are two types of washing techniques that are most commonly used; one model where the bus moves forward through the washing bay including washing of the front and rear. Another type of washing machine is a portal model where the bus is stationary placed and the machine moves around the bus for example at the Lidingö depot. The environmental regulations have made it obligatory to install waste water treatment. It is therefore important that the wash bay and cleaning process is dimensioned for a sufficient number of washes, and also for a possible extension of buses. The treatment process requires daily supervision of specialised staff. It is recommended that the ground outside the entrance and exit doors of the wash bay has a built-in heating system. This is to avoid ice is formed on the ground during winter since the bus always carries a certain amount of water from the washing process. The same area should be supplemented with an open channel to collect and return the excess water back to the treatment process.

Figure 3. Left: Workshop with service pit. Right: Wash bay.


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3.7 Safety measures The protection of the depot is important for safety reasons but also the continuously increasing value of the buses including expensive equipment is important for the bus operators protect. New depots are designed with fences, gates with additional transponder for buses and an entry system with card/code lock and intercom for staff and visitors. The installation and operation of the biogas fuelling system is associated with a number of directives, rules and regulations, mainly concerning safety measures and maintaining a low risk environment for personnel, bus drivers and the general public. Appendix 2 presents a summary of rules and regulations that govern biogas distribution and the procedure to obtain relevant permissions.


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4 Design of SL depots for biogas In this chapter, four of SLs depots for biogas is presented and described. Two of the depots, Söderhallen and Lidingö are existing depots that has been converted for biogas as fuel for the buses. Both of the depots also have ethanol buses. The new installations have included construction of biogas system including refuelling equipment for buses. The other two depots, Gubbängen and Charlottendal is new depots of which one of them, Gubbängen is build and recently taken in operation and Charlottendal, is planned to be put in operation in 2016. SL has also built distribution pipelines for the biogas to Söderhallen, Lidingö and Charlottendal.

4.1 Adapt existing depots for biogas buses 4.1.1 Söderhallen bus depot

Söderhallen bus depot was SL’s first biogas bus depot and began operating in 2004. The first phase involved a fast filling system for about 50 buses. In 2006 the depot was expanded to about 130 buses. SL prioritises to use biogas buses in the traffic where they can do most good, which means, reducing the environmental impact most. For this reason, the biogas buses were first introduced in the inner city traffic. The strategy was then to develop distribution of biogas into the depots with suburban traffic. Söderhallen depot is located relative close to Henriksdal WWTP8 and was the most suitable depot for biogas buses in Stockholm. From Henriksdal WWTP a gas pipeline distributes the upgraded biogas approximately 800 meters to the depot. When Söderhallen was designed as SL’s first biogas depot, the first priority was to achieve the same fuelling time for a biogas bus as for a diesel bus. Therefore it was decided that a high pressure system of 350 bar was to be used. The operational experience showed that the higher pressure wasn’t optimal. Read further in report WP 5.2 “Innovative biogas fuelling system alternatives for buses9. Discussions between the City of Stockholm and SL have been on-going due to the fact that the depot is located in a valuable exploitation area in the inner city. Therefore, one important parameter in the technical design has been to create a facility that is movable to a new location. Söderhallen bus depot is located in an urban environment close to apartment buildings. This means that the location put great demands on safety, noise and emissions. When the depot was to be designed there was a limited space for parking and driving space and the buses had therefor to be parked indoors. To perform slow filling of the buses indoors was not a possibility regarding safety aspects. Therefore a fast fuelling system outdoors was the only option at the depot. To meet the safety requirements, the parking hall indoors is equipped with a gas alarm and forced ventilation in three steps. Step 1 is an audible alarm, step 2 is a forced ventilation system and step 3 consists of forced ventilation and the opening of the exit gates. The workshop and wash bay is also equipped with a gas alarm. The fast filling system consists of four double dispensers for biogas and three for

8 Waste water treatment plant 9 Sweco, 2012b


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ethanol, placed at 4 separate dispenser areas, see figure 3. A stationary gas storage constitutes of 72 cylinders of 1 900 litres arranged in a three bank system to ensure that the refuelling station have enough capacity for a 24 hour period without gas distribution from Henriksdal WWTP. Three compressors are located in three separate container buildings that also houses the electrical rooms, see figure 4. To be able to carry out repairs of the biogas buses in the workshop, a separate part of the workshop was built and equipped with forced ventilation, gas alarm and approved gas safe electrical systems. A future plan is to move the operation at Söderhallen to the new Fredriksdal biogas bus depot. The depot will be designed for CBG fast filling system outdoors for approximately 120 biogas buses. The new bus depot is estimated to be in service in 2015.

Figure 4. Fast filling dispenser for biogas and ethanol at SL’s biogas bus depot Söderhallen.

Figure 5. Left: Incoming pipeline with main valve for biogas. Right: The depot has three individual compressor units.


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Figure 6. Design of Söderhallen bus depot. Investment costs The total investment cost of the biogas refuelling facility at Söderhallen is approximately 48 million SEK. In that cost the following is included; high pressure compressors, gas storage with 72 cylinders, 4 double dispensers for fast fuelling, gas alarm installation, 2 booster compressors, construction costs, costs for regulatory permits and contractor cost. Energy consumption and operation- and maintenance cost is not included. The cost varies depending on the number of buses at the depot, and also, the location and closeness to buildings, roads and other activities. For a bus depot of about 100 buses, the cost for the biogas system is about 10-20% of the total cost of the depot, see further Chapter 5.2.


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4.1.2 Lidingö bus depot SL has during 2010 rebuilt an existing depot and adopted it for biogas buses on Lidingö, an island set outside of Stockholm. The depot is a combined bus and tram depot. The biogas is delivered to the depot through a 4 bar pipeline from Käppala WWTP at Lidingö. The Lidingö bus depot is designed for 36 biogas buses and the refuelling station is built as a slow-fill fuelling station located on a ramp in open air to make it possible to refuel all buses at the same time during the night. A dispenser for fast fuelling is added to the refuelling station to achieve redundancy and satisfactory fuelling logistics. To ensure safe operation, the fast filling system is equipped with a hose safety-valve, a pressure transmitter and an emergency shut-down system. The slow filling system is equipped with a hose safety-valve, and a shut-off valve at each refuelling location. The bus ramp is equipped with a shut-off valve and an emergency shut-down system. A roof was built over the bus ramp to minimize the risk of damage and collision. The distribution gas pipeline was placed in the roof to reduce the risk of being run by. A guardrail protection was built along the main road, Södra Kungsvägen that passes closely along the depot, see the figure below.

Figure 7. Left: Inspection of building with gas storage and electronic equipment. Right: The hose for slow filling is connected to the pipeline for the biogas which is placed in the roof.


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Figure 8. Design of Lidingö bus depot.


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Investment costs The total investment cost of the biogas refuelling facility at the Lidingö depot is approximately 29 million SEK. In that cost the following is included; 2 high pressure compressors, gas storage with 24 cylinders, slow filling system, supplementing existing ramp, 1 double dispensers for fast fuelling, gas alarm installation, 2 booster compressors, construction costs, costs for regulatory permits and contractor cost. A supplementary cost for a guardrail protection was approximately 0,5 MSEK due to safety reasons. Energy consumption and operation- and maintenance cost is not included.

4.2 Design of new depots for biogas The two new depots in the SL biogas system that are described in this report are Gubbängen and Charlottendal bus depots.

4.2.1 Gubbängen biogas bus depot SL has constructed a new bus depot of 91 biogas buses in Gubbängen south of Stockholm city, at an area of 30 000 m2. The depot is a permanent refuelling station for CBG and back-up CNG plus a refuelling station for biodiesel and ethanol. The depot includes a workshop with eight places for repair and maintenance of the buses, two wash bays, heating ramp with a roof and an administrative building for staff including a gym and sauna. In the design of the depot, a sustainable and environmental perspective has been considered in the choice of construction materials and in the planning of the energy supply of the depot. In the panels of the buildings and in the interior design, wood is used.

Figure 9. Left: Workshop with wood panel. Right: Inside the workshop. The energy supply to the depot is produced from 800 m2 solar panels and 60 deep drilling points for geothermal heating.


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Figure 10. Solar panels placed of the roof of workshop and administrative building. The refuelling station is built as a slow filling station located on a ramp in open air to make it possible to refuel all buses at the same time during a time period of 8-10 hours with a capacity of 1700 Nm3/h. A double dispenser for fast fuelling is added to achieve redundancy and satisfactory fuelling logistics. To ensure safe operation the fast filling system is equipped with a hose safety-valve, a pressure transmitter and an emergency shut-down system. The slow filling system is equipped with a hose safety-valve and a shut-off valve at each refuelling location. Each bus ramp is equipped with a shut-off valve and an emergency shut-down system.

Figure 11. Left: Buses on slow filling ramp. Right: Dispenser for fast filling. The biogas system consists of stationary gas storage of 24 gas bottles10, each containing approximately 2 m3 geometric volume, so-called water volume, to ensure a total redundancy for a 24 hour period. The main distribution pipeline that feeds the fuelling station operates at 2.7-4.0 bar and three high pressure compressors (one spare) raise the pressure to the required 250 bar needed to refuel the buses. Two booster compressors (one spare) ensure that the gas meets the pressure and temperature requirement before refuelling.

10 Approximately 50m3 water volume


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The gas will be delivered to the refuelling station through a gas pipeline from the Skarpnäck biogas plant, complimented with back-up gas (LNG) from Himmerfjärden WWTP, with a gas storage capacity of 72 m3.

Figure 12. Compressors and LNG back-up storage at Gubbängen depot. Storm and surface water from the depot is treated in a so-called LOD pond which means that the water is locally treated11.

Figure 13. Left: Buses on slow filling ramp. Right: Dispenser for fast filling. The new bus depot at Gubbängen was taken in operation in August, 2011.

11 LOD = Lokalt omhändertagande av dagvatten


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1 Design of Gubbängen bus depot.

1. Workshop 2. Washing bay 3. Traffic building 4. Refuelling of ethanol and

biogas 5. Storage for hazardous waste 6. Storage for tires 7. Technical equipment 8. Parking with ramp 9. Parking for staff 10. Entrance and exit buses 11. Entrance and exit external

vehicles 12. Information sign

Figure 14. Design of Gubbängen bus depot. Investment costs The total investment cost of the biogas refuelling facility at the Gubbängen depot is approximately 38 million SEK. In that cost the following is included; 3 high pressure compressors, gas storage with 36 cylinders, slow filling system, supplementing existing ramp, 1 double dispensers for fast fuelling, gas alarm installation, 2 booster compressors, construction costs, costs for regulatory permits and contractor cost. The energy consumption is approximately 1,7 MSEK/year and operation- and maintenance cost is estimated to 0,5 MSEK/year.

4.2.2 Charlottendal biogas bus depot The planned Charlottendal depot is located Värmdö east of Stockholm and designed for slow filling on ramp outdoors for approximately 147 buses. The depot covers 47 000 m2 land with workshops 10 600 m2, wash bay, biogas system and refuelling ramps. The depot will be equipped with a dispenser for fast filling and LNG facilities. The new bus depot at Charlottendal is estimated to be in service in 2016. Charlottendal depot is to be located in the municipality of Värmdö. The municipality have decided to create an area, Ekobacken, with a strong ecological and environmental profile and the location of the depot has been included in these plans due to the choice of biogas as fuel for the buses. Within the area it is planned for a district heating plant (by company Vattenfall), sewage treatment, public transport (SL), recycling centers and recreation areas. Within the area there will also be smaller companies with an environmental focus and an educational visitors' centre to be. The purpose of the visitor centre is to stimulate interest and provide knowledge on innovative ideas and processes into environmentally-driven growth, as well as a link between the local, regional, national and international sustainable work.


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SL has the ambition to design and build the depot with very good energy performance. The goal is that 100% of the electricity and 95% of the heat energy used in at the depot shall consist of renewable energy. The workshop is equipped with roof lights, giving the workshop staff good daylight conditions. Inside, wood is used to create a pleasant working environment in both administrative building and workshop. The design minimizes land usage and creates good logistics. Staff and administrative buildings is located closest to the staff car park and entrance to the depot. Investment costs The total investment cost of the biogas refuelling facility at Charlottendal depot is approximately 74 million SEK. In that cost the following is included; 3 high pressure compressors, gas storage with 66 cylinders and LNG back-up system, slow filling system ramp with 137 lots, 1 double dispensers for fast fuelling, gas alarm installation, 3 booster compressors, construction costs, costs for regulatory permits and contractor cost. The energy consumption as well as operation- and maintenance cost is not included.


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Figure 15. Design of Charlottendal bus depot.


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5 Evaluation of depots adapted and SL evaluation model In this chapter, an overview of the differences between the design of new depots and adapting existing depots for biogas use based on technical, economic and environmental aspects is given. This chapter also evaluates the model used to evaluate depots in regards to whether they are suitable for biogas installation or not.

5.1 Design of new and adapted depots for biogas use In chapter 4, the design of 2 new bus depots (Gubbängen and Charlottendal) and the adoption of 2 existing depots (Söderhallen and Lidingö) for biogas use in the SL bus fleet were described. The main differences seen in the depots and their surrounding are;

Type of refuelling; slow filling on ramp with a fast filling dispenser for redundancy or only fast refuelling by dispensers

Parking indoors or out doors

The use of several different fuels at the same depot that in turn affects the design and logistics of refuelling and logistics at the depot

Number of buses

The area of the depot

The surroundings, for example inner city, dense area or in the outskirts of a suburb

The main difference between designing a new biogas bus depot and adapt an existing depot for biogas use is the location of the depot and the desired layout and what that in turn implicates due to the demands on safety. As described in Chapter 2, primarily, the regulatory requirements shall be fulfilled regarding space for safety of handling of flammable goods i.e. biogas. The safety requirements on space include requirements on minimum distances between plant parts within the depot, between the gas storage and vehicles such as buses as well as requirements on minimum distance between the plant parts at the depot and operations outside the depot. One example of safety requirements that always needs to be considered in planning and designing a depot is the requirement for minimum distances between the biogas storage and buildings in the surrounding area. This implies that large areas are required. Looking at the four different depots, one can see that the design of the biogas system including refuelling isn’t effected by whether the depot is existing and shall be complemented with biogas or if it is a new depot. For Söderhallen set in the inner city, there was not sufficient space for a ramp at the depot so the buses had to be parked indoors in a more space effective manner. It is due to safety reasons not possible to fuel biogas buses indoors, why the solution led to fast filling at dispensers outdoors. At Gubbängen, which is built in 2011, there was sufficient space for a ramp for slow filling outdoors and at Lidingö, there was an existing ramp that that was complemented with slow filling units outdoors. At an existing depot, the choice of location is already made and so also the constitution of the surroundings while at a new depot, the choice of fuel is taken in


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consideration from the beginning. With regards to biogas, the surroundings and what they constitute of has a great impact on the placement of the biogas system as mentioned above. In those cases where it is lack of space there is a possibility to design the biogas system with fire resisting walls, guardrail protection and in that way minimize the demands on distances between parts within the depot and between the depot and the surroundings. There is also often a demand from the authorities for risk analysis including data simulations that show the result of an imagined accident where a pipeline or the biogas storage is damaged. This safety precautions of course affects both the time schedule of the depot project and the costs and resources to handle these issues. To ensure fulfilment of the safety requirements, the following is important:

That refuelling can be carried out in two ways: with dispenser with high pressure (fast filling) and at the ramp at low pressure (slow filling) and that both sites meet the requirements for good working environment including weather protection, adequate lighting and safe workplace with secure access for staff.

That the gas storage and the gas storage facility are accessible for reloading; that the gas storage building and the compressor building are available for operation and service personnel and that the compressors, switchgears and gas cylinders in the gas storage facility are accessible for exchange of technical parts or replacement of large, heavy units.

Taking into account the distance requirements between other fuels at the depot and biogas, for example the distance between an ethanol tank and biogas dispenser and between unloading of ethanol and biogas dispenser for vehicle fuel at the fast refuelling facility.

That the area of the depot is not accessible to unauthorized persons due to management of flammable goods and vehicle movements.

In case of an accident, the biogas fuelling system and equipment may be exposed to fire and biogas may ignite or explode. Leaks and spills of liquefied gas and emissions of gas can cause danger to the public and pose a risk of fire or explosion. To ensure fulfilment of the requirements for buildings, the following is important:

That the entire construction and walls of the gas storage facility and possible LNG storage fulfil fire and explosion requirements; that ventilation and pressure valves exist reducing the risk of gas emissions. Alternatively, that the roof should be easily lifted in the case of an explosion.

That the potential leakage from LNG storage will be captured within a bunding area.

That adequate ventilation is assured in the compressor building.

That good ventilation is attained also in workshops for servicing buses, since the risk of gas leaks is prevalent.

That the design of buildings takes noise sources such as pumps and compressors into account


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As described, the installation and operation of the biogas fuelling system is associated with a number of directives, rules and regulations, mainly concerning safety measures and maintaining a low risk environment for personnel, bus drivers and the general public. Appendix 2 presents a summary of the rules and regulations that govern biogas distribution and the procedure to obtain relevant permissions.

5.2 Cost analysis SL run about 2 000 buses in the Stockholm region. In 2020, SL will have a need of approximately 2 300 buses. That figure is equivalent to four new depots where one depot equals about 70 buses. The cost to establish a new bus depot is about 3,5 to 4 million SEK/bus at the depot. The choice of fuel does not affect the price. For a bus depot of about 100 buses, the cost for the biogas system is approximately 10-20 % of the total investment cost of the depot. Out of the cost for the biogas system, cost for contractor is approximately 30 %. The difference in investment costs between fast and slow refuelling is marginal for a 100 bus depot. The cost for a fast filling system is slightly more expensive. The main difference in investment costs is the dispenser for fast filling and refuelling nozzles for slow refuelling. A comparison between investment costs for different biogas systems, including refuelling, per depot and lot is presented below, please note that each depot and what it is containing in detail is described in Chapter 4; Söderdepån 370 000 SEK/lot Gubbängsdepån 415 000 SEK/lot Lidingödepån 800 000 SEK/lot Charlottendal 540 000 SEK/lot At the Lidingö depot, which was converted into biogas buses, it was very little area to use and therefore a lot of work was put into the planning and working with permits, risk analysis and contacts with the authorities. At Charlottendal, there is still some years left so that figure is still to be finalized. When the bus leaves the depot to pick up the passengers at the terminal the distance between the two points should be as short as possible. SL will otherwise have to pay extra for empty buses and the longer the distance is to the depot the more expensive.

5.3 Environmental aspects The difference in environmental aspects between an existing depot converted to biogas and a new depot is individual and may change from place to place, why it is difficult to generalise. During the construction period, aspects like transport distances can make a differences, as well as emissions to air, water and ground if not controlled properly. It is also important to take into waste management and the possibility for recycling and reuse of construction material. Another important aspect is to take into account the working environment of the construction workers as well as the general public. When the depot is taken in operation, there may also


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be minor impacts on the surrounding environment, although this is strictly regulated and monitored in the environmental permits. In report WP 5.212, the main differences in environmental aspects between slow- and fast filling systems is described. In BBB-report WP 6 “Methane losses”, the report covers the aspects of methane losses from the biogas process, from production to refuelling13. In a larger perspective, each diesel bus in the SL bus fleet that is replaced by a biogas bus makes a yearly saving of approximately 85 tons of fossil carbon dioxide. This may be compared to a Volvo V70, petrol car, that runs approximately 15 000 km per year, and in turn releases about 3 tons of carbon dioxide per year. This implies that each diesel bus that is replaced with a biogas bus gives a yearly saving of emissions from about 29 Volvo cars. Besides decreased amounts of carbon dioxide, a conversion to biogas buses also leads to reduction of noise and emitted NOx and particles to the air.14 SL has decided to set environmental and ethical requirements for the production of fuels used in public transports. The aim is to get as sustainable fuels as possible in the bus fleet. SL would like to receive information regarding how the suppliers work both with the working conditions for the staff as well as of the environment in the production of fuels. To ensure that the renewable fuel used is creating an environmental benefit, the supplier has to explain how they have for instance achieved carbon efficiency calculated over the whole life. The suppliers of fuel to SL’s bus fleet are therefore requested, as far as possible to answer a list of questions. The next steps are for SL to include requirements for fuels in future negotiations. How SL shall formulate their demands are not definitely decided.15 There are for the moment an ongoing effort among agencies, companies and organizations currently regarding labeling and procurement requirements for fuels, among these may include the Nordic Swan eco-label and the Swedish Environmental Management Council.

5.4 SL Evaluation Model of suitability for biogas installations at depots The developed evaluation model is as described in Chapter 2, part of SL's Action plan for biogas, see example of the model in Appendix 1. The aim with the model is that it can work as a tool to help prioritise and justify decisions regarding the development of biogas to depots outside the inner city. The following aspects have been considered in the evaluation:

Depot size (number of buses and operating kilometres in its service area)

Age of contract agreement with bus operator

Need for bus replacement in the coming years

Distance to gas grid with biogas or biogas production facility

Possible future place for the bus depot (Closure/relocation not included)

12 Sweco, 2012b 13 Sweco. 2012c 14 SL, 2009 15 SL, 2009


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Available space for the biogas system and refuelling including possibility to meet safety demands regarding distance requirements etc. to ensure safe operation of biogas.

SL’s Action plan for biogas was developed during 2009 and is valid to 2011. SL is now facing a review and possible revision of the model when a new action plan will be developed. All evaluation aspects and parameters in the model may not be fully up to date and some new might need to be developed. Therefore, as part of the BBB-project, an internal workshop within SL was held in November, 2011 to discuss the evaluation model used and the factors that influence and control biogas development at the depots today and in the future. Some specific comments to the model are summarised below;

The model do in the first parameter, “fuel”, define the fuels available in the depot but there is no score or comment on which fuel depot can be extended with. Therefore the first parameter, fuel, needs to be reviewed.

A sufficient size for a depot is 70-80 buses that require an area of about 35 000 m3. This is a size SL considers is suitable from the traffic logistic point of view. The parameter depot size in the model divides a depot in three different sizes (small / medium / high) linked to a number of buses. This distinction is not something that SL is working by and should therefore be reconsidered.

There might be need for a new parameter considering operational parameters for buses. This since there is different requirements on the design of workshops and the time required for maintenances depending on whether it is a diesel bus or an ethanol/biogas bus.


The staff of SL needs to contribute to develop the model and to provide information.

The model is primarily a strategic tool used in the early planning stages. The model does not need to be a continuously updated document, but should be reviewed and updated by a specified time frame or before an important decision.


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6 Mobile modular biogas fuelling station In this chapter, the concept of a mobile modular fuelling station is described with motives on why the fuelling station is made mobile. Part of this project has been the purchase and installation of a mobile modular fuelling station at one of SLs bus depots and the objective of this report is to evaluate the concept and performance of the fuelling station and to investigate and identify how mobility will be secured.

6.1 General build-up of a mobile modular fuelling station The possibilities of a mobile modular fuelling station are studied by SL for regions where or periods when biogas cannot be delivered by a gas pipeline. This means that the upgraded biogas is transported in bottles on a trailer by trucks onroad. The mobile station can be transferred to another bus depot when the gas pipeline is built to the first bus depot. The mobile modular station contains the following equipment:

mobile gas storage (swap-body containers)

parking for swap-body containers

mobile booster compressor

stationary gas storage

fuelling (ramp for slow filling and/or fast fuelling dispenser)

electric and control equipment for slow biogas bus filling

fire resistant walls

fence

guardrail protection

6.1.1 Mobile gas storage Distribution of upgraded CBG is usually done via steel gas cylinders placed in gas storages called swab-body containers. The swap-body is loaded onto a truck and transported on road to a biogas fuelling station. At the biogas depot the container is unloaded and the truck switches over and instead loads and leaves with an empty container, see figure 16 below. The geometric volume for a swap-body container is approximately 7 m3 16. Each swap-body can accommodate up to 2 000 Nm3 of biogas at a pressure of about 200 bar. The swap-body is normally divided into six sections which lowers the risk of large emissions of gas in case of an accident. If one section should start to leak, the probability is that leaking only occurs of approximately 350 Nm3 of biogas. In practice, the gas cylinders are normally not filled to a maximum, and a common load is about 1 700 Nm3 in total for a swap-body. There must also be a counter pressure in the gas cylinders. This means that the amount of gas actually delivered for each swap-body is about 1 500 Nm3 17. Normally three containers are loaded and delivered per truck; two on the trailer and one on the truck itself. The total biogas volume in one delivery via steel gas cylinders, is thereby 4 500 Nm3.

16 Geometric volume equals water volume 17 AGA Gas, 2011


42

Figure 16. Change of swap-body18.

Figure 17. A sketch of a swap-body with steel cylinders19.

6.1.2 Parking of mobile gas storage Utilising swap-body containers for biogas distribution means there must be sufficient parking space at the depot available for the mobile gas storages. There shall always be a free position to enable the change of an empty container to a new one. The parking area require a concrete base foundation with cast-in steel reinforcement and an upright pole with filling- and refuelling equipment together with weather- and wind shields. The parking place may also have to be shielded with appropriate fire resistant walls and guardrail protection, depending on the rules and requirements stipulated by the regulatory authorities and depending on the individual layout of each depot.

6.1.3 Booster Compressor Unit In order to refuel buses, booster compressors are needed to ensure that the gas from the swap-body containers are fed to a stationary gas storage and meets the pressure and temperature requirement before refuelling. The compressors are placed in a container including electric and control equipment for slow biogas bus

18 AGA Gas, 2011 19 AGA Gas, 2011


43

refuelling. In this way, the equipment in the unit can relatively easy be moved. The need for compressors may increase depending on the decision on redundancy in the system. The container building needs a concrete base foundation which demands ground works.

6.1.4 Priority panel and stationary gas storage From the compressor unit the gas is further transported to a priority panel or so-called distributor. The priority panel allocates the gas flow between the gas storage and the slow filling ramp. The biogas that was stored in the swap-body container is transferred to the stationary gas storage. In Sweden it is common with horizontal gas bottles stacked on top and next to each other. Geometric volumes vary between 79 – 2 000 litres or more, see example of large steel cylinders in the figure below. The size of the gas storage is dependent upon the size of the mobile gas storage. The combination of the mobile gas storage and stationary storage shall add up to the biogas demand and usually should be able to supply the filling station with 24-48 hours of gas consumption.

Figure 18. Stationary gas storage with horizontal gas bottles at Gubbängen depot.


44

6.1.5 Fuelling ramp In the slow filling system, the buses are parked adjacent to a ramp connected by a pipeline from the gas storage, as mentioned previously in the report. Gas nozzles are connected to the pipeline and the driver can easily connect the bus in the evening and the vehicle is refuelled during the night. Each connection consist of high-pressure hoses with nozzle, break away valve, hanging device and a shutting valve. The filling system must manage a filling pressure of at least 200 bars at 15°C and the ramp is dimensioned to avoid drop in gas pressure. The gas pipelines in the ramp are protected to avoid risk of coalition and dimensioned to withstand great force from e.g. a hose mistakenly pulled off while connected to the bus or when a “break away valve” breaks. Fuelling time is 8-10 hours.

6.1.6 Ground work Ground work will include rock excavation, electric, water and sewage pipes, lighting, guardrail protection and paving.

6.2 Mobile Modular Fuelling Station at Björknäs Bus Depot Part of this project has been the purchase and installation of a mobile modular fuelling station at one of SLs bus depots and it was during this activity decided that the modular fuelling station was to be installed temporarily at the Björknäs depot, east of Stockholm. The objective has been to investigate and identify how mobility will be secured. The main depot for biogas in Värmdö is to be the Charlottendal depot. Since this depot will be in operation in 2016, SL decided to install biogas equipment at Björknäs depot temporarily. The equipment installed for biogas is chosen to ensure that the biogas fueling station is to be mobile. The major parts of the fuelling station is described in 6.1 above. The refueling facility has been designed so that the input process equipment is built in modules to enhance mobility. For example, the stationary gas storage is equipped with gas bottles with smaller volume than normal, which makes them easier to move. Process equipment (modules) that can be dismantled and moved to another depot are:

Booster compressors

Gas storage (bottles)

Priority panel

Dispenser for fast refeuling

Units for slow filling at the slow filling ramp

Connections to empty the swap-body containers

Various gauges, valves, filters etc.


45

Due to fire and safety reasons, the building holding the stationary gas storage and booster compressors was constructed with masonry wall elements, which means that the walls it is not possible to dismantle and move to another depot. The investment in the building is a smaller part of the total investment and with existing conditions has the highest mobility achieved.

Figure 19. Left: Ramp for slow filling at Björknäs. Right: Swap-body containers at Björknäs.

6.2.1 Investment costs The investment included the construction of a mobile modular fuelling station for biogas buses consisting parking spaces for swap-body containers including connections to empty the containers, a building containing two booster compressors, stationary gas storage and process equipment as well as refueling equipment for slow filling on ramp and a fast filling dispenser. The total investment is estimated to 36 MSEK. The value of the equipment that can be transferred to another depot is estimated to approximately 15 MSEK. The amount granted by EU is 140 000 Euro, equivalent to approximately 1,4 MSEK.


46

Equipment movable to another depot

2 booster compressors 2,8 MSEK

Priority panel 0,8 MSEK

Stationary gas storage 3 MSEK

Slow filling ramp units, 36 spaces 0,55 MSEK

Dispenser 0,25 MSEK

Gauges, valves, filters etc. 0,7 MSEK

TOTAL 8,1 MSEK

Investment cost including equipment above

Design and layout 1,4 MSEK

Construction 4 MSEK

Construction management 0,8 MSEK

Other installations 2 MSEK

Process equipment 19 MSEK

Total, approximately 27,2 MSEK

Table 1. Investment cost for the Mobile modular fuelling station at Björknäs. In order to establish the refueling facility at another location by removing the mobile parts and build a new building for the biogas system in accordance with safety requirements, estimated costs could be reduced by over 40% compared to the case that a brand new facility had been built. The construction of the mobile modular fuelling station has been carried out as a turn-key contract and the fuelling- and process equipment have been performed by a subcontractor to the head contractor. The project organization consisted of project and construction management from the consulting firm Grontmij. In Grontmij's commitment planning and design, project management, permit processes, procurement of contractors and construction management was included. Several subcontractors have participated in the project with their specific knowledge. The depot was built primarily as a temporary and mobile fuelling station, pending on when the new depot at Charlottendal is completed. The solutions decided in the project and the experiences of work that has been achieved will be of great benefit to the construction of other biogas depots in the same situation.


47

7 Discussion and recommendations With SL as a reference, the objective of the report has been to describe and evaluate the model used to evaluate depots in regards to whether they are suitable for biogas installation or not. The model is a part of SL’s Action plan for biogas. The Action plan was developed during 2009 and is valid to 2011. SL is now facing a review and possible revision of the model when a new action plan will be developed. All evaluation aspects and parameters in the model may not be fully up to date and some new might need to be developed. Therefore, as part of the BBB-project, an internal workshop within SL was held in November, 2011 to discuss the evaluation model used and the factors that influence and control biogas development at the depots today and in the future. The result was an engaging discussion that resulted in ideas and tools on how to update and develop the model further. A question important in this discussion is how long a depot will serve and how to maximize the life of a depot? The technology research is progressing rapidly, for instance on LBG replacing CBG and for hybrids and electric vehicles, and it is therefore difficult to describe the design of a depot in a 20-year perspective. There are several different disciplines in a depot and planning is done in the early stages. Today there is an interest from several producers of biogas to start new and/or enlarge the production of biogas in existing plants. Although, there has been investment cost disadvantages compared to existing diesel infrastructure when biogas infrastructure, such as pipelines and biogas fueling stations, must be installed, the difference diminish when the world prices on fossil fuels increase. The possibility to use infrastructure like grids and equipment already in place, as for natural gas, makes it more cost efficient. In the light of planning the design of biogas depot, a summary of recommendations is given;

Optimizing the location of a biogas depot is important, as it should be centrally located to provide for distribution of biogas to the depot, but comply with required distances from permanent workplaces and any other sensitive areas in the surroundings.

Biogas systems including buildings are standard products, which will be provided by the supplier/contractor. The supplier should also be responsible for the final layout. This should be taken into account in the design phase.

Consideration should be given to excess heat from compressors so that it can be used for instance for heating the wash bay or stored in geothermal wells for later use.

Possible coordination between fast filling of biogas and ethanol refuelling means that further consideration must be given to requirements of separation of other fuel dispensers or storage tanks.

Slow refuelling on a ramp is the most common form of fuelling biogas buses. Depots should have roofs over the front of the bus to protect staff as well as pipelines, cords and other installations placed in the ramp.

In the workshop, there is a risk of gaseous emissions from buses. Potential emissions can relatively easily be ventilated through valves in the rooftop


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windows. To conclude and summarise SL’s experiences within design of biogas depots, a summary of recommendations is given;

It has been useful for SL to have developed a tool and a site model as a basis for decision making on which depots that are most suitable for installing biogas. The model is supposed to be developed further and used in early planning stages.


It is important to examine the permits needed and to have an early, close cooperation and acceptance with the municipalities and authorities concerned. The permit process often includes risk analysis that will take a lot of time and resources in demand.

To take into account that the depot may be part of a greater perspective, for example the depot planned for Charlottendal, Värmdö situated in the planned Eco park area and what that will imply in both positive PR and in resources.

To plan the system of depots together with the distribution system and to carefully examine logistics and if there are existing infrastructure as pipelines etc to use that which will lower the investment costs.

SL run about 2 000 buses. In 2020, SL will have a need of approximately 2 300 buses. That figure is equivalent to four new depots, 1 depot equals about 70 buses. In the next 10 years SL needs to; • Find new locations for new depots • Find land to expand for existing depots • Upgrade existing depots Through the activities carried out in the BBB-project, a lot of experience of transnational importance has been gained. This will be communicated to project partners and other stakeholders through different means of communication available to the Baltic Biogas Bus project.


49

8 References 8.1 Literature

Grontmij, (2011) Flyttbar tankningsanläggning för biogas vid Björknäsdepån

SL, (2010a) Bussdepåer och Satellitupställningar 2010-2020, GPF

SL, (2009) Handlingsplan för biogas (Action plan for biogas)

SL, (2007) Omställning till förnybara drivmedel för SLs bussar

SL, (2010b) Statusrapport avseende handlingsplan för omställning till förnybara drivmedel för bussar 2008-2011

Sweco, (2005) Feasibility Study, Förutsättningar för att utnyttja biogas från Käppalaverket som fordonsbränsle för bussar och andra fordon. Report produced by Sweco for SL, Lidingö Stad and Käppalaförbundet

Sweco, (2012a) Baltic Biogas Bus, WP 5.1 Integrated regional distribution infrastructure planning for biogas as vehicle fuel. Report produced by Sweco at the request of SL.

Sweco, (2012b) Baltic Biogas Bus, WP 5.2 Innovative biogas fuelling system alternatives for buses. Report produced by Sweco at request of SL.

Sweco, (2012c) Baltic Biogas Bus, WP 6 Methane losses. Report produced by Sweco at request of SL.

White, (2011) PM Biogas Architecture Depot Charlottendal

8.2 Websites www.syvab.se www.stockholmgas.se www.white.se

8.3 Personal references Anderson Sara, (2011) Fuel Expert, Sustainable development, SL

Andersson Roger, (2011) AGA Gas

Gellerstam Göran, (2011) Project Manager for SL Biogas Depot Projects, Grontmij (formerly at SL)

Hallgren Lennart, (2011) Project manager at the sustainable development department, SL

Wisborn Roland, (2011) Property Development, SL

http://www.syvab.se/

http://www.stockholmgas.se/

http://www.white.se/


50

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51

Appendix 2 Permission and regulations for biogas depots and summary of relevant EU-directives This appendix presents a summary of rules and regulations that govern biogas depots and the procedure to obtain relevant permissions. Construction and installation of biogas depots are associated with a number of directives, rules and regulations, mainly concerning safety measures and maintaining a low risk environment for personnel and the general public. It is recommended that relevant regulations, required permits and necessary contacts with regulating authorities, are investigated and taken into consideration at an early stage of the planning process. Regardless of the specifics of the regulation in the country at hand, acquiring the necessary permits and approvals are most likely a time-consuming task. EU-directives, Swedish regulations and standards The Swedish Gas Association, a trade organisation promoting usage of energy gases in Sweden, is the official agency working with safety, environment and sustainable energy politics for biogas, natural gas and hydrogen gas. The Swedish Gas Association has in cooperation with the Swedish gas companies and stakeholders, developed guidelines for biogas installations in “Biogasanvisningar 2005 (BGA)” and for fuelling stations for methane driven vehicles “Anvisningar för tankstationer 2010 (TSA)”, which today are considered common practice and recommended by Swedish approving authorities. The Swedish Gas Association has also developed an important norm for biogas distributions “Energigasnormer 2011 (EGN)”. The standard deals with biogas with a maximum operating pressure of 4 bar. Distribution systems that are built, controlled and operated by the standards comply with laws, ordinances and regulations. EGN 2011 refers to the applicable European Directives and harmonized standards at www.newapproach.org. The EU-directives set the main framework and is usually converted and incorporated into the national laws, as in Sweden. A summary of relevant EU-directives related to gas fuelling systems are listed below. Relevant Swedish laws, regulations and standards are also listed in EGN 2011. Required permits for approval of a biogas bus depot depend on the amount of gas to be stored and the localisation of the depot. Regarding biogas bus depots the following are required according to Swedish law:

Permits for handling and management of flammable goods

Notification according to Swedish environmental law

Notification and action programme regarding preventative actions of serious chemical accidents

Building permit

http://www.newapproach.org/


52

Below is a shorter presentation of the required Swedish permissions. Other countries around the Baltic Sea region most probably have other specific regulations and permits that are required. However, the overall regulation is in co-ordinance with the EU directives and should therefore in every member state in general cover the same aspects and considerations. The EU-directives set the main framework and shall be converted and incorporated into the national laws, as in Sweden. Permits for handling and management of flammable goods The authorities, in Sweden the Swedish Civil Contingencies Agency, require that companies handling flammable goods in grid systems such as biogas, apply for a permit under the Act of flammable and explosive products (SFS 1988:868), (SFS 2010:1011). The application includes a basic description of the installation and its parts, the amount of biogas that is expected to be handled, the name of the person responsible for installation, etc. The application must be submitted to the authority in advance, well before commissioning is allowed. A permit for the operation of the depot is given once the authorities' representative approves the installations at a final inspection. Notification according to Swedish environmental law Installations that are expected to handle more than 1 million Nm3 of biogas annually should, in addition to permits for the handling of flammable goods, file a notification with the Environmental Department. The notification includes, for example, a short description of the installation, the location of the installation, waste management plans, chemical handling routines and possible environmental impacts from emissions to air, water and land. This notification must be submitted to the Environmental Department in advance, well before the commissioning of the installation. Notification and action program regarding preventative actions of serious chemical accidents If the proposed facility is expected to store more than 10 tons of methane gas, approximately 14 000 Nm3, the installation will be subject to regulation SFS 1999:382, regarding the prevention and control of major chemical accidents, and regulation AFS 2005:19, regarding the prevention of serious chemical accidents. A notification shall be filed to the County Administrative Board and the Work Environment Authority. This notification must be filed with the authorities 3 months before the commissioning of the depot. The notification should include a brief description of the installation, name of the person responsible for the installation, description of the site, quantity of dangerous goods that are expected to be handled, factors that can cause serious chemical accidents, etc. A written statement is sent to the installation owner after the authorities have reviewed the notification. In addition to the notification, a damage prevention plan shall also be written describing how to prevent serious chemical accidents. The damage prevention plan


53

shall include information about the goals and general principles on how to prevent major chemical accidents, information about the installation owner's safety organization and information on how the different risks of serious chemical accidents are managed through routines and instructions. Building permits The City Planning Department reviews applications for building permits. Applications should be sent to the City Planning Department in advance so that a permit can be obtained before the planned start of construction. Documents that are usually required for a building permit include a site plan, a drawing showing the main facade, and a general overview to illustrate the project. Any modification in the grade of the lot also needs to be illustrated in the site plan. In addition to obtaining the building permit, the site owner also needs to notify the City Planning Department three weeks before the start of construction. Summary of relevant EU-directives

EU Directive Encompassing

94/9/EC (ATEX 95 equipment)

The regulations cover electrical and mechanical equipment for usage in explosive atmospheres. Directive 94/9/EC of the European Parliament and the Council of 23 March 1994 on the approximation of the laws of the Member States concerning equipment and protective systems intended for use in potentially explosive atmospheres, commonly referred to as ATEX (“Atmosphères Explosibles”) Products Directive.

97/23/EC (PED Pressure Equipment Directive)

The regulations cover minimum standard requirements for design, manufacture, testing and conformity assessment of pressure equipment and assemblies of pressure equipment. Directive 97/23/EC of the European Parliament and of the council of 29 May 1997 on the approximation of the laws of the Member States concerning pressure equipment

1999/92/EC (ATEX 137 workplace)

The regulations cover minimum requirements for improving the safety and health protection of workers potentially at risk from explosive atmospheres. Directive 1999/92/EC of the European Parliament and of the council of 16 December 1999 on minimum requirements for improving the safety and health protection of workers potentially at risk from explosive atmospheres.

2004/108/EC (EMC Directive)

The regulations cover electromagnetic compatibility of equipment and assure good engineering practice for fixed installations. The EMC Directive limits electromagnetic emissions of equipment in order to ensure that it does not disturb radio and telecommunication or other equipment. The Directive also seeks to ensure that the equipment itself


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is not disturbed by radio emissions when used as intended. Directive 2004/108/EC of the European Parliament and of the Council, of 15 December 2004, on the approximation of the Laws of Member States relating to electromagnetic compatibility (EMC)

2006/42/EC (Directive on machinery)

The regulations cover machinery, and other mechanical equipment (e.g. lifting accessories, chains and ropes), to ensure minimum safety and health standards, including e.g. ergonomics, control systems, noise, vibrations, etc. Directive 2006/42/EC of the European Parliament and of the council of 17 May 2006 on machinery.

2006/95/EC (Directive of electrical equipment within certain voltage limits)

The regulations cover electrical equipment designed for use with a voltage rating of between 50 and 1 000 V for alternating current and between 75 and 1 500 V for direct current (with some exceptions), to ensure good technical safety practices. Directive 2006/95/EC of the European Parliament and of the council of 12 December 2006 on the harmonisation of the laws of Member States relating to electrical equipment designed for use within certain voltage limits. Note that electrical equipment for use in explosive atmospheres is exempted from this directive (Annex II), i.e. only equipment at the filling station not associated with the gas are covered.

1999/36/EC (TPED Transportable Pressure Equipment Directive)

The regulations cover common standards for design, manufacture, testing and certification in all transportable pressure equipment. Council directive 1999/36/EC of 29 April 1999 on transportable pressure equipment

Design for New Bus Depots

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