(Grant agreement No: 256848) 3Emotion - Oct 2015 · (+ trailer delivery as backup) 1,161 20,784...

Presentation of emerging conclusions

(Grant agreement No: 256848)

3Emotion - Oct 2015

• Introduction

• Project status

• Emerging results – achievements and issues

• Next steps and final remarks

CHIC Emerging Conclusions 2

CONTENTS

56 Fuel cell buses manufactured by 6 different bus OEMs in 9 different cities

85

5

4 EvoBus

London - 8 Wrightbus

2 APTS/PhileasCologne

2 Van Hool

Aarau - 5 EvoBus

Bolzano - 5 EvoBus

Oslo - 5 Van Hool

Co-funded by the FCH-JU

Co-funded by other programmes

Milan - 3 EvoBus

2 Solaris

20 New Flyer inWhisltler

Hamburg


2010 2011 20122009 2013-03/2014

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

Bus introduced

Cities starting operations

Total number of buses on the road

Whistler London Cologne,

Hamburg

Aargau,

Oslo

Bolzano, London, Milano

NewFlyer Wrightbus APTS,

EvoBus

EvoBus,

Van Hool

EvoBus,

Wrightbus

Fuel cells buses - deployment timeline

Note that two more fuel cells buses have been ordered in Hamburg, from a 6th manufacturerNote that four ICE-hydrogen buses (from a 7th manufacturer) are operated in Berlin1 The 20 fuel cell buses in Whistler (Canada) have ended their planned operation time on 31 March 2014

Cologne, Hamburg

Van Hool,

Solaris

04/2014To date

36 FC buses1

Current EU-funded fuel cell bus projects

3Emotion (operation start planned for 2016/2017)

Cherbourg – 5 FC buses Rotterdam – 4 FC buses South Holland – 2 FC

buses London – 2 FC buses Flanders – 3 FC buses Rome – 5 FC buses

Current national/regional-funded fuel cell bus projects:

Karlsruhe * – 2 FC busesStuttgart * – 4 FC buses

The CHIC project is the first of a number of European bus demonstrations - 83 FC buses will soon be in operation

Current EU-funded fuel cell bus projects

CHIC Bolzano – 5 FC buses Aargau – 5 FC buses London – 8 FC buses Milan – 3 FC buses Oslo – 5 FC buses Cologne* – 4 FC buses Hamburg* – 6 FC buses

High V.LO-City (operation start planned for 2015)

Liguria – 5 FC buses Antwerp – 5 FC buses Aberdeen – 4 FC buses

HyTransit (operation start planned for 2015)

Aberdeen – 6 FC buses

In operation

Legend:

* Co-financed by regional/national funding sources

Last update: 04/02/2015

Planned for operation

CHIC countries

83 fuel cell buses in operation or about to start operation


Phase 1 cities – the EvoBus buses

Fuel cell buses in Bozen/Bolzano (5 buses in total)

Fuel cell Postbus in Aarau (5 buses in total)Fuel cell bus in Milan (3 buses in total)

Fuel cell buses in Oslo (5 buses in total)


Phase 0 and Phase 1 cities – the Van Hool buses

Fuel cell bus in Cologne (2 buses in total)

Fuel cell buses in London (8 in total)


Phase 1 cities – the Wrightbus buses

Component Specifications

Fuel cell system

150 kW (1 module)

(rated peak output)

Battery system100 kW(Li-ion)

Supercapacitor system

--

Energy recuperation

system

Brake resistors(2 units, 60kW

each)

H2 storage system

7 tanks, 350bar~ 35 kg



Deployed in Oslo and Cologne (18m)

City PictureHRS/H2

ProducerOperation

startType of HRS / source of H2

Nber of

fillings

Kg H2

refuelled

AargauCarbagas (Air Liquide)

2012Onsite electrolyser

(+ trailer delivery as backup)5,565 80,766

Bozen Linde 2014Onsite electrolyser

(+ trailer delivery as backup)1,161 20,784

London Air Products 2010Trailer delivery of gaseous H2 (SMR)

5,680 96,601

Milan Linde 2013Onsite electrolyser

(+ trailer delivery as backup)850 9,656

Oslo Air Liquide 2012Onsite electrolyser

(+ trailer delivery as backup)2,930* 60,496*

SMR= Steam Methane Reforming - * data from April 2015

Phase 1: 4 high throughput, 350bar stations

over 259 tonnes of H2 dispensed (to end July 2015)

11

City PhotoHRS/H2

producerOperation

startType of HRS / source of H2

Nber of fillings

Kg H2

refuelled

CologneAir products

2011

Trailer delivery of gaseous H2 by-product sourced nearby

1,246 24,088

Hamburg Linde 2012

Onsite electrolyser

(+ trailer delivery as backup)

1,712 27,914

WhistlerAir Liquide Canada

2009 Delivered liquid 23,671 591,590

Phase 0: 4 high throughput, 350bar stations

Over 848 tonnes of H2 dispensed (to end July 2015)

CHIC Emerging Conclusions

• Introduction

• Project status




CONTENTS

ParameterProject total (incl. ICE buses in Berlin)

Phase 1 cities Project goal for

the Phase 1 cities

Total distance travelled [km] 8,189,223 2,808,161 2,750,000

Total hours on FC system [h] 416,5921 184,469 160,000

Average FC runtime per bus [h] 7,7151 7,095 6,000

Replacement of diesel fuel [litres] 4,137,412 1,054,210 500,000

Total H2 refueled [kg] 1,117,083 268,303


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

1 This figure does not include the ICE buses in Berlin

• Introduction

• Project status




CONTENTS

• Operating range can meet the demand of bus operators, with up to 400 km

demonstrated, and 20h of service/day; the fuel cell bus offers a flexibility of service

equivalent to a diesel bus and fits well into the Bus Rapid Transit concept


City Range1 Daily duty2

Aarau 180 - 250 km 18-20 hours

Bolzano 220-250 km 12 hours

Cologne 350 km 12-16 hours

Hamburg 400 km 8 – 16 hours

London 250 - 300 km 16-18 hours

Milano 170 km Up to 16 hours

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

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

1 Average figures, also based on tank size and average consumption2 Daily duty figure subject to route type (sites may operate the same bus on more than one route) 3 Planned operations ceased on 31st March 2014

Satisfying the demands of daily bus operation

• This compares well with the previous generation of fuel cell buses, whose range was less < 200 km, where buses were forced to operate in half day shifts before fuelling.


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

economy: 9kg H2/100km app. for the 12m buses, which is more energy efficient than a

diesel bus and a >50% improvement compared with previous fuel cell bus generation

(HyFLEET:CUTE)

• Why? use of fully hybridised powertrains, smaller and more-optimised fuel cell systems

Dramatic fuel economy improvements

Average consumption fuel cell electric buses

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

• Remaining concern around refuelling stations operation: inability of stations to meter

hydrogen supply accurately enough (i.e. as for other conventional fuels) as no accurate

hydrogen meter is currently available; an accurate metering system is under development

for 700bar stations(cars), a further solution for 350bar stations is being investigated


Rapid refuelling times

City Refuelling time Station specification

London <10 minutes 10 minutes

Aargau <10 minutes 10 minutes

Bolzano/Bozen <10 minutes 15 minutes

Oslo <10 minutes 10 minutes

Cologne <10 minutes 10 minutes

Hamburg <10 minutes 10 minutes

Whistler 20 minutes 10 minutes

• The availability of stations in the CHIC project has been consistently high, with an average

availability over 95% at most sites; and the stations are well integrated in busy bus depots

• This compares favourably with the HyFLEET:CUTE project, where problems with on-site

production, compression and dispensers dogged the trial


High station availability

1preliminary figure - * Dec 2014

City Availability to date*

Ph

ase

1

Aargau > 96%

Bolzano >98%

Londres > 98%

Milan > 94%

Oslo > 94%

Ph

ase

0 Cologne > 97%

Hambourg > 92% (since Aug. 2013: > 98%)

Whistler > 98%

• However, this figure is not high enough to allow H2 to satisfy a large share of a city fleet –

A new European project, NewBusFuel, starting in summer 2015 will look at engineering

solutions for depots integrating a larger fuel cell bus fleet (50-200 buses)

19

• As is the case for all innovative technologies, one cannot expect a fuel cell bus to be 100%

operational on day one, a teething period is necessary, during which lower availability is

expected. This can be explained as the supply chain is still immature, and is expected to be

solved with an increase in scale in the sector.

• It has to be noted that the most of the issues are not directly linked to the fuel cell

• An availability upgrade programme has been implemented in 2014 with positive results:

the availability in some cities exceed 90%, with an average >80% in the Phase 1 cities

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

1st half 2014 –availability upgrade program

Availability of fuel cell electric buses

Improving bus availability – ex. of corrective measures

• Examples of components failures, corrective measures being implemented within an agreed deadline


Problem (non-exhaustive list) Corrective solution Implementation timeline

Oil level sensoring on the air pressure compressor generates a yellow fault message

- Replacement of air pressure compressor (latest generation) - Installation of new software for the flexible programmable control unit

Start 2.quarter 2014.Completion in Dec. 2014

High voltage fuses mechanically triggeredReplace of all fuses within the scope of the scheduled maintenance

Anchored within maintenance schedule (6 Monthly Service)

Shut down of a Fuel cell-system generates a yellow fault message

Implementation of a light messaging system for the driver when a fuel cell system shuts down

Implemented in June 2014.Completed August 2014

Temperature difference during the warm up phase of the high temperature cooling circuit generates a yellow fault message

Reduction of the temperature difference in the high temperature-circuit. New Software programme for the cooling parameters between the two circuits

Implemented in June 2014.Completed July 2014

Failure DC/DC-converterdevelopment of a new converter generation, defective converters will be exchanged immediately

Implemented March 2014.Completed May 2014

NOTE: selected bus operators have noted that bus drivers tend to lose trust in the bus as a consequence of the recurring technical problems and rely on unnecessary road-calls, thus reducing the overall bus availability

• All of the project partners experienced “teething issues” with their buses - periods

where availability of the buses has been unacceptable at the start of operations

• These periods have been caused by unfamiliarity of the vehicles to maintenance staff

and issues with the build quality of vehicles coming out of the factory

• It is recommended that new projects assume there will be a teething period and plan

contracts and manage expectations accordingly.

• It is also recommended that the acceptance tests for the vehicles are made more

onerous. Tests should certainly require a minimum mileage for the vehicles.

• In addition new acceptance protocols appropriate to an electric drivetrain are required

which go over and above those for a conventional mechanical drivetrain (test of

communications, test of cycling behavior etc).

• Fortunately, the length of teething periods appears to be getting shorter:

oWhistler, London, Oslo, Aarau, Milan (2010-13( – all experienced teething periods

over 18 months

oMore recent deployments in Cologne, Aberdeen, (Van Hool) and Bozen (2013-4)

have seen this shorten to <6 months21

Teething periods have been shortening during the project

• FC buses achieve lower CO2 emissions than diesel reference buses of between 15 and 85%, depending on the primary energy source used for hydrogen generation and on fuel efficiency

22

• 185 face-to-face interviews with bus drivers,

passengers, CHIC regional stakeholders

Main findings:

• A generally positive attitude towards hydrogen

technologies amongst the three groups

• The electric drive trains significantly improve the

work environment for bus drivers

• Very few interviewees questioned the project

idea and technology concept, the majority

supported it

• A majority of interviewees addressed or

questioned hydrogen origin, and related their

acceptance to the use of renewable hydrogen

• Safety issues were not a topic in the general

public , as people trust in authorities and expect

technologies be safe

Whole life environmental and social analysis is also being carried out

The qualitative research The environmental research

• The calculations cover the entire lifecycle well-to-wheel) : vehicle production, fuel production, combustion, replacement of fuel cell and end-of-life

• Ex of Aargau: > 80% CO2 savings; Reason: Electricity used for the electrolysis comes from renewable sources, low fuel consumption

• Introduction

• Project status




CONTENTS

• The CHIC project is demonstrating that fuel cell buses have the potential to provide

the same operational flexibility as conventional diesel buses

• They can do this with zero emissions, substantial GHG emission improvement and

satisfying the travelling public and the drivers

Main Challenges:

• Bus availability needs to improve over 85% - expected to be resolved by a) resolving

the teething issues in the current trial and b) scale in the supply chain

• Bus prices need further reduction to enable genuine market traction (less than

€500,000) - resolved through the FCH JU commercialisation study

• Depot-scale refueling solutions are still required (e.g. for 100 buses/day) – new FCH JU

backed depot engineering study


Opportunities and next steps suggested by CHIC

‒ Bridging the gap until the technology is fully mature

‒ Bring together a sufficient number of cities and regions to create a sufficient critical mass to allow the deployment of low cost and reliable vehicles (through economies of scale)

‒ Provide costs analysis for bus operators and cities and development of regional clusters to support the deployment of app.300 fuel cell buses, supported by the FCH-JU


Next steps for the commercialisation of fuel cell buses in Europe (1/2)

• The FCH JU is developing a new commercialisation approach for fuel cell buses which aims at:

First results: cost projections for fuel cell buses

The study expect a substantial reduction of the technology cost premium by 2030

Deploying more buses earlier will support scale effects and cost reductions

This will reduce the need for securing additional funding

TSC = Total Servicing Cost = Total Cost of Ownership plus diesel bus replacement cost due if lower availability of FC buses creates problem

Total servicing cost developments scenarios EUR/km solo bus

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

Cost - The bus commercialisation study approach is intended to tackle the cost barrier (scale + policy)

Next steps

• The final results of the study were published in October 2015

• National clusters have been established, which have started to:

• Work on joint procurement• Look at co-financing opportunities

A large coalition mobilised

• A coalition of industry and public stakeholders has been established (incl. most of the CHIC cities)

• 5 major bus OEMs expressed their commitment to commercialise hundreds of fuel cell buses in a Letter of Understanding (LoU) signed on 12/11/2014

• About 30 local authorities replied to this letter through a LoU on 23/06/2015, showcasing their readiness and willingness to integrate hundreds of buses in their bus fleets

35 locations participating in the coalition

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

Signing ceremony LoU bus OEMs, 12/11/2014

Thank you for your attention

www.chic-project.eu

Email: [email protected]

@CHIC project

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

mailto:[email protected]

• Demonstration phase lasts from 2010 to 2016

• €25.88 million funding, €81.8 million in total costs

• 9 Cities/regions involved

• 23 partners from 8 countries (10 transport companies, 8 industry partners and 5 research/consultants)

• 26 fuel cell buses operated in five “Phase 1”cities receiving funding from the FCH JU

• Four “Phase 0” cities operating further fuel cells buses through separately funded programs

• 56 fuel cell buses demonstrated in total during the project and 4 ICE H2 buses

• 6 different bus manufacturers involved (3 in the Phase 1 cities)

• 5 hydrogen refueling stations (350bar) built in Phase 1 alone, in total 9 refueling stations

• Additional 41 fuel cell buses being deployed as part of follow-up projects 1

28

Overview of the project

1 As part of the High V.LO-City, Hytransit and 3Emotion projects

CHIC Emerging Conclusions


Fuel cell system120 kW (2 modules)


Supercapacitorsystem

--

Energy recuperation

system

Wheel-hub motor

H2 storage system



Phase 1 cities – the EvoBus buses

Deployed in Aarau, Bolzano and Milan


Fuel cell system

150 kW (1 module)

(rated peak output)



--

Energy recuperation

system

Brake resistors(2 units, 60kW

each)

H2 storage system




Deployed in Oslo and Cologne

Deployed in London



Fuel cell system

75 kW (1 module)(rated peak

output)

Battery system --


240 kW (rated peak

power)

Energy recuperation

systemBrake resistors

H2 storage system


Phase 1 cities – the Wrightbus buses

London

Oslo

Hamburg

Aachen

WuppertalCologne Region

Aberdeen

South Holland

Province

Riga

Rotterdam

North East England Region

Imperia Province

Regione Lazio/Rome

Münster

Stuttgart

Bolzano/Bozen

MainzAgglomératio

n Havraise

Dole

Grenoble-Region

Belfort

Flanders

Dundee

Birmingham

Perth/Kinross

Switzerland

Torres Vedras

Potsdam

Inverness/Highland Council

Berlin

Cost - The bus commercialisation study approach is intended to tackle the cost barrier (scale + policy)

Next steps

• Price analysis and funding available : assessment of whether the original bus target can be reached

• Increase the level of commitment from both bus operators and local/regional governments

• Set-up regional clusters to form joint procurement

• Dissemination of know-how from past/ongoing projects

The final results of the study will be made available in summer 2015

• The CHIC partners are supporting this new initiative by collaborating on dissemination and passing on the lessons learnt

First results: a large coalition mobilised

• A coalition of industry and public stakeholders has been established

• Bus OEMs committed to the commercialisation of fuel cell buses in a Letter of Understanding signed on 12/11/2014

Locations participating in the coalition

Source: FCH-JU study: ”fuel cell electric buses: Potential for Sustainable Public Transport in Europe”

(Grant agreement No: 256848) 3Emotion - Oct 2015 · (+ trailer delivery as backup) 1,161 20,784...

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Transcript of (Grant agreement No: 256848) 3Emotion - Oct 2015 · (+ trailer delivery as backup) 1,161 20,784...