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eHighway
Electrified heavy duty road transport, Benjamin Wickert
siemens.com Unrestricted © Siemens AG 2017
Unrestricted © Siemens AG 2017
04.10.2017 Page 2 Wickert | MO TI EH
GHG-emissions of road freight transport are becoming an
increasing challenge for the decarbonization
3) Prognosticated growth
in road freight transport • Global road freight transport is going to
grow by 300% between 2015 and 2050
• In Germany road freight transport grew
between 2015 and 2016 by 2.8%
1) Reductions goals of
GHG-emissions by 2050 • Economy wide goal of the German
government: reduction by 80% to 95%
(basis 1990)
• Transport-sector: reduction of 98%
necessary
4) Modal split of freight
transport in 2050 • German freight approx. 60% on road
• By using the maximum of shift potentials,
rail freight is growing up to 30% by 2050
2) Transport sector as GHG-
emitter • 20% of all GHG-emissions generated by
transport sector
• Increase by 5.4 m. tons emissions in
Germany`s transport sector in 2016
Sources: Klimaschutzbeitrag des Verkehrs bis 2050, Umweltbundesamt, Texte 56/2016, Juni 2016;
Erarbeitung einer fachlichen Strategie zur Energieversorgung des Verkehrs bis zum Jahr 2050, Umweltbundesamt, Texte 72/2016, November 2016
ITF Transport Outlook 2017, Januar 2017
Umweltbundesamt, Pressemitteilung Nr. 09 vom 20.03.2017
The
Challenge
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Swift integration into existing infrastructure
System is safe, reliable and easy to maintain
Long lifecycle
Compatible with other alternative fuel technologies
Scalable
Able to achieve 100% decarbonization
High efficiency Economical
Little to no impact on standard operation Interoperable
The
Solution
Requirements for the optimal solution for decarbonization
of road freight transport
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Alternative concepts for climate-friendly road freight transport
Investigated concepts comprise external power supply and on-board storage systems
External power supply On-board storage
Ground-based contact line Inductive power supply
Linear s. motor concepts Overhead contact line
Battery
Fuel cell
Capacitors
Conductive Contactless Alternative fuels Electricity
CNG / LNG
Bio fuels
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Pathway Range
Cost per km
Efficiency
WTW
Example
vehicle
Electric Road Systems
60 km
19 ct/km 77%
Battery
48 km
20 ct/km 62%
Hydrogen
24 km
55 ct/km 29%
Power-to-Gas
17 km
70 ct/km 20%
Zero emission trucks are possible with renewable energy,
but efficiency varies greatly
2 kWh/km
eTruck (Battery)
e- e-
Grid
96 kWh
10 ct/kWh
1,6 kWh/km
eTruck (Catenary-Hybrid)
e- Grid (incl.
catenary)
96 kWh
e-
12 ct/kWh
1) Including storage
Source: German Ministry of Environment
100 kWh
6.0 ct/kWh H2-
network1)
CH2- fuel
station
Fuel cell
truck
Electro-lysis ŋ = 70%
e- H2 H2 CH2
65 kWh
20 ct/kWh
65 kWh
18 ct/kWh
65 kWh
15 ct/kWh
93 kWh
5 kWh 2 kWh
2.7 kWh/km
NG-
network1)
CNG-fuel
station
Gas-
truck
Electro-lysis ŋ = 70%
e- H2 NG CNG
55 kWh
22 ct/kWh
55 kWh
20 ct/kWh
69 kWh
15 ct/kWh
98 kWh
2 kWh
3.2 kWh/km
Methanation ŋ = 80%
CH4
55 kWh
19 ct/kWh
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Relevance of efficiency in transport- and energy transition
Electricity demand for indirect und direct electrification of the transport sector depending on efficiency of propulsion system in 2050
Source: Agora Verkehrswende (2017), p. 64; Öko-Institut (2016), p. 20; AGEB (2016); Renewbility III (2016); Fraunhofer ISE (2017)
• Electricity demand of the transport sector in 2050 would be
approx. 41% over the gross electricity production in 2016 within
the scenario of fuels from electricity, which only have a low
Well-to-wheel (WTW) efficiency of 20-25%.
• Whereas the electricity demand of the transport sector within the
scenario with direct use of electricity (e.g. through the use of
Overhead-Trucks with a WTW efficiency of approx. 80-85%)
would be below the gross electricity production in 2016.
* The remaining reduction of 263 TWh towards fuels from electricity are primary resulting through the use of BEV, electric busses/trains and electric delivery vehicles.
** Based on an expansion of the overhead-cantenary-infrastructure on german highways of 8.000km (both directions) and a percentage of 64% of road freight transport to be electric .
*** Through the fact that in both scenarios fuels from electricity would be used in air- and water transport, the energy demand of the scenario with direct use of energy
is still at a very high figure of 542 TWh unless there are no further efficiency improvements.
Efficiency of solutions for the decarbonization of the
transport sector play an elementary role in future
transport- and energy transition.
Only efficient solutions with the lowest possible use of
limited resources are going to be able to decarbonize the
transport sector and to guarantee a sufficient energy
supply simultaneously.
- 109 TWh
Share of O-Truck** among the
reduction of 372 TWh*
towards the scenario “fuels
from electricity“:
These reductions are equal to the
German gross electricity production from
on/offshore wind parks and solar panels
in 2016.
Ele
ctr
icity d
em
an
d in
TW
h
Scenario fuels
from electricity
Scenario direct use
of electricity
Direct electricity Electricity based
Gross electricity production German 2016
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eHighway supports a cost and energy efficient energy supply
system thanks to its smooth load profiles
Detailed load profiles from BEV, PHEV and eHighway, and supply though conventional and renewable generation in Germany
• Flexible distributed loads are essential for
an energy supply based mainly on fluctuating
renewable based generation
• The charging of BEV and PHEV vehicles
leads to daily peak loads. eHighway exhibits
a smoother load profile.
• eHighway-enabled trucks using hybrid
drives (e.g. combustion engine using
sustainable biofuels) can contribute to system
peak load reduction (active load
management/deferable load).
• Grid connected eHighway truck systems
enable a more efficient use of energy.
Source: http://www.energieversorgung-elektromobilitaet.de/Kernaussagen.html
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Infrastructure on heavily use roads addresses significant
part of heavy duty vehicle (HDV) emissions
60% of the HDV
emissions occur on 2% of
the road network
(BAB = 12,394 km)
BAB = Federal freeways (12,394 km)
BS = Federal roads (40,400 km)
LS = State roads (86,600 km)
KS = District roads (91,600 km)
GS = Municipal roads (>420,000 km)
The most intensely used
3,966 km handle 60% of
all ton-km on the BAB
Image: HDV density on BAB-network ; Source: Verkehr in Zahlen 2012; TREMOD 2012
BAB
KS
BS
LS
CO2 emissions
from HDV
Length of road
network
GS
Federal
freeways
The analysis of the German road
network leads to the following key
messages:
Focusing first on the main freight
transport routes, a significant
decarbonization step can be achieved.
This approach can be applied all over
the world.
1
2
Urban roads
Non-urban
roads
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How it works - Animation & Reality
http://www.youtube.com/watch?v=zV2yZkRFBK0&t https://www.youtube.com/watch?v=WPEmBw7bLp8
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Compatible with and complementary to other alternative fuel
technology
Truck types
Drive system
On-board source
of electricity
Non-electrical source
of energy
Combustion
engine
Tractor truck
(2 axles)
Tractor truck
(3 axles)
Rigid truck
(2 axles)
Rigid truck
(3 axles)
Rigid truck
(4 axles)
Parallel-hybrid
Serial-hybrid
Full electric
Battery (small)
Battery (medium)
Battery (large)
Fuel cell
Engine (small)
Engine (medium)
Engine (large)
Diesel
Bio-fuel
CNG/LNG
H2
The eHighway hybrid truck can be configured to suit specific applications
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In comparison to other solutions the eHighway proves its economic
advantages
Fl+: PtL-liquid fuels as central GHG-free energy supply option
E+: Electrical energy as central GHG-free energy supply option (plus Hybrid Fl+)
CH4+: PtG-CH4 as central GHG-free energy supply option
H2+: PtG-H2 as central GHG-free energy supply option
Source: UBA: Erarbeitung einer fachlichen Strategie zur Energieversorgung des Verkehrs bis zum Jahr 2050 (2016)
* The reference scenario is the Fl+ scenario but with conventional fuels. No taxes and environmental benefits are taken into consideration.
Recently published UBA report compares different
energy scenarios and options for a greenhouse-gas-
neutral transport sector in 2050
To reach greenhouse gas (GHG) neutrality in the
transport sector by 2050 scenarios four different energy
supply strategies are developed and compared with
each other
For long haulage the scenario E+ assumes a wide
utilization of OC-GIV (Overhead Catenary Grid-
Integrated Vehicle)
The report verifies that the E+ scenario (corresponding
to the eHighway) has approx. 50% less difference
cost (CAPEX + OPEX) to the next proposed scenario
(FL+) in comparison with the reference scenario*.
Ac
cu
mu
late
d c
os
ts (
20
10
– 2
05
0)
in b
illi
on
€
(co
mp
are
d t
o f
os
sil
fu
els
)
Energy supply Energy
infrastructure Vehicles Total costs
Figure 3-3: Long haul road transport
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Overview of independent studies on scenarios of expansion of
Overhead-Hybrid-Trucks (infrastructure and vehicles)
Penetration of Overhead-Trucks until 2050
Year Country
Expansion of infra-
structure for Overhead-
Trucks on highways
Percentage of Overhead-
Trucks
(lorry)
Percentage of electric
driving performance of
Overhead-Hybrid-Trucks
Study Ref.
2030 Germany 2.000 – 2.500 km 10% (GK4); 25% (HDV) 40% (GK4); 65% (HDV) Fraunhofer IML (2017) p. 7, 149 &
195
2050 Germany 4.000 – 6.000 km 75 – 85 % (GK4 + HDV)
83% (GK4 + HDV) - Fraunhofer IML (2017) p. 7 & 170
2050 Germany 8.000 km 80% (GK4 + HDV) 80% (GK4 + HDV)* Renewbility III – Endbericht (2016) p. 22 & 23
2050 Germany 4.000 km 90 % (GK4 + HDV) 75% (GK4 + HDV)* UBA 72 (2016) p. 31 & 52
2050 Germany 5.700 km - - SRU (2012) p. 239
2050 Germany 10.400 km - 90% (GK4 + HDV) IFEU (2015) p. 60 & 69
2050 Europe >25.000km - 43% (HDV) IRU CVOF (2017) p. 28
2050 Global „a large number“ - 46% (GK2-4 + HDV)* IEA Energy Transition (2017) p. 65 & 72
2050 Global - 36% (GK4 + HDV) - IEA Future of Trucks (2017) p. 126
2050 Global 630.000 km - - Singh ERS (2016) p. 55
* Incl. consideration that trucks are able to drive electric through a small battery on non-electrified roads.
GK4: 12t - 26t
HDV: 26t - >40t
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Funded research projects supplement the currently executed
projects on public roads in Los Angeles and Sweden
Los Angeles – Port Application Sweden – Highway Application
• One mile demonstration as connection
to near-dock rail terminals for cargo
vehicles for at least 6 months
• Primary goal is to promote the
implementation of zero emission
goods movement technologies
• Cooperation with Volvo trucks and
local truck converters
• Two kilometer demonstration on a
public road between industrial area
and port for two years
• Overall aim is to evaluate Electric
Road System options prior to
introduction on road network
• Cooperation with Scania trucks
Projects on Public Roads Research Projects
ENUBA (Germany)
• First research project with BMUB
• Duration: 05/2010 – 09/2011
ENUBA 2 (Germany)
• Second research project with BMUB
• Duration: 05/2012 – 12/2015
ELANO (Germany)
• Third research project with BMUB
• Duration: 01/2016 – 09/2019
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Field Trials in Germany are a necessary next step for the
development of the system
Routing
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Electrified long-haul traffic
Economical and sustainable
alternative for road freight transport
Significant reduction of CO2
emissions
Substantial cost savings for freight
carriers
The potential of the eHighway technology ranges from closed shuttle applications to open highways solutions
Electrified mine transport
Connection of pits and mines to
storage or transit locations
Minimization of harmful emissions
Sustainable, clean and economical
mine operation
Shuttle transport
Solution for high frequency shuttle
transport over short and medium
distances (<50km), i.e. in ports or
industrial areas
Lower fuel consumption and longer
lifetime
Reduction of air and noise pollution
eHighway application cases
The development path of road electrification can echo that of rail electrification a century ago
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Thank you for your attention
Benjamin Wickert
Head of Business Development eHighway
Siemens AG
Mobility
Technology & Innovation
eHighway
Erlangen, Germany
Mobile: +49 (152) 568 60 864
E-mail: [email protected]
www.siemens.com/mobility/ehighway
#eHighway