Hydrogen Fuel Cell Bus Fleets

POLICY DESCRIPTION #1

The use of hydrogen as a vehicle fuel:

• For the short term • diminishes our

reliance on imported oil and ensures a more secure energy future.

http://www.dpi.wa.gov.au/fuelcells/faqs.html

http://www.dpi.wa.gov.au/fuelcells/faqs.html

POLICY DESCRIPTION #2

The use of hydrogen as a vehicle fuel:

1) In the long run• brings us one step

closer to the “hydrogen economy”

http://www.ott.doe.gov/pdfs/trb2000.pdf

hydrogen



What is the goal of the “hydrogen economy?”

• Hydrogen is the most abundant element in the universe, however, it doesn’t exist in it’s pure form on earth. It must be extracted.

• The goal is to extract hydrogen cleanly - avoiding the pollution that comes from relying on a carbon fuel as the energy carrier.

http://www.dpi.wa.gov.au/fuelcells/hydrotech.html

http://www.h2fuelcells.org/commentary1_1.html











Why should we pursue the “hydrogen economy?” #1

http://www.phoenixproject.net/abstract.pdf

• Domestic fossil fuel supply is down


• Energy consumption will likely rise exponentially


Why should we pursue the “hydrogen economy?” #2


Where are we getting our hydrogen from today?

Source

020

40

60

80

100

NATURAL GAS

other fossil fuels

renewables

electrolysis & other





Why not get hydrogen from other fossil fuels? #1

• Natural Gas is potentially the most abundant fossil fuel




Why not get hydrogen from other fossil fuels? #2

• The expansive existing infrastructure for delivering gasoline makes even that dirty fuel an option.


http://mail.infomagic.net/fdsc/servicestationglare.htm




Why not get hydrogen from renewables? #1


-Renewable Hydrogen-Hydrates

-Domestic Ethanol

-Renewable Electric

Expensive

-FT Diesel

-Methanol

-Stranded NG

-Conventional Natural Gas

Inexpensive

InsecureSecure

• Although the technology is at our fingertips, renewable hydrogen is currently too expensive









Why not get hydrogen from renewables? #2

• For the long run, we’ve got to keep our eyes on the prize.

http://www.nmsea.org/Curriculum/7_12/electrolysis/electrolysis.htm


http://www.nmsea.org/Curriculum/7_12/electrolysis/electrolysis.htm


SUMMARY OF PROBLEMS

There are three main obstacles to hydrogen fuel cell

bus fleets:

1. Supply Costs2. Infrastructure

Development3. Safety

Problem #1: Supply Costs

Supply costs include:

A. Hydrogen Fuel CostsB. Bus CostsC. Cost of Facilities

Problem #1(A): Hydrogen Fuel Costs

• The most economical hydrogen fueling scenarios cost around $15-20/GJ delivered to the vehicle (without taxes), which is two to three times more than gasoline before taxes.

• According to EIA energy price projections, electrolyzer-based hydrogen production is costly, resulting in a hydrogen cost of around $40/GJ (without taxes).

http://www-db.research.anl.gov/db1/cartech/document/DDD/192.pdf

http://www.cartech.doe.gov/research/fuels/best-fuels.html

*The Energy Information Agency (EIA) is part of the DOE



http://www.cartech.doe.gov/research/fuels/best-fuels.html

Problem #1(B): Bus Costs

• The busses will cost too much until they can be mass produced

http://www.hfcletter.com/letter/february01/feature.html

http://www.hfcletter.com/letter/february01/feature.html

Problem #1(C): Cost of Facilities

http://www.cai-infopool.org/downloads/fuel-cell-bus-evaluation-sunline.pdf

• Cost of Compressing H2



• Cost of Storing H2




http://www.hygen.com/solar_hydrogen_vehicle_project.htm


• Cost of Dispensing H2












http://www.rio02.de/proceedings/ppt/217_Schettino.pdf


• Cost of Maintenance Facilities





Significant startup costs are neededhttp://www.cai-infopool.org/downloads/fuel-cell-bus-evaluation-sunline.pdf



Problem #2: Infrastructure Development

• Infrastructure development includes:

A. Technology Providers

B. Refueling Station Investment

C. General Investment

Problem #2(A): Technology Providers

Two main technology providers are:

i. Ballard Power Systems Inc.ii. MAN Nutzfahrzeuge AG

Ballard Power Systems Inc. #1

• The DaimlerChrysler “New Electric Bus” impressively demonstrated the possibilities of fuel

cells in the heavy-duty sector

http://www.ballard.com/tD.asp?pgid=26&dbid=0

The “Nebus”



• Three local busses in Chicago and three in Vancouver, using Ballard fuel cell engines proved their efficiency in everyday operation during two separate two-year test programs.

• Collectively these six busses traveled over 73,000 miles in revenue service carrying over 200,000 passengers.


The “P3 Bus”



• The ZEbus was demonstrated with the SunLine Transit Agency for a one-year period in Thousand

Palms, California, as part of the California Fuel Cell Partnership.


The “ZEbus”



• Ballard began delivery of fuel cell bus engines in late 2002 for the 30 Mercedes-Benz Citaro busses to be used in the European Fuel Cell Bus Project.

• These busses will be delivered to 10 European cities beginning in 2003 as the EU leads the way in the adoption of zero-emission fuel cell technology.


The “Citaro Fuel Cell Bus”


Ballard Power Systems Inc. #5The “Citaro Fuel Cell Bus”

• Citaro Fuel Cell Busses will also be operating in Perth, Western Australia

http://www.dpi.wa.gov.au/fuelcells/technology.html

http://www.dpi.wa.gov.au/fuelcells/technology.html

MAN Nutzfahrzeuge AG #1

• MAN AG has been providing hydrogen bus technology, primarily in Munich, Germany, since

1996

http://www.eere.energy.gov/hydrogenandfuelcells/hydrogen/iea/pdfs/bavarian_proj.pdf




http://www.eihp.org/eihp1/workshop/experts/bvg/start.html

http://www.bizspaceautomobile.com/fuel_cell_bus.htm

• MAN AG’s most recent project is for a Berlin, Lisbon, and Copenhagen bus trial.

• If successful, conversion of a large portion of the bus fleet and a stationary filling station will be implemented.





• Just like the first automobiles, fuel cell busses have not yet achieved a standard design.

• The fuel cell busses in existence worldwide show a wide range of technical solutions because the automotive supplier base is only still forming.





However, the supplier base is forming

http://www.dpi.wa.gov.au/fuelcells/presentations/hamburg/page30.html

http://www.dpi.wa.gov.au/fuelcells/presentations/hamburg/page30.html

Problem #2(B): Refueling Station Investment

• Refueling stations can be either portable or stationary.

• The refueling station infrastructure is slowly becoming a reality.


Munich airport's new hydrogen filling station

• In June 1999, an $18 million hydrogen production & fueling station opened at the Munich Airport

http://www.hfcletter.com/letter/june99/feature.html

http://www.hfcletter.com/letter/june99/feature.html


• In October 2002, two new hydrogen fueling stations opened in CA and Germany.

• In November 2002, a third opened in Nevada.

• More sites around Los Angeles are moving towards approval, and fueling equipment is beginning to be ordered for Europe's 10-city fuel cell urban bus project.The latest addition to the growing

number of hydrogen fueling facilities worldwide is located in Richmond, CA

http://www.hfcletter.com/letter/November02/features.html

http://www.hfcletter.com/letter/November02/features.html


In July 2001, the first solar-powered hydrogen production and fueling station in the Los Angeles area was opened by American Honda Motor Co.

http://www.hfcletter.com/letter/august01/

http://www.hfcletter.com/letter/august01/


A solar-powered, permanent hydrogen fueling station using electrolysis is the ideal scenario.

http://www-building.arct.cam.ac.uk/westc/pv/pv.html

http://www-building.arct.cam.ac.uk/westc/pv/pv.html

Stuart Energy Refueling Facilities #1

Clean Air Now Project (1995-1997)

• Over a period of two years, Stuart Energy fueled a fleet of hydrogen vehicles at Xerox's site in El Segundo, California, using hydrogen produced from solar power.

http://www.stuartenergy.com/main_trans.html



Coast Mountain Transit Project (1998-2000)

• Stuart Energy fueled three hydrogen fuel cell buses used by Coast Mountain Transit in its regular fleet in the city of Vancouver.




SunLine Transit (2000-)• In California, Stuart Energy is

providing hydrogen fuel to SunLine Transit Agency for a fuel cell bus.

• To meet the hydrogen needs of participants of the California Fuel Cell Partnership, the Stuart Energy fueler will be available to the public for refueling as hydrogen cars are introduced in the area.




B.C. Hydro-Powertech Labs & NRC Fuel Cell Technology Center (2001-)

In Surrey and Vancouver, B.C., to demonstrate:

2) the benefits of compressed hydrogen as a vehicle fuel, and

3) water electrolysis as the preferred technology for generating that hydrogen.




Ford Motor Company (2001-)

• To the Ford Motor Company in Dearborn, Michigan.

• Ford will conduct evaluations and provide information on usability and performance of the fueler.


http://www.hfcletter.com/letter/september99/SeptemberFeature.html

Ford Motor Co. research vice president Bill Powers explains details of Ford's new hydrogen gas station.


http://www.hfcletter.com/letter/september99/SeptemberFeature.html


Ford Th!nk (2002-)• In Arizona, where the

components are mounted on a single trailer and packaged to enable the system to be easily transported.

• This station can produce 1 kg of hydrogen an hour and can meet the daily fueling needs of a small fleet of vehicles.




California Fuel Cell Partnership Station (2002-)• This station provides high-

purity hydrogen fuel to demonstration fuel cell vehicles of the California Fuel Cell Partnership (CaFCP), and is located at the Richmond Operating Division of AC Transit, also an associate member of the CaFCP.




Hydrogen Energy Station (2003-)• In Mississauga, Ontario,

Canada, the fueler is composed of an indoor hydrogen generator, compression system, storage system, and hydrogen-powered internal combustion engine gen-set; as well as an external vehicle fueling dispenser.




City of Chula Vista (2003-)• To the City of Chula Vista, CA,

in cooperation with SunLine Transit Agency, a fast-fill, portable hydrogen fueling station enabling the City of Chula Vista to test and demonstrate fuel cell busses and other hydrogen vehicles.

• The fueler produces over 3 kg of hydrogen per hour and can fuel up to 3 buses a day.




For 2003, Stuart Energy is planning hydrogen fuelling stations in Barcelona, Amsterdam, Hong Kong, Malmo and

Stockholm Sweden.



Problem #2(C): General Investment

• General Investment in the hydrogen fuel cell bus

infrastructure continues to grow.


• General investment in the hydrogen fuel cell bus infrastructure tends to follow a 3-step model covering a period of at least 20 years.





A few of the biggest general investors migrating toward the hydrogen economy:

• Ford, Chrysler, Westinghouse, DuPont, General Motors, Sandia National Labs, Toyota, Texaco, Exxon, Daimler-Benz,

Renault, Honda, Siemens, Nissan, Volkswagen, Jet Propulsion Lab, Los Alamos

National Laboratory, BMW, PSA Peugeot Citroën, AlliedSignal, Mazda, Volvo . . .

http://www.wired.com/wired/archive/5.10/hydrogen.html?pg=7&topic

http://www.wired.com/wired/archive/5.10/hydrogen.html?pg=7&topic


• President Bush proposed $1.2 billion for hydrogen research in State of the Union Message

(Jan 28, 2003)

http://www.hfcletter.com/letter/JanSpecial/







• The United Nations gives $60 million to 5 developing nations for hydrogen fuel cell bus fleet

demonstration projects.

http://www.hfcletter.com/letter/february01/




Problem #3: Safety

• Is hydrogen safe?

“Every time I think about hydrogen I remember the Zeppelin”

http://www.dpi.wa.gov.au/fuelcells/presentations/germanhydrogen/p3.html


Problem #3: Safety

• The Hindenburg explosion is not attributed to hydrogen.

• The Hindenburg’s outer shell was coated with a highly flammable paint.


http://www.dpi.wa.gov.au/fuelcells/safety.html











Problem #3: Safety


• Durable tanks add to safety


Problem #3: Safety

• Which car would you rather be in?


Hydrogen Leak Gasoline Leak


Problem #3: Safety

• Codes and standards are currently being developed by national and international

organizations around the world.

• When handled properly, hydrogen is at least as safe as any other fuel.



SUMMARY OF CONCLUSIONS

Conclusion #1: Supply CostsConclusion #1(A): Hydrogen Fuel Costs

• Hydrogen from renewables will need policy assistance and lower cost to be competitive.

• Transit busses are one of the best applications because they are government subsidized.










Conclusion #1: Supply CostsConclusion #1(B): Bus Costs

• Hydrogen Fuel Cell Busses should reach reasonable market prices in just a few years.



Conclusion #1: Supply CostsConclusion #1(C): Cost of Facilities

• Because hydrogen fuel cell bus fleets are centrally located, the facilities can be used most effectively.

• Transit busses are one of the best applications because they are government subsidized.










Conclusion #2: Infrastructure Development

Conclusion #2(A): Technology Providers

• Although hundreds of hydrogen fuel cell busses have been produced, technology providers need to

mature into mass production.• Ballard Power Systems Inc. seems to be on it’s

way, serving orders of 30 or more.




Conclusion #2(B): Refueling Station Investment

• Refueling stations can be provided by Stuart Energy.

• Local initiatives and the automotive sector have been successfully bringing mobile and stationary

refueling stations into existence primarily in the US and the EU.

• Because hydrogen fuel cell busses are centrally located, the need for a nationwide infrastructure is

not very strong.


Conclusion #2(C): General Investment

• Attention and investment from the auto industry, President Bush, and the United

Nations are good indications that a “hydrogen economy” is on it’s way, at least initially,

through hydrogen fuel cell bus fleets.

Conclusion #3: Safety

• Which car would you rather be in?


Hydrogen Leak Gasoline Leak








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