Presentation of emerging conclusions

Transcription

1 Presentation of emerging conclusions (Grant agreement No: ) 3Emotion - Oct 2015

2 CONTENTS Introduction Project status Emerging results achievements and issues Next steps and final remarks CHIC Emerging Conclusions 2

3 56 Fuel cell buses manufactured by 6 different bus OEMs in 9 different cities 8 London - 8 Wrightbus Co-funded by the FCH-JU Co-funded by other programmes Oslo - 5 Van Hool 5 5 Aarau - 5 EvoBus 2 Solaris Hamburg 4 EvoBus Bolzano - 5 EvoBus Milan - 3 EvoBus 20 New Flyer in Whisltler 2 APTS/ Phileas Cologne 2 Van Hool

4 Fuel cells buses - deployment timeline Cities starting operations Whistler London Cologne, Hamburg Aargau, Oslo Bolzano, London, Milano Cologne, Hamburg Bus introduced NewFlyer Wrightbus APTS, EvoBus EvoBus, Van Hool EvoBus, Wrightbus Van Hool, Solaris Total number of buses on the road 20 FC buses 25 FC buses 31 FC buses 41 FC buses 52 FC buses 36 FC buses / /2014 To date Note that two more fuel cells buses have been ordered in Hamburg, from a 6 th manufacturer Note that four ICE-hydrogen buses (from a 7 th manufacturer) are operated in Berlin 1 The 20 fuel cell buses in Whistler (Canada) have ended their planned operation time on 31 March 2014 CHIC Emerging Conclusions 4

5 The CHIC project is the first of a number of European bus demonstrations - 83 FC buses will soon be in operation 83 fuel cell buses in operation or about to start 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 Last update: 04/02/2015 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/regionalfunded fuel cell bus projects: Karlsruhe * 2 FC buses Stuttgart * 4 FC buses Legend: CHIC countries In operation Planned for operation * Co-financed by regional/national funding sources

6 Phase 1 cities the EvoBus buses Fuel cell bus in Milan (3 buses in total) Fuel cell Postbus in Aarau (5 buses in total) Fuel cell buses in Bozen/Bolzano (5 buses in total) CHIC Emerging Conclusions 6

7 Phase 0 and Phase 1 cities the Van Hool buses Fuel cell bus in Cologne (2 buses in total) Fuel cell buses in Oslo (5 buses in total) CHIC Emerging Conclusions 7

8 Phase 1 cities the Wrightbus buses Fuel cell buses in London (8 in total) CHIC Emerging Conclusions 8

9 Phase 0 and Phase 1 cities the Van Hool buses Deployed in Oslo and Cologne (18m) Component Fuel cell system Battery system Supercapacitor system Energy recuperation system H 2 storage system Specifications 150 kw (1 module) (rated peak output) 100 kw (Li-ion) -- Brake resistors (2 units, 60kW each) 7 tanks, 350bar ~ 35 kg CHIC Emerging Conclusions 9

10 SMR= Steam Methane Reforming - * data from April 2015 Phase 1: 4 high throughput, 350bar stations over 259 tonnes of H 2 dispensed (to end July 2015) City Picture HRS/H 2 Producer Operation start Type of HRS / source of H 2 Nber of fillings Kg H 2 refuelled Aargau Carbagas (Air Liquide) 2012 Onsite electrolyser (+ trailer delivery as backup) 5,565 80,766 Bozen Linde 2014 Onsite electrolyser (+ trailer delivery as backup) 1,161 20,784 London Air Products 2010 Trailer delivery of gaseous H 2 (SMR) 5,680 96,601 Milan Linde 2013 Onsite electrolyser (+ trailer delivery as backup) 850 9,656 Oslo Air Liquide 2012 Onsite electrolyser (+ trailer delivery as backup) 2,930* 60,496*

11 Phase 0: 4 high throughput, 350bar stations Over 848 tonnes of H 2 dispensed (to end July 2015) City Photo HRS/H 2 producer Operation start Type of HRS / source of H 2 Nber of fillings Kg H 2 refuelled Cologne Air products 2011 Trailer delivery of gaseous H 2 byproduct sourced nearby 1,246 24,088 Hamburg Linde 2012 Onsite electrolyser (+ trailer delivery as backup) 1,712 27,914 Whistler Air Liquide Canada 2009 Delivered liquid 23, ,590 CHIC Emerging Conclusions 11

12 CONTENTS Introduction Project status Emerging results achievements and issues Next steps and final remarks CHIC Emerging Conclusions 12

13 Overall project snapshot: all technical targets have been achieved (to end July 2015) Parameter Project 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, , ,000 Average FC runtime per bus [h] 7, ,095 6,000 Replacement of diesel fuel [litres] 4,137,412 1,054, ,000 Total H2 refueled [kg] 1,117, ,303 1 This figure does not include the ICE buses in Berlin CHIC Emerging Conclusions 13

14 CONTENTS Introduction Project status Emerging results achievements and issues Next steps and final remarks CHIC Emerging Conclusions 14

15 Satisfying the demands of daily bus operation 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 Range 1 Daily duty 2 Aarau km hours Bolzano km 12 hours Cologne 350 km hours Hamburg 400 km 8 16 hours London km hours Milano 170 km Up to 16 hours Oslo km (seasonal) Up to 17 hours Whistler km (seasonal) 4 22 hours 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. 1 Average figures, also based on tank size and average consumption 2 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 CHIC Emerging Conclusions 15

16 Dramatic fuel economy improvements One of the most significant results of the trial program is the improvement in the fuel economy: 9kg H 2 /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 Average consumption fuel cell electric buses CHIC Emerging Conclusions 16

17 Rapid refuelling times All European partners are able to fill a bus from empty in less than 10 minutes in average. 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 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 CHIC Emerging Conclusions 17

18 Phase 0 Phase 1 High station availability 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 City Availability to date* Aargau > 96% Bolzano >98% Londres > 98% Milan > 94% Oslo > 94% Cologne > 97% Hambourg > 92% (since Aug. 2013: > 98%) 1 preliminary figure - * Dec 2014 Whistler > 98% However, this figure is not high enough to allow H 2 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 ( buses) CHIC Emerging Conclusions 18

19 Availability: After having faced teething issues, most of the Phase 1 cities are reaching the project target 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 of fuel cell electric buses 1 st half 2014 availability upgrade program 19

20 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 High voltage fuses mechanically triggered Shut down of a Fuel cell-system generates a yellow fault message Temperature difference during the warm up phase of the high temperature cooling circuit generates a yellow fault message Failure DC/DC-converter - Replacement of air pressure compressor (latest generation) - Installation of new software for the flexible programmable control unit Start 2.quarter Completion in Dec Anchored within Replace of all fuses within the scope of maintenance schedule (6 the scheduled maintenance Monthly Service) Implementation of a light messaging system for the driver when a fuel cell system shuts down Reduction of the temperature difference in the high temperaturecircuit. New Software programme for the cooling parameters between the two circuits development of a new converter generation, defective converters will be exchanged immediately Implemented in June Completed August 2014 Implemented in June Completed July 2014 Implemented March 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 CHIC Emerging Conclusions 20

21 Teething periods have been shortening during the project 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: o Whistler, London, Oslo, Aarau, Milan ( ( all experienced teething periods over 18 months o More recent deployments in Cologne, Aberdeen, (Van Hool) and Bozen (2013-4) have seen this shorten to <6 months 21

22 Whole life environmental and social analysis is also being carried out The qualitative research 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 The environmental research 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 The calculations cover the entire lifecycle wellto-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 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 22

23 CONTENTS Introduction Project status Emerging results achievements and issues Next steps and final remarks CHIC Emerging Conclusions 23

24 Opportunities and next steps suggested by CHIC 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 CHIC Emerging Conclusions 24

25 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: 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 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 Total servicing cost developments scenarios EUR/km solo bus TSC = Total Servicing Cost = Total Cost of Ownership plus diesel bus replacement cost due if lower availability of FC buses creates problem CHIC Emerging Conclusions 25 Source: FCH JU study: fuel cell electric buses: Potential for Sustainable Public Transport in Europe

26 Cost - The bus commercialisation study approach is intended to tackle the cost barrier (scale + policy) 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 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 Signing ceremony LoU bus OEMs, 12/11/ locations participating in the coalition Source: FCH JU study: fuel cell electric buses: Potential for Sustainable Public Transport in Europe

27 Thank you for your attention project

28 Overview of the project Demonstration phase lasts from 2010 to 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 1 As part of the High V.LO-City, Hytransit and 3Emotion projects CHIC Emerging Conclusions 28

29 Phase 1 cities the EvoBus buses Deployed in Aarau, Bolzano and Milan Component Fuel cell system Battery system Supercapacitor system Energy recuperation system H 2 storage system Specifications 120 kw (2 modules) 250 kw (Li-ion) -- Wheel-hub motor 7 tanks, 350bar ~ 35 kg CHIC Emerging Conclusions 29

30 Phase 0 and Phase 1 cities the Van Hool buses Deployed in Oslo and Cologne Component Fuel cell system Battery system Supercapacitor system Energy recuperation system H 2 storage system Specifications 150 kw (1 module) (rated peak output) 100 kw (Li-ion) -- Brake resistors (2 units, 60kW each) 7 tanks, 350bar ~ 35 kg CHIC Emerging Conclusions 30

31 Phase 1 cities the Wrightbus buses Deployed in London Component Fuel cell system Specifications 75 kw (1 module) (rated peak output) Battery system -- Supercapacitor system Energy recuperation system H 2 storage system 240 kw (rated peak power) Brake resistors 4 tanks, 350bar ~ 33 kg CHIC Emerging Conclusions 31

32 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) 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 Inverness/Highland Council Aberdeen Perth/Kinross Dundee Torres Vedras Oslo North East England Region Hamburg Birmingham Rotterda Berlin South London m Münst Potsdam Holland Wuppertal Province Flanders Aachen Cologne Region Mainz Stuttgart Agglomératio n Havraise Dole Grenoble- Region Belfor t Switzerlan d Imperia Province Bolzano/ Bozen Regione Lazio/Rome Riga 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 Locations participating in the coalition