HYTEC FINAL REPORT ON THREE YEARS OF HYDROGEN VEHICLE AND REFUELLING STATION OPERATION IN COPENHAGEN, LONDON AND OSLO

Transcription

1 HYTEC FINAL REPORT ON THREE YEARS OF HYDROGEN VEHICLE AND REFUELLING STATION OPERATION IN COPENHAGEN, LONDON AND OSLO Cenex Peter Speers 1 Status: Final. HyTEC Deliverable 6.6. Dissemination level: Public. Date: 31 th August Cenex, Advanced Technology Innovation Centre, Loughborough, LE11 3QF, UK. peter.speers@cenex.co.uk Author printed in bold is the contact person for this document.

2 Contents Section Slide Introduction 3 Overall data summary 5 Copenhagen vehicle and refuelling data 11 London FCEV taxi operation data 29 London ix35 FCEV operation data 41 London refuelling data 43 Oslo ix35 FCEV operation data 51 Comparison of HyTEC results to other FCEV trials 53 Conclusions 55

3 Introduction HyTEC (Hydrogen Transport in European Cities) was an FCH JU-supported demonstration project which deployed fuel cell electric vehicles (FCEVs) and hydrogen refuelling stations (HRSs) in Copenhagen, London and Oslo between This report* presents an analysis of: o Results of the operation of 15 Hyundai ix35 FCEVs in Copenhagen from June 2013 to July 2015 and their refuelling at the three Copenhagen Hydrogen Network Hydrogen refuelling stations (HRSs) at Sydhavnen, Gladsaxe and Köge. o The operation of five London Taxi Company TX4 FCEV hybrid conversions from July 2012 to September 2012 in London during the Olympics and Paralympics. o Results from the operation of two of the FCEV taxis in London, and the operation of the remaining three FCEV taxis in Loughborough, from July 2013-July 2015 on testing, promotional and VIP transport duties. o The operation of six Hyundai ix35 FCEVs in London from September 2014-July o Refuelling of the vehicles operating in London from at the Air Products London HRSs at Hatton Cross (Heathrow) and Hendon. o Operation of eight Hyundai ix35 FCEVs in Oslo from January-July * HyTEC vehicles and stations operated until the end of August However, data capture from vehicle telemetry and refuelling stations ceased at the end of July 2015 in order to allow time for analysis and reporting.

4 Acknowledgements This project was co-funded by the European Union s 7 th Framework for the Fuel Cells and Hydrogen Joint Undertaking (FCH JU) under grant agreement number We would like to thank the FCH JU for supporting this activity. Cenex would like to thank the following project partners for providing data and support during the work: o Air Products o H2 Logic o Hyundai Motor Europe o Intelligent Energy

5 HyTEC overall data summary July 2012-July 2015

6 Vehicle and infrastructure operation centres in HyTEC (1) Copenhagen 15 Hyundai ix35 fuel cell electric vehicles (FCEVs, of which nine were co-funded by HyTEC) began operating with public fleets in June Some of the vehicles had regular assigned users; others were part of the Copenhagen municipal car pool. The vehicles were refuelled at three HyTEC-co-funded hydrogen refuelling stations (HRSs) in the Greater Copenhagen area operated by the Copenhagen Hydrogen Network: o The first station, at Sydhavnen, opened in April o A second station at Gladsaxe was added to the network in December o A third was added at Köge in August Oslo Driving data is presented for eight Hyundai ix35 FCEVs which were operated by private users from January to July 2015.

7 Vehicle and infrastructure operation centres in HyTEC (2) London Five Intelligent Energy fuel cell hybrid conversions of diesel London Taxi Company TX4 vehicles performed transportation duties during the London Olympics and Paralympics from July-September Two of the pool of five FCEV hybrid taxis resumed operation in London in July 2013, carrying out a combination of chauffeuring, promotional and testing duties. The remaining three taxis were based at Intelligent Energy s headquarters in Loughborough performing similar duties. In the London vehicles were refuelled primarily at the Air Products HRS at Hatton Cross (Heathrow). A small number of refuellings were also carried out at the Air Products bus HRS in Temple Mills, East London. An additional Air Products HRS in Hendon (North West London), funded by the Innovate UK-supported London Hydrogen Network Expansion (LHNE) project, was added to the network in March 2015 and was also used by the HyTEC vehicles. Six Hyundai ix35 FCEVs (two co-funded by HyTEC, four by LHNE) began operation with public and private fleets in London and the south of England in September 2014.

8 Cumulative distance travelled Jul-Sep 2012: Five FCEV taxis deployed in London during the Olympics Jun 2013 onwards: 15 Hyundai ix35 FCEVs deployed in Copenhagen. Two FCEV taxis deployed in London at any one time Sept 2014 onwards: six Hyundai ix35 FCEVs deployed in London Jan 2015 onwards: eight Hyundai ix35 FCEVs deployed in Oslo Total distance recorded by telemetry on vehicles operating in Denmark, Norway and the UK from July 2012-July 2015 was 370,000 km. Not all vehicle drive events were captured and analysed and project data capture ended in July 2015 to allow time for reporting. The mileage measured by on-vehicle odometers was over 400,000km by the trial end in August 2015.

9 Refuelling quantity and no. of refuels per month July 2012: first generation 350 bar Air Products HRS deployed in Heathrow, London April 2013: 700 bar H2 Logic HRS opened at Sydhavnen, Copenhagen May 2014: second generation 350/700 bar Air Products HRS deployed at Heathrow Dec 2014: second 700 bar H2 Logic HRS deployed in Gladsaxe, Copenhagen March 2015: second 350/700 bar Air Products HRS opened at Hendon, London August 2015: third 700 bar H2 Logic HRS deployed in Köge, Copenhagen Total quantity of hydrogen dispensed from Denmark and UK HRSs from July 2012-July 2015 was 6,730 kg from 2,529 refuelling events.

10 Summary of project results Period of report July 2012-July 2015 Number of vehicles Location and dates of operation Cumulative distance driven (km) Number of refuelling stations 29 Hyundai ix35 FCEVs Five LTI TX4 Intelligent Energy fuel cell hybrid conversions 15 Hyundai ix35 FCEVs operating in Copenhagen (6/2013-7/2015). Six Hyundai ix35 FCEVs operating in London (9/2014-7/2015). Eight Hyundai ix35 FCEVs operating in Oslo (1/2015-7/2015). Five LTI TX4 Intelligent Energy fuel cell hybrid conversions operating in London and Loughborough (7/2012-7/2015). 370,000* Five Three in Copenhagen (Sydhavnen, Gladsaxe and Köge) Two in London (Heathrow and Hendon) Hydrogen refuelled (kg) 6,730 Number of refuelling events 2,529 * Not all vehicle drive events were captured and analysed and project data capture ended in July 2015 to allow time for reporting. The mileage measured by onvehicle odometers was over 400,000km by the trial end in August 2015.

11 Copenhagen data summary June 2013-July 2015

12 Hyundai ix35 FCEV Vehicle manufacturer Hyundai Vehicle type Fuel cell hybrid Max. speed (kph) 160 H 2 storage (kg) 5.6 (@700 bar) Range (km, NEDC) Hyundai ix35 fuel cell electric vehicle (FCEVs) have been deployed with public sector fleets in Copenhagen since June The Hyundai ix35 FCEV was the world s first series-produced fuel cell vehicle. The ix35 FCEV received European Whole Vehicle Type Approval (ECWVTA) in November Source: City of Copenhagen

13 Copenhagen cumulative vehicle distance Total distance recorded by telemetry of FCEVs operating in Copenhagen from Jun 2013-Jul 2015 was 240,000km. Not all vehicle drive events were analysed and project data capture ended in July 2015 to allow for reporting. The mileage measured by on-vehicle odometers was more than 300,000km by the trial end in August Monthly use of the vehicles increased steadily as they were introduced into fleets, rising from 2,500 km in June 2013 to 13,000km in July Average distance travelled per vehicle per day of operation was 50km. This increased from 36km per day at the start of the trial in 2013 showing that the users became increasingly comfortable with the vehicles as they used them (as discussed further in the report HyTEC fuel cell electric vehicle end user surveys, HyTEC Deliverable 6.11).

14 Copenhagen distance travelled per vehicle The average distance travelled per vehicle was over 16,000km (~8,000km per year). The furthest travelled by one of the vehicles was 23,600km (vehicle LMS10015). 14

15 Copenhagen trip duration distribution The vehicles were generally used in urban environments for short journeys. The most common trip duration was minutes (trip defined as ignition key-on to key off). The longest trip duration was 245 minutes. This use for short trips is not a reflection of the vehicle s range which is much further (see later slides). The most common trip average speed was kph (excluding time at rest). Compare this to the Copenhagen average vehicle speed of 27kph (City of Copenhagen website). 15

16 Copenhagen journey start time distribution The vast majority of journeys were carried out during the working day reflecting the use of the vehicles as part of working public sector fleets. 16

17 Copenhagen ix35 FCEV monthly fuel efficiency The average fuel efficiency June 2013-July 2015 was 78km/kgH 2. The real-world range of the vehicle is therefore near 450km. The efficiency varied from a high of 85km/kgH 2 (Jul-13) to a low of 69km/kgH 2 (Jan-14). There is no evidence of an efficiency drop off in over two years of operation. Efficiency broadly correlates with average Danish national temperatures as shown on the chart. Generally, temperature had a negative correlation with energy consumption due to factors including increased rolling & wind resistance, greater use of on board cabin heating during the winter and reduced battery and mechanical efficiency. 17

18 Compare EV drive efficiency from another trial Compare the Copenhagen FCEV efficiency graph with data collected by Cenex from a large-scale trial of electric vans in UK public fleets (see Low Carbon Vehicle Procurement Programme Final Technical Report, The graphs tell a similar story: the vehicle efficiency also broadly correlates with temperature (average UK national temperatures shown). With the electric vehicle, there was evidence of a decrease in battery efficiency of around 10% over the three-year monitoring timespan. 18

19 Copenhagen hydrogen refuelling network Locations Daily capacity (per station) H2 Supply Refuelling pressure SAE J2601/SAE J2799 level Owner & Operator HRS Technology provider 3 HRSs in the Greater Copenhagen area Up to 75 kg/day (depending on inlet pressure) Partial onsite 70MPa A-level -40 C with IR Copenhagen Hydrogen Network A/S H2 Logic A/S Gladsaxe 2 Sydhavnen 1 3 Köge H2Logic HRS at Köge. Source: H2 Logic.

20 Refuelling quantity and no. of refuels per month Total quantity of hydrogen dispensed in Copenhagen from June 2013-July 2015 was 4,289 kg from 1,288 refuelling events. 20

21 Frequency of refuels by refuelling quantity The modal (most popular) refuelling amount per refuelling event is 3-4kg, or ca. 60% of the vehicle tank capacity of 5.6kg. There is no evidence that this has changed since the start of the vehicle deployment. 21

22 Amount of vehicle tank refilled Users almost always complete refill the vehicle hydrogen tanks when refuelling. On average users add around 3.4kgH 2 per fill, or ~60% of the tank s capacity of 5.6kg. The average amount filled has remained at or near 60% since mid-2014, showing that any range anxiety effects that may have existed at the start of the trial have diminished. 22

23 Copenhagen 700 bar refuelling time distribution Modal ix35 FCEV 700 bar refuelling duration was 3-4 minutes. The refuelling times are consistent with the SAE J2601 standard, where refuelling is defined as the total time from fuelling activated until the nozzle can be removed.

24 Copenhagen refuelling time of day distribution The great majority of refuellings were carried out during the working day which demonstrates the vehicle s duties as part of working public fleets. There is evidence of a morning peak between 10 am and 12pm. There are comparatively fewer refuelling events at the end of the working day showing that the drivers do not in general refuel the vehicles to be ready for the next user on the next working day. 24

25 Compare electric van return-to-base operation Compare the Copenhagen HRS refuelling graph to collected by Cenex from a large-scale three-year trial of electric vans in UK public fleets in return-to-base operation with dedicated on-site recharging facilities. (see Low Carbon Vehicle Procurement Programme Final Technical Report, The electric van vehicle usage patterns are similar to those in Copenhagen ( 9to5 ). However, EVs are generally refuelled (charged) overnight by drivers at the end of their shifts using local recharging infrastructure; in fact operational procedures mandate that vehicles are put on charge at the end of a shift irrespective of their state-of-charge (comparable to bus operation). 25

26 Copenhagen vehicle availability All vehicles undergo scheduled maintenance every 10,000km. The overall vehicle availability was greater than 99.5%. There was very little unscheduled downtime. 26

27 Copenhagen HRS network availability Jan 2015: Sydhavnen scheduled maintenance for ~ 3 weeks May-June 2015: Sydhavnen and Gladsaxe onsite storage upgraded (separately) from 75kg to 200kg The reliability of the Sydhavnen station improved steadily from its introduction until a scheduled upgrade in Q Outside of station upgrades, both stations were generally very reliable. The % availability of the network from mid-december 2014 is based on two stations, although one station was always available for use during the period. The % availability of the network from June 2013-July 2015 was ~94% (~99% excluding maintenance and upgrades): o For Sydhavnen the overall station availability during the whole trial was 96%. o For Gladsaxe it was 92%. 27

28 Copenhagen HRS downtime and maintenance Over 80% of HRS downtime from June 2013-July 2015 was due to scheduled maintenance and upgrades. The overall network availability excluding scheduled maintenance and station upgrades was ~99%. 28

29 London FCEV taxi operation July 2012-July 2015

30 London FCEV taxi Vehicle manufacturer Vehicle type Max. speed (kph) H2 storage (kg) LTI TX4 taxi, Intelligent Energy (IE) fuel cell and vehicle conversion Fuel cell hybrid bar) Range (km) 400 Five IE converted diesel LTI fuel cell hybrid taxis were deployed in London and Loughborough as part of HyTEC from July 2012-July The conversion was carried out to ensure than the fuel cell hybrid variant is indistinguishable in appearance from a standard diesel TX4 taxi. Source: Intelligent Energy

31 UK FCEV taxi cumulative distance travelled Total distance recorded by telemetry on the FCEV taxis vehicles operating in London and Loughborough from July 2012-July 2015 was 86,000 km. Not all data was captured by telemetry and not all was analysed. The total fleet distance recorded by vehicle odometers was 100,000km by the end of the trial. The taxi s braking system, sourced from an external supplier, is not certified to operate at temperatures below 3 C. During the winter months (generally January-March) vehicles were therefore brought back to Intelligent Energy s HQ in Loughborough for limited operation and testing.

32 UK FCEV taxi distance travelled per vehicle Taxi Reference Miles 1 km Usage notes 2,3,4 HY02 TAX 27,246 43,848 Vehicle for dynamic demonstration & mileage accumulation over low, medium and high speed routes HY03 TAX 1,600 2,575 Used generally for exhibition and ride & drive events HY04 TAX 4,791 7,710 Used generally in London for special services until end 2014 HY05 TAX 24,767 39,859 HY06 TAX 3,815 6,140 Vehicle for dynamic demonstration & mileage accumulation over low, medium and high speed routes Used as main exhibition vehicle (in London, other UK, Brussels and elsewhere) throughout the programme Total 62, ,132 1 Based on vehicle odometer readings. 2 All taxis were used in London for VIP services during the London Olympics Cold weather limitations on braking systems, with operations above 3 C only, applied to all taxis and restricted winter running. 4 The administration, sale and withdrawal of LTI from the project in 2012 limited the number of H 2 taxis allowed on-site at the LTI London depot to a maximum of two vehicles from 2013 onwards.

33 FCEV taxi operation and duty cycle (1) FCEV taxis at Brewery Road, London. Source: Intelligent Energy. From 2013 onwards the FCEV taxis operated from a base at Brewery Road, North London carrying out a combination of testing and promotional duties. The vehicles covered routes of different lengths and driving speeds which were designed to provide data on the vehicles endurance and performance over different duty cycles, whilst also allowing the vehicles to be refuelled at the London refuelling station(s) that were available at the time. The fleet accumulated over 100,000km (based on odometer readings) during the trial, with one vehicle driving almost 50,000km. Two typical operating routes of the high-mileage vehicle are presented in the following slides. 33

34 FCEV taxi operation and duty cycle (2) slow route Brewery Road taxi depot start and end of route Date 3/10/14 Distance travelled (km) 114 Heathrow HRS Average speed (km/h) Hydrogen consumed (kg) Fuel efficiency (km/kgh 2 ) 16 (total) 27 (nonzero) 2.1 (one refuelling) 61.5 Range (km) 229 The slow route contains a significant amount (~ 60%) of operation below 20 km/h. 20 km/h represents a typical inner London average speed ( and the slow route was therefore considered to be representative of the daily working duty cycle of the London taxi. 34

35 FCEV taxi operation and duty cycle (3) fast route Taxi depot start and end of route Date 29/9/14 Heathrow HRS Distance travelled (km) Average speed (km/h) Hydrogen consumed (kg) Fuel efficiency (km/kgh 2 ) (total) 45 (nonzero) 3.2 (two refuelling events) 76.6 Range (km) 286 The fast route, which includes inner and outer London operation, is typical of the route that the high-mileage taxi operated for the majority of the project from 2013 onwards. 35 km/h represents a typical outer London average speed ( and therefore, considering the fact that the majority of London black cab drivers live outside inner London and commute to work, the fast route is considered to be representative of full daily duty cycle of the London taxi. 35

36 FCEV taxi operation and duty cycle (4) comparison of FCEV and diesel taxis Slow route Fast route FCEV Diesel FCEV Diesel Fuel consumption (units) 1.63 (kg/100 km) 12 (l/100km) 1.31 (kg/100 km) 8.5 (l/100km) Energy consumption (kwh/100km) As part of programme of work to perform a full Life Cycle Analysis (LCA) of producing, operating and disposing of the fuel cell taxis compared to their diesel equivalents, the real-world consumption of a diesel taxi was measured and compared to that of the FCEV taxi. In order to do this a number of back to back runs were undertaken where a diesel taxi followed an FCEV taxi over its normal routes. The table above shows the outcome of these runs for the fast and slow routes described on the previous slides. The table shows that: o o Operating the fuel cell taxi is less energy intensive than its diesel equivalent on a tank-towheels basis. The efficiency difference between the vehicles becomes more pronounced over the slower inner city duty cycle. 36

37 Global Warming Potential [kg CO2-Equiv.] FCEV taxi operation and duty cycle (5) comparison of FCEV and diesel taxis lifecycle CO 2 e emissions The figure shows the CO 2 e emissions for the FCEV taxi compared to a diesel equivalent over the full vehicle lifecycle (here considered as 550,000km or 12 years of operation) for an urban taxi duty cycle (the slow route described on slide 33). The jumps in the lines for the FCEV taxi represent vehicle fuel cell and battery swaps which are assumed to occur every 160,000km. At very low mileages the relatively higher production CO 2 e emissions for the FCEV taxi over its diesel equivalent can be seen. Over the full lifecycle the FCEV taxi has 28% lower lifecycle CO 2 e emissions than the diesel taxi even using current fossil-derived hydrogen. This is due to the higher energy efficiency of the FCEV compared to the diesel vehicle and the high tank-to-wheel (~73g/MJ) CO 2 e emissions of the diesel vehicle. Considering a future London scenario of hydrogen by electrolysis supplied by wind energyderived electricity would reduce the lifecycle CO 2 e emissions by 83% over a diesel taxi. 200, , ,000 Comparison FC vs. Diesel Taxi using fossil H 2 and green H 2 50,000 0 FC/battery exchange 0 275, ,000 Mileage [km] 28% GWP reduction 83% GWP reduction Taxi Diesel (max) Taxi FC (max) Taxi FC (max) (wind power) Source: Final Life Cycle Assessment Report, Aleksandar Lozanovski and Michael Baumann (Fraunhofer), Lourdes F. Vega, Gabriel Blejman and Patricia Ruiz (MATGAS) (deliverable 6.8).

38 London FCEV taxi monthly fuel efficiency In Aug 2014 the fuel cell system of the high mileage FCEV taxi was upgraded and the vehicle resumed testing duties in London. After the upgrade the average fuel efficiency (weighted by the number of days of operation in a given month) of the FCEV taxi operating primarily on high mileage routes in London from Nov Jul2015 was 72km/kgH 2 (high: 79km/kgH 2, Sep-15; low 60km/kgH 2 Nov-15). The average real-world range of the vehicle was therefore ~270km The vehicle did not run in London in Jan and Feb of 2015 due to the restrictions on the operation of the vehicles at low temperature described earlier in the presentation The FCEV taxi efficiency broadly correlated with average Heathrow temperatures as shown on the chart. Generally, temperature had a negative correlation with energy consumption, due to factors including increased rolling & wind resistance, greater use of on board cabin heating and reduced battery and mechanical efficiency. 38

39 London FCEV taxi vehicle availability Jul Sep 2012: five FCEV taxis deployed in London during the Olympics June 2013 onwards: two FCEV taxis deployed in London at any one time The availability figures for 2012 are based on five operational vehicles, and for 2013 onwards they are based on two vehicles operating at any one time in London. During the winter months (generally January-March) vehicles were brought back to Intelligent Energy in Loughborough for limited operation, testing and scheduled maintenance. In maintenance of the vehicles fuel cell hybrid electric drivetrain and its associated software was transitioned from external providers to Intelligent Energy. This, together with running experience gained during the trial, was seen to have a positive effect on the vehicle s reliability. The cumulative availability (weighted by the number of vehicles operating in London during the period) was over 98% by the end of the trial. 39

40 London vehicle downtime by category The majority (62%) of downtime of the fuel cell hybrid taxis was due to electrical system issues (primarily high voltage fuse failures) associated with the hybrid drive system. Almost all scheduled maintenance was carried out over the winter when the vehicles are not operating in London and is therefore not included in the graph. 40

41 London ix35 FCEV operation September 2014-July 2015

42 UK Hyundai ix35 FCEV cumulative distance travelled Total distance recorded by telemetry on the six Hyundai FCEV vehicles operating with public and private fleets in the UK from September 2014-July 2015 was 21,900 km. The data shows that the vehicles are being used in similarly to those in Copenhagen: o the average daily distance travelled per vehicle was 50km, and the most common trip duration (defined as key on-key off) was 11km. o The average vehicle fuel efficiency was 76.5 km/kgh 2.

43 London refuelling analysis August 2012-July 2015

44 London hydrogen refuelling network Locations Daily capacity H2 Supply Refuelling pressure Accessibility Owner & Operator Hatton Cross (Heathrow) and Hendon Up to 80 kg/day Offsite production Dual 700 bar (70 MPa) and 350bar (35 MPa) operation Public (by appointment in the first instance). 24/7. Self-service operation Air Products Heathrow HRS. Source: Air Products The HRS at Heathrow, part-funded by HyTEC, is one of three in the London region. Several more are planned in the near future. The current Heathrow station was installed in May-June An HRS of identical specification at Hendon, supported by the Innovate UK-funded LHNE project, began operation in March This is also used by the HyTEC vehicles. The upgraded stations are supplied by a novel High Pressure (500 bar) Tube Trailer which reduces the need for on-site compression for 700 bar refuelling, and eliminates compression for 350 bar refuelling.

45 Refuelling quantity and no. of refuels per month Total quantity of hydrogen dispensed from London stations from August 2012-July 2015 was 2,440 kg from 1,070 refuelling events at Heathrow (Hatton Cross), Hendon and Temple Mills. The fills shown were a combination of: o 350 bar (FCEV taxis and dual fuel (diesel/hydrogen) Revolve vans operating as part of the Innovate UK-funded LHNE project). o 700 bar (Hyundai ix35 FCEVs).

46 Frequency of FCEV taxi refuels by refuelling quantity The most popular refuelling amount per FCEV taxi 350 bar refuelling event from August 2012-July 2015 was 2-2.5kg, or ca. 60% of the vehicle tank capacity of 3.7kg.

47 London 350 bar FCEV taxi refuelling time distribution Modal FCEV taxi vehicle refuelling duration was 3-5 minutes based on almost 900 taxi refuelling events. 84% of taxi refuellings were completed within 5 minutes.

48 FCEV taxi refuelling time of day distribution FCEV taxi refuelling was generally carried out throughout the working day. Taxis are driving planned routes that pass the refuelling station at least once (and often twice) during the day, as shown by the morning and afternoon peaks. There was very little refuelling out of working hours, and most that did happen was during the deployment during the Olympic period in

49 London station network availability Network availability is presented starting from July 2014 when the second generation 350/700 bar HRS at Heathrow was commissioned. Availability from July 2014 was based on a single station and from March 2015 it was calculated based on two stations in the network. The overall network availability during the period was 95% (97% excluding servicing and upgrades); there were around 26 days of outage out of 477 days of possible availability. 49

50 London station network downtime by category Of the ca. 26 days of outage of the London network: o There was a seven day outage due to a diaphragm failure on the compressor at Heathrow. o There were a number of shorter outages due to software issues. o There was around one week of scheduled maintenance. o The network availability excluding servicing and upgrades was ~97%. 50

51 Oslo FCEV operation January 2015-July 2015

52 Oslo Hyundai ix35 FCEV cumulative distance travelled Total distance recorded by telemetry and analysed on the Hyundai FCEV vehicles operating in Oslo from January-July 2015 was 28,000km (not all vehicle operation data was available at the time of the analysis as shown in the right hand graph). The data shows that the vehicles are being used similarly to those in Copenhagen: o The average daily distance travelled per vehicle was 52km, and the most common trip duration (defined as key on-key off) was 10km. o The average vehicle fuel efficiency over the months analysed was 85km/kgH 2.

53 Comparison of results to other FCEV trials

54 Comparison of HyTEC results with other FCEV trials Status HyTEC (FCH JU) H2Moves (FCH JU) NREL (USA) End of three years of deployment (2015) Completed in 2012 (14 months of deployment) Completed in 2011 Number of HRS deployed FCEVs analysed km analysed by telemetry* 370,000* 213,641 5,752,500 Hydrogen refuelled (kg) 6,730 2,334 - Number of refuellings 2,529 1,170 - Comparator data taken from H2MOVES SCANDINAVIA: FINAL TECHNICAL REPORTING ( * Not all vehicle drive events were analysed and project data capture ended in July 2015 to allow for reporting. The mileage measured by on-vehicle odometers was more than 400,000km by the trial end in August 2015.

55 Conclusions

56 Conclusions: 1. the HyTEC dataset represents the largest and most comprehensive FCEV fleet trial yet published in the EU HyTEC represents the first comprehensive EU trial to prove that FCEVs can operate successfully day-to-day as part of working vehicle fleets. FCEV and station usage increased steadily throughout the project as the vehicles were integrated fully into fleet operations. By the end of three years of HyTEC deployment the vehicle fleet accumulated over 400,000km of operation in demanding urban environments. HyTEC refuellers delivered over 6,700kg in hydrogen and carried out over 2,500 refuels. There were no FCEV or refuelling station safety incidents during the three years of the project. Building on the success of earlier projects such as H2Moves Scandinavia, the vehicle mileage and refuelling experience accumulated during HyTEC represent the most comprehensive dataset yet published on FCEV fleet vehicle operation in the EU. The vehicles and refuelling infrastructure were also generally popular with end users, as discussed in detail in the report HyTEC fuel cell electric vehicle end-user surveys (deliverable 6.11 ).

57 Conclusions: 2. FECVs offer a combination of flexibility of usage and durability in fleet applications One of the primary aims of HyTEC was prove that hydrogen vehicles are practical to operate on a daily basis in working fleets, and to feedback any trial learnings to the vehicle manufacturers. For example, in urban operation in Copenhagen the average daily distance travelled by each vehicle was around 50km. However, the vehicles were also capable of travelling much greater daily distances if their work tasks required it, and the vehicles drove up to 480km in a single day. In London the FCEV taxis also performed a variety of daily driving tasks covering up to 350km per day. The vehicles proved to be very reliable, with the ix35 FCEVs achieving almost 100% availability in Copenhagen. In London, the FCEV reliability improved throughout the project to reach 98% by the end of the trial. Data obtained during the trial and feedback from users was fed into the manufacturers development plans for next generation vehicles. This is discussed further in the report HyTEC fuel cell electric vehicle end-user surveys (deliverable 6.11).

58 Conclusions: 3. FCEVs maintain their fuel efficiency over two+ years of trial operation The measured annual fuel efficiency for the Hyundai ix35 FCEV over two+ years of operation in Copenhagen was 78km/kgH 2, or 26% lower than the NEDC value of 105km/kgH 2. There was no evidence of an efficiency loss over two+ years, or an average of ~35,000km, of operation The observed variation of fuel efficiency with external temperature is due to factors including increased air and rolling resistance, higher use of auxiliary power and reduced mechanical and electrical efficiency. This variation is typical of that seen in the operation of both conventional and alternatively fuelled vehicles (for comparator data, see Low Carbon Vehicle Procurement Programme Final Technical Report, ). The decrease in real world efficiency compared to drive cycle test-measured efficiency is topical, and also typical of that observed for conventional and alternatively fuelled vehicles, see pdf for further discussion.

59 Conclusions: 4. hydrogen vehicles are more energy efficient than ICE vehicles on a tank-to-wheel basis A further aim of HyTEC was to establish the full Life Cycle Impact (LCI) of producing, operating and disposing of the fuel cell taxis compared to their diesel equivalents. In a series of back-to-back runs the FCEV taxi consistently used less energy (on a tank-to-wheel basis) than its diesel equivalent. The in-use efficiency of the hydrogen vehicle over a diesel comparator was amplified over an inner city duty cycle compared to an extra-urban cycle. A full analysis shows that the hydrogen vehicle has a lower LCI than the diesel vehicle over its full life cycle even using current (fossil) sources of hydrogen. The impact could be > 80% lower if green hydrogen generated from renewable sources such as wind were to be used; for a full discussion see Final Life Cycle Assessment Report (HyTEC deliverable 6.8). Fuel Energy (kwh/ 100km) Slow route Fast route FCEV Diesel FCEV Diesel (kg/ (l/ (kg/ (l/ 100 km) 100km) 100 km) 100km)

60 Conclusions: 5. hydrogen refuelling stations have proven reliable in use and offer a refuelling experience comparable to conventional stations The hydrogen refuelling stations (HRS) deployed in Copenhagen and London proved to be reliable in use, with availability (excluding scheduled maintenance) of ~99% during the project. The users expressed no concerns with refuelling time; for example in London 84% of refuelling events were completed within five minutes. The refuelling stations were generally viewed relatively positively by end-users; however some expressed frustration at the relative sparseness of the current refuelling networks. Data obtained during the trial and feedback from users was fed into the manufacturers improvement plans for current stations, and development plans for next generation refuelling. This is discussed further in the report HyTEC fuel cell electric vehicle enduser surveys (deliverable 6.11).

61 Conclusions: 6. hydrogen refuelling stations will need to plan carefully for back-to-back refuelling capacity and scheduling when usage grows The HyTEC FCEVs in Copenhagen typically performed relatively short daily trips, and there was no evidence of range anxiety once the users became accustomed to the vehicles. The great majority of refuellings were carried out during the working day which demonstrates the vehicle s duties as part of working public fleets. However, the refuellings were not evenly spaced through the day: there was evidence of a morning peak between 10 am and 12pm (see upper graph on the right), with comparatively fewer refuelling events at the end of the working day showing that the drivers do not in general refuel the vehicles to be ready for the next user on the next working day. The hydrogen refuelling patterns contrast with those for return to base electric fleet vehicles (see lower graph on the right) where recharging infrastructure is available at the depot. Here the EVs are generally refuelled (charged) overnight by drivers at the end of their shifts using local recharging infrastructure; in fact operational procedures mandate that vehicles are put on charge at the end of a shift irrespective of their state-of-charge (comparable to bus operation). Source: Low Carbon Vehicle Procurement Programme Final Technical Report, content/uploads/2015/03/lcvpp-final-technical- Report-2.pdf).