Clean Hydrogen in European Cities project. Presentation of the emerging conclusions

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Clean Hydrogen in European Cities project

Presentation of the emerging conclusions

short version

(Grant agreement No: 256848)

October 2015

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• Introduction

• Project status

• Emerging results – achievements and challenges

• Next steps and final remarks

CHIC Emerging Conclusions 2

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Why go for fuel cell buses?

3 High daily range:

300 kms without

refuelling – possibility of extension

Passengers and drivers comfort

…due to reduced noise levels and smooth driving experience

Operational flexibility

…no need for new street infrastructure, rapid charging (<10 min) Collaboration A European network of frontrunners in place looking forward to share their expertise

A concrete answer to

ambitious policy targets

set for transport decarbonisation Zero tailpipe

emissions (only water emitted) and CO₂

emissions savings – linked to hydrogen production source

• The fuel cell bus is an electric bus that offers many advantages:

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• Deployment of 56 fuel cell electric buses

and their

refuelling infrastructure

1

4

CHIC – an overview

• Public private partnership

between the European

Commission, the industry and research promoting the

uptake of

hydrogen and fuel cell technologies

What?

When?

Who?

How

much?

• 23 partners from 8 countries

• 9 operators/6 bus OEMs involved

• Between

2010 to 2016

(post-2016 under discussion)

FCH JU?

• €25.88 million

European co-financing (FCH JU), total

budget of €81.8 million

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8

5

4 EvoBus

London - 8 Wrightbus

2 APTS/ Phileas

Cologne _{2 Van Hool}

Aargau - 5 EvoBus

Bozen/Bolzano - 5 EvoBus

Oslo - 5 Van Hool

Milan - 3 EvoBus

2 Solaris

+ 20 New Flyer –

Whistler (Canada)

Hamburg

+ 4 ICE H2 buses in Berlin

56 fuel cell buses manufactured by 6 different bus OEMs in 9 cities of various sizes and climate

Co-funded by the FCH JU (Phase 1)

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CHIC Emerging Conclusions 6 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, Milan

NewFlyer Wrightbus APTS,

EvoBus

EvoBus, Van Hool

EvoBus, Wrightbus Fuel cell electric buses - deployment timeline

Note that four ICE-hydrogen buses (from a 7th_{manufacturer) were in operation in Berlin from 2006 to 2014}

1_{The 20 fuel cell buses in Whistler (Canada) have ended their planned operation time on 31 March 2014}

Cologne, Hamburg Van Hool, Solaris 36 FC buses1 2010 2011 2012 2009 2013-03/2014 Today

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Ongoing EU-funded fuel cell bus project 3Emotion  Cherbourg, FR – 5 FC buses (2016/17)  Rotterdam, NL– 4 FC buses(2016/17)

 South Holland, NL– 2 FC buses

 London, UK– 2 FC buses (2016/17)

 Flanders, BE– 3 FC buses (2016/17)

 Rome, IT– 5 FC buses (2016/17)

Current national/regional-funded fuel cell bus projects

Karlsruhe, DE *– 2 FC buses (2013) Stuttgart, DE *– 4 FC buses (2014) Arnhem, NL* –3 FC buses (2016/17) Groningen, NL* – 2 FC buses (2016/17) Brabant, NL* – 2 FC buses (2016/17)

Where are fuel cell buses in Europe today?

Ongoing EU-funded fuel cell bus projects CHIC  Bolzano, IT– 5 FC buses (2013)  Aargau, CH–5 FC buses (2011)  London, UK – 8 FC buses (2011)  Milan, IT – 3 FC buses (2013)  Oslo, NO – 5 FC buses (2013)

 Cologne, DE* – 4 FC buses (2011/14)

 Hamburg, DE*– 6 FC buses (2011/2015) High V.LO-City  Liguria, IT – 5 FC buses (2015)  Antwerp, BE– 5 FC buses (2015)  Aberdeen, UK– 4 FC buses (2015) HyTransit  Aberdeen, UK– 6 FC buses (2015)  In operation Legend * Co-financed by regional/national funding sources

Last update: October 2015

 Planned operation CHIC countries

 91 fuel cell buses in operation or about to start operation

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Phase 1 cities – the EvoBus buses

Bozen/Bolzano, Italy (5 buses in total)

Canton of Aargau, Switzerland (5 buses in total) Milan, Italy (3 buses in total)

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Oslo, Norway (5 buses in total)

Phase 0 and Phase 1 cities – the Van Hool buses

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London, UK (8 buses in total)

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Phase 0 cities - The Solaris buses

Hamburg, Germany (2 buses in total)

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City Picture HRS/H2 Producer

Operation

start Type of HRS / source of H2

Nber of fillings

Kg H₂ refuelled

Aargau Carbagas (Air

Liquide) 2012

Onsite electrolyser - 100% H2 from RES (hydropower, solar & wind energy, biomass) (+ trailer delivery as backup)

5,708 82,510

Bozen Linde 2014

Onsite electrolyser - 100% H2 from RES (mix of hydropower, solar and wind energy)

(+ trailer delivery as backup)

1,240 22,259

London Air Products 2010 Trailer delivery of gaseous H2

(SMR) 5,871 99,797

Milan Linde 2013

Onsite electrolyser from the electricity grid (mix of grid, CHP, solar energy)

(+ trailer delivery as backup)

880 9,829

Oslo Air Liquide 2012

Onsite electrolyser: 100% H2 from RES (hydro power) (+ trailer delivery as backup)

3,365 68,872 SMR= Steam Methane Reforming - RES: Renewable Energy Sources; CHP: Combined Heat-and-Power

Phase 1: 4 high throughput, 350bar stations

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13 City Photo HRS/H2 producer Operation start Type of HRS / source of H₂ Nber of fillings Kg H₂ refuelled Cologne Air products 2011 Trailer delivery of gaseous H2 by-product sourced nearby (chlor alkali electrolysis) 1,275 24,622 Hamburg Linde 2012 Onsite electrolyser - H2 from RES (+ trailer delivery as backup) 1,772 28,925

Whistler Air Liquide

Canada 2009 Liquid H2 generated from hydro-electric power in Quebec, delivered to the buses in gaseous form 23,671 591,590

Phase 0: 4 high throughput, 350bar stations

Over 850 tonnes of H₂ dispensed (to end August 2015)

CHIC Emerging Conclusions

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• Introduction

• Project status

• Emerging results – achievements and challenges

• Next steps and final remarks

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Parameter Project total (incl. ICE

buses in Berlin) Phase 1 cities

Project goal for the Phase 1 cities

Total distance travelled [km] 8,352,195 2,955,949 2,750,000

Total hours on FC system [h] 425,8541 _192,949 _160,000

Average FC runtime per bus [h] 7,8861 _7,421 _6,000

Replacement of diesel fuel [litres] 4,004,139 1,206,199 500,000

Total H2 refueled [kg] 1,133,591 283,266

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

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• Introduction

• Project status

• Emerging results – achievements and challenges

• Next steps and final remarks

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• 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 duty}2

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 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}

Satisfying the demands of daily bus operation

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

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0 5 10 15 20 25 30

Jan 12 May 12 Sep 12 Jan 13 May 13 Sep 13 Jan 14 May 14 Sep 14 Jan 15 May 15

[kg

/1

00

km]

Average consumption of fuel cell electric buses

HyFLEET:CUTE range CHIC FC average consumption

CHIC FC average consumption (12m buses) CHIC goal

Shaded area indicates consumption range in HyFLEET:CUTE, 47 buses consumed between 18.4 and 29.1 kg H2/100km

• One of the most significant results of the trial program is the improvement in the fuel economy: 8kg H₂/100km app. for the 12m buses (= ~ 27l diesel) = 30% more energy

efficient than a diesel bus1 _{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

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Parameter Project total (incl. ICE

buses in Berlin) Phase 1 cities

Project goal for the Phase 1 cities

Total distance travelled [km] 8,352,195 2,955,949 2,750,000

Total hours on FC system [h] 425,8541 _192,949 _160,000

Average FC runtime per bus [h] 7,8861 _7,421 _6,000

Replacement of diesel fuel [litres] 4,004,139 1,206,199 500,000

Total H2 refueled [kg] 1,133,591 283,266

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

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• 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

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• 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

City Availability to date (Aug. 2015)

P h ase 1 Aargau > 96% Bolzano > 98% London > 98% Milan > 96% Oslo > 94% P h ase 0 Cologne > 97%

Hamburg > 93% (since Aug. 2013: > 98%)

Whistler > 98%

• However, this figure is not high enough to allow H₂to satisfy a large share of a city fleet – The

project started in summer 2015 to look at engineering solutions for depots

integrating a larger fuel cell bus fleet (50-200 buses – 1,000-5000kg H₂/day in 13 locations

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0% 20% 40% 60% 80% 100%

Jan 12 May 12 Sep 12 Jan 13 May 13 Sep 13 Jan 14 May 14 Sep 14 Jan 15 May 15

Availability of fuel cell electric buses

CHIC FC monthly availability CHIC goal

CHIC FC Phase 0 CHIC Phase 1 22

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

operational on day one, all cities partners had to face a teething period: period 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 and the fact that the supply

chain was still immature (expected to be solved with an increase in scale in the sector)

• It has to be noted that 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

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• 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

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• 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

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Staff training is a key driver of the project’s success

• Specific training sessions were foreseen in all cities at the start of the project, with regular “refresher” courses. Dedicated training sessions were developed for the following groups:

• Bus drivers: training included explanation on the technology, emergency training, procedures to follow in case of failures, bus refuelling trainings

• Maintenance training for technicians to enhance their understanding of hybrid diagnostics systems, hybrid, gas systems and high voltage trainings

• Emergency services/local fire authorities: training on risk assessment and handling of hazardous material, training for first responders

• Some cities had underestimated the training needs. As all innovative technologies, fuel cell buses require further training compared with diesel buses. Electrical skills are required on top of mechanical skills; adaptation has been easier for staff already trained on hybrid buses

• A few cities indicated that they had to rethink the shifts and allocate the driving of the fuel cell buses to specific drivers, while considering shift rotation, labour

regulations and systems of operation

• Explain to the staff that they are part of a global picture (trial taking place in other cities/countries) has proved to be useful to increase their motivation for the project

Emerging Conclusions 24

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• Introduction

• Project status

• Emerging results – achievements and challenges

• Next steps and final remarks

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• 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 local emissions, a contribution to transport decarbonisation and satisfying the travelling public and the drivers

Opportunities and next steps suggested by CHIC

• 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 (see next slide)

• Regulations on hydrogen refueling stations construction and safety need to be further

harmonised at EU and international level– Key stakeholders are working at European and international standards to simplify procedures and decrease costs

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Next steps for the commercialisation of fuel cell buses in Europe – a coalition mobilised

• The FCH JU is developing a commercialisation approach for FC buses: A coalition ofindustry and public stakeholders has been established (incl. most of the CHIC cities), in order to identify the required

number of FC buses to be deployed to bridge the gap towards commercialisation by reaching scale effects and reducing current costs.

• The coalition currently plans to implement large-scale demonstration projects with a total of approximately 300/400 FC buses in Europe by 2020.

Strong committments

Source: FCH JU study: ”fuel cell electric buses: Potential for Sustainable Public Transport in Europe”, Sept. 2015

35 locations participating in the coalition

• 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

• 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

• The study results were published in Sept. 2015 (see next slide)

Signing ceremony LoU bus OEMs, 12/11/2014

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Next steps for the commercialisation of fuel cell buses in Europe – the costs projection

Cost projections for fuel cell buses are expected to decrease significantly by 2030

Source: FCH JU study: ”fuel cell electric buses: Potential for Sustainable Public Transport in Europe”, Sept. 2015

• In addition, a supportive regulatory

framework for fuel taxation would support fuel cell bus commercialisation

• The full study is available on the CHIC website (under publications)

However:

• 2 scenarios envisaged : FC systems developed specifically for use in heavy-duty vehicles (“heavy-heavy-duty pathway”) or FC systems developed for FC cars and adapted to buses (“automotive

pathway”).

• Heavy duty pathway: the overall costs for FC buses are expected to decrease to a cost premium of 11-18% compared to diesel buses in 2030

• Automotive pathway: the costs for FC buses are expected to decrease even further, the FC bus purchasing price could reach the range of current diesel hybrid buses (~350,000-320,000 €)

Comparison price development and TCO of standard FC buses for different powertrain options and technology pathways (in 1‚000€)

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Next steps for the commercialisation of fuel cell buses in Europe – the joint procurement strategy

• The European coordination of the project is led by Element Energy (also the UK cluster coordinator), and includes

partners to coordinate cluster activities across Europe:

‒ France – Hydrogène de France

‒ Germany – ee energy engineers & hySOLUTIONS

‒ Netherlands – Rebel Group & Twynstra Gudde

‒ Northern Europe – Latvian Academy of Sciences

‒ UK – Element Energy

Source: Element Energy

• As a follow-up to the study activities, a project has started, with the aim to unlock the market potential of fuel cell buses by bringing down the costs, looking in detail at match funding,

technical specifications and joint procurement. For this purpose, 5 clusters have been identified across Europe

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Thank you for your attention

www.chic-project.eu

Email: [email protected] @CHIC project

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Back-up slides: main components of fuel cell buses

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Component Specifications Fuel cell system 120 kW (2

modules) Battery system 250 kW (Li-ion) Supercapacitor system --Energy recuperation system Wheel-hub motor H₂storage system 7 tanks, 350bar ~ 35 kg

Phase 1 cities – the EvoBus buses

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Component Specifications Fuel cell system 150 kW (1 module) (rated peak output) Battery system 100 kW (Li-ion) Supercapacitor system --Energy recuperation system Brake resistors (2 units, 60kW each) H₂storage system 7 tanks, 350bar ~ 35 kg

Phase 0 and Phase 1 cities – the Van Hool buses

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 Deployed in London

Component Specifications Fuel cell system 75 kW (1 module) (rated peak output) Battery system --Supercapacitor system 240 kW (rated peak power) Energy recuperation system Brake resistors H₂storage system 4 tanks, 350bar ~ 33 kg Phase 1 cities – the Wrightbus buses

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The Solaris buses – 18.75 m buses

Component Specifications Fuel cell system 100 kW (1 module) (rated peak output) Battery system 120 kW (Li-ion) Supercapacitor system ---Energy recuperation system Central electric motor H₂storage system 9 tanks, 350bar ~ 45 kg Fuel cell Hydrogen storage Battery Electric motor  Deployed in Hamburg