Presentation of emerging conclusions
(Grant agreement No: 256848)
3Emotion - Oct 2015
• Introduction
• Project status
• Emerging results – achievements and issues
• Next steps and final remarks
CHIC Emerging Conclusions 2
CONTENTS
56 Fuel cell buses manufactured by 6 different bus OEMs in 9 different cities
85
5
4 EvoBus
London - 8 Wrightbus
2 APTS/PhileasCologne
2 Van Hool
Aarau - 5 EvoBus
Bolzano - 5 EvoBus
Oslo - 5 Van Hool
Co-funded by the FCH-JU
Co-funded by other programmes
Milan - 3 EvoBus
2 Solaris
20 New Flyer inWhisltler
Hamburg
CHIC Emerging Conclusions 4
2010 2011 20122009 2013-03/2014
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, Milano
NewFlyer Wrightbus APTS,
EvoBus
EvoBus,
Van Hool
EvoBus,
Wrightbus
Fuel cells buses - deployment timeline
Note that two more fuel cells buses have been ordered in Hamburg, from a 6th manufacturerNote that four ICE-hydrogen buses (from a 7th manufacturer) are operated in Berlin1 The 20 fuel cell buses in Whistler (Canada) have ended their planned operation time on 31 March 2014
Cologne, Hamburg
Van Hool,
Solaris
04/2014To date
36 FC buses1
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/regional-funded fuel cell bus projects:
Karlsruhe * – 2 FC busesStuttgart * – 4 FC buses
The CHIC project is the first of a number of European bus demonstrations - 83 FC buses will soon be in 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
In operation
Legend:
* Co-financed by regional/national funding sources
Last update: 04/02/2015
Planned for operation
CHIC countries
83 fuel cell buses in operation or about to start operation
CHIC Emerging Conclusions 6
Phase 1 cities – the EvoBus buses
Fuel cell buses in Bozen/Bolzano (5 buses in total)
Fuel cell Postbus in Aarau (5 buses in total)Fuel cell bus in Milan (3 buses in total)
Fuel cell buses in Oslo (5 buses in total)
CHIC Emerging Conclusions 7
Phase 0 and Phase 1 cities – the Van Hool buses
Fuel cell bus in Cologne (2 buses in total)
Fuel cell buses in London (8 in total)
CHIC Emerging Conclusions 8
Phase 1 cities – the Wrightbus buses
Component Specifications
Fuel cell system
150 kW (1 module)
(rated peak output)
Battery system100 kW(Li-ion)
Supercapacitor system
--
Energy recuperation
system
Brake resistors(2 units, 60kW
each)
H2 storage system
7 tanks, 350bar~ 35 kg
CHIC Emerging Conclusions 9
Phase 0 and Phase 1 cities – the Van Hool buses
Deployed in Oslo and Cologne (18m)
City PictureHRS/H2
ProducerOperation
startType of HRS / source of H2
Nber of
fillings
Kg H2
refuelled
AargauCarbagas (Air Liquide)
2012Onsite electrolyser
(+ trailer delivery as backup)5,565 80,766
Bozen Linde 2014Onsite electrolyser
(+ trailer delivery as backup)1,161 20,784
London Air Products 2010Trailer delivery of gaseous H2 (SMR)
5,680 96,601
Milan Linde 2013Onsite electrolyser
(+ trailer delivery as backup)850 9,656
Oslo Air Liquide 2012Onsite electrolyser
(+ trailer delivery as backup)2,930* 60,496*
SMR= Steam Methane Reforming - * data from April 2015
Phase 1: 4 high throughput, 350bar stations
over 259 tonnes of H2 dispensed (to end July 2015)
11
City PhotoHRS/H2
producerOperation
startType of HRS / source of H2
Nber of fillings
Kg H2
refuelled
CologneAir products
2011
Trailer delivery of gaseous H2 by-product sourced nearby
1,246 24,088
Hamburg Linde 2012
Onsite electrolyser
(+ trailer delivery as backup)
1,712 27,914
WhistlerAir Liquide Canada
2009 Delivered liquid 23,671 591,590
Phase 0: 4 high throughput, 350bar stations
Over 848 tonnes of H2 dispensed (to end July 2015)
CHIC Emerging Conclusions
• Introduction
• Project status
• Emerging results – achievements and issues
• Next steps and final remarks
CHIC Emerging Conclusions 12
CONTENTS
ParameterProject 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] 416,5921 184,469 160,000
Average FC runtime per bus [h] 7,7151 7,095 6,000
Replacement of diesel fuel [litres] 4,137,412 1,054,210 500,000
Total H2 refueled [kg] 1,117,083 268,303
CHIC Emerging Conclusions 13
Overall project snapshot: all technical targets have been achieved (to end July 2015)
1 This figure does not include the ICE buses in Berlin
• Introduction
• Project status
• Emerging results – achievements and issues
• Next steps and final remarks
CHIC Emerging Conclusions 14
CONTENTS
• 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
CHIC Emerging Conclusions 15
City Range1 Daily duty2
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 consumption2 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 less < 200 km, where buses were forced to operate in half day shifts before fuelling.
CHIC Emerging Conclusions 16
• One of the most significant results of the trial program is the improvement in the fuel
economy: 9kg H2/100km 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
Dramatic fuel economy improvements
Average consumption fuel cell electric buses
• 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
CHIC Emerging Conclusions 17
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
Whistler 20 minutes 10 minutes
• 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
CHIC Emerging Conclusions 18
High station availability
1preliminary figure - * Dec 2014
City Availability to date*
Ph
ase
1
Aargau > 96%
Bolzano >98%
Londres > 98%
Milan > 94%
Oslo > 94%
Ph
ase
0 Cologne > 97%
Hambourg > 92% (since Aug. 2013: > 98%)
Whistler > 98%
• However, this figure is not high enough to allow H2 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 (50-200 buses)
19
• 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: After having faced teething issues, most of the Phase 1 cities are reaching the project target
1st half 2014 –availability upgrade program
Availability of fuel cell electric buses
Improving bus availability – ex. of corrective measures
• Examples of components failures, corrective measures being implemented within an agreed deadline
CHIC Emerging Conclusions 20
Problem (non-exhaustive list) Corrective solution Implementation timeline
Oil level sensoring on the air pressure compressor generates a yellow fault message
- Replacement of air pressure compressor (latest generation) - Installation of new software for the flexible programmable control unit
Start 2.quarter 2014.Completion in Dec. 2014
High voltage fuses mechanically triggeredReplace of all fuses within the scope of the scheduled maintenance
Anchored within maintenance schedule (6 Monthly Service)
Shut down of a Fuel cell-system generates a yellow fault message
Implementation of a light messaging system for the driver when a fuel cell system shuts down
Implemented in June 2014.Completed August 2014
Temperature difference during the warm up phase of the high temperature cooling circuit generates a yellow fault message
Reduction of the temperature difference in the high temperature-circuit. New Software programme for the cooling parameters between the two circuits
Implemented in June 2014.Completed July 2014
Failure DC/DC-converterdevelopment of a new converter generation, defective converters will be exchanged immediately
Implemented March 2014.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
• 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:
oWhistler, London, Oslo, Aarau, Milan (2010-13( – all experienced teething periods
over 18 months
oMore recent deployments in Cologne, Aberdeen, (Van Hool) and Bozen (2013-4)
have seen this shorten to <6 months21
Teething periods have been shortening during the project
• 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
22
• 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
• Introduction
• Project status
• Emerging results – achievements and issues
• Next steps and final remarks
CHIC Emerging Conclusions 23
CONTENTS
• 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
Opportunities and next steps suggested by CHIC
‒ 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
CHIC Emerging Conclusions 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:
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
TSC = Total Servicing Cost = Total Cost of Ownership plus diesel bus replacement cost due if lower availability of FC buses creates problem
Total servicing cost developments scenarios EUR/km solo bus
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)
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
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
35 locations participating in the coalition
Source: FCH JU study: ”fuel cell electric buses: Potential for Sustainable Public Transport in Europe”
Signing ceremony LoU bus OEMs, 12/11/2014
• Demonstration phase lasts from 2010 to 2016
• €25.88 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
28
Overview of the project
1 As part of the High V.LO-City, Hytransit and 3Emotion projects
CHIC Emerging Conclusions
Component Specifications
Fuel cell system120 kW (2 modules)
Battery system250 kW(Li-ion)
Supercapacitorsystem
--
Energy recuperation
system
Wheel-hub motor
H2 storage system
7 tanks, 350bar~ 35 kg
CHIC Emerging Conclusions 29
Phase 1 cities – the EvoBus buses
Deployed in Aarau, Bolzano and Milan
Component Specifications
Fuel cell system
150 kW (1 module)
(rated peak output)
Battery system100 kW(Li-ion)
Supercapacitorsystem
--
Energy recuperation
system
Brake resistors(2 units, 60kW
each)
H2 storage system
7 tanks, 350bar~ 35 kg
CHIC Emerging Conclusions 30
Phase 0 and Phase 1 cities – the Van Hool buses
Deployed in Oslo and Cologne
Deployed in London
CHIC Emerging Conclusions 31
Component Specifications
Fuel cell system
75 kW (1 module)(rated peak
output)
Battery system --
Supercapacitorsystem
240 kW (rated peak
power)
Energy recuperation
systemBrake resistors
H2 storage system
4 tanks, 350bar~ 33 kg
Phase 1 cities – the Wrightbus buses
London
Oslo
Hamburg
Aachen
WuppertalCologne Region
Aberdeen
South Holland
Province
Riga
Rotterdam
North East England Region
Imperia Province
Regione Lazio/Rome
Münster
Stuttgart
Bolzano/Bozen
MainzAgglomératio
n Havraise
Dole
Grenoble-Region
Belfort
Flanders
Dundee
Birmingham
Perth/Kinross
Switzerland
Torres Vedras
Potsdam
Inverness/Highland Council
Berlin
Cost - The bus commercialisation study approach is intended to tackle the cost barrier (scale + policy)
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
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
Locations participating in the coalition
Source: FCH-JU study: ”fuel cell electric buses: Potential for Sustainable Public Transport in Europe”