NewBusFuel: Recommendations for Large Scale Hydrogen Refuelling

Transcription

1 SSB 2013 Hydrogenics 2014 Siemens 2013 McPhy, 2011 Linde 2012 Linde 2012 ITM Power 2014 Air Products 2014 Transport for London 2013 Aberdeen Hydrogen Transport Summit NewBusFuel: Recommendations for Large Scale Hydrogen Refuelling HyCloCity 2015 Dr. Benjamin Reuter Dr. Michael Faltenbacher Aberdeen, March 15, 2017

2 NewBusFuel Short Introduction Resolving the knowledge gap for establishment of large scale hydrogen refuelling infrastructure for fuel cell buses Key challenges: Scale: throughputs in excess of 2,000 kg H 2 /day Reliability: close to 100% reliability to refuel Refuelling time: time window for refuelling usually only 4 6 hours/day Footprint: limited space availability in urban bus depots Storage demand: need for multi-day storage (usually >2 t H 2 ) Business models: novel partnerships between suppliers and bus operators General approach: Bringing together experts from hydrogen fuelling station providers, equipment suppliers and bus operators 15/03/2017 2

3 NewBusFuel Locations and partners 13 design studies in 12 cities in 7 countries 4 cities new to H 2 /FC technology Considered technologies 15/03/2017 3

4 NewBusFuel Aim of our work Capture key lessons learned from the individual design studies Approach: aggregate and anonymise information and data collected from each study to produce two public guidance documents A B Guidance Document on Large Scale Bus Refuelling Target audience: bus operators / transport agencies, specifically project managers tasked to set up an HRS Provides insight on learning and know-how created as well as indicative quantitative values for design parameters from the design studies High-Level Techno-Economic Summary Report Analysis of the project results Deriving recommendations for three stakeholder groups: bus operators, policy makers and industry 15/03/2017 4

5 NewBusFuel Structure of this presentation A. Guidance Document on Large Scale Bus Refuelling 1. Recommended framework 2. Technical aspects 3. Economic aspects 4. Environmental aspects 5. Summary B. High-Level Techno-Economic Summary Report 1. Technical analysis 2. Economic assessment 3. Recommendations for three stakeholder groups 15/03/2017 5

6 A. Guidance Document on Large Scale Bus Refuelling 15/03/2017 6

7 A.1 Recommended framework Tackling the complexity HRS projects can become complex They involve many stakeholders Need to address several (potentially conflicting) goals subject to different constraints, e.g. limited footprint at site, RCS, This complexity is a potential barrier for bus operators and transport agencies Structured framework provides assistance for efficient HRS project implementation 15/03/2017 7

8 A.2 Technical aspects in NBF HRS concepts 2 states of H 2 supply: - gaseous (GH 2 ) or - liquid (LH 2 ) On-board storage in bus always as GH 2 3 main supply routes 4 compression + storage concepts 15/03/2017 8

9 A.2 Technical aspects in NBF Determination of hydrogen demand Hydrogen demand is the most fundamental parameter for HRS design Data and indicative values for the different design parameters from NBF design studies give guidance and enable first quantitative estimations e.g. on H 2 demand 15/03/2017 9

10 A.2 Technical aspects in NBF HRS footprint Space constraints for the HRS at the bus depot can be crucial 4,000 HRS footprint depends on 2,000 Deployed technology RCS 3,000 6,000 Height of components Capacity dependent indication on HRS footprints is provided in the guidance document 4,000 Example: HRS 3 t H 2 /d for H2 delivery ~ 30% smaller compared to on-site H 2 production 2,000 3,000 6,000 15/03/

11 A.2 Technical aspects in NBF Electric power supply On-site electrolysis requires large capacity for electric power supply e.g. for 120 FC 25 kg H 2 /d > 12 MW power demand for on-site electrolysis and compression Electric power demand may exceed capacity of the low voltage distribution network connection at medium voltage, e.g. >10 kv, >20 kv, or even at 110 kv at elevated H 2 production volume (> 6 t) may be required Source: wikipedia 15/03/

12 A.3 Economic aspects in NBF On-site electrolysis: OPEX Electricity price varies significantly across Europe: 4-9 Cents/kWh for industry 100 GWh/ year* Country specific taxes and levies may have a large influence of up to 50 % Electricity prices of ~ 6 cents/kwh for large industrial consumers are possible Source: CREG, 2016 * on-site H 2 production with 3 t H 2 /d requires ~ 65 GWh/yr 15/03/

13 A.3 Economic aspects in NBF On-site electrolysis: CAPEX ,000 6,000 H 2 production using an electrolyser requires a significant investment At the same time per kg H 2 dispensed, CAPEX contribution is rather small (see following slides) 15/03/

14 A.3 Economic aspects in NBF On-site steam reforming: OPEX Natural gas prices also vary quite significantly in the range of Cents/kWh (large industry 100 GWh/yr*) 2 Country specific taxes and levies also play a role for natural gas (up to 40%) 1 With Natural gas prices of below 3 Cents/kWh it is significantly cheaper than electricity (per energy) Source: CREG, 2016 * on-site H 2 production with 3 t H 2 /d requires ~ 53 GWh natural gas/yr 15/03/

15 A.3 Economic aspects in NBF On-site production: CAPEX ,000 6,000 High overall investment (both for on-site electrolysis and steam reforming) Assumed lifetime of components 20 years, electrolyser: 1 stack change 15/03/

16 A.3 Economic aspects in NBF HRS with on-site H 2 production CAPEX HRS OPEX elec. for electrolysis and compression CAPEX HRS OPEX NG OPEX maintenance + elec. compression OPEX maintenance In general, H 2 from steam reforming of natural is cheaper than from electrolysis using grid electricity 15/03/

17 A.4 Environmental aspects in NBF HRS with on-site H 2 electrolysis GHG from electricity production (kg CO 2 -eq/kwh) GHG from H 2 electrolysis + compression (kg CO 2 -eq/kg H 2 ) CertifHy Low-GHGemissions H 2 : 4.4 kg CO 2 e/ kg H 2 (w/o compression) compression electrolysis GHG emissions (GWP) of H 2 from electrolysis depend on the electricity mix Average electricity mix in most countries leads to high GWP of H 2 electrolysis Using electricity from renewable sources decreases the GWP significantly (by 93-98%) 15/03/

18 A.4 Environmental aspects in NBF HRS with on-site H 2 steam reforming GHG from H 2 steam reforming + compression (kg CO 2 -eq/kg H 2 ) GWP of H 2 from stream reforming below that of electrolysis (- 50 % for EU) Country specific natural gas supply of minor importance for GWP Using biomethane reduces the GWP significantly, especially with electricity from renewable energies for hydrogen compression Higher GWP for H 2 from biomethane (by factor ~2) compared to H 2 via electrolysis using electricity from renewable energies compression EU-28 BE DE ES UK IT LV NO bio-ch4 + electr. Mix steam reforming bio-ch4 + hydro power CertifHy Low-GHGemissions H 2 : 4.4 kg CO 2 e/ kg H 2 (w/o compression) 15/03/

19 A.4 Environmental aspects in NBF HRS with H 2 delivery GHG from off-site H 2 production, liquefaction and compression (kg CO 2 -eq/kg H 2 ) CertifHy benchmark value (H 2 from nat. gas st. reforming): 10.9 kg CO 2 e/ kg H 2 (w/o compression) CertifHy Low-GHGemissions H 2 : 4.4 kg CO 2 e/ kg H 2 (w/o compression) GWP related to off-site production of H 2 depends on H 2 source (and allocation methodology) The liquefaction or compression contribute significantly to the overall GWP of H 2 refuelling 15/03/

20 A Guidance document Summary HRS design, operation, business model need to be chosen individually for each HRS bus operator, authorities, infrastructure supplier need to cooperate for finding the ideal solution recommended framework helps to approach the relevant questions provided indicative values for the different design parameters help to get a first idea about the requirements and options for the future HRS more information in the Guidance Document on Large Scale Hydrogen Bus Refuelling 15/03/

21 HRS examples from NBF On-site H 2 generation I HRS with on-site electrolysis and a maximum daily capacity of 6 t H 2 /d 1 t H 2 /d supplies 40 FC 25 kg H 2 /d Source: WSW/Hydrogenics 15/03/

22 HRS examples from NBF On-site H 2 generation II HRS with both on-site electrolysis and onsite steam reforming with a daily capacity of 3 t H 2 /d 1 t H 2 /d supplies 40 FC 25 kg H 2 /d Source: Abengoa Innovación 15/03/

23 HRS examples from NBF H 2 delivery HRS using LH 2 delivery with a daily capacity of 2.25 t H 2 /d 1 t H 2 /d supplies 40 FC 25 kg H 2 /d Source: Linde 15/03/

24 B. High-Level Techno- Economic Summary Report 15/03/

25 B.1 Technical analysis Range of requirements NewBusFuel: 12 cities with individual requirements and constraints Bus service characteristics Topography and climate conditions Energy prices, taxes and levies Space constraints at bus depot RCS Political support For all design studies, solutions were developed with components and technologies that were achieved today 15/03/

26 B.2 Economic analysis Target cost and achieved cost H 2 target cost range 4 6 /kg H 2 for most studies was achieved by three studies with different HRS concepts higher H 2 cost tolerable with increasing fuel efficiency of FC bus, i.e. lower H 2 consumption use of renewable energy carriers likely leads to higher H 2 cost H 2 target cost range 15/03/

27 B.3 Recommendations Stakeholder Groups Recommendations derived for three stakeholder groups 1. Bus operators and transport authorities 2. Policy makers 3. Industry 15/03/

28 B.3 Recommendations Bus operators: Overview Take into account the fundamental differences between H 2 and diesel refuelling Provide flexibility for HRS design and its operation 15/03/

29 B.3 Recommendations Bus operators: Consider differences between diesel and H 2 and provide flexibility to HRS design Preconceived ideas derived from experience with diesel may be misleading need to be set aside and a new mind set brought to play A key difference is e.g. state of fuel and pressure level necessary for refuelling (GH 2 vs. LH 2, need for compression, storage demand etc.) Maintain sufficient flexibility for HRS design development and its operation, especially with regard to organisational framework and extension strategy, instead of specifying technical and financial parameters that are too rigid Allows development of innovative and unconventional solutions Likely benefit for technical performance and costs 15/03/

30 B.3 Recommendations Bus operators: Overview Take into account the fundamental differences between H 2 and diesel refuelling Provide flexibility for HRS design and its operation Establish an appropriate initial fleet size Ensure infrastructure sizing and procurement is adequately linked to growing bus fleet Chose a modular HRS design 15/03/

31 B.3 Recommendations Bus operators: Fleet and HRS size Low utilization of the HRS infrastructure leads to high CAPEX contribution Establish an appropriate initial fleet size Ensure infrastructure sizing and procurement is adequately linked to growing bus fleet 15/03/

32 B.3 Recommendations Bus operators: Overview Take into account the fundamental differences between H 2 and diesel refuelling Provide flexibility for HRS design and its operation Establish an appropriate initial fleet size Ensure infrastructure sizing and procurement is adequately linked to growing bus fleet Chose a modular HRS design Find appropriate balance between reliability and cost 15/03/

33 B.3 Recommendations Bus operators: Balance between reliability and cost Reliability High refuelling reliability is required by all bus operators (daily refuelling window(s) as basis) Common but cost intensive approaches for refuelling reliability: n+1 redundancy H 2 storage capacity More cost-efficient measures: Stocking critical spare parts Quick response of trained staff Enforcement via contractual framework Modularity creates redundancy for larger HRS Ø 2.9 days Ø 2.1 days 15/03/

34 B.3 Recommendations Bus operators: Overview Take into account the fundamental differences between H 2 and diesel refuelling Provide flexibility for HRS design and its operation Establish an appropriate initial fleet size Ensure infrastructure sizing and procurement is adequately linked to growing bus fleet Chose a modular HRS design Find appropriate balance between reliability and cost Put effort into reducing OPEX Try to collaborate with other bus operators for joint procurement of buses and HRS infrastructure Confirm procurement process (RFI, RFT etc.) 15/03/

35 B.3 Recommendations Policy makers: Overview Reduce taxes and levies for electricity used for hydrogen production 15/03/

36 B.3 Recommendations Policy makers: Taxes and levies for electricity For cost competitive production of H 2 using electrolysis, access to cheap (green) electricity is crucial Revising the additional cost incurred by taxes and levies to decrease cost of H 2 produced by electrolysis Source: CREG, /03/

37 B.3 Recommendations Policy makers: Overview Reduce taxes and levies for electricity used for hydrogen production Extend local air quality regulations and support bus operators during the transition 15/03/

38 B.3 Recommendations Policy makers: Local air quality regulations Imposing and enforcing stricter air quality regulations: NO X and PM Demand for using Zero Emission Vehicle Technologies Consistent regulatory framework that considers e.g. societal costs and that imposes e.g. penalties and/ or (partial) bans on polluting conventional vehicle technologies Support bus operators during the required transition, e.g. through financial or organisational resources 15/03/

39 B.3 Recommendations Policy makers: Overview Reduce taxes and levies for electricity used for hydrogen production Extend local air quality regulations and support bus operators during the transition Set a regulatory framework that allows hydrogen to participate in grid balancing services Harmonise RCS within EU 15/03/

40 B.3 Recommendations Suppliers: Overview Improve current technologies and develop new solutions 15/03/

41 B.3 Recommendations HRS Suppliers: Improvements and new developments Further cost reductions required CAPEX: - Larger production volume for components - Standardization of HRS components and modules OPEX: - Higher efficiency - Higher reliability OPEX OPEX maintenance OPEX electricity for electrolysis and compression CAPEX CAPEX HRS 15/03/

42 B.3 Recommendations Suppliers: Overview Improve current technologies and develop new solutions Commit to 350 bar technology 15/03/

43 B.3 Recommendations Vehicle OEMs: Commit to 350 bar technology Idea: using 700 bar components from H 2 cars in H 2 buses and infrastructure ideally reduces cost due to higher production volumes But: Buses are less space constrained, current H 2 capacities provide sufficient range for common bus operation (see CHIC, HyTransit, High V.LO-City, NBF) 700 bar level requires more energy for compression ( higher OPEX) 700 bar level require H 2 precooling and communication between vehicle and HRS ( higher CAPEX & OPEX) Higher HRS complexity may diminish reliability For highly utilised vehicles such as public transport buses, low fuel cost is essential Commit to 350 bar technology, any uncertainty regarding is a barrier for further development and deployment 15/03/

44 B.3 Recommendations Suppliers: Overview Improve current technologies and develop new solutions Commit to 350 bar technology Develop suitable business models and contractual frameworks Review H 2 quality requirements for fuel cell buses 15/03/

45 B Summary report Summary Techno-economic assessment of NewBusFuel design studies for decision makers Recommendations for improving technical solutions as well as economic performance addressing three relevant stakeholder groups bus operators policy makers HRS infrastructure suppliers More information and more recommendations can be found in the High-Level Techno- Economic Project Summary Report 15/03/

46 NewBusFuel Dissemination Both documents downloadable at: Both documents as hard copies available here 15/03/

47 Thank you for your attention and to the partners in the NewBusFuel project for the great collaboration! Dr. Benjamin Reuter Phone: Dr. Michael Faltenbacher Phone: Hauptstr Leinfelden-Echterdingen Germany Phone: Fax: