Report

www.cep-berlin.de Report 2002-2007

2 Foreword 3 Foreword Just imagine A groundbreaking project began with these words four years ago. It focused on a vision of a new kind of mobility designed to be sustainable and emission-free responsible. It aimed at providing our society with the freedom it needs for global cooperation and also meet the challenges of future business and political developments. In order to allow this vision to become reality, vehicle manufacturers, energy suppliers and the German Federal Government formed the Clean Energy Partnership (CEP) in 2003 in line with the recommendations of the Transport Energy Strategy (VES). Our joint aim is to carry out tests and provide evidence to see whether hydrogen can fit into existing systems and be used as a fuel of the future. A great deal has happened since then. The hydrogen demonstration project in Berlin is one of the largest in the world. What we have achieved so far is a fleet of 17 hydrogen cars from different manufacturers in customer hands, two integrated hydrogen fuelling stations to which the public has access, buses operating within a public transit system and links to the European HyFLEET:CUTE project. Many visitors from Germany and further away are proving that the CEP has already become a showcase for hydrogen technology and it has attracted a great deal of respect. New partners have joined the scheme; eleven companies are now involved in the CEP.This would not have been possible without significant support from the German Federal Govern- ment and the leading role played by the Federal Ministry of Transport, Building and Urban Affairs. We would like to express our heartfelt gratitude at this point. The Clean Energy Partnership is entering a new phase by the second half of 2008. The National Organization for Hydrogen and Fuel Cells (NOW) will probably back the CEP as a lighthouse project within the National Hydrogen and Fuel Cell Technology Innovation Program (NIP). Shell and the Hamburg public transport company Hamburger Hochbahn will have joined the Clean Energy Partnership in May. And consideration is being given to establishing the first transport corridor with integrated hydrogen infrastructure between Berlin and Hamburg. This report on the first phase of the Clean Energy Partnership project shows you the most important milestones along the pathway from a joint vision to the real world. Emission-free mobility with hydrogen we have already covered a good deal of ground.we look forward to treading this path together in the future. Yours truly, Spokesmen for the CEP Steering Committee Dr. Klaus Bonhoff Patrick Schnell

4 Contents 5 Contents 1 Foreword 3 2 Summary 6 3 List of Abbreviations 8 4 An Overview of the CEP 9 5.1 Our Goals 9 5.2 and What We Have Achieved 9 5.3 The Consortium 10 5 The CEP in Facts and Figures 13 6 The CEP 2003-2007: Five Years of Mobility with Hydrogen 14 6.1 Refuelling with Hydrogen 14 6.1.1 Berlin Messedamm: One of the World s First Fully Integrated Public Hydrogen Fuelling Stations Starts Business 15 6.1.2 Berlin Heerstrasse: Energy-Optimized Refuelling 25 6.1.3 LH 2 Boil-Off 29 6.2 Driving with Hydrogen 31 6.2.1 En Route: The Berlin Public Transit System Successfully Uses Hydrogen-Powered Buses on Local Passenger Routes 38 6.2.2 Reliable Mobility: The CEP Service Stations 39 6.3 Hydrogen: A Safe Fuel 40 6.4 Discovering More about Hydrogen 41 7 The CEP after 2007 42 Visit by a Chinese delegation with Prof. Shi Dinghuan, Member of the Senior Staff on the State Council and General Secretary (retired) of the Ministry of Science and Technology (MOST) of the People s Republic of China in April 2005 Doreen Krüger, Manager of the CEP TOTAL fuelling station, and TOTAL Area Manager Uwe Wolfenstätter in March 2006, TOTAL The former Federal Minister of Transport Dr. Manfred Stolpe when the CEP Aral fuelling station was opened on Messedamm in November 2004

6 Summary Summary 7 2 Summary The Clean Energy Partnership (CEP) is an international consortium involving during its first phase from 2003 till 2007 the following companies: Aral, BMW, the Berlin Public Transport Company (BVG), Daimler AG, Ford,GM/Opel, StatoilHydro, Linde, TOTAL, Vattenfall Europe and Volkswagen AG. Its goal is to demonstrate that the energy carrier hydrogen can be used as a fuel in vehicles in everyday situations and it aims to test the infrastructure for fuelling vehicles. The first phase of the Clean Energy Partnership finished on 31 December 2007.This report provides an initial comprehensive overview of the project results that have been achieved so far. In addition, it outlines the technical, political and organizational or logistic goals of the partnership, which has set a target of preparing the market for the arrival of hydrogen-powered vehicles by 2016. The Berlin hydrogen demonstration project is one of the most significant projects of its kind in the world for testing hydrogen as a fuel in a road transport context. It is the largest project in Europe demonstrating the use of hydrogen as a fuel in an everyday transportation environment. Berlin has two fuelling stations so that the approx. 17 cars driven by customers can refuel on a daily basis. The CEP is testing three different hydrogen production systems and two different types of hydrogen fuel. The CEP started its demonstration work by opening a hydrogen fuelling station that is fully integrated in a normal public fuelling station on Messedamm in Berlin in 2004. Electrolysis has been used at the Aral fuelling station to produce hydrogen from water since then and it is stored in compressed gas form. Liquid hydrogen is supplied at very low temperatures and is stored in a separate tank. The hydrogen is used by vehicles with an internal combustion engine or a fuel cell drive system. TOTAL opened the second CEP hydrogen filling station in Berlin-Spandau in March 2006. The hydrogen plant, which has been included in a conventional TOTAL fuelling station, provides liquid and gaseous hydrogen for cars and buses. This fuelling station also forms a link with the HyFLEET:CUTE European Hydrogen Project; the Berlin Public Transport Company (BVG) will be testing 14 hydrogen buses on normal passenger operations within this project until September 2009. The CEP is part of the National Sustainability Strategy and is being supported by the German Federal Government. The National Sustainability Strategy aims to demonstrate forward-looking technologies and pinpoint the technical and economic conditions for using alternative fuels for road transportation. One major issue involves providing evidence of the positive effects on the environment. This is why the hydrogen is produced using energy from renewable sources as far as possible. This means that virtually no pollutants or greenhouse gas emissions are produced in the hydrogen cycle from its production to its use. From 2008 onward the Clean Energy Partnership will turn into a true European lighthouse project, not only to become perhaps the largest project in hydrogen transportation in Europe, but also the most complex. Apart from Berlin, hydrogen activities in Hamburg are included into the project. Currently a number of new fuelling stations are planned for 2009, two in Berlin and one in Hamburg. In the longer run new fuelling stations for quite a significant number of busses both in Berlin and Hamburg will be erected.there are plans for a hydrogen corridor between Berlin and Hamburg and thus the CEP becomes the most significant central European hub for hydrogen in transportation with links to the neighbouring Scandinavian Hydrogen Highway project planned in the north. The twelve companies in the partnership from May 2008 onward the Berlin Public Transport Company BVG, BMW, Daimler, Ford, GM/Opel, the Hamburg Public Transport Company Hamburger Hochbahn,Linde,Shell, StatoilHydro,TOTAL,Vattenfall Europe und Volkswagen Group comprise five automotive companies with production facilities in Germany, three of the world s largest integrated oil and gas companies, one significant German energy provider, world leading companies within hydrogen production and infrastructure and two of Germany's largest public transport companies. Opening of the CEP TOTAL fuelling station on Heerstrasse in Berlin in March 2006, TOTAL Celebration to mark 20 Years of the Federal Ministry for the Environment with Federal Environment Minister Sigmar Gabriel and Albrecht Jungk, BMW Group in June 2006 Opening of the CEP Aral fuelling station on Messedamm with Deputy Economics Minister Georg Wilhelm Adamowitsch and Federal Minister of Transport Dr. Manfred Stolpe Visit by a Chinese delegation with Prof. Shi Dinghuan, Member of the Senior Staff on the State Council and General Secretary (retired) of the Ministry of Science and Technology (MOST) of the People s Republic of China in April 2005 April 2006: Visit by Günter Verheugen, EU Commissioner for Enterprise and Industry Dominique Perben, the French Minister of Transportation and Infrastructure, Wolfgang Tiefensee, the Federal Minister of Transport, Building and Urban Affairs, and Andreas Sturmowski, CEO of the BVG, at the opening of the CEP TOTAL fuelling station in Berlin in March 2006. The CEP becomes a site in the Land of Ideas project: The presentation of the prize by Thomas Wacker, Director of Global Banking, Deutsche Bank Berlin, to Patrick Schnell, Manager of Sustainable Developments/New Energies at TOTAL Journalists trip to the country holding the rotating presidency of the EU: Karin Roth,Parliamentary Secretary of State at the Federal Ministry of Transport, Building and Urban Affairs, provides information about mobility in the future.

8 List of Abbreviations An Overview of the CEP 9 3 List of Abbreviations 4 An Overview of the CEP BMVBS Federal Ministry of Transport, Building and Urban Affairs BSR Berlin Sanitation Department BVG Berlin Public Transport Company CEP Clean Energy Partnership CGH 2 Compressed gaseous hydrogen EU European Union FC Fuel cell GH 2 Gaseous hydrogen H 2 Hydrogen HP High pressure HyFLEET:CUTE EU Hydrogen Project (2006-2009) LH 2 Liquid hydrogen LP Low pressure LPG Liquefied petroleum gas (the LPG used in this project is pure propane) MoU Memorandum of Understanding MP Medium pressure NIP National Hydrogen and Fuel Cell Technology Innovation Program Nm 3 Standard cubic meter NOW National Organization for Hydrogen and Fuel Cells VES Transport Energy Strategy 4.1 Our Goals With its roots in the Transport Energy Strategy (VES) 1,the Clean Energy Partnership has set itself the goal of being the first body to provide comprehensive evidence that it is possible for normal customers to safely use hydrogen for road transportation and that even the limited renewable energy sources available to us at the moment can be used to produce this fuel. The project aims to clearly identify and eliminate any obstacles to commercialization by the start of the widespread market launch, which experts currently believe will be 2015. 4.2 and What We Have Achieved All the project activities were implemented in Berlin during the first phase of the project (2002-2007). The opening of a public hydrogen fuelling station at the end of 2004 provided the public at large including people from abroad with an opportunity to catch a glimpse of the forward-looking innovations in fuel and drive systems. More than 3,000 visitors from all over the world came to find out more about this groundbreaking project during its first two-and-a-half years. They used the opportunity of asking experts in the various technological fields direct questions. The project, which the Federal Government has made a showpiece for sustainable mobility within the National Sustainability Strategy, quickly developed into a flagship for business and politics and is setting the tone for their ongoing commitment to this process. Last but not least, the Federal Government set up the National Hydrogen and Fuel Cell Technology Innovation Program (NIP) in March 2006 as a result of the visible success of the CEP project. The technical and economic conditions for using hydrogen in road transportation have been identified and initial obstacles have been removed, Evidence has been provided that the production and supply technologies are compatible, Evidence has been provided that it is quick and safe to refuel vehicles with compressed gaseous hydrogen and liquid hydrogen, It has been proven that efficient hydrogen-powered vehicles with fuel cells and with hydrogen-powered internal combustion engines can be operated reliably, A vehicle service station, which meets the special requirements of vehicles running on hydrogen, has been designed and set up, Most of the hydrogen that has been used is produced with the help of renewable energies, The need for further technological developments and innovations has been recognized and initial steps have been taken to pave the way for their implementation and testing, Administrative hurdles in setting up the relevant energy infrastructure and using vehicles with hydrogen have been identified, Great strides have been made in standardizing and certifying H 2 components and plant and further need for action has been brought to light, The CEP is managed by a steering committee of companies involved in the project and the Federal Ministry of Transport, Building and Urban Affairs Federal Minister of Transport Wolfgang Tiefensee and Dr. Joachim Wolf, Linde, in April 2006 The project partners, which all play a leading role in technology in the international market, are demonstrating the technical and economic requirements for using hydrogen for road transportation within the CEP. Groundbreaking steps were taken during the first phase of the project to achieve the goals that have been set and important information has been gained to implement them successfully: Forward-looking hydrogen drive systems and fueling technologies have been successfully demonstrated over a period of several years, The CEP has been selected as a site in the Land of Ideas project in 2007: the presentation of the prize on 25 May 2007 with Patrick Schnell, TOTAL, and Thomas Wacker, Deutsche Bank Berlin 1 The VES is a joint initiative of the Federal Ministry of Transport, Building and Urban Affairs (BMVBS), the energy supply and oil companies Deutsche BP, RWE, Shell, TOTAL and Vattenfall Europe and the vehicle manufacturers BMW Group, Daimler AG, Ford, GM/Opel, MAN and Volkswagen AG.

10 An Overview of the CEP An Overview of the CEP 11 Federal Minister of Transport Wolfgang Tiefensee at the wheel of a Ford Focus Fuel Cell Vehicle, April 2006 Valuable knowledge has been gained on the vehicles ability to cope with everyday situations, their level of acceptance with customers, their attractiveness and the refuelling infrastructure and further optimization potential has been recognized, It has been possible to increase the general level of acceptance in the worlds of politics, business, the media, the public arena and with representatives of interested groups and gain positive feedback about the project. The CEP will continue to consistently pursue the measures that have been started in the first phase in the next phase from 2008 onwards. The interim results, which have been obtained during the first few years of operating the plant and vehicles, will form the basis for providing solutions to unanswered questions about using hydrogen as a fuel. Future activities will concentrate on the further optimization of technologies and making preparations for a market launch. 4.3 The Consortium Dominique Perben, French Minister of Transport and Infrastructure, und Wolfgang Tiefensee, Federal Minister of Transport, Building and Urban Affairs at the opening of the TOTAL Station in March 2006, TOTAL The Berlin Clean Energy Partnership has proven that the widespread potential of the eleven companies involved and the consistent joint efforts to resolve issues by the partners which would otherwise be competing with each other have been able to release synergies within the project, which have enabled hydrogen to be used as an everyday fuel now. The companies have taken crucial steps to develop the technology needed in a very short time. The experience of the past has shown that these partners are able to cope with the remaining challenges in the future and ease the transition to a future with hydrogen as they pull together. The infrastructure partners in this network are: Aral: was the first oil company to begin tests on a fuelling station to supply gaseous hydrogen in 1984.The company and other partners then developed automatic fueling robots and now successfully operate a fuelling station for liquid and gaseous hydrogen at Munich Airport.The Berlin fuelling station is another step along the way towards a future with hydrogen. It is one of the first public hydrogen fuelling stations in the world to be integrated in normal refuelling operations. TOTAL Deutschland: TOTAL has been working on hydrogen applications for transport purposes for years. The practical, customer-friendly use of the new fuel and model safety concepts are just as important as the search for an alternative, environmentally-friendly fuel for the future.total set up the second fully integrated hydrogen fuelling station in Berlin on Heerstrasse and operates this facility. This fuelling station with its high-tech refuelling equipment supplies up to 20 hydrogen buses, the CEP vehicles and the hydrogen buses operated and sponsored within the EU s HyFLEET:CUTE Project.TOTAL joined the CEP in July 2005. Linde: Linde is the world s largest manufacturer of hydrogen plant and supplies the complete hydrogen value added chain.the company has deliberately been pushing ahead with further developments in hydrogen technology for years.the Linde Group operates the only hydrogen liquefaction plant in Germany. The company supplies the liquid hydrogen for the CEP in fuel trucks. Linde has also manufactured the dispensers and the compressor equipment for the CEP fuelling stations and the steam reformer for the fuelling station on Heerstrasse. StatoilHydro: StatoilHydro is a fully integrated oil, gas and energy corporation. Its involvement in hydrogen technology goes back to the 1920s. StatoilHydro has now turned tradition into a modern vision. StatoilHydro is currently acting as operator and supplier of technologies at several hydrogen fuelling stations. StatoilHydro supplies the gaseous hydrogen using electrolysis at the CEP fuelling station on Messedamm in Berlin and, as a result, plays a crucial role in the sustainable production of hydrogen. Vattenfall Europe: Vattenfall Europe is the third largest power generating company in Germany and has more than 15 years experience in hydrogen energy engineering. So it is in a position to supply the vehicles in the Berlin demonstration project with clean fuel. Vattenfall Europe provides energy that has been generated using renewable sources (certified as green electricity ). GM/Opel: GM/Opel began development work on fuel cell vehicles at the end of 1997.Some 600 members of staff are currently working with GM Fuel Cell Activities (FCA) at five sites in Germany, the USA and Japan on developing fuel cell technology to prepare it for series production use. The BMW Group: The BMW Group has been pursuing the vision of sustainable mobility for more than two decades. It is developing both conventional technologies and hydrogen-powered vehicles as part of the BMW Clean Energy Project. The BMW Group started carrying out research into powertrains and vehicles running on hydrogen as part of this project in 1978. Since that time, huge progress has been made in developing conventional cars but that is not the only thing. The BMW Group has now introduced the sixth generation of hydrogen cars with its Hydrogen7 series vehicle. The BMW Hydrogen7 is the world s first hydrogen vehicle which has gone through the complete series development process and can therefore demonstrate the basic feasibility and everyday availability of this technology. Daimler AG: Daimler AG is a pioneer in the development of fuel cell drive systems. Research scientists and engineers have been working on the practical implementation of this technology since the early 1990s. Daimler was able to present the first Necar 1 (New Electric Car) with a fuel cell drive system back in 1994. Other developments have followed since then.the F-Cell A-Class is now on the road, the sixth generation of these vehicles. Ford: Ford introduced its first car with a fuel cell drive system in 1998.This was the starting point for ambitious and intensive research work on hydrogen-powered vehicles. The Ford Focus Fuel Cell Vehicle is the latest result of these developments. But the Ford engineers are also working on a different technology: Ford believes that the hydrogen-powered internal combustion engine is an important intermediate stage along the road towards a future with vehicles running on fuel cells. Volkswagen AG: Volkswagen has been working on fuel cell research for a decade. The Volkswagen Technology Center for Fuel Cell and Electric Technology began its research work in Isenbüttel in 2001. About 80 engineers are developing and testing fuel cell drive systems and electric vehicle components there. The Touran HyMotion represents the fourth generation of Volkswagen fuel cell cars. The corporation joined the CEP in July 2006. The Berlin Public Transport Company (BVG) is also taking part in the CEP as one of the leading fleet operators in testing hydrogen for public transportation services. The BVG has been operating four buses powered by gaseous hydrogen in international combustion engines on regular inner-city public services since June 2006. It will operate a total of 14 hydrogen buses with internal combustion

12 An Overview of the CEP The CEP in Facts and Figures 13 CEP A Glance Back 5 The CEP in Facts and Figures 2 2007 2006 2005 2004 2003 2002 The signing of a Memorandum of Understanding (MoU) in May 2002 marked the launch of Europe s most ambitious project to demonstrate hydrogen production, supply and refuelling technologies and test hydrogen vehicles in customer hands. A consortium agreement established a project partnership in October 2003; it has boosted the process of providing evidence that hydrogen can be used as a fuel that fits into other systems more than any other initiative over the past few years. The CEP opened the demonstration part of the project with a hydrogen fuelling station fully integrated into a public Aral fuelling station on Messedamm in Berlin in November 2004. The Aral fuelling station makes liquid and gaseous hydrogen available for refuelling vehicles. TOTAL joined the project as a further infrastructure partner in April 2005. Test operations at the Aral fuelling station ended in July 2005. Normal operations began at the fuelling station when vehicles were handed over to customers. The Chancellor s Office has had an official car powered by hydrogen since August 2005. The CEP opened a second hydrogen fuelling station in Berlin-Spandau in March 2006.The hydrogen equipment, which is integrated in a conventional TOTAL fuelling station, has been providing liquid and gaseous hydrogen for cars and buses operated by the Berlin Public Transit System. June 2006:The first two buses in the HyFLEET:CUTE project refuelled with hydrogen at the TOTAL fuelling station and started journalist shuttle operations during the 2006 FIFA Soccer World Cup as part of FIFA s Green Goal Initiative. Volkswagen AG joined the project as the fifth mobility partner in July 2006. The two hydrogen buses were taken over by the BVG and put into regular service in August 2006. Two other hydrogen buses followed in October 2006 and refuel at the TOTAL fuelling station in Berlin-Spandau. All the government ministries involved have been operating hydrogen-powered official cars since January 2007. The LPG reformer began operations in January 2007. The test phase for the two fuel cells at the TOTAL fuelling station ended in April 2007.They began normal operations to recycle LH 2 boil-off. Federal Minister of Transport Dr. Manfred Stolpe, at the opening of the Aral fuelling station in November 2004 engines running on hydrogen in 2008 as part of the CEP and the European HyFLEET:CUTE Project and one articulated bus will use a fuel cell hybrid drive system. They will provide evidence on a daily basis that hydrogen could be the fuel of the future for public transit systems. The Federal Government, represented by the Ministry of Transport, Building and Urban Affairs, is not only participating in this groundbreaking project by providing subsidies to the tune of 5 million. The Federal Government is also playing a significant role in providing a major boost to the development of forward-looking hydrogen technologies by making the CEP a central element in the National Sustainability Strategy and by the active involvement of government representatives on all the major committees within the project. Up to 50% of the following production costs are being subsidized: Setting up and operating the production and refuelling infrastructure at the Messedamm site, Primary costs incurred by the infrastructure partners involved in the Messedamm site (auxiliary additional and supply systems and project coordination costs), Setting up and operating a joint fuelling station for the mobility partners at the Messedamm site, Improving the BVG bus service station to make it suitable for H 2 facilities, Primary costs like project support, safety checks, scientific support and the Convention Center on Messedamm. Hydrogen Cars max. 23 (Ø 17) with fuel cells max. 19 (Ø 15) with hydrogen-powered internal combustion engines max. 5 (Ø 2) running on GH 2 max. 18 (Ø 14) running on LH 2 max. 6 (Ø 3) number of customers in the CEP Project 10 number of drivers 180 Operating data: total mileage covered within the project (estimated) 374,000 km/232,000 miles number of refuelling operations 2,976 amount refueled 12 t Hydrogen Buses (Subsidies provided outside the CEP as part of the HyFLEET:CUTE) 4 with hydrogen-powered internal combustion engines 4 running on CGH 2 4 Operating data: total miles covered within the HyFLEET:CUTE project (city traffic) 98,435 km/61,164 miles number of refuelling operations 1,081 amount refueled 22 t Fuelling Stations 2 integrated in public fuelling stations 2 suitable for refuelling cars 2 suitable for refuelling buses 1 with LH 2 refuelling equipment 2 with CGH 2 refuelling equipment 2 local production using electrolysis 1 local production using LPG reforming 1 Operating data: amount of LH 2 supplied 42 t amount of GH 2 produced locally with electrolyser 3.5 t amount of GH 2 produced locally with LPG reformer 8.7 t amount of GH 2 produced locally by evaporating LH 2 16.8 t CEP Service Station days in use 222 number of partners using the service station 5 Project Volume total budget for the first phase of the CEP Project Approx. 40 million total subsidies for infrastructure (the vehicles in the project are not subsidized) Approx. 5 million number of partners 11 2 All the data relate to the period after the start of normal operations at the Messedamm fuelling station (1 July 2005 1 July 2007).

14 The CEP 2003-2007: Five Years of Mobility with Hydrogen The CEP 2003-2007: Five Years of Mobility with Hydrogen 15 6 The CEP 2003-2007: Five Years of Mobility with Hydrogen 6.1.1 Berlin Messedamm: One of the World s First Fully Integrated Public Hydrogen Fuelling Stations Starts Business 6.1 Refuelling with Hydrogen Europe s first fully integrated hydrogen fuelling station: Aral on Messedamm, Berlin The following components guarantee that the production and refuelling of hydrogen goes ahead without any problems at the Aral fuelling station on Messedamm: The electrolyser installed and operated by the project partner StatoilHydro has an output of 60 Nm 3 /h (2,120 ft 3 /h), The compressor manufactured by Linde and operated by Aral, which pre-compresses the gaseous hydrogen in the storage pool and provides the final compression to refuelling pressure of 350 bar (5,080 psi), The storage units for storing the highly compressed gaseous hydrogen, The LH 2 tank from Linde for storing the very low-temperature liquid hydrogen, The cryopump for supplying liquid hydrogen from the storage tank to the vehicles, A back-up system for providing gaseous hydrogen from LH 2, The dispensers for CGH 2 and LH 2. Opening of the Aral fuelling station in November 2004 with Margareta Wolf, the Parliamentary State Secretary of the Federal Ministry for the Environment, StatoilHydro Berlin Messedamm, Berlin Heerstrasse two technological concepts with a joint goal: The infrastructure partners, Aral/BP, StatoilHydro, Linde, TOTAL and Vattenfall Europe have realized a future dream within the CEP and have integrated hydrogen refuelling facilities into conventional, commercial gas stations with 24h everyday operations for the very first time. As well as conventional fuels, drivers of H 2 cars can refuel two kinds of hydrogen at the Aral and TOTAL fuelling stations:highly compressed gaseous hydrogen (CGH 2 ) and liquid hydrogen (LH 2 ). Aral officially opened the fuelling station on Messedamm in November 2004, and so provided evidence that it was possible to combine the latest hydrogen technology with the infrastructure at a conventional fuelling station. TOTAL realized its own concept for the Heerstrasse site by March 2006. This fuelling station not only integrates hydrogen technology in everyday operations at a conventional fuelling station, but its design and operations also take into account the everyday demands of a bus service station.the technologies used on site to produce gaseous hydrogen may be very different electrolysis is used on Messedamm and steam reforming at Heerstrasse but both fuelling stations are committed to meeting a joint goal: demonstrating that it is possible to fully integrate this technology into tried and tested procedures right from the outset. In operating terms, both fuelling stations are closely linked to each other. It was possible to guarantee availability levels of between 90% and 95% at both sites during the initial phase of the project, but now guarantees have been provided that at least one of the fuelling stations will be fully operational at any time by coordinating maintenance and service cycles. The Fuels Price (CGH 2 /kg) Price (LH 2 /kg) 8,- at both sites 8,- at both sites Info The fuel prices are specified as 8/kg (2.2 lbs) of hydrogen at both fuelling stations and this is the price invoiced to the customers. The comparatively high production and supply costs caused by the low level of demand are being subsidized by the Federal Government. The fuels are also exempted from the oil tax. The longer-term development of the price depends on the origin of the hydrogen, the level of demand and the future tax policy on the fuel. The fuelling station also has a service station for hydrogenpowered cars. An H 2 information center gives groups of visitors the opportunity to discover more about the project and the activities of the partners. Technical Data on the Electrolyser Info Capacity 60 m 3 /h (2,120 ft 3 /h), (corresponds to 5.4 kg/h 12 lbs/h) Purity at least 99.99% Outlet pressure 12 bar (174 psi) Power consumption max. 310 kw Energy consumption for each Nm 3 H 2 5.1 kwh (per 35.3147 ft 3 of H 2 ) Ideal operating temperature 80 C (176 F) Max. operating pressure 15 bar (g) (218 psi) Hydrogen from each l water (0.26 gal) 1 Nm 3 (35.3147 ft 3 ) Noise emissions 78 db(a) (cooling) 51 db(a) 5 m away from the fan and 48 db(a) 10 m away from the fan The conventional part of the integrated fuelling station comprises refuelling equipment for gasoline and diesel and an Aral shop with a bistro and a car wash facility. 6.1.1.1 The Production of Gaseous Hydrogen at the Messedamm Site Gaseous hydrogen is produced by electrolysis locally in line with demand using electricity that has been certified as being green. The hydrogen that has been produced is then subjected to a purification process and this removes any remaining oxygen in the hydrogen.the quality of the hydrogen produced by the electrolyser meets the sensitive demands of fuel cells. The pressure electrolysis technology used on Messedamm was specially developed for the local production of hydrogen (e.g. at fuelling stations). The HPE 15 (15 bar High Pressure Electrolyser [218 psi]) built and operated by StatoilHydro makes it possible to produce extremely pure gaseous hydrogen from electricity and water in a highly efficient manner. The electrolysis technology that can be used locally makes it possible to set up extensive hydrogen infrastructure. One advantage of the local production of hydrogen using electrolysis is the ability to couple this with demand at the dispenser: The unit only produces the amount of hydrogen that is required.

16 The CEP 2003-2007: Five Years of Mobility with Hydrogen The CEP 2003-2007: Five Years of Mobility with Hydrogen 17 Statement Statement Bjørn Gregert Halvorsen, StatoilHydro (Norway), the Partner Responsible for the Electrolyser System Peter Winkler, Linde (Germany), the Partner Responsible for the LH 2 System Field Report on the Electrolyser The electrolyser is a key technology element in the CEP project. It clearly demonstrates how hydrogen can be produced in a sustainable manner at a local site without any CO 2 emissions. We are more than happy with its performance. We have been able to use our unit for more than 98% of the time over the past two years. We have hardly used the back-up system, which was installed additionally, and which can produce gaseous hydrogen from liquid hydrogen if the electrolyser is not available. The decision to use a remote control system to manage the electrolyser was also a good one. We have been able to guarantee continuous and safe operations without any problems. And the integration of our technology in the complete system at the fuelling station on Messedamm has worked well in our opinion. Apart from a few initial adjustments to the interface communications related to the compressor system, the technologies of StatoilHydro and Aral function reliably alongside each other. Overall we can say after almost three years of project experience that the unit has functioned better than we had expected. So we would be delighted to be able to continue this successful partnership over the next few years. We would particularly like to optimize the dimensions of the unit for the future. A larger storage facility for gaseous hydrogen in combination with higher amounts being refueled would make better use of its capacity and avoid frequent stops and starts. with an output of up to 300 kw (60 Nm 3 H 2 /h [2,120 ft 3 H 2 /h]). The idea was to use these units in key areas for demonstration purposes, for example in the CEP. The electrolysis unit installed for this project is designed to provide output of 60 Nm 3 /h (2,120 ft 3 /h) and the operating pressure is 15 bar (218 psi). The unit consists of pre-assembled components and those mounted on a frame, which make it easy to assemble the unit on site.the unit is also characterized by the following: It requires little space, It has 100% nickel electrodes and a long serviceable life as a result without the need for any maintenance, It automatically monitors the gas production, It has low operating costs, It has comprehensive online and local safety monitoring systems. The following subsystems are integrated in the hydrogen production unit: the electrolysis unit, a transformer with a rectifier, a feed water treatment unit with a storage tank, a gas purifier, a dryer, gas analysis units, hydrogen detector systems and a management system. All the subsystems in the unit are pre-fabricated units and their interfaces are designed to coordinate with each other. The whole process is controlled by a central process management system. All the unit parts are housed in a container, which meets the ISO standards for containers in its basic design and dimensions. 6.1.1.2 The Production and Processing of Liquid Hydrogen Compressed hydrogen is not only produced at the fuelling station centrally produced liquid hydrogen (LH 2 ) is also supplied by fuel truck and stored in a 500 kg storage tank. Extremely low temperatures (- 253 C/ - 423 F) are needed to liquefy hydrogen and this requires containers that are insulated accordingly. The advantage here is that very low-temperature liquefied hydrogen has a higher energy density per unit of volume than gaseous compressed hydrogen and therefore requires less storage area. Linde uses industrial-scale processes to liquefy hydrogen where the hydrogen that is being liquefied is gradually cooled using heat exchangers. Liquid nitrogen is the first coolant used in the process. A closed hydrogen cold cycle provides further cooling, where the cooling power is supplied by expansion turbines. The actual liquefaction of the pre-cooled hydrogen takes place by allowing it to expand by throttling in a Joule-Thomson valve.then the liquid hydrogen is stored in a tank ready for further use. Linde only uses renewable sources of energy to liquefy the hydrogen produced for the CEP. The fuel has a quality level of 5.0 when it is supplied and it is therefore suitable for use in fuel cells. Field Report on the LH 2 System on Messedamm During the three years that the LH 2 fuelling station has been operating on Messedamm, the partners involved have been able to fully meet the demands for reliability, safety and everyday operations. Vehicles have been refueled 1,400 times at this site without any complications. The plant s very low tendency to break down should be underlined here we have had availability totaling 99.99%. The expenditure and effort on looking after and backing up the unit have been low as a result. We would say that the integration of the LH 2 line at the conventional Aral fuelling station has been a complete success as far as reliability is concerned. There has not been a single incident or accident related to safety in the complete reporting period. Expenditure on maintenance and servicing work over the whole reporting period has also been very low. In conclusion, we can say that the technology for the LH 2 line has fully met targets and the demands placed on it within the CEP project in phase 1. As far as future hydrogen infrastructure projects are concerned or the expansion of the existing hydrogen fuelling station on Messedamm particular attention must be paid to avoiding what is known as boil-off losses. The experience that we have gained through the project shows that it makes sense to either use the boil-off gas that occurs along the LH 2 line by feeding it into the compressed gas path or use it for energy purposes on site (e.g. to generate electricity or heat in fuel cells). The electrolyser works under pressure, it is compact and uses less energy than traditional units. The hydrogen is also produced without any pollutants the only exhaust given off into the atmosphere is oxygen.the production of hydrogen is fully automatic. The electrolyser in Berlin is managed from a central control point in the Norwegian town of Rjukan; this is to test whether it is possible to set up extensive local hydrogen production facilities. The electrolyser has proved to require little maintenance and is reliable. It is available for use 98% of the time, so that 95% of the gaseous hydrogen (CGH 2 ) that is refuelled at the Aral fuelling station is produced by electrolysis. The hydrogen center at the Aral fuelling station: on the left, the compression unit from Linde, on the right the electrolyser from StatoilHydro If necessary, the liquefied hydrogen can be evaporated to cover any shortfall on the gaseous side of the plant in airheated heat exchangers downstream; for this purpose, it is heated up to ambient temperature (back-up system). The Linde filling the LH 2 tank at the Aral fuelling station from a fuel truck evaporator works without any outside energy by a process of heat exchange with the ambient air.the evaporation output is approx. 120 Nm 3 /h (4,240 ft 3 /h). Only about 5% of the gaseous hydrogen that is produced was produced using the back-up system in the first phase of the project. Aral set up this facility to guarantee supplies. This unit has been largely redundant during the course of the project due to the high degree of reliability of the plant and the ability to work in tandem with the TOTAL fuelling station. Vattenfall Europe ensures with green certificates that the equivalent of the energy required to operate the electrolyser is produced from recently installed renewable energy plants and is fed into the grid at almost the same time. This prevents CO 2 emissions and significantly eases the problems for the environment caused when fuels have to be transported. The state of developments at the start of the project in 2003 meant that it was possible to manufacture individual units 6.1.1.3 The Compression and Storage of Gaseous Hydrogen The pure hydrogen gas, which comes from the electrolyser, is dried and stored for a while in a pressurized vessel at a filling pressure of 8 bar (116 psi). This supplies the high-pressure compressor downstream with constant intake pressure. A two-stage compressor is used to compress the hydrogen

18 The CEP 2003-2007: Five Years of Mobility with Hydrogen The CEP 2003-2007: Five Years of Mobility with Hydrogen 19 The Compressor Station Info this operates using a high booster process. The hydrogen is compressed from its intake pressure to a level of 300 bar (4,350 psi). This occurs in two stages: The pressure ratio at the various stages is dictated by the incoming pressure level. The compressor uses electricity very efficiently and makes the fueling of vehicles its top priority. The design system ensures storage banks are only filled with the hydrogen produced by the electrolyser when refuelling is not going on. The two compressor stages are driven hydraulically and are also cooled with hydraulic oil in the outer shell.this produces what is almost isothermal compression.the unit works without needing any oil on the gas side. The hydraulic drive system is separated from the parts in direct contact with the H 2. A monitoring system switches the compressor off immediately if a breakdown occurs. The hydrogen is stored for a while in two buffer sections (banks).the compressor s performance during normal operations is about 150 Nm 3 /h (5,300 ft 3 ) if the intake pressure is 15 bar (218 psi). This requires 23 kw of electrical power. The low-pressure bank and the medium-pressure bank are both filled with H 2 at 300 bar (4,350 psi) when the unit is ready to operate. The high-pressure bank is simply a 50 l (13.2 gal) buffer and can be filled with gas at 450 bar (6,530 psi) or 850 bar (12,330 psi). If a vehicle is waiting to be refueled, the initial pressure in the vehicle tank is checked by a test surge. This produces a temperature rise graph and this is compared with the outside temperature.this provides the filling pressure required. The test surge is fed from the high-pressure buffer. As the pressure falls in the high-pressure buffer, the compressor is switched to booster mode.the refuelling process then starts from the low-pressure bank. Then the medium-pressure bank is equalized.the filling process to final pressure is covered by the booster mode. The booster takes gas from the medium-pressure bank and compresses it to max. 450 bar (6,530 psi) in the first stage and, if needed, to 850 bar (12,330 psi) in two stages. The intake pressure is at least 50 bar (725 psi). Approx. 40 kw of electrical power are needed during booster operations. The filling capacity in booster mode at 450 bar (6,530 psi) is 15 Nm 3 /min (530 ft 3 /min) to 20 Nm 3 /min (707 lb 3 /min). The gas that is drawn in from the medium-pressure storage facility is supercooled because of the previous refuelling process (at approx. - 40 C/- 40 F) and so the booster output temperature is 10 C (50 F) on average. It takes about 120 seconds to fuel a car with 25 Nm 3 (880 ft 3 ). Dimensions L x W x H 5.0 x 2.6 x 2.9 m (16.4 x 8.5 x 9.5 ft) Weight 28 t Electrical connection 400 V 50 Hz 45 KW Flow rate in normal mode 150 Nm 3 /h (5,300 ft 3 ), at 15 bar (218 psi) intakepressure Flow rate in booster mode 2,580 Nm 3 /h (91,100 ft 3 ) Specific drive performance 0.165 KWh/Nm 3 (35.3147 ft 3 ), related to 15 bar (218 psi) intake pressure Intake pressure min. 5 bar (73 psi), max. 300 bar (4,350 psi) H 2 connection 1 SAE Ambient conditions Unit is built to be set up in the open air Noise level 65 db(a) Approval body TÜV Working process 2-stage 4-cylinder HB unit with almost isothermal compression Filling pressure 300 bar (4,350 psi) Final compression pressure 450 bar (6,530 psi) Max. fueling pressure 428 bar (6,210 psi) The CGH 2 Buffer Store LP bank MP bank HP bank Total gas volume LP storage pressure MP storage pressure HP storage pressure Filling medium LP testing pressure MP testing pressure HP testing pressure Info 2 clusters with 2x50 l (13.2 gal) bottles or depending on the design 2 cluster with 2x50 l (13.2 gal) bottles or depending on the design 50 l (13.2 gal) 1,944 Nm 3 (68,650 ft 3 ) or depending on the design 300 bar (4,350 psi) 300 bar (4,350 psi) 450 bar (6,580 psi) Hydrogen 495 bar (7,180 psi) 495 bar (7,180 psi) 675 bar (9,790 psi) The complete compressor unit is housed in a concrete container which consists of an electrical area and a gas area. The LH 2 area at the Aral fuelling station with LH 2 tank, LOPEX system, cryopump and evaporator The hydraulic unit and the complete electrical installations are housed in the electrical room. The drive system for the compressor stages is provided with the help of hydraulic oil in the part of the housing that is explosion-proof (gas room). All the pipes are designed to be gas-proof. All the fixtures in the gas room are designed according to explosion zone 1 specifications. A pressure relief valve is housed in the roof of the gas room. All the technical gas equipment is housed in the gas room.the air in the room is monitored to check that no hydrogen is escaping; if this happens, the compressor station is switched off and the individual sections are isolated using fast closing pneumatic valves. The instrument air compressor is located in the unit s electrical room. The unit has its own breakdown matrix which ensures that it always operates in a safe state. 6.1.1.4 Storing the Liquid Hydrogen Liquid, low-temperature hydrogen is of a very high quality and does not require any further processing on site.the liquid is stored in a tank designed as a double-shell container. The inner container, which holds the very low-temperature, liquefied hydrogen (- 253 C/- 423 F), consists of Cr-Ni steel that remains tough at subzero temperatures and the outer container is made of structural steel. The cavity is filled with fire-proof insulation material (perlite) and the air is also drawn out. The tank is equipped with all the necessary GH 2 refuelling, StatoilHydro instruments for automatic operations like a manometer and filling level. The contents and pressure in the tank are also remotely monitored by the Linde center that is responsible for the unit. Alongside the above mentioned evaporators, there is a liquid hydrogen transfer pump with an output of 3,000 l/h (792 gal/h) arranged downstream; this transfers the LH 2 through vacuum-insulated hoses to the LH 2 fuel nozzle. 6.1.1.5 Hydrogen Refuelling A vehicle can be refueled using an LH 2 or a GH 2 dispenser. They are positioned centrally next to each other on the fuelling station forecourt. When a vehicle is being refueled with hydrogen, the dispenser and tank neck are connected together by special couplers.various systems are used depending on which type of hydrogen is available.the connections are pressure-tight, fully insulated and gas-proof. A liquid pump, what is known as a cryopump, is used for low-temperature liquid hydrogen in a manner similar to when refuelling with conventional fuels; but when refuelling with gaseous hydrogen at 350 bar (5,080 psi), the process takes place using a compressor. The dispenser at the two CEP sites on Messedamm and Heerstrasse were supplied by Linde. They provide maxi-

20 The CEP 2003-2007: Five Years of Mobility with Hydrogen The CEP 2003-2007: Five Years of Mobility with Hydrogen 21 Statement Guarantees a defined flow volume resulting from a defined difference in pressure between the LH 2 storage tank and vehicle tank through an LH 2 transfer pump, Minimizes the H 2 gas phase that occurs during the refuelling process by supercooling the LH 2 using an LH 2 pump. Detlef Dietrich, Fuelling Station Leaseholder of the Integrated Aral Fuelling Station on Messedamm Field Report on the Fuelling Station Operations The CGH 2 Dispenser Info Throughput meter Turbine throughput measurement with mass analysis Throughput rate Max. 90 g/sec (3.17 oz/sec) Pressure stage 350 bar (5,080 psi) Electrical connection 230 volt / 50 Hz Housing design High style made of stainless steel Display 6-figure (DM = 4+2 comma / Euro = 3+3 comma) Process controls Siemens SPS Drain valves Pneumatic seat valves Temperature compensation Via Siemens SPS Program Interface Tokheim WWC-LON Retraction coupling For hose and breather Hoses Refuelling and breather, each 4 m (13.1 ft) long EMERGENCY OFF switch On the front of the housing Refuelling coupling WEH TK 16 mum safety and a relatively high degree of user comfort. The dispenser for liquid hydrogen at the Heerstrasse site is very special. A newly developed, second generation tank coupling is in service here. It was optimized in line with the experience of CEP test customers and it marks a further step towards a future with hydrogen. The Messedamm site will also be equipped with this new coupling in the coming phase of the project. LH 2 and GH 2 dispensers at the Aral fuelling station The dispenser for refuelling vehicles with gaseous hydrogen has a filling connector supplied by WEH (model TK 16) and it is designed to handle refuelling pressure of no more than 350 bar (5,080 psi). The turbine flow meter measures the amount of fuel passing through. The maximum throughput is approx. 40 m 3 /min (1,410 ft 3 /min). The fully automatic refuelling procedure is completed when the filling pressure calculated by the temperature compensation unit has been reached in the vehicle s tank. The refueled amount is transmitted by the dispenser to the fuelling station management system (TMS). The amount refueled (in kg) and the final price (in ) are displayed on the electronic display head and an invoice is sent to the customer. A separate dispenser is used to refuel vehicles with liquid hydrogen. The liquid hydrogen taken from the LH 2 storage tank and fed through the liquid transfer pump passes through the fuel nozzle and coupling between the vehicle and dispenser. The LH 2 dispenser on Messedamm has the following functions: Manual connection of the cold-drawn coupling at the refuelling neck of the vehicle, Automatic leak test on the connected coupling using helium pressure monitoring, Automatic, pneumatic positioning of the cold finger of the coupling on the gas-proof connection of the refuelling hose and vehicle, Automatic cold flow process for pipes and refuelling pipe at the start of the refuelling procedure, 6.1.1.6 Electricity Supply Only renewable electricity is used to operate the plant on Messedamm (including the electrolysis equipment) in order to prevent CO 2 emissions that would relativize the success of the project. The electricity, which is produced using renewable energy sources, is supplied by Vattenfall Europe AG. Vattenfall Europe AG supplies approx. 120 150 MWh of electricity from renewable energy sources every year using certificates as part of the project. The certificates that are issued are part of the Renewable Energy Certificates System (RECS). They are proof of origin documents and provide information about the origin, type of generation, size of the power station and the time at which the power was fed into the grid. In this way they meet the demands made by the European Commission to mark electricity from renewable sources.the certificates are issued by what is known as an Issuing Body ; in Germany this is the Öko-Institut e.v. This organization issues the electricity providers with the RECS certificates for each MWh of electricity.the certificates are deposited in the accounts of plant The hydrogen centre at the Aral fuelling station: on the left, the compression station from Linde, on the right the electrolyser from StatoilHydro, in the middle the buffer section Since the fuelling station was opened in 2004, my twelve members of staff and I have been looking after the integrated Aral fuelling station on Messedamm around the clock. The CEP vehicles are mainly refueled during the daytime, between 7 a.m. and 8 p.m. This is because most of the drivers are only using the vehicles for business purposes. But sometimes these vehicles are refueled at night. Normally the refuelling procedures fit in well with our normal fuelling station operations. Because the fuelling station operates semi-automatically, my main job with regard to the hydrogen technology is to carry out a visual check of the unit every day and occasionally activate it, if one of the equipment areas needs to be reset. Minor disruptions, which do occur at times, are usually dealt with by the partners by remote control. We all enjoy working at this forward-looking fuelling station very much and my colleagues and I are filled with a certain sense of pride that we can participate in the CEP project. In my opinion, it is important to develop and test technologies to use environmentally-friendly fuels in order to pass on to our children a world that is worth living in. This compensates for the small amount of additional work that is involved. But in general I can confirm that the technology is already able to cope with everyday situations, at least with the number of refuelling operations that we handle at the moment. The level of interest from normal customers in the hydrogen activities that we are demonstrating here on Messedamm is still low.we wish that we were more popular and this could certainly be achieved if the activities here at the fuelling station were promoted more in the public arena. As for the future, I hope that the excellent level of cooperation with the partners will continue and that the integration of H 2 fueling procedures and LH 2 supplies will be further optimized within the normal framework of fuelling station operations. Using this fuel should become commonplace in the future and no longer be significant because it is the exception.

22 The CEP 2003-2007: Five Years of Mobility with Hydrogen The CEP 2003-2007: Five Years of Mobility with Hydrogen 23 2 15432 1600 operators and are then transferred on to traders or final customers or consumers. When the origin is finally used to prove that the energy is electricity from renewable energy sources (green electricity), the certificates are validated. Vattenfall Europe also sets its own requirements for the quality of the certificates. All the certificates for the CEP come from new power plants (commissioned since 1998) and the electricity is fed into the grid at almost the same time as the certificates are issued. An equivalent of the energy used on Messedamm has been produced by a Swiss hydroelectric power station and an Irish offshore wind farm. In this way Vattenfall Europe ensures that the CEP vehicles are actually being supplied with clean fuel from the source to the wheel. 6.1.1.7 The Results... Three Years of Operating Equipment on Messedamm Test operations initially took place at the hydrogen fuelling station on Messedamm from November 2004 until June 2005. The equipment parts were coordinated during this period and optimized to ensure that they functioned well in tandem. Vehicles were made available to the first customers. GH 2 Production amount Production time Total 3,513 kg (7744 lbs) 806 h Number of starts/stop on the electrolyser 97 (since January 2006) Average utilization of the electrolyser 5% Lowest amount produced in a month Largest amount produced in a month Average amount produced per month Electricity consumption Water consumption LH 2 Amount supplied Number of deliveries 39 Smallest amount supplied Largest amount supplied Average amount supplied Personnel were given instruction and all those involved were also trained during this period. As the test phase did not reflect everyday operations at the fuelling station, operating data were not collected in a structured and complete manner until the key date of 1 July 2005.The analyses listed below therefore relate to the 24-month period of everyday operations on Messedamm between July 2005 and July 2007. 6.1.1.8 Maximum Operation Tests The CEP organized two weeks of maximum operations in the fall of 2006 where all the available vehicles and drivers were mobilized to use a fuelling station as often as possible and refuel large amounts of hydrogen.the Aral fuelling station on Messedamm was selected to serve as a showcase for this series of tests.the aim of the maximum operation test weeks was to simulate full utilization of the fuelling station to prove that it could cope with future everyday conditions. The results of the maximum operation tests enabled the experts to identify weak points in the system engineering or plant equipment. This had not become evident in previous operations on account of the low demand in relation to the supply capacity. 67 kg (147 lbs) 361 kg (794 lbs) 146 kg (321 lbs) 236 MWh 30,348 l (8,018 gal) Total 18,311 kg (40,284 lbs) 235 kg (517 lbs) 582 kg (1,280 lbs) 470 kg (1,034 lbs) amount refueled H (lbs) 13227 11023 8818 6613 4409 2204 0 07/05 08/05 09/05 LH 2 (#) LH 2 (lbs) GH 2 (#) GH 2 (lbs) 10/05 11/05 12/05 01/06 02/06 03/06 04/06 05/06 06/06 07/06 08/06 09/06 10/06 11/06 12/06 01/07 02/07 03/07 Figure 1: Refuelling amounts and frequencies at Messedamm 04/07 05/07 06/07 During the one-week tests on the LH 2 and GH 2 side of the fuelling station, the operating data at the station, which were gathered in aggregate form each month, were broken down into time periods. It was possible to analyze in detail and evaluate the interaction of the various parts of the system locally as a result of this data in combination with the information collected by the drivers each time that they refueled (change in tank pressure, tank volume, time taken to refuel, any error messages etc). The following output data were gathered in the test week and were compared with the data from the preceding months: The numbers of refuelling operations and the times at which this took place for specific vehicles, Refuelling times, Amount of produced and refuelled hydrogen, Number and amounts of LH 2 deliveries, Error messages, Energy consumption, Availability of the plant, Noise emissions from the electrolyser and compressor. 1400 1200 1000 LH 2 GH 2 Number of vehicles in use 4 13 (+3) Number of refuelling operations carried out 51 147 Amounts refueled 300 kg (660 lbs) Breakdowns/problems 2 6-7 800 600 400 200 0 184 kg (405 ls) Table 1: The CEP maximum operations test weeks (September and October 2006) number of refueling operations Detlef Dietrich, leaseholder at the Aral fuelling station, during his daily visual check of the hydrogen equipment, here in the LH 2 area, Dietmar Gust Fotografie, Berlin The comparison of the figures allowed the experts to specify in more detail the supposed shortfalls of hydrogen discovered in the run-up to the tests and examine the reasons for them. The most important results of the maximum operation test weeks were: The capacities of individual plant areas were not completely utilized e.g. the electrolyser was only used for 40% of its total productive capacity. During production times the electrolyser was operating at 84% of its peak performance and on average produced 4.6 kg (10.1 lbs) of H 2 /h. The dimensions of the GH 2 storage facilities are too small to handle constant demand. This is primarily due to the system design of the unit, as GH 2 -fueling requires the highbooster operations from the compressor which is then during this time not available to fill up the storage tanks at the fuelling station. It was not possible to reduce the shortfalls in amounts of hydrogen on the GH 2 side in comparison with the previous month. But the shortfalls on the LH 2 side were reduced by utilizing the plant to a greater degree. It was possible to significantly increase the energy efficiency of the H 2 production process by the larger amounts of fuel that were refuelled and because the electrolyser was subjected to starts and stops less often (15% lower energy consumption per amount of GH 2 that was produced). The number of error messages in the system was reduced. In particular the knowledge gained about the differences between the hydrogen that was made available and actually refuelled (which were booked as shortfalls in the past) made the maximum operations test a major success and improved some other test measurements and the data collection and analysis processes within the project. The origi- 3 In the run-up to the maximum operation test weeks, shortfalls meant that there was a difference between the amount of hydrogen made available and refuelled into vehicles at the beginning and end of any month taking into consideration the differing tank capacities.

24 The CEP 2003-2007: Five Years of Mobility with Hydrogen The CEP 2003-2007: Five Years of Mobility with Hydrogen 25 throughput measurements and using the Coriolis principle. There are three locations at the Aral fuelling station where hydrogen is measured in different ways: on the electrolyser using an ammeter (measuring the flow of electrons), on the dispenser using a throughput meter and in the vehicle using its sensors. The partnership is of one mind with regard to the results of the maximum operation test weeks: It was possible to obtain valuable knowledge, which had not been available in this form, from this first major test and this information will be included in the subsequent work performed by the consortium. Major fields of action for future project phases have already been defined by tapping into valuable potential for future plant and process optimization. Opening of the CEP TOTAL fuelling station on Heerstrasse in March 2006 with Federal Transport Minister Wolfgang Tiefensee, the French Minister for Transport and Infrastructure Dominique Perben and Thierry Pflimlin, CEO at TOTAL Deutschland GmbH, photo on the left: TOTAL TOTAL fuelling station with the new LH 2 coupling, TOTAL nal belief that shortfalls were actually losses within the plant was far too imprecise on closer consideration. The shortfalls can now be attributed to four reasons: Operating needs, The H 2 needed for repair/maintenance purposes, Imprecise measurements, And finally real losses which account for the lowest proportion of the figures. The first two categories do not represent any losses from the system, but extraordinarily high operating needs for H 2 may point to real losses. The analysis and quantification of the arithmetical uncertainties and reducing them is one of the major tasks in the next CEP phases. Operating needs: The operations at the plant require a certain amount of H 2 to be used as working materials for safety reasons e.g. to prepare (rinse) the pipes.varied amounts of H 2 are required for each amount produced depending on the frequency that demands are placed on the plant (more frequent starts of the electrolyser and the compressor mean more need for H 2 than a few longer production cycles, even though the amount produced may be the same). The system design also has a major influence on the amount needed as a working material: If the compressor and electrolyser communicate with each other in a less than perfect manner or if the H 2 cannot be supplied to the compressor at the same time, the hydrogen produced by the electrolyser will be released into the atmosphere for safety reasons. The design of the system is like this at the Aral fuelling station: As the compressor can either accept H 2 from the electrolyser or supply it to the vehicles from the storage tank, the electrolyser has to release hydrogen into the atmosphere if refuelling operations are taking place at the same time. As the refuelling operations are of a short duration (three five minutes), it does not make operating sense to halt the electrolyser s production capability. This correlation was recognized during the maximum operation tests in October 2006 as the production times on the electrolyser often coincided with the times that the vehicles were refueled. This type of operating need can, however, be classified as low for everyday operations at a fuelling station, as the production and refuelling times rarely correlate closely. A larger storage container could further ease the problem as the production times for the electrolyser could largely be moved to the night time. An increase in the need for H 2 for operating purposes was discovered in the first half of 2006. Gaskets were replaced during maintenance work and the original state was restored as a result. Amounts of H 2 for maintenance/repair work: H 2 is needed for rinsing purposes during all kinds of maintenance and repair work.the amount consumed is governed by the type of activity and the system design (length of the pipes needing to be rinsed). Imprecise measurements: Measuring amounts of hydrogen is a challenging task from a technical point of view and has not yet been completely mastered. Amounts of hydrogen are currently measured using the following measuring processes: measuring the difference in pressure, turbine 6.1.2 Berlin Heerstrasse: Energy-Optimized Refuelling The TOTAL hydrogen fuelling station in the Spandau district of the city is the second CEP site in Berlin. It was opened with a celebration in March 2006 as the first public hydrogen fuelling station operated by TOTAL in Berlin. The hydrogen technology has been completely integrated in the conventional fuelling station operations here too. In contrast to the fuelling station on Messedamm, an operator model was selected here which only has one owner for all the parts of the plant: TOTAL Deutschland GmbH. From an organizational point of view, this operator model has proved to be superior to the one used at the Messedamm site. There each of the three infrastructure partners (Linde, StatoilHydro and BP) operate the parts of the plant that they have installed. An operator agreement governs the interaction of all the components and responsibilities. The aim of the system design at the TOTAL fuelling station is not only to demonstrate that car and bus refuelling equipment can be successfully integrated in a conventional fuelling station, but also to optimize the energy flows in the complete system. This is primarily achieved by making full use of the boil-off from the liquid hydrogen storage facility in two stationary fuel cells. In this way it is possible to reduce the losses from boil-off to almost zero. Hydrogen is also supplied at four different dispensers at this fuelling station in liquid form and as compressed gas for refuelling at 350 bar (5.080 psi) for cars and buses.the liquid hydrogen is supplied by the project partner Linde by truck, as is the case on Messedamm.The TOTAL station was realised with a spatial separation of the conventional and the hydrogen refuelling sections due to the combination of the dispensers for hydrogen passenger cars with the dispensers for hydrogen busses on the BVG bus depot side. 6.1.2.1 Producing and Processing Gaseous Hydrogen at the Heerstrasse Site The gaseous hydrogen supplied at the fuelling station can be produced or generated at the site in two different ways: Through LPG steam reforming and evaporating LH 2. A steam reformer of type CT-H 2 3/0050 supplied by Linde has been producing gaseous hydrogen by means of thermal splitting from LPG (Liquefied Petroleum Gas or propane gas) since January 2007. The gas used here is pure propane gas. The reformer has a production capacity of 100m 3 /h (3530 lb 3 /h). The propane gas is divided into two flows the flow of combustion gas and fission gas at the inlet point on the plant.the latter is fed to the reformer for propane gas steam reforming, while the flow of combustion gas is used to heat the reformer pipes. Before hydrogenation and desulfurization, the fission gas is compressed to approx. 17 bar (246 psi) in a single-stage piston compressor.

26 The CEP 2003-2007: Five Years of Mobility with Hydrogen The CEP 2003-2007: Five Years of Mobility with Hydrogen 27 Patrick Schnell, TOTAL Deutschland GmbH, Manager Responsible for the Heerstrasse Fuelling Station in Berlin We believe that the CEP and we operate our hydrogen fuelling station on Heerstrasse within this scheme is an exceptionally successful project. The level of cooperation with the Berlin Senate Department of Urban Development and the Senate Department of Economics, Technology and Women s Affairs in constructing the fuelling station was very constructive. Important knowledge about the interaction of the plant components would not have been possible without the exceptional planning permission granted by the Berlin Government to produce hydrogen locally using the LPG reformer. The level of cooperation with the Berlin State Office for Health and Safety at Work, Health Protection and Technical Safety (LAGetSi) and the certified monitoring office that was selected (TÜV Rheinland Industrie Service GmbH) has been excellent. Professional and committed members of staff at both institutions have supported us in all the issues ranging from gaining building permission to operating the fuelling station. We also involved the Berlin Fire Department in the project at an early stage and we regularly receive visits from interested fire department groups that wish to discover more about hydrogen technology at our site. We are particularly proud of the way that our LH 2 units work: The plant operates without any breakdowns and it has been possible to considerably reduce the boil-off from the tank by operating the fuel cells and the growing demand for GH 2 from the buses. We assume that it Statement will be possible to operate the fuelling station without any losses from the LH 2 tank once the next two buses have been delivered. But in contrast to the excellent performance of the LH 2 part, the local production of hydrogen from LPG using a reformer has turned out to be difficult and cost-intensive from a technical and operational point of view. Current knowledge suggests that it will be very complicated to reduce the cost of this process. Despite some unforeseen problems, overall the operations at the fuelling station can be described as positive. Although we did not assume that operations would proceed without any breakdowns, the system has required a higher level of personnel support than we had expected. This has been caused by various technical problems, the time-consuming insertion or conversion of plant components and adjustment problems at the start of operations. It has been possible to reduce what were high noise levels for the residents in the immediate vicinity of Heerstrasse caused by the compressor operating at night by adopting two noise reduction measures. An official survey and feedback from local residents are evidence that the legal specifications are now being adhered to any time of the day or night. We are expecting a significant increase in the number of vehicles in the future, both cars and buses. TOTAL is therefore planning another fuelling station with refuelling facilities for 50 buses in Berlin. Our attention and that of our partners will focus on further technical developments to the components in order to optimize the everyday availability of the compressors, measuring equipment, hoses and dispenser in particular. It goes without saying that we will convert tank equipment to 700 bar (10,150 psi) and test this forward-looking technology too. oxide.the LPG leaves the desulfurization stage with a sulfur content of less than 0.1 ppm and it is cooled down to approx. 230 C/ 446 F before it enters the reformer. The drinking water used is fully desalinated before it enters the steam reformer in a multi-stage process, consisting of softening, reverse osmosis and ion exchange. The desalinated water evaporates in the reformer and is split together with the propane gas at a process temperature of approx. 850 C/1,562 F into a hydrogen-rich synthesis gas, the reformate. This consists of hydrogen, carbon monoxide, carbon dioxide, methane and steam. The heat energy required for this process is supplied by a gas burner. Propane gas is used as the combustion fuel for start-up operations. The waste gas from the PSA unit, what is known as residual gas, is used later during normal operations. This provides approx. 90% of the heat requirements, so only a small amount of propane gas has to be added. A lambda sensor in the waste gas pipe from the burner checks that the combustion gas has been completely burned with excess air. The temperature of the gas is regulated and it is then fed to what is known as the CO shift stage. The carbon monoxide and steam start to convert into hydrogen and carbon dioxide on an iron/chrome catalyst at approx. 310 C/590 F. This reaction is exothermic, so this gives rise to a reactor temperature of approx. 400 C/752 F at the outlet point: CO + H 2 O CO 2 + H 2 As a result of the subsequent cooling of the reformate in the shell-and-tube heat exchanger, the majority of the steam that remains in the reformate is condensed, removed and fed to an outlet point via a degasifier. After the water has been removed, the reformate is purified in the pressure swing adsorption (PSA) unit and is split into hydrogen gas and residual gas.the hydrogen is subjected to a purification process and it then has a level of purity which allows it to be used in fuel cells. The hydrogen that is produced is continually monitored by an analysis unit to check the level of any carbon monoxide impurities.the analysis and calibration of the measuring tool take place automatically. The cooling water required for the process is supplied through a closed heat rejection system which is located on the roof of the unit container. During particular operating phases, the unit requires nitrogen which is supplied from After the compression process,the LPG is heated in two stages to 320 C/608 F. In the first stage the gas is heated up in a recuperator this heats up the gas mixture to approx. 250 C/482 F in a counter current flow to the desulfurized LPG. The ongoing temperature increase is provided by an electrical heater which is used to regulate the intake temperature for the subsequent hydrogenation stage. During the hydrogenation stage, the sulfur in the LPG is converted with the hydrogen into hydrogen sulfide on a cobalt/ molybdenium catalyst. Any unsaturated hydrocarbons and possible oxygen is hydrogenated. In the subsequent desulfurization stage, the hydrogen sulfide is adsorbed with zinc Figure 2: Process cycle for H 2 production in the steam reformer, TOTAL

28 The CEP 2003-2007: Five Years of Mobility with Hydrogen The CEP 2003-2007: Five Years of Mobility with Hydrogen 29 two nitrogen packs at an automatic supply station. All the flows of waste gases, which normally only accrue in start-up and stopping operations or when the unit is switched off in an emergency, are collected in a common pipe. A bi-directional detonation safety device has to be passed before the gas is transferred for cold discharge. All 14 buses that are used as part of the HyFLEET:CUTE Project are refueled at the TOTAL fuelling station. Six buses are currently being used for everyday operations (see chapter 7.2.10). As soon as the fleet has been expanded to seven vehicles, the capacity of the steam reformer will no longer be adequate to supply the hydrogen that is needed and a two-pronged supply strategy will be required: In this case additional GH 2 will be supplied by evaporating LH 2 as is the case if the reformer is not available on account of maintenance or a breakdown. The plant controls are designed in such a way that boil-off gases from the LH 2 tank are preferably fed to the precompressor prior to the hydrogen from the steam reformer if the steam reformer still allows a reduction in output (up to 25%). An air-heated evaporator is used to supply the fuel; this evaporator converts the liquid hydrogen, which is stored in an LH 2 tank at 2 bar (29 psi), to the gas phase. The pressure of the evaporated hydrogen is then increased to approx. 25 bar (362 psi) using a screw compressor and the fuel is then fed on to the main compressor (high-booster compressor). There are clear advantages in using a precompressor: On the one hand, the pressure of the liquid hydrogen does not have to be increased using a liquid pump to ensure that it reaches the minimum inlet pressure on the main compressor for safety reasons. On the other hand, the compression performance of the main compressor is raised if the pressure of the inflow is higher. This technology satisfies the requirements for fueling buses, for it creates an opportunity to refuel several buses one after the other. The refuelling pressure at this fuelling station is 350 bar (5080 psi). But the technology that has been installed will quickly reach its limits if the size of the bus fleets increases. As a result, an ionic compressor was installed in October/November 2007 as part of the EU s HyFLEET:CUTE Project. The ionic compressor operates like a piston compressor, but uses an ionic liquid to separate the hydraulic fluid and hydrogen instead of pistons. This means a far lower friction loss in the compressor and therefore a significant increase in performance. 1 2 Figure 3: Couplings for LH 2 1 The former manual version 2 The latest automotive coupling Refuelling buses at the TOTAL fuelling station, TOTAL 6.1.2.2 Supplying the Liquid Hydrogen on Heerstrasse The liquid hydrogen is supplied by truck and is kept ready for use in a cryotank containing 17,600 l (4,650 gal) at a pressure level of 2 bar (29 psi) and a storage temperature of -253 C/ 423 F in a manner similar to the liquid hydrogen equipment at the Aral fuelling station on Messedamm.A cryopump is used to feed the liquid hydrogen.in order to keep losses in the feeder pipes to a minimum, they were designed as short as possible. Liquid hydrogen is currently refuelled into two BMWs with an internal combustion engine and one Opel HydroGen3 with a fuel cell during normal CEP operations.the GH 2 refuelling operations for cars largely take place at the Messedamm site and the fuelling station on Heerstrasse serves as a back-up facility. A special automotive coupling is used to connect the dispenser to the vehicle; the coupling is thermally sealed from the atmosphere even if the flow of low-temperature hydrogen lasts for some time. Otherwise the moisture in the atmosphere would condense and this would mean that refuelling operations for other vehicles would only be possible after the ice that had formed on the coupling had melted (the leakproofness of the coupling connection is essential to ensure proper refuelling operations).the unit checks whether the system is leak-proof using helium and interrupts the fueling process if any problems should occur. The LH 2 fuel pump installed at the TOTAL hydrogen fuelling station still had the older type of cold-drawn coupling in the public area of the fuelling station until September 2006 this is still the type used at the Messedamm site. Based on the experience gained with the cold-drawn coupling and particularly because of its ergonomic disadvantages, Linde pressed ahead with the development of a new generation of coupling.the weak points of the refuelling process, which become obvious at the interfaces with customers, called for the immediate development and rapid deployment of technical solutions, as both the vehicles and fueling units have to have fitting coupling parts and any retrospect conversion of fairly large vehicle fleets is a complicated and expensive undertaking. As a result, the old type of LH 2 coupling has only still been in use at the BVG depot since September 2006. The LH 2 fuel pump on the public side of the fuelling station has the new LH 2 automotive coupling, which can also be used for refuelling LH 2 buses in the future. 6.1.2.3 The Results... Plant Operations at Heerstrasse after 15 Months The LPG reformer has been operating since January 2007. Refuelling with gaseous hydrogen was covered by evaporating LH 2 in 2006. The data relate to the periods in question from the time that parts of the equipment were commissioned until 1 July 2007. 6.1.3 LH 2 Boil-Off Because of the very low temperatures required to store LH 2, it is impossible to completely prevent heat input into the LH 2 infrastructure despite elaborate insulation measures. This can lead to evaporation in the cryotank, the cryopump and amount refueled (lbs) 44092 39683 35273 30864 26455 22046 17636 13227 8818 4409 0 GH 2 (buses, BVG compound) GH 2 (buses, BVG compound) LH 2 (car) LH 2 (car) GH 2 (car) GH 2 (car) 14 475 4023 2006 489 Figure 3: Refuelling amounts at Heerstrasse 40 589 GH 2 Total amount produced 5,457 kg (12,005 lbs) running time 3,389 h availability 94% lowest amount produced in a month 233 kg (512 lbs) largest amount produced in a month 1,450 kg (3,190 lbs) average amount produced per month 909 kg (2,000 lbs) LPG consumption 38.564 Nm 3 (1,361,8765 ft 3 ) electricity consumption 77.3 MWh water consumption 396 m 3 (13,984 ft 3 ) LH 2 Total amount supplied 24,876 kg (54,727 lbs) LH 2 availability for GH 2 refuelling 19,870 kg (43,714 lbs) GH 2 boil-off amount in the fuel cells* 233 kg (512 lbs) Table 2 and 3: Performance and operating data for the LPG reformer (Jan. 2007 - June 2007) and for the LH 2 sector (March 2006 until June 2007) (*) The fuel cells were not commission until April 2007, so the figures are still relatively small. the pipe systems if the substance is stored for a considerable period or if refuelling frequencies are low.various procedures are possible for handling the gaseous hydrogen that is formed: The CEP in principle opposes any atmospheric release of unused gaseous hydrogen as this represents a real loss of energy which contradicts the central principles of the partnership. Compressing the gaseous hydrogen that occurs and feeding it to the CGH 2 fuelling facilities makes sense in principle if the demand for CGH 2 is expected to be suffi- 3701 2007 522

30 The CEP 2003-2007: Five Years of Mobility with Hydrogen The CEP 2003-2007: Five Years of Mobility with Hydrogen 31 The LOPEX Reliquefaction System Info ciently high.the current low demand for the fuel is hindering any extensive tests on the GH 2 production facilities at the sites. Local use in fuel cells is an idea worth pursuing and this is currently being tested at the Heerstrasse site. It is also possible to reliquefy the gas locally. Tests are currently taking place at the Messedamm site to examine this idea. 6.1.3.1 What Is Happening to It on Messedamm The gaseous hydrogen resulting from boil-off is not being directly used for refuelling purposes at the Messedamm site in order not to interfere with the long-term testing and demonstration operations of the electrolyser. Instead, the CEP is testing a new procedure for the very first time: local reliquefaction using the LOPEX process, which has been developed within the scope of the project. Traditional reliquefaction processes largely consist of a heat exchanger, a compressor, an ambient air cooling unit and an expansion machine. The removal of hydrogen from the gas phase supplies hydrogen at tank pressure and the appropriate boiling temperature (e.g. at 3 bar [44 psi], T = 24 K). The gas that is extracted is heated in the heat exchanger. An exchange of energy takes place between the fresh lowpressure hydrogen and the high-pressure hydrogen. The two flows of materials have the same volume. As a result, the energy can only be exchanged on a 1:1 basis. A compressor is arranged behind the heat exchanger. This brings the process gas to the desired process pressure. The heat that occurs as a result is discharged using an ambient air cooling unit downstream. After passing through the ambient air cooling unit, the process gas is fed back to the counterflow heat exchanger. It is cooled there by the low-pressure gas that enters the system.in order to liquefy the gas,it is brought up to tank pressure using an expansion machine.the expansion machine works using isentropic expansion. One part of the process gas is liquefied as a result. The gaseous part is fed back into the process behind the expansion machine. The hydrogen reliquefier with LOw Pressure EXtraction (LOPEX), which is used on Messedamm, also consists of a heat exchanger, a compressor and an ambient air cooling unit. In addition, it has a low-pressure hydrogen extraction point after the heat exchanger. Low-pressure hydrogen is extracted from the process at this point. In order to expand the process gas to tank pressure, a throttle device is used in the Tank Tank pressure Boil-off amount Heat exchanger Insulation Ø x H Compressor station Running time Dimensions L x W x H Noise development Drive power for the compressor Low-pressure extraction: Hydrogen before compressor station 3.5 bar absolute (51 psi) 140 Nm 3 /day (4,944 ft 3 /day) Vacuum super-insulation (connected to H 2 tank) 250 x 6.500 mm (9.8 ins x 21.3 ft) 14 h/day 540 x 500 x 990 mm (21.2 x 19.7 x 39 ins) 45 dba 5 m (16.4 ft) away approx. 2.5 kw 20% of the boil-off amount Statement Peter Winkler (Linde, Munich), the Partner Responsible for the LH 2 System Field Report on the LOPEX system Two (competing) systems are being used to store or produce hydrogen in line with the focus of the CEP project. Very low-temperature liquefied hydrogen (- 253 C/- 423 F) is delivered by fuel truck for refuelling LH 2 vehicles and the fuel is kept in a double-skinned vacuum-insulated storage tank. The hydrogen for refuelling GH 2 vehicles (fuel cell vehicles with a storage tank at 350 bar [5,080 psi]) is produced locally using an electrolyser. One of the aims of the CEP is to discover a procedure for handling boil-off that is viable within the LH 2 system. The boil-off should not be used to refuel vehicles running on compressed gas. Linde has developed the LOw-Pressure-EXpansion process (LOPEX) with the aim of reducing boil-off losses as far as possible within the CEP; this system should enable an 80% reliquefaction of the boil-off gases. The process has been optimized in real conditions during the course of the project and the experience gained suggests that this aim is achievable with the help of the LOPEX system. Further experience within the CEP (at the TOTAL fuelling station on Heerstrasse) has shown that an intelligent boiloff management system can achieve better results at a far lower cost using the current configuration.this means that the complete avoidance of any boil-off is feasible. process. The amount of gas required is extracted from the tank. The extraction process takes place in the same conditions as with the traditional system. The extracted gas is heated by the high-pressure gas in the heat exchanger. By extracting the low-pressure hydrogen after the heat exchanger, the ratio of flows of gas in the heat exchanger is altered. As a result, more energy can be transferred from the high-pressure hydrogen (smaller mass flow) to the low-pressure hydrogen (larger mass flow). The limits of this process depend on the heat exchanger and the initial temperature of the fresh low-pressure hydrogen (tank pressure).the ratio can be steered using the low-pressure hydrogen extraction process. After the heat exchanger, the flow of gas is separated into gas for consumption and process gas. The compressor and the ambient air cooling unit are the same as those used for the normal reliquefaction process.the process gas is fed to the heat exchanger after the air cooler. It is cooled by the low-pressure gas that enters. A simple throttle device can be inserted behind the heat exchanger. This expands the high-pressure gas isenthalpically to the desired tank pressure. During the expansion process, one part of the process gas liquefies. The gaseous part is fed back into the process. The lower energy levels after the heat exchanger mean that it is possible to expand the gas isenthalpically and produce an adequate liquid fraction in contrast to the traditional process. The advantages of LOPEX are: It increases the overall degree of efficiency, It produces a higher liquid fraction after the expansion process, It provides the option of isenthalpic expansion with a liquid fraction, Its avoidance of large mass flows (for profitable operations), Its simpler design as a result of doing away with the relatively complicated expansion machine, Its simpler control of the reliquefaction process, The omission of complicated steering units like transaxle systems or drives, The possibility of operating without any outside energy source (e.g. topping up a fuel cell directly from the lowpressure hydrogen extraction point). 6.1.3.2 And What Is Happening to It on Heerstrasse Any boil-off is used at the TOTAL refuelling station in two stationary fuel cells which were installed in cooperation with Vattenfall Europe as part of the EU-funded HyFLEET:CUTE project.the fuel cells generate heat and electricity for use at the station. Any surplus electricity is fed into the grid according to renewable energy feed-in tariffs. Various utilization concepts are being pursued with the two fuel cells. The air-cooled fuel cell made by Axane has been optimized to convert the LH 2 boil-off into electrical energy. The water-cooled fuel cell made by HPS primarily serves to use waste heat to warm up the fuelling station store. Both fuel cells were commissioned in April 2007 after an extensive test phase. 6.2 Driving with Hydrogen Sufficiently large vehicle fleets and high mileage are essential if a highly developed and efficient refuelling infrastructure is going to be tested. Even if the construction of the vehicles and operating them were not subsidized within the first phase of the CEP project, it was possible to start using the first vehicles in Berlin immediately after the opening of the Aral gas station on Messedamm in November 2004. The handing over to customers was completed gradually in 2005. By mid-2005, when normal operations began at the fuelling station on Messedamm, the planned number of 16 vehicles on average was reached for the very first time. When Volkswagen AG joined the project in July 2006, another vehicle was added to the fleet testing operations. The following customers have integrated these cars in their vehicle fleets and are testing them in everyday situations on a daily basis: The Federal Chancellor s Office The Federal Ministry of Transport, Building and Urban Affairs

32 The CEP 2003-2007: Five Years of Mobility with Hydrogen The CEP 2003-2007: Five Years of Mobility with Hydrogen 33 Figure 4: Boil-off management system at the TOTAL fuelling station, TOTAL CEP Mobility Group Statement Always Present in the Berlin City Scene: The 17 Permanent CEP Cars Info Field Report on the Vehicles On average, 17 hydrogen-powered vehicles have been used in the test fleet operations in Berlin by the CEP project partners in the automobile industry within the Clean Energy Partnership. Up to 24 vehicles have been used at peak times. From a technical point of view, various vehicle concepts are in use: on average two vehicles operate with a hydrogen-powered internal combustion engine and there are 15 fuel cell vehicles where three vehicles are driven by liquid hydrogen and 14 use compressed, gaseous hydrogen (at 350 bar/5,080 psi) as their fuel. The vehicles used have traveled a total of 374,000 kilometers (232,000 miles) in Berlin city traffic and in the surrounding area without any noteworthy incidents within the lifetime of the project. This means that the CEP project has provided valuable figures related to the everyday use of hydrogen-powered and fuel cell vehicles with the aim of pushing ahead with efforts for future developments based on this knowledge. The very high availability level of the vehicles and their low breakdown rate has been welcomed as a positive development. In particular, the vehicles suitability for everyday use should be underlined here none of the drivers (who were largely lay people in relation to hydrogen) have had any misgivings or major problems operating the vehicles in Berlin city traffic.the feedback obtained from the customers (drivers) by means of a questionnaire has also been extremely positive. The only issue sparking slight criticism is the vehicles range (which is between 150 and 300 kilometers [93 186 miles] depending on the vehicle in question). The mobility group also positively welcomed the idea of a joint service station at the Messedamm site, which was constructed as part of the CEP project and is available to all the mobility partners in equal measure for servicing, repairs and transmitting data. The mobility group believes that there is room for improvement particularly with regard to communications between the infrastructure and vehicles users (e.g. in the form of a hotline or an automatic registration system if breakdowns emerge on the infrastructure side), an improved range for the vehicles in conjunction with a higher density of fuelling stations or improving the location of the hydrogen fuelling stations and the need for a responsible office locally to deal with any unforeseen problems. In conclusion, we in the mobility group would like to say that the CEP has been highly successful; this is particularly evident because the hydrogen-powered and fuel cell vehicles that are being used are clearly ready for everyday operations and because the vehicle drivers involved are so satisfied; this will pave the way for the continuation of the Using Hydrogen for Road Traffic success story. CEP Partner Model Number Drive technology Fuel (State) BMW Group Hydrogen7 2 Internal combustion engine LH 2 Daimler AG Daimler F-Cell based on the A-Class 10 Fuel cell CGH 2 Ford Hybrid Ford Focus Fuel Cell vehicle 3 Fuel cell CGH 2 GM/Opel HydroGen3 based on the Zafira 1 Fuel cell LH 2 Volkswagen AG Touran HyMotion 1 Fuel cell GH 2 The Federal Ministry of Economics and Technology The Berlin Public Transit System (BVG) The Berlin Sanitation Department (BSR) German Telekom (T-Com and T-Systems) Hermes Logistik IKEA Vattenfall Europe VW dealership The BMW Hyrogen7 has a modified power train, which can run on either liquid hydrogen or gasoline. BMW has deliberately chosen the internal combustion engine with its decade-long development experience and which can also be powered optionally by conventional fuel while the hydrogen-infrastructure is still in the development stage. The 12-cylinder BMW engine develops 192 kilowatts (257 hp) and maximum torque of 390 Nm (228 lb ft). The car has a top speed of 230 km/h (143 mph). Its highly insulated tank has a volume of 170 liters (44.90 gallons) and contains approx. 8 kg (17.6 lbs) of liquid hydrogen (LH2) at -253 C/-423 F. This gives the car a range of more than 200 kilometers (124 miles) when running on hydrogen. A gasoline tank increases the vehicle s range by a further 500 kilometers (310 miles). The BMW limousine can hold its own against the competition: It can be used in everyday situations and it is dynamic, comfortable and safe. It is the world s first series hydrogen limousine in the premium sector. The BMW Hydrogen7 has been handed out to customers since 2007. The A-Class F-Cell from Daimler AG is the result of intense research work and it represents the sixth generation of Mercedes-Benz fuel cell vehicles. The vehicle has outgrown the research stage and is one of the first fuel cell vehicles to go into series production in the world, albeit at a very low level (60 cars). The A-Class F-Cell is currently proving that it is suitable for everyday use in international cooperation projects in Europe, the USA, Japan and Singapore.The Mercedes is an ideal city car quiet, energy-saving, safe and completely emission-free.

34 The CEP 2003-2007: Five Years of Mobility with Hydrogen The CEP 2003-2007: Five Years of Mobility with Hydrogen 35 Statement Statement Statement Statement Thomas Opitz, BMW, Driver of a Hydrogen Car Field Report on the BMW Hydrogen7 I have been driving the hydrogen car every day for almost two-and-a-half years and I have never had any technical problems or other difficulties which have stopped me traveling. When I was asked at the beginning whether I wanted to take part in the project as a driver, I was skeptical about whether the technology in this sector was sufficiently advanced to cope with everyday demands. But the vehicle has proved the point it drives just like a normal car. In the future I would like to see somewhat shorter refuelling times for LH 2 and the position of the car at the dispenser made easier. But I am confident that the partners in the project will manage to sort this out. The F-Cell uses hydrogen in compressed gas form it is compressed to 350 bar (5,080 psi). This means that the car has a range of about 170 kilometers (105 miles). Consumption is the equivalent of 4 liters (1.05 gallons) of diesel per 100 kilometers (62 miles). The electric motor has a power output of 65 kw (87 hp) and develops maximum torque of 210 Nm (155 lb ft).the F-Cell accelerates from 0 to 100 km/h (0 62 mph) in about 14 seconds. Its top speed is about 140 km/h (87 mph). The fuel cell system is located in the sandwich design floor of the A-Class with its long wheel base. So the complete interior is available for passengers and baggage. Joachim Pilz, T-Systems, Driver of a Hydrogen Car Field Report on the Mercedes F-Cell The way the car drives is awesome.you are always the first to get away from the stoplight, regardless of who is next to you. And then there is the environmentallyfriendly fuel, which is produced using renewable energy sources I would recommend that anyone takes part in this project. The only thing that disturbs me at the moment is the fan which is somewhat louder than the internal noise on a diesel car when the car is not moving. I have never had any misgivings about driving the vehicle. I only prefer to use a different car if I have to drive for quite a distance (more than 100 km [62 miles] outside Berlin). The Ford Focus Fuel Cell Vehicle is the fifth generation of fuel cell cars from the Ford Motor Company. The model has passed the prototype phase and has progressed to the small series production stage as a safe vehicle suitable for everyday use. Its fuel cell system provides 68 kw (91 hp) of electrical power. But the hybrid drive system is what gives the Ford its particular dynamics: A battery provides extra power for acceleration. This powerful combination significantly ups the nominal output of the fuel cell system. The maximum torque of the Ecostar electric motor is the same as that of a 170 hp gasoline engine.the level of efficiency is also extremely high. The car s momentum is fed back into the system as Renate Lemke, Berlin City Cleaning Service, Hydrogen Car Driver Field Report on the Ford Focus Fuel Cell Vehicle Testing innovative vehicle technology is one of our daily tasks, even if the vehicles used by the sanitation departments are normally larger. The fuel cell Focus has triggered a great deal of excitement at our company and not just because of its fantastic acceleration at an intersection. We drive the vehicle almost every day sometimes there is a small argument about which of us colleagues is allowed to drive the future. I myself drive the vehicle about two or three times a week and I am very satisfied. We have not had many problems with refuelling and if they have occurred, the staff members at the Aral fuelling station are very ready to help.we have been able to combine the long drive to the fuelling station with a long journey to company headquarters. electrical energy when it brakes.the engine can then be used as a generator for a short time and tops up the battery for the next acceleration maneuver. Thanks to this economic technology, the Ford can cover more than 300 kilometers (186 miles) on a tank full of gaseous hydrogen. GM/Opel has developed a fuel cell vehicle in the shape of the HydroGen3, based on its Zafira model.the main components Georg Hellwig, IKEA, Hydrogen Car Driver Field Report on the HydroGen3 The HydroGen3 is used when I have to travel to customers as part of my outside work in customer services at IKEA. It is used two or three days a week so that we can carry out minor repairs at our customer premises and record customer complaints. If we fill the tank, the car can cover a radius of approx. 200 kilometers (124 miles) and this covers the whole of Berlin. Although I was very skeptical about hydrogen and fuel cells, I can now recommend this new environmentally-friendly technology without any misgivings after two-and-ahalf years of test driving. Just about anybody could handle this vehicle, I think apart from the refuelling operations. of its drive system are concentrated in a compact module.this is pre-assembled as on a conventional vehicle and is then connected to the bodywork as with the normal production of automobiles. All the drive components are accommodated under the hood or the rear seat. The size of the interior and trunk of the HydroGen3 largely match that of a series production Zafira. The HydroGen3 accelerations from 0 to 100 km/h (0 62 mph) in 16 seconds and has a maximum speed of 160 km/h (100 mph).it can handle all the demands made on the vehicle without an additional reserve battery thanks to the dynamic fuel

36 The CEP 2003-2007: Five Years of Mobility with Hydrogen The CEP 2003-2007: Five Years of Mobility with Hydrogen 37 cell system.the HydroGen3 liquid model is used in Berlin and it has a range of about 400 kilometers (248 miles) with its 4.6 kg (10 lbs) of very low-temperature liquid hydrogen in its tank. The VW Touran HyMotion is the latest development in vehicles with a fuel cell drive system at Volkswagen. Based on the Touran, the vehicle was developed at the Volkswagen Technology Center in Isenbüttel and was initially tested in everyday working conditions in the USA. Its involvement within the CEP marks its debut in Germany. The Touran HyMotion has a fuel cell drive system. The electric motor has a high degree of torque in a wide range of engine speeds and provides a comfortable driving experience that is free of any vibration. The HyMotion accelerates from 0 to 100 km/h (0 62 mph) in 14 seconds. Its top speed is 140 km/h (87 mph). The hydrogen is carried in gaseous form at 350 bar (5,080 psi).the fuel cell has a maximum electric output of 85 kw (114 hp). The HyMotion has a nickel metal hybrid battery with an energy content of 1.9 kwh, which enables it to respond dynamically to the highest demands placed on it. The car meets the German Technical Inspection Agency and EIHP guidelines and is as safe as a Touran with a conventional drive system. Continual normal operations with the vehicles began when the fuelling station on Messedamm moved from test to normal operations during the summer of 2005. At the same time an extensive process of collecting data on refuelling and vehicle operations began in close cooperation with the fuelling station operators and the vehicle manufacturers. Distance traveled (estimated figure) Number of vehicles (in total) July-Dec 2005 51,000 km/ 31,620 miles Jan-June 2006 103,000 km/ 63,860 miles July-Dec 2006 145,000 km/ 89,900 miles Jan-June 2006 75,000 km/ 46,500 miles 15 21 24 23 Statement Martin Kröning, Volkswagen Dealer, Hydrogen Car Driver Field Report on the VW Touran HyMotion I have been driving a hydrogen-powered car for about a year. After everything sorted itself out very quickly, I can now say that my initial misgivings particularly with regard to the vehicle s safety were unfounded. It has now become an everyday routine and I sometimes take my customers at the dealership on journeys with me and show them what a great drive it is.the customers are very interested and ask detailed questions about the technical specifications of the hydrogen vehicle. Overall I can say that the level of public interest in the vehicle and the subject of hydrogen is enormous. Do I have any suggestions for improvements? The fuelling stations could be a bit more fault-tolerant, because every now and again you are a little uncertain about how to use the hydrogen dispensers as a newcomer to hydrogen. Refuelling with hydrogen twice in Berlin: Layout of the CEP fuelling stations on Messedamm and Heerstrasse

38 The CEP 2003-2007: Five Years of Mobility with Hydrogen The CEP 2003-2007: Five Years of Mobility with Hydrogen 39 6.2.2 Reliable Mobility:The CEP Service Stations Some of the vehicles used in the CEP project are exposed to enormous strain during their everyday operations at the hands of customers. So vehicle maintenance and care are absolutely essential on a daily basis. The BMW Group, Daimler AG, Ford, GM/Opel and Volkswagen AG have been jointly using a car service station with six employees since the spring of 2005; this shop was developed and constructed in close cooperation with an external investor, the International Bus Station Operating Company (IOB). This operating concept is groundbreaking, because it illustrates that hydrogen is already an attractive future proposition for investors now. En route in Berlin with hydrogen, TOTAL 6.2.1 En Route: The Berlin Public Transit System (BVG) Successfully Uses Hydrogen- Powered Buses on Local Passenger Routes Hydrogen on Berlin s streets: The vehicles in the CEP have not been the only ones since June 2006. The Berlin Public Transit System is gradually putting a total of 14 hydrogen buses into service between June 2006 and the spring of 2008 as part of the EU-funded HyFLEET:CUTE Project. Another vehicle a hybrid bus with an internal combustion engine adapted for hydrogen, a fuel cell and a hybrid option was put into service at the end of 2006 as part of a project sponsored by the Federal Ministry of Economics and Technology. The close level of cooperation between the CEP and HyFLEET:CUTE, which is not only reflected in the construction of the fuelling station on Heerstrasse that was funded jointly by both projects, serves both sides. The buses with their high daily mileage and high consumption per mile (in comparison to cars) guarantee that the ongoing demand for fuel is high and therefore the equipment is subject to constant use. The hydrogen production equipment in particular, like the LPG reformer at the Heerstrasse site, requires constant operating conditions in order to be able to work efficiently. The fact that the buses are certain to refuel a certain volume forms the ideal platform for operating the plant in a cost-effective manner. The Hamburg Hydrogen Project HH2 visits Berlin: view from the CITARO Fuel Cell Bus at the opening of the TOTAL fuelling station, March 2006, TOTAL Six buses are now in service.the two vehicles that were put into service in June 2006 were followed by two other buses of the same type in October 2006. They are buses with 150 kw (210 hp) naturally aspirated engines. The second generation of vehicles, which will begin operations on routes in November 2007, are equipped with 200 kw (268 hp) turbocharged engines. Both the operators and customers are satisfied with the new environmentally-friendly services provided by the BVG. The vehicles had covered approx. 100,000 kilometers (62,000 miles) in about a year to 30 June 2007. Bus Distance covered Commissioned 1 31,039 km/19,244 miles June 2006 2 28,077 km/17,407 miles June 2006 3 21,686 km/13,445 miles Oct. 2006 4 17,633 km/10,932 miles Oct. 2006 Gesamt 98,435 km/61,030 miles June 2006 Table 4: Distances covered by hydrogen buses (by 1July 2007) A study by the Technical University of Berlin shows that the majority of BVG customers support the use of hydrogenpowered buses on local public passenger services. 86% of Berlin users said that they would even agree to higher prices as part of the acceptance study within the HyFLEET:CUTE Project if hydrogen could be used as an environmentallyfriendly fuel.the BVG is complying with this wish and is putting another ten buses into service in the short term. All the repair work including vehicle inertization, routine checks and functional tests are carried out here.the service station can also be used for demonstration or training purposes. The vehicle data collected here provide important results about the way the vehicles perform in customer hands. The service station was constructed between September 2004 and February 2005. A joint safety concept was drawn up by the safety experts at the mobility partners involved based on existing safety concepts and experience. This was turned into a standard document for completing the safety installations in the form of a safety matrix that was agreed with the authorizing bodies. The shop has a conventional technical ventilation system with a three-fold change of air according to the requirements of the workshop directive, but it also has an explosion-proof emergency exhaust air unit, which guarantees a change of air fifteen times with suction equipment in the ceiling area. There are facilities in the floor to guarantee the replenishment of air from outside. Pneumatically driven roof lights provide the necessary safety in an emergency involving hydrogen if the emergency ventilation system or power fails at the same time. All the workplaces are equipped with the vehicle exhaust gas suction units normally found in service stations in an explosion-proof design. Two passive stainless steel funnels protrude two meters above the roof gable at each workplace. A gas warning unit has been installed in the shop and reacts with two alarm levels: A preliminary alarm is triggered at 20% of the lower explosion limit (LEL) and the main alarm goes off at 40% of the LEL. Refuelling a hydrogen bus, TOTAL All the components, which have to remain active in a main alarm situation, are designed to be explosion-proof. All the other components are de-energized at all poles if the main alarm is triggered. All the conductible units and components are connected to the potential equalization system on the building side. The service station floor has a conductible coating and is also connected to the potential equalization system.the gas warning unit and central fire alarm system are supplied with power that cannot be interrupted. Since it was commissioned, the service station has been used by all the partners regularly for servicing, training and demonstration activities.thanks to the lack of any partitions between the workplaces, designated experts can continually exchange ideas about this highly promising technology of the future. The service station has been used on about 220 days since it was opened. Buses in particular, which cover enormous distances, need regular servicing and maintenance cycles. The Berlin Public Transit System (BVG) initially equipped its site in Usedomer Strasse in Berlin s Wedding district within the CEP. An existing service station has been equipped with the necessary gas warning and ventilation technology before the move to larger real estate, which became necessary with the start of HyFLEET:CUTE, led to the construction of a completely new service station exclusively for hydrogen buses at the Berlin Heerstrasse project site.

40 The CEP 2003-2007: Five Years of Mobility with Hydrogen The CEP 2003-2007: Five Years of Mobility with Hydrogen 41 sites and the responsible authorities and all the component parts in contact with hydrogen are being continually monitored, the capacity of existing emergency plans and reporting chains has been clearly proved in various emergency exercises where outside bodies the authorities and emergency services have participated. As a result of three years of operating experience, convincing evidence has been provided that hydrogen is a fuel that can be handled safely. It is as safe as any other fuel. The CEP has focused particular attention on a subject which has attracted little attention in the past, but which must form the focus of interest as the number of hydrogen vehicles and the need for servicing increase the subject of safety at service stations. The TOTAL fuelling station on Heerstrasse supplies the hydrogen for the buses from the BVG and the European HyFLEET:CUTE Project, TOTAL The construction of this new service station with two servicing areas for standard and articulated buses has been jointly subsidized by funds from the two projects HyFLEET:CUTE and CEP. It is a groundbreaking development for joint international attempts to establish hydrogen as the fuel of the future in Germany and Europe. 6.3 Hydrogen: A Safe Fuel Traffic accidents are as old as road traffic itself and despite all the safety technology available today, they cannot be completely ruled out. So as the number of hydrogen vehicles increases,it becomes more likely that they will be involved in traffic accidents too. It is good if the emergency services are prepared to intervene in a rapid, safe and dependable manner. Hydrogen is not any more dangerous than other fuels. But it does have certain peculiarities like all other gaseous fuels which have to be taken into account in emergency situations.the CEP therefore sought to make contact with the fire department in Berlin at a very early stage and has provided detailed information about handling hydrogen-powered vehicles at various training sessions. The CEP has also actively participated in national fire department conferences and sensitized the emergency services across the country to this issue. The CEP recognized the prime importance and relevance of this subject at an early stage and formed a working group with various employers liability insurance associations in this area the active partners in the CEP Daimler AG, Ford, BMW, GM/Opel and Volkswagen AG have been joined by other vehicle manufacturers. The working group is led by the expert committee for vehicle maintenance of the BG Metall Nord (North Metal Employers Liability Insurance Association) and is drawing up binding rules governing the handling of hydrogen in vehicle service stations.the employers liability insurance association for streetcars, subways and railroads (BG BAHNEN) is also part of this group. The rules being prepared will be entered in the employers liability insurance association manuals and will form a basis for the state rules which will be followed by all. Based on an evaluation of the situation, a case study was commissioned and this report has now been completed. It contains detailed information on the global state of hydrogen safety. But the information gathered so far is not yet sufficient to be able to draw up final safety rules. So experiments are being carried out to discover just how much hydrogen has to escape to be classified as dangerous. A situation has to be simulated where residual gas escapes from the pipes in a service station with a normal three-fold change of air facility.the appropriate rules will be formulated in a binding fashion after the experiments have been completed. The information center at the Aral fuelling station on Messedamm has been a popular attraction for groups of visitors from all over the world since it was opened in 2004. 6.4 Discovering More about Hydrogen The CEP has provided hands-on experience with hydrogen technology since the opening of the Aral fuelling station on Messedamm in Berlin in the true sense of the word for a hydrogen information center was opened at the same time as the inauguration ceremony for the fuelling station in November 2004. Well over 3,000 visitors have seized the opportunity since then to discover more about hydrogen as a fuel at this center. Many exhibits and tables provide a descriptive overview of the current state of the technology. A guided tour is possible at any time if a request is made in advance whether for school groups, experts, the media or politicians. Interested visitors can find out about the latest technology in action at the Heerstrasse site.two fuel cells from different Many radio and television reports and the huge interest shown by visitors at public events demonstrate that hydrogen is in! manufacturers operate in a showroom that can be viewed from outside. Both the cells were funded as part of the HyFLEET:CUTE Project. The cells use one part of the hydrogen produced by the reformer to generate power and heat. Because the number of vehicles traveling in the region at the moment is not huge, amounts of fuel cannot always be forecast accurately. The fuel cells form a good opportunity of using the temporary excess supply of hydrogen in a sensible manner. Guided tours are possible at this center too at any time. The CEP fuelling stations also meet the highest safety requirements. While detailed alarm plans have been developed in close cooperation with the partners active at the