Hydrogen Facilitating an Integrated Energy System October 7th, 2015 Tokyo Dr. Hanno Butsch Head of International Cooperation NOW GmbH National Organization Hydrogen and Fuel Cell Technology
NOW Structure and Tasks Owner: Federal Gov. (100 %) Co-financed by Industry Governing Body: BMVI (Chair), BMWi, BMBF, BMUB Advisory Board: strategic control, development of the program Programm-Management / International Cooperation / Communication NIP Market Activation H2, BZ Light Houses BMVI-Electro Mobility Battery Model Regions
The National Innovation Programme Hydrogen and Fuel Cell Technology (NIP) Politics Industry BMVBS / BMWi / BMBF / BMU 500 million + 200 million for demonstration for R&D + 700 million Co-payment from industry 1,4 billion 2007-2016 Preparing hydrogen & fuel cell markets Focus on R&D combined with everyday demonstration Hydrogen & fuel cells driven by applications and markets: transport, stationary energy supply, special markets 3
Political Climate and Energy Targets for Germany Reducing GHG across all sectors (1990 baseline): 40% by 2010 80% by 2050 Share of renewable energies of the gross final energy consumption: 18% by 2020 60% by 2050 The share of renewable energies for the electric power supply: 40-45% by 2025 55-60% by 2035 Reducing primary energy consumption: 20% by 2020 50% by 2050. Increase of Energy productivity: 2.1% per year compared to final energy consumption. Decrease of electricity consumption (baseline 2008): 10% by 2020 25% by 2050 Compared to 2008, heat demand in buildings is to be reduced by 20% by 2020, while primary energy demand is to fall by 80% by 2050. 4
Political Framework for the Transport Sector Share of transport in final energy consumption nearly 30% Tripling of energy consumption in transport since 1960, even five-fold increase in road traffic Goals of the German Energy Concept (2010) for Transport: about -10 % until 2020 of energy consumption about -40 % until 2050 of energy consumption (vs. 2005) The Mobility and Fuels Strategy of the German Government outlines the way how to achieve these objectives. Electrification of the drive train (BEV s and FCEV s) is an key issue to reach the targets! Targets only achievable with PtG-H2 and PtG-Methane. Further increase of RE then planned. Large scale storage for Hydrogen is inevitable. 5
Power-to-Gas can facilitate an integrated energy system with renewable energies in all application sectors. POWER P2G HEAT TRANSPOR- TATION 6
Power-to-Gas Production of hydrogen from renewable power sources - Allowing an increasing share of renewable power fluctuating power production from renewable energy sources - Optimizing the deployment of fluctuating renewable energy sources electrolysis methanation natural gas pipeline gas storage - Linking the energy sectors industry mobility power generation heat Source: http://www.powertogas.info/fileadmin/content/downloads_ptg_neu/fachbroschuere_power_to_gas_integration.pdf 7
Power-to-Gas Technologies are needed to Reduce Primary Energy Demand in Transportation Final energy consumption in road transport and inland navigation Scenarios: 1. high market penetration with combustion engines, but no PtG; 2. high market penetration with combustion engines, fuel demand entirely covered with PtG; and 3. considerable shares of both combustion engines and fuel cell electric engines, fuel demand entirely covered with PtG. Source: Power-to-Gas (PtG) in transport Status quo and perspectives for development Study in the context of the scientific supervision, support and guidance of the BMVBS in the sectors Transport and Mobility with a specific focus on fuels and propulsion technologies, as well as energy and climate, 2014
LDV Light-duty vehicles HDV - 73 % - 82 % - 55 % Heavy-duty vehicles - 35 % - 21 % Substantial reduction of GHG-Emissions in transportation are only achievable with Power-to-Gas including electrification of the drive-train (Batteries and Fuel Cells) GHG emissions in road transport and inland navigation 200 180 160 Mio. t CO 2 -eq. / a Emissions 1990 inland navigation 140 Scenarios: 1. high market penetration with combustion engines, but no PtG; 2. high market penetration with combustion engines, fuel demand entirely covered with PtG; and 3. considerable shares of both combustion engines and fuel cell electric engines, fuel demand entirely covered with PtG. 120 100 80 60 40 20 0 Scen. 1 Scen. 2 Scen. 3 Scen. 2 Scen. 3 100 % RE Electricity mix 2050 Source: Power-to-Gas (PtG) in transport Status quo and perspectives for development Study in the context of the scientific supervision, support and guidance of the BMVBS in the sectors Transport and Mobility with a specific focus on fuels and propulsion technologies, as well as energy and climate, 2014
The Overall Power Demand Increases with Powerto-Gas Fuel-Options for the Transportation Sector Electricity demand in the scenarios 1 3 (for the demand of the other sectors, the current electricity demand was extrapolated to 2050) Scenarios: 1. high market penetration with combustion engines, but no PtG; 2. high market penetration with combustion engines, fuel demand entirely covered with PtG; and 3. considerable shares of both combustion engines and fuel cell electric engines, fuel demand entirely covered with PtG. Source: Power-to-Gas (PtG) in transport Status quo and perspectives for development Study in the context of the scientific supervision, support and guidance of the BMVBS in the sectors Transport and Mobility with a specific focus on fuels and propulsion technologies, as well as energy and climate, 2014
DIRECTIVES OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL 22 th October 2014: Alternative Fuels Infrastructure Directive (2014/94/EU) Under the directive, each member state has two years to draw up an alternative fuel deployment strategy and send it to the Commission. These strategies or "national policy frameworks" will set out the country's national targets for putting in place new recharge and refuelling points for the different types of "clean fuel", such as electricity, hydrogen and natural gas, as well as relevant supporting actions. 15th September 2015: Directive 2015/1513 for the amendment of Directives 98/70/EC (FQD) and 2009/28/EC (RED) RED: [ ] the share of energy from renewable sources in all forms of transport in 2020 is at least 10 % [ ] FQD: [ ] require suppliers of fuel or energy to reduce by at least 6 % by 31 December 2020 the life cycle greenhouse gas emissions per unit of energy of fuels used in the Union by road vehicles, non-road mobile machinery, agricultural and forestry tractors and recreational craft when not at sea. [ ] renewable liquid and gaseous transport fuels of non-biological origin means liquid or gaseous fuels other than biofuels whose energy content comes from renewable energy sources other than biomass, and which are used in transport; 11
The Government Support Group Since September 2013 Informal group of currently 7 EU member states on ministerial level. (NL (Chair),UK, F, SWE, DK, AUT, GER) Exchange national and international (EU) developments in the field of sustainable mobility and alternative fuels for transport. Establishing a dialogue between governments, industry and financing institutions ( e.g. 1. Dialogue Meeting in Berlin) Aligning National Policy Frameworks (NPF) as they are requested in the CPT (e.g. non-discriminatory access) 12
H2-Mobility action plan until 2023 Air Liquide, Daimler, Linde, OMV, Shell and Total agree on an action plan for the construction of a hydrogen refueling network in Germany. Targets: 400 HRS until 2023 ( 100 HRS until 2017). 350 mio. investment. Max. 90 km distance between two HRS at the motorway. 10 HRS in each metropolitan area. 13
Scenario for the development of an EU HRS infrastructure 2015 2018 > 2020 50 100 400 2 4 10 20 ~5 ~5 40 9 30 70 10 30 40 14
Power-to-Gas Demonstration Projects in Germany source: www.powertogas.info; status 12/2013
NOW-Study Integration of Wind-Hydrogen systems into the energy system Comparison of necessary cost recovery's in various markets Fall Case Investition Investment "Less "Standard- "weniger fuel combined-cycle GuD fall plant Kraftstoff" Northeast statt Nordost" 600 /kw instead 800 /kw GT GT statt instead GuD, of combined-cycle Investition plant 504 /kw Investment Investition Elektrolyse electrolysis 700 /kw statt 700900 /kw /kw Investment Investition Elektrolyse electrolysis 500 /kw statt 500900 /kw /kw Price driven preisgesteuert electrolysis operation Anzahl Elektrolyzer Volllaststunden full load Elektrolyse hrs Produzierte Menge Wasserstoff Produced H2 (t/a) (Tonnen pro Jahr) Anteil Share Wasserstoff re-powering für Rückverstromung 3.052 3.052 3.052 3.052 3.052 3.052 5.600 32.044 32.044 32.044 32.044 32.044 32.044 59.100 38% 7% 7% 7% 7% 7% 39% notwendiger Necessary spezifischer revenues /kg Erlös for /kg H 2 für as HFuel 2 -Kraftstoff Electricity Stromkosten Elektrolyse costs /MWh ( /MWh) Spotmarket Spotmarkt (0 (0 /MWh bei when Überschuss) excess) 3,71 2,92 2,74 2,56 2,50 2,08 1,55 40 /MWh 6,80 5,00 4,82 4,49 4,58 4,16 80 /MWh 9,90 7,08 6,90 6,43 6,66 6,24 Green: competitive at fuel market Gold: cheaper than H 2 from natural gas Red: not competitive 16
Thank you very much! Dr. Hanno Butsch Head of International Cooperation NOW GmbH National Organization Hydrogen and Fuel Cell Technology download: www.now-gmbh.de