Hydrogen Fuel Cell Bus Technology State of the ... - NEXTHYLIGHTS

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Hydrogen Fuel Cell Bus Technology State of the Art Review 7.1 Next Generation of bus projects: what should be expected Based on the analysis above, the next pre-commercial activity for hybrid fuel cell bus demonstrations needs to overcome two main barriers: Demonstrate improved availability for fuel cell hybrid buses (target: 90%), at the high fuel economies expected for these drivetrains – this is the main aim of the next generation of FC bus trials which is currently underway Catalyse the achievement of very low cost of fuel cell buses – this is a medium term target and will be linked to the volume of demand, as well as the next generation of fuel cell system technology It is clear from the TCO analysis (Section 6.1) that the priority for hybrid fuel cell buses is to reduce the cost of the fuel cell system. As introduced in Section 4, a substantial cost reduction is expected in the next few years, thanks to an enhanced durability of the fuel cells. Thereafter, stakeholders unanimously agreed in considering achievable fuel cell system costs as low as approx. €1,000 / kW only if the market experiences sales of low hundreds of buses per year (from 2012-2013 and afterwards). A consistent volume of sales per year would increase the confidence of the component suppliers and the bus manufacturers, and bring economy of scale benefits. More detail on suggested rollout strategies will be provided in the next NextHyLights WP3 deliverables (3.2 and 3.3). 76
Hydrogen Fuel Cell Bus Technology State of the Art Review Annex A: International framework The scope of this section is to provide a concise overview of the international policy framework in which demonstrations of fuel cell bus have been promoted, addressing the role of central governments, international authorities and local associations. In These projects are listed in Section 2, where are provided details on budgets and stakeholders. USA USA research activities on hydrogen as an alternative transport fuels started in the 1970s [DOE, 2010]. In the 1990s the central federal government initiated specific hydrogen and fuel cell research, development and demonstration programmes coordinated by the Department of Energy (DOE) [HRDDA, 1990] [HFA, 1996]. This commitment received further support from the five-year, $1.2 billion-funded Hydrogen Fuel Initiative (HFI) promoted by the president of the United States in 2003.The HFI formed the basis of the USA‟s long term hydrogen and fuel cell national RD&D strategy, currently undertaken by the DOE‟s Hydrogen Program (HP). The DOE is the leading department in the coordination of the national-wide, multi-departmental RD&D activities on hydrogen production, distribution and end-use [DOE, 2010]. USA‟s fuel cell bus demonstrations originate in this long-term federal interest in developing alternative transport fuels. The RD&D activities on fuel cell buses in the United States have been funded essentially by two major national agencies (the DOE and the Federal Transport Authority) and by a number of local authorities. In the national framework, California has also played a key role in rolling out alternative transport technologies. A. The Federal Transport Authority (FTA) The FTA has been the key national agency in supporting alternative transport technologies, co-funding the first American demonstration of a methanol-fuelled hydrogen fuel cell buses (FCB) in the 1980s at the University of Georgetown [NREL, 2009]. From the 1990s, the FTA worked in parallel with the DOE‟s hydrogen RD&D programs in funding FCB demonstrations. In 2005 the FTA undertook a $49 millionfunded National Fuel Cell Bus Technology Development Program (NFCBP) to complement and support the HFI, with the precise aim to facilitate the development of commercially viable hydrogen FCB and related infrastructures [FTA, 2006]. More details on the FTA- NFCBP are reported in Figure 33, below. In addition to this program, the FTA is funding smaller projects in a number of American universities (Georgetown, Delaware, Texas and Alabama, for a total of 6 fuel cell buses) one battery dominant fuel cell bus for the city of Burbank (California) and two hybrid fuel cell buses for Sun Line Transit (California). 77
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