Hydrogen Join tHeMoveMent!

Hydrogen Join tHeMoveMent!

We’re going places with hydrogen

Clean air free of toxic emissions, independence from our in- creasingly scarce fossil fuel resources, and quieter towns and roads: welcome to our vision for the future of mobility. It is already a reality at the Clean Energy Partnership (CEP), which unites globally leading industrial companies working together across competitive boundaries to achieve a common goal: quiet, low-emissions mobility without restrictions on the range – powered by hydrogen!

Mobility in the era of climate protection........................................................................................................................................................................................................ 3

A lighthouse project.......................................................................................................................................................................................................................................................................4

A strong alliance: the Clean Energy Partnership ................................................................................................................................................................................. 7

Fields of activity .................................................................................................................................................................................................................................................................................... 7

1. Production – Hydrogen as an energy carrier........................................................................................................................................................................................8 Hydrogen production – many roads lead to H2 ...........................................................................................................................................................10 Reforming processes ...........................................................................................................................................................................................................................................10 Water electrolysis ....................................................................................................................................................................................................................................................10 H2 from biomass ..........................................................................................................................................................................................................................................................11 Hydrogen storage ......................................................................................................................................................................................................................................................11

2. Infrastructure – A network of filling stations for Germany...................................................................................................................................... 14 Quick and simple refuelling......................................................................................................................................................................................................................16 Expanding the network of filling stations .........................................................................................................................................................................16 Interview: The infrastructure expansion is gathering speed .................................................................................................................17 3. Mobility – We’re going places with hydrogen ..............................................................................................................................................................................20 On the move with fuel cells......................................................................................................................................................................................................................22 Interview: Hydrogen cars in everyday usage .................................................................................................................................................................23 H2 and public transport ..................................................................................................................................................................................................................................24 Interview: In the garage with the ‘SauberBus’ ............................................................................................................................................................25 Hydrogen and battery-powered vehicles complement each other ............................................................................................26 A growth market for Germany ...........................................................................................................................................................................................................26

News: Strategic collaborations for the market launch of the fuel cell............................................................................................................27

Contact ...........................................................................................................................................................................................................................................................................................................29

Contents

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Climate change concerns us all. One of our most urgent tasks is to reduce greenhouse gas emissions to stop global warming. The European Union, together with the G8 members, China, Japan, Canada, Russia and the US, have agreed on a target to reduce CO2 emissions by 80 percent by 2050. Increasing road traffic is regarded one of the main sources of emissions, and it is estimated that 95 percent of it must be converted to alternative drives in order to achieve the target. The Clean Energy Partnership (CEP) unites industry leaders in working together to achieve this goal – using hydrogen as an alternative fuel. The operation of fuel cell vehicles produces no CO2 emissions, only water vapour.

But hydrogen is more than ‘just’ a fuel. It could play a key role in the transition to renewable energy. The German government’s energy concept provides a clear target for the expansion of renewable energy use – from 20 percent in 2011 to 80 percent in 2050. This requires an efficient power grid that can absorb the power fluctuations of renewable energy sources. If more electricity is produced than is needed at certain times, the energy must be temporarily stored so that it is not lost. But Germany has insufficient storage capacity available for this.

Hydrogen could provide a solution, as large amounts of energy can be stored in the form of hydrogen. Not just for hours or days, but for weeks and months without appreciable loss. This means that hydrogen is able to play a strong supporting role in the transition to renewable energy, because the greatest challenge facing our energy industry right now is to solve the timing issues between energy supply and demand. The hydrogen produced in this way is transformed back into electricity as needed, for example in a power plant. The most efficient way to do this is directly in the fuel cell of a car, bus, boat or plane. Renewably produced hydrogen therefore supports a low-carbon energy supply and clean mobility – independent of fossil fuels.

The CEP partner companies are working together to ensure that the hydrogen society becomes a reality. In several regions of Germany there are demo hydrogen vehicles and filling stations. The findings from their operation will feed into the development of technical standards and will serve to design the processes, equipment and vehicles in a more customer-friendly and cost-effective way. The following pages contain further information about the CEP and its fields of activities.

MoBiLity in tHe erA oF CLiMAte ProteCtion

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The CEP is Europe’s largest demonstration project for hydrogen mobility and a lighthouse project of the National Hydrogen and Fuel Cell Technology Innovation Programme (NIP). Lighthouse projects light the way to the future by bridging the gap between research and development and later markets. The NIP, an alliance of the German government, industry and science, promotes the market preparation of technologies and is coord-inated by the government-owned NOW GmbH (National Organisation for Hydrogen and Fuel Cell Technology). The German government’s innovation programme is providing targeted funds of 700 million euros to demonstrate the use of hydrogen and fuel cell technology in the fields of transport, stationary supply and specialist markets. This sum is doubled by contributions from industry, so that by 2016 about 1.4 billion euros will have been invested in hydrogen and fuel cell technology in Germany.

A LigHtHoUse ProJeCt

4 5

1. Production Clean and sustainable hydrogen production2. Infrastructure Fast and safe refuelling, expanding the network of filling stations3. Mobility Continuous operation of efficient hydrogen vehicles

FieLds oF ACtivity

The Clean Energy Partnership (CEP), a joint initiative of govern-ment and industry, was established in December 2002 under the auspices of the German Federal Ministry of Transport, with the aim of making low-emissions, low-noise mobility a reality. Its purpose is to test hydrogen as a fuel for everyday use. Technology, oil and energy companies, as well as most of the major car manufacturers, and leading public transport systems are participating in the groundbreaking project. The German states of Baden-Württemberg, Hesse and North Rhine-Westphalia serve as associate partners, and support the CEP’s efforts to pave the way to a hydrogen society by the end of the project in 2016.

As a major demonstration project, the CEP also relies on inter-national alliances. Its cooperation with the California Fuel Cell Partnership (CaFCP) and the Scandinavian Hydrogen Highway Partnership (SHHP) project group focuses on standardisation processes and research results.

A strong ALLiAnCe:

tHe CLeAn energy PArtnersHiP

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Wouldn’t it be good to be independent of the increasingly scarce and expensive fossil fuels, and instead to be able to rely on a climate and environmentally friendly supply of heat and electricity? Using hydrogen as an energy carrier can make a significant contribution to this.

Hydrogen (H2) is the most abundant element in the universe and practically infinitely available – but almost exclusively in a chemically bonded state. So producing hydrogen first requires energy.

One of CEP’s aims is to produce hydrogen as sustainably as possible, in order to reduce CO2 emissions even before the vehicle is used. Already, at least half of the hydrogen at CEP filling stations is produced using renewable energy.

Hydrogen As An energy CArrier

1. ProdUCtion

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Hydrogen production – many roads lead to H2

Hydrogen has been used in industrial processes for over 100 years. It can be produced in many ways. The production processes vary by their potential for reducing CO2 emissions, and by actual production costs.

Since the beginning of the final phase of the project in 2011, the CEP has focused more on CO2- neutral hydrogen production by water electrolysis using energy from renewable sources, and on the production of hydrogen from biomass. But even hydrogen from natural gas can reduce carbon dioxide emissions. When used in fuel cell vehicles, CO2 emissions are up to 30 percent lower than those produced by modern diesel vehicles (comparison value 120 g CO2/km).

Reforming processes

The steam reforming of natural gas is a proven method and is carried out at large plants. So the hydrogen produced here is less expensive today than that produced with significantly lower carbon emissions at small pilot plants using water electrolysis or biomass. But as the number of these systems increase, and hydrogen energy is integrated in the transition to renewable energy, economies of scale will be forthcoming that will positively impact the pricing of ‘green’ hydrogen.

A portion of the hydrogen produced today occurs as a by-product in chemical industry processes and is then consumed by other processes in the same industry, especially in the petrochemical industry. At this time, industrial-scale hydrogen production usually uses natural gas reforming, which involves producing a hydrogen-containing syngas by adding steam and heat.

Water electrolysis

Water electrolysis makes zero-emissions production possible if the electricity needed for electrolysis is produced from renewable energy sources. In water electrolysis, water (H2O) is mixed with a liquid, which improves the ion transport. Electrical energy is used to split the water into its components, hydrogen (H2) and oxygen (O). The hydrogen migrates to the negatively charged pole, while oxygen migrates to the positive pole. The electrical energy used is converted into chemical energy and stored in the hydrogen. The principle can be used conversely in a fuel cell – the energy stored in the hydrogen is converted back into emissions-free electrical energy.

H2 from biomass

The CEP operates a pilot plant in Leuna (Saxony-Anhalt) where hydrogen is generated from crude glycerine. Glycerine is a by-product of biodiesel production from vegetable oils. The hydrogen is produced using a ‘pyroreforming’ process in which desalinated crude glycerol is broken up under high pressure and at tempera-tures of several hundred degrees Celsius. This produces hydrogen-rich gas, which is then puri-fied and liquefied. This process already offers a potential 50 percent reduction in greenhouse gases compared to conventional hydrogen production from natural gas.

Hydrogen storage

Hydrogen is the lightest element known to man – some 14 times lighter than air. This poses par-ticular challenges for storing it in vehicles and at the filling stations. The CEP has tested two methods to date: the storage of gaseous hydrogen under high pressure, and the storage of liquid hydrogen at – 253 °C. The CEP is now focusing on storing gas for vehicles, while both methods continue to be used for storage at filling stations, depending on the station’s underlying technology.

It is widely believed that hydrogen diffuses through materials and refuses to remain in the tank. Although hydrogen molecules are very small, for more than a hundred years hydrogen has been transported and stored in steel cylin-ders without a problem at pressures of 200 bar and more. In practice, diffusion is negligible in

modern vehicle fuel tanks, which consist of a plastic core wrapped in carbon fibre and can withstand high operating pressures. The tank systems are subjected to the heaviest pressures in tests and are approved by TÜV, so hydrogen vehicles can therefore safely enter tunnels and underground car parks.

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Fuel cell vehicles use gaseous hydrogen as a fuel. In the fuel cell, this is converted into electricity, which in turn drives an electric motor. The refuelling process is similar to refuelling with natural gas and takes about three minutes. Depending on the size of the fuel tank, vehicles already have ranges from 300 to 700 km.

A netWorK oF FiLLing stAtions For gerMAny

2. inFrAstrUCtUre

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Quick and simple refuelling

In their work with the CEP, industry partners are jointly defining technical standards – across competitive boundaries. For instance, there is a worldwide standard for filling ports, as well as for the entire fuelling process. So instead of having hundreds of different and incompatible ports, as is currently the case with rechargeable batteries, a single tank nozzle fits all vehicles. The CEP’s vehicle fleet can quickly and safely refuel with gaseous hydrogen in three minutes at any of the project’s filling stations. The refuelling process is similar to conventional refuelling.

Expanding the network of filling stations

In June 2012 an important cornerstone was laid for the future supply of hydrogen: the German Ministry of Transport and the industry partners Air Liquide, Air Products, Daimler, Linde and Total Germany signed a letter of intent to jointly develop a network of filling stations. By the end of 2015, there will be 50 hydrogen filling stations in Germany, making it the world‘s first country with a basic supply network. This was made possible by the work of the CEP, which created the technical preconditions that are now being built on.

What requirements need to be met in building a network of H2 filling stations?

A. F.: When the CEP began, individual filling  stations  were  built  based  on the current  state of knowledge and science  –  these  served  as  research stations. Based on the findings from 

operating  these  pilot  stations,  the CEP  was  eventually  able  to  define standards  that  now  apply  for  the design, operation and dimensioning of  a  hydrogen  filling  station.  These standards define  the processes  that take  place  in  the  background  and which ensure that everything is safe; that  the  technology  works;  that 

the  tank  is  filled  in  three  minutes; and that the customer can pay con-veniently at the end of the process. These are the prerequisites for build-ing  a  standardised,  efficient  net-work. The authorities’ willingness to approve  these  filling  stations  is  of course  just  as  importtant.  We  have reached this stage.

R. K.:  The stations  are  safe and  they work. But they need to become even more  cost-effective  and  customer-friendly. At  this  stage, we are work-ing  on  building  identical  models, standardising  service  and  mainten-ance  concepts,  and  increasing  the availability of the facilities. This will make  it  much  easier  to  install  and operate  filling  stations  across  the country.

What is the latest on the filling station technology? What is still being worked on?

A. F.: Most of the technical problems have  been  resolved.  Right  now  the task  at  hand  is  to  solve  issues  that are important for commercialisation. For  instance,  calibratable  measure-ment of hydrogen, which you need if you want to sell to customers on a commercial  scale.  Another  issue  is verifying the quality of the hydrogen. We  are  looking  for  ways  to  remove samples directly at the pump and test them inexpensively in a laboratory.

The infrastructure expansion is gathering speedWithin the CEP, partner companies work together in various groups to exchange ideas about mobility, production and infrastructure. The expansion of the network of filling stations and the sustainable production of hydrogen are current focus topics. At a CEP filling station in Berlin we met Andrés Fernández Durán, head of the Production workgroup and responsible for hydrogen energy activities at Air Liquide in Germany, and René Kirchner, head of the Infrastructure workgroup and project manager for hydrogen applications at Total Germany. They provide an insight into the current state of infrastructure development.

Andrés Fernández Durán (left) and René Kirchner (right) at a CEP filling station in Berlin.

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R. K.: In the case of liquid fuels, this is all quite simple and has been perfected. With hydrogen gas at a pressure of 700  bar  the  processes  become  very elaborate.  Then  there  are  the  high levels  of  requirements  imposed  by the authorities, which have yet to be standardised  throughout  Germany. They are much more stringent today than  they  were  100  years  ago  when the rules were defined for liquid fuels. From  today’s  point  of  view,  the  au-thorisation  of  a  conventional  filling station,  where  the  fuel  is  openly handled  as  it  is  at  petrol  and  diesel pumps, might be viewed differently.

With conventional fuels, the oil company supplies the fuel and usually also operates the filling station. The programme of 50 filling stations has brought in other companies that want to build H2 filling stations. Will oil companies be overtaken in the process of establishing hydrogen?

A. F.: In the field of hydrogen, gas com-panies traditionally possess the know-how for production, logistics, handling and  safety.  The  oil  companies  in  turn have  a  distribution  structure  that  has grown over the years and own the key properties  occupied  by  conventional filling stations. So we are bound to wit-

ness  a  combination  of  old  and  new models in establishing the future infra-structure.

R. K.: In theory, anyone who produces H2 locally and has an operating licence can sell it on their property. However, handling  hydrogen  is  not  a  trivial matter. Not everyone has the neces-sary expertise, so expert knowledge is required here.

Several companies joining forces to build 50 filling stations initially sounds like a warm and fuzzy proposition. But the companies that are active here are competitors. Are they tussling for the best locations?

R. K.: There are approximately 14,000 petrol  stations  in  Germany.  We’re building 50 H2 filling stations by 2015. It’s a relaxed situation.

A. F.:  Nevertheless,  one  sticking  point we have already encountered is that all investors want to build their H2 filling stations at existing, profitable stations. I’m now speaking for Air Liquide as an investor.  Unlike  the  oil  companies, we can’t draw on a network for our proposed  investments.  Nevertheless, after a careful site analysis we will build filling stations and operate some of them ourselves. Another model we are 

On 20 June 2012, the German Ministry of Transport and leading industry partners resolved to expand the network of filling stations to 50 hydrogen filling stations by the end of 2015.

50 Hydrogen FiLLing stAtions in gerMAny

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Schwerin

Bremen

Hannover

Wiesbaden

Erfurt

Würzburg

Mannheim

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Köln

Frankfurt

Freiburg

Karlsruhe

München

Nürnberg

Stuttgart

Dresden

Leipzig

Magdeburg

Mainz

Saar-brücken

Kiel

Potsdam

BAYERN

HESSEN

BERLIN

BADEN-WÜRTTEMBERG

HAMBURG

NIEDERSACHSEN

NORDRHEIN-WESTFALEN

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Under costruction/fixed locations

Existing sites Locations in Germanyat the end of 2015Greater

Corridor-/autobahn-filling stations, total ➏

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Corridor-/autobahn-filling stations, total ➏

also  considering  is  that  the  builder doesn’t  necessarily  have  to  be  the operator.  In  that  case,  you  need  a partner who handles the operation.

R. K.: There are many possible models. Take  natural  gas,  for  example:  you will  find  CNG  dispensers  at  Total stations, and you pay for your gas at the  Total  cash  register.  But  the pumps are operated by Erdgas Mobil, a  joint  venture  between  several companies.  They  build  their  pumps at  an  existing  service  station,  so  to speak,  and  handle  the  operations and  maintenance  themselves.  For the  customer  this  makes  absolutely 

no  difference.  That  could  be  one possible model for hydrogen, too.

How does the hydrogen actually get to the filling station? Are there pipes that lead directly to the gas pump?

A. F.: We actually do have a hydrogen pipeline  in  NRW.  Here,  distribution using  a  pipeline  system  could  make sense.  In  the  CEP,  the  hydrogen  is generally produced onsite at the filling station  using  electrolysis,  or  is  deliv-ered by truck  from a central produc-tion facility. Hydrogen transportation by truck is not complicated. If, however, 

I  only  have  one  manufacturing plant in the Ruhr region, and the hy-drogen is to be used in Munich, the transportation costs can add to the bill quite substantially. Proper logis- tics  concepts  and  decentralised production are needed to be econom- ically viable.

R. K.:  With  on-site  production  there are no transport costs, but centralised production of large amounts is much more economical. You have to know exactly  where  hydrogen  is  used, where we are currently producing it, and what other sites might be  inter-esting for production. Barter  trans-

actions,  like  those  that  exist  for conventional fuel, are also conceivable.

One of the CEP’s stipulations is to use ‘green’ hydrogen. Is this not more expensive than steam reforming?

R. K.:  There  are  two  common  tech-niques  for  making  ‘green’  hydrogen at this point, but more may be forth-coming in the future. The key thing is to cut down on CO2 emissions and use renewable  sources.  Electrolysis  will become  cheaper  once  the  quantities and  the  number  of  electrolysers  rise, and  are  seen  in  an  overall  context (power-2-gas  power  plants).  At  the moment we need the political will to get to where the whole thing becomes economical.  This  point  will  only  be reached  when  there  are  enough vehicles and filling stations.

A. F.:  In Germany the transformation to renewable energy is a stated political objective.  Germany  is  the  leading market  for  hydrogen  mobility,  be-cause  we  can  use  ‘green’  hydrogen, which  can  also  serve  as  storage  for renewably generated electricity, di-rectly in the transport sector. I’m con-vinced that the whole issue will gain further momentum if all the German federal states pull together on it.

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The pleasures of driving with powerful acceleration – with low emissions and an unrestricted range. When the fuel runs out, a three-minute refuelling stop puts you back on the road. And all that comes out of your exhaust pipe is a few drops of water. The hydrogen car is a genuine all-rounder, which is as uncomplicated in everyday use as today‘s petrol and diesel vehicles. Hydrogen technology is also suitable for heavy vehicles travelling longer distances. We’re going places with hydrogen!

We’re going PLACes WitH Hydrogen

3. MoBiLity2120 21

On the move with fuel cells

Hydrogen-powered cars and buses use a new propulsion technology that has, at its heart, a fuel cell. In a fuel cell, hydrogen and oxygen react in a chemical process, which generates energy. This causes the energy stored in the hydrogen to be released as electricity. So a fuel cell vehicle is also an electric car. The fuel cell itself consists of many individual cells which, when connected in series as a stack, generate sufficient power to drive an elec-tric motor. This takes place without any harmful

emissions whatsoever: only heat and steam are released. The CEP is focusing on the further optimisation of fuel cell systems, and has already cleared a number of hurdles. Durability under high pressure, freeze-start capability at ambient temperatures as low as – 30 °C, and safety measures in the event of an accident have been optimised. Moreover, the systems have become more compact and efficient. Already, ranges of up to 700 km are possible with a fuel cell vehicle. Now

the time has come to achieve a significant reduction in production costs in order to realise market entry.

The fuel cell is a very efficient drivetrain with a system efficiency of up to 65 percent, compared to 25 – 35 percent in petrol engines. As a result, despite the energy required to produce hydrogen, the overall efficiency from fuel production to the tank (well-to-wheel) in a fuel cell vehicle is already higher than that of a conventional passenger car.

Hydrogen cars in everyday usage

We visited the Reinickendorf district of Berlin to meet with Rene Koltz, an account manager at the Berlin branch of Piepenbrock. The Piepenbrock Group is a family-owned company that offers a broad spectrum of facility management, cleaning, security and maintenance services. Koltz has been driving a Mercedes-Benz B-Class F-Cell since May 2011, and tells us about his experiences.

How come you’re using a hydrogen vehicle as a company car?

Piepenbrock  has  been  active  in  environmental protection for years, and in 2010 gave its commit-ment  a  name:  ‘Piepenbrock  Goes  Green’.  This firmly  anchors  the  idea  of  sustainability  in  the business  concept.  For  example,  we  plant  trees  in the  company’s  forest  for  every  new  customer. We are adamant about using the most environ-mentally  friendly  cars  in  our  fleet,  to  minimise CO2  emissions  and  energy  consumption.  Using the B-Class F-Cell  is part of this strategy – and I have the privilege of driving the car.

How does the hydrogen car differ from other vehicles?

When you start it, the electric motor immediately kicks in and you can accelerate straight away. You hear no engine noise, only the tires when you are driving faster. I am completely happy with it.  I’ve had the car for 18 months now. 

How does the new drive chain perform in everyday use?

I drive between 1,500 and 2,000 km a month. So far I’ve done 25,000 km. I drive around town a lot, and use the vehicle as practically as possible.  In the be-ginning,  I  would  wait  until  the  tank  was  almost empty before filing up. This could be frustrating  if the filling station I had just turned into happened to be undergoing maintenance at that moment. That was  a  learning  curve  for  me.  Today  I  plan  timely refuelling stops in my travels, in other words when the tank  is only half empty. There are now several stations in Berlin that I can draw on as an alternative. Also,  the  CEP  now  has  an  availability  system  that indicates  whether  the  hydrogen  filling  station you’re heading towards is working. 

What do your customers or colleagues say when you turn up in the hydrogen car?

They recognise it’s a special car. In the beginning everyone  wanted  to  ride  in  it,  and  some  had concerns  and  questions  regarding  its  safety.  By now,  interest  from  my  co-workers  has  dwindled to a normal level. Our customers are particularly interested in it. They usually want to know where they can buy these cars, when it will go into serial production, and what it will cost. 

Would you drive the car for private use?

Yes, but only as a second car. At  the moment,  the range is relatively small due to the lack of refuelling infrastructure.  I  would  like  to  see  more  hydrogen filling stations. There should be one in every district of  the  city;  that  would  make  fuel  cell  vehicles completely  equivalent  to  conventional  cars.  Personally, I believe that hydrogen will catch on. In a purely battery-powered electric  car  I would have  to  wait  six  hours  for  the  battery  to  re-charge.  You  can  plan  better  with  hydrogen  in the tank.

Rene Koltz works at the Piepenbrock Group, which employs some 27,000 people in Germany and Austria.

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H2 in public transport

As part of the CEP, hydrogen buses are now plying their routes in big cities: in Berlin, hydrogen internal combustion engines are being tested for reliability and economy in buses. The hydrogen buses have been in regular service here since 2006, providing important insights into the use of alternative fuels in public transport.

In Hamburg, a second generation of fuel cell hybrid buses has been in use since 2011. They are virtually silent and do not emit any harmful

pollutants, making them particularly suitable for use in inner-city or residential areas. Residents and passengers alike appreciate the quiet oper-ation of the vehicles. The Hamburg Senate has ambitious climate protection targets: by the year 2020, CO2 emissions in the Hanseatic city are to be cut by over 40 percent compared to 1990 levels. This is double the EU target. In order to achieve this, from 2020 the city will no longer purchase any diesel-powered motor vehicles, only zero-emissions buses.

Can you tell us briefly what you do?

I diagnose and fix faults in the vehicle system. I’m also responsible for car-rying out maintenance. The specialist subject of communications technology developed  from  the  field  of  electrics and  is  still  relatively  new.  Today  the 

systems  in  a  vehicle  are  much  more intricately linked than ever before.

Is there a big difference between electric vehicles and those with internal combustion engines?

Vehicle  systems  are  even  more  com-

plex  in the field of    electric mobility. There’s no transmission – the electric motor transmits power directly to the drive axle. There are fewer mechanical processes in the vehicle, and instead more technology and electronics are packed  inside,  which  is  really  fasci-nating!  The ‘SauberBusse’ are being tested as part of the CEP. How does this affect their maintenance?

The  Hochbahn’s  fuel  cell  and  diesel hybrid  buses  have  a  special  mainte-nance  programme.  Every  2,000  km, the buses come back to FFG for a quick two- to three-hour check. At the annual service, in addition to the conventional technology,  the  special  high-voltage components and fuel cell system also have  to  be  checked.  Servicing  takes approximately two days compared to one day for a bus with a conventional diesel engine. Our measurement and repair  reports  make  an  important contribution  to  the  improvement  of the vehicles and put us in direct con-tact with the vehicle manufacturers.

Are there big technical differences to cars that are powered by fuel cells?

The  system  design  is  very  similar.  To keep  costs  as  low  as  possible,  the ‘SauberBus’  actually  uses  the  same fuel cell system as the Mercedes-Benz B-Class  F-Cell.  The  difference  is  that two of these systems are installed in a bus for higher performance.

Do you see a professional advan-tage to your knowledge of the new drive chain technology?

Yes, because there aren’t many people working  in  the  field  yet.  After  my exams I will continue the next phase of  my  master  training  here  at  FFG, and will continue to specialise in this field. I have the best conditions here: I  don’t  know  of  any  bus  system  in Germany  other  than  Hochbahn that has such a large fleet using al-ternative  drive  technologies,  and that  gives  the  environment  and sustainability  such  a  priority  in  train-ing young people.

In the garage with the ‘SauberBus’The FFG Fahrzeugwerkstätten Falkenried garage services the bus fleet of the Hamburger Hochbahn and its subsidiaries, including the latest generation of fuel cell hybrid buses, the Citaro FuelCell Hybrid ‘SauberBusse’ (CleanBuses). We visited Nico Ewert, a vehicle mechatronics specialist majoring in communications technology, now in his fourth year of training at FFG.

Apprentice Nico Ewert in the FFG’s hybrid garage.

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Hydrogen and battery-powered vehicles complement each other

Which technology will prevail in the end – purely battery-powered vehicles or fuel cell propulsion? It’s a moot question. There will be appropriate applications for both technologies. Heavy vehicles such as buses, trucks and large cars that need a long range will not be equipped with batteries. Here the use of the fuel cell is without alternative, as batteries are too heavy and recharging them takes too long. Small battery-powered vehicles, however, that have their own parking/charging space are unbeatably efficient for shorter distances. Both technologies still require some time to advance the development of their infrastructure. For both technologies, incentives are needed to establish them in the market.

The domestic transport sector consumes about a third of our energy needs. The government’s climate protection goals can only be achieved with electric vehicle drives.

A growth market for Germany

German car manufacturers are at the global forefront. One in seven jobs in Germany depends directly or indirectly on the automotive industry. The electrification of the drivetrain, and hydrogen as an alternative fuel, provide an opportunity for Germany‘s economy to strengthen its leading position in the field of pioneering fuel and drivetrain concepts. If all protagonists pull together, the NPE (National Platform for Electric Mobility) estimates that some 30,000 additional jobs will be created in Germany through electric mobility by 2020. For example, the chemical industry plays an important role in the value chain. Its innovations are crucial for battery and fuel cell technology. But new jobs and services will also be created in other sectors thanks to the new drive technology.

How quickly and to what extent electric mobility can become established in the market will depend on the framework conditions. Besides developments in the price of commodities and political support, ultimately consumer uptake will be the deciding factor.

In January 2013 BMW and Toyota signed a contract to intensify their cooperation. An essential point here is fuel cell technology, which both companies believe is an important prerequisite for achieving zero emissions. By 2020, the companies will jointly develop a basic fuel cell vehicle system that also includes a hydrogen tank, engine and battery.

Daimler, Ford and Renault-Nissan are also giving fuel cell technology another boost. The three companies have signed an agreement that includes the joint development of a fuel cell stack and system. Standardised development, along with high production volumes and the associated economies of scale are paving the way for the large-scale introduction of a competitive fuel cell vehicle starting in 2017. Together, Daimler, Ford and Nissan have more than 60 years of experience in the development of fuel cell technology.

The CEP demonstration is currently in its final phase, which is scheduled to end in 2016 with market preparation. The project has already achieved a number of technical milestones that car manufacturers are now building on. These collaborations send an important signal to suppliers, government and industry, particularly in regard to the expansion of the hydrogen infrastructure. They demonstrate once again the industry’s commitment to preparing for the market launch of fuel cell technology with significant quantities at competitive prices.

strAtegiC CoLLABorAtions For tHe

MArKet LAUnCH oF tHe FUeL CeLL

Announcement of the collaboration between Daimler, Ford and Renault-Nissan on 28 January 2013. Left to right: Raj Nair, Group Vice President, Global Product Development, Ford; Prof. Dr. Thomas Weber, Member of the Board of Management of Daimler AG responsible for Group Research and Mercedes-Benz Cars Development; and Mitsuhiko Yamashita, Executive Board Member and Executive Vice President of Nissan.

BMW and Toyota signed a contract on 24 January 2013. Left to right: Akio Toyoda, President of Toyota Motor Corporation, and Dr. Norbert Reithofer, Chairman of the Board of BMW AG.

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