Ballard, Sofa (Seite 2486)

[price-of-success]

aus dem W/A daimler Forum kopiert

19.02.2019 08:14:43 BRÜSSEL (dpa-AFX) - Die Hersteller von Lastwagen und Bussen bekommen von der EU erstmals strenge Klimaschutzvorgaben. Unterhändler der Mitgliedstaaten und des Europaparlaments vereinbarten in der Nacht zum Dienstag, dass der durchschnittliche Kohlendioxid-Ausstoß neuer Fahrzeuge von 2030 an um 30 Prozent niedriger liegen muss als im Jahr 2019. Für 2025 soll ein Zwischenziel von 15 Prozent eingeführt werden. Zugleich ist geplant, neue Anreize für den Einsatz emissionsfreier und emissionsarmer Fahrzeuge zu schaffen, wie die EU-Kommission am Dienstagmorgen bestätigte.

*Daimler AG * auf dem Weg zu 2020 | wallstreet-online.de - Vollständige Diskussion unter:
https://www.wallstreet-online.de/diskussion/1177575-13301-13…

[urfin]

Antwort auf Beitrag Nr.: 59.910.101 von urfin am 19.02.19 15:01:55

Zitat von urfin: Was Plug angeht bin ich da nicht so im Thema hier ging es ja um die Ballardstacks,zu Plug gibts aber gerade aktuelles zu vermelden...

https://fuelcellsworks.com/news/plug-power-to-begin-product…

[urfin]

Antwort auf Beitrag Nr.: 59.910.056 von Circle_Jerk am 19.02.19 14:58:12

Was Plug angeht bin ich da nicht so im Thema hier ging es ja um die Ballardstacks,zu Plug gibts aber gerade aktuelles zu vermelden...

[Circle_Jerk]

Antwort auf Beitrag Nr.: 59.909.798 von urfin am 19.02.19 14:34:59

Zitat von urfin: 96% ist nicht gut? Wenn ich mir den Fortschritt der letzten 17 Jahre im Diagramm ansehe ist das sehr gut.Ausfall praktisch nie.99% Zuverlässlichkeit schon nächstes Jahr wahrscheinlich mit den neuen Modulen.100% gibt es praktisch nirgends .Wo bleibt dein sonst so ausgesprochen ausgeprägter Realitätssinn ...

Bei den Batteriestaplern muss PLUG gegen Quoten von 99,5%+ antreten. Es ist halt ein Riesenunterschied ob von 100 Staplern immer vier stehen oder von 200 nur einer.

Aber sie haben ja durchaus Fortschritte gemacht - um 2010 herum war die Verfügbarkeit noch bei 60%.

[GaiasSohn]

Antwort auf Beitrag Nr.: 59.909.798 von urfin am 19.02.19 14:34:59

Mal nebenbei
Frage 23:
Wie hoch ist die durchschnittliche Ausfallquote der bisher getesteten Elektrobusse und was sind bzw. waren die Ursachen?
Frage 25:
Wie viele außerplanmäßigen Stillstände / Ausfälle gab es in dieser Zeit?
Antwort zu 23 und zu 25:
Hierzu berichtet die BVG AöR: „Die durchschnittliche Verfügbarkeit der Versuchsfahrzeuge der Linie 204 liegt bei rund 75 %. Die Ausfallhauptursachen der Versuchsfahrzeuge liegen in der Steuerung, Antriebs- und Ladetechnik.
Die Ausfallquote von 25 % der Gesamtverfügbarkeit verteilt sich auf etwa 80 % unplanbare Schäden.“
Der Senat geht angesichts der bekannten Erfahrungen anderer Betreiber mit Elektrobussen jedoch davon aus, dass diese schlechte Verfügbarkeitsquote dem Versuchscharakter dieser Fahrzeuge geschuldet ist und keinesfalls auf künftig zu beschaffende Elektrobusse übertragen werden muss. Eine solche Verfügbarkeitsquote entspräche nicht annähernd der im Verkehrsvertrag vereinbarten Zuverlässigkeitsquote und wäre sowohl aus finanziellen Gründen, als auch aus Kundensicht nicht akzeptabel.
Frage 26:
Zitat:: http://archiv.berliner-verkehr.de/2018/02/14/bus-bvg-anschaf…

[urfin]

Antwort auf Beitrag Nr.: 59.909.654 von Circle_Jerk am 19.02.19 14:21:27

96% ist nicht gut? Wenn ich mir den Fortschritt der letzten 17 Jahre im Diagramm ansehe ist das sehr gut.Ausfall praktisch nie.99% Zuverlässlichkeit schon nächstes Jahr wahrscheinlich mit den neuen Modulen.100% gibt es praktisch nirgends .Wo bleibt dein sonst so ausgesprochen ausgeprägter Realitätssinn ...

[Circle_Jerk]

Antwort auf Beitrag Nr.: 59.909.522 von urfin am 19.02.19 14:08:59

Zitat von urfin: 30 Leute weltweit ist nunwirklich nicht viel und 96 % tige Verfügbarkeit der Module kann sich sehen lassen .2020 sollen es 99% sein.Für menschengemachte Technik schon fast göttliche Zustände.
Da hat Daimler offensichtlich am falschen Ende gespart,von wegen nach mir (dem Verkauf) die Sintflut.
Nenn mir einen Fahrzeug Hersteller der kein Serviceteam unterhält. Das ist alles in der Kalkulation mit drin.

Es waren zu dem Zeitpunkt ja nur 70 Busse insgesamt und diese werden sämtlich zunächst von Kundenmechanikern gewartet. Ballard kommt erst ins Spiel, wenn die nicht mehr weiter wissen.

Für je 2,3 Busse hielt Ballard zu diesem Zeitpunkt einen Techniker vor, was sicherlich auch dem Prototypen-Status aller Busse geschuldet ist.

96% ist nicht gut - Plug Power hat auch lange Jahre mit derart schwachen Verfügbarkeitsquoten gekämpft und erst in letzter Zeit Verbesserungen erzielt.

[GaiasSohn]

Antwort auf Beitrag Nr.: 59.909.486 von Circle_Jerk am 19.02.19 14:02:32

Ok nur sehe ich das Problem jetzt nicht wir haben auf der einen Seite geringeres Wartungsvolumen als beim Diesel auf der anderen Seite will Mann komplett umstellen .
30 Angestellte was die auch Dasten erfassen und auswerten was gaubst Du vorfiele davon wirklich arbeiten ( Warten ) vielleicht 3 wenn ich mir das heutige Wertschöpfungsgrfüge mal so anschaue

[Weltgeist]

Antwort auf Beitrag Nr.: 59.907.701 von urfin am 19.02.19 11:02:04

Brennstoffzellenoptimismus für Europa und weltweit

Hi Urfin,

mit "kurz" kann ich momentan nicht dienen - hoffentlich aber mit "interessant":

Artikel 1 aus GASWORLD:

https://www.gasworld.com/hydrogen-roadmap-europe-unveiled-/2…


“Europe is going green and hydrogen will lead the way.”

That’s the message from the Fuel Cells and Hydrogen Joint Undertaking (FCH JU) as it this week released its study Hydrogen Roadmap Europe: A sustainable pathway for the European Energy Transition.

The 28 member states of the European Union (EU) signed and ratified the Conference of the Parties (COP21) Paris Agreement to keep global warming “well below 2 degrees Celsius above preindustrial levels, and to pursue efforts to limit the temperatures increase even further to 1.5 degrees Celsius”.

The FCH JU believes hydrogen will play a major and irreplaceable role in making both the committed and additional efforts succeed. In the report, the organisation says hydrogen is required based on three fundamental arguments:

Hydrogen is the best (or only choice) for at-scale decarbonisation of selected segments in transport, industry and buildings.
Hydrogen will play a systemic role in the transition to renewable energy sources by providing a mechanism to flexibly transfer energy across sectors, time and place.
The transition to hydrogen is aligned with customer preferences and convenience. This is key since low carbon alternatives that do not meet customer preferences will likely face adoption difficultie

Ramping up

The report describes an ambitious scenario for hydrogen deployment in the EU to achieve te 2-degree target. The scenario is based on the perspective of global coalition the Hydrogen Council with input from Hydrogen Europe and data from 17 member companies active in hydrogen and fuel cell technologies.

Across sectors, FCH JU says it sees the potential for generating approximately 2,250 terawatt hours (TWh) of hydrogen in Europe in 2050, representing roughly a quarter of the EU’s total energy demand.

This amount would fuel roughly 42 million large cars, 1.7 million trucks, approximately a quarter of a million buses and more than 5,500 trains.

It would heat more than the equivalent of 52 million households (about 465 TWh) and provide as much as 10% of building power demand.

In industry, approximately 160 TWh of hydrogen would produce high-grade heat and another 140 TWh would replace coal in steelmaking processes in the form of direct reduced iron (DRI). 120 TWh of hydrogen combined with captured carbon or carbon from biomass would also produce synthetic feedstock for 40 Mt of chemicals in 2050.

Achieving this vision puts the EU on a path to reducing about 560 Mt of CO2 emissions by 2050 – as much as half of the required abatements needed to achieve the 2-degree scenario.

The projected deployment of hydrogen would create an estimated €130bn industry for the fuel and associated equipment for EU companies by 2030, reaching €820bn by 2050.

It would create a local market for EU industry to use as a springboard for competing globally in the new hydrogen economy. The export potential in 2030 should reach an estimated €70bn, with net exports of €50bn.

Altogether, the EU hydrogen industry could provide employment for about one million highly-skilled workers by 2030, reaching 5.4 million by 2050.

“Realising this ambition will require a significant step-up of activities along the whole value chain. The ramp-up should start now as hydrogen and fuel cell technologies are technically ready for most segments and the EU industry must scale up to reduce costs and gain a leading position in the global energy transition economy,” the report says.


Artikel 2 Publikation WORLD ECONOMIC FORUM:

https://www.weforum.org/agenda/2018/05/this-forgotten-elemen…


Why hydrogen could be the future of green energy

From the way we power and heat our homes to the fuel we use in our vehicles, the energy sources on which we depend release harmful carbon dioxide into the atmosphere.

Given the scale of the decarbonisation challenge, we need to use many technological solutions in tandem. But one element has so far been forgotten: hydrogen.

Generation transformation

Our demand for energy keeps growing. Analysts forecast our energy demand in 2050 will be 30-40% higher than today, even assuming we become much more energy-efficient. Increases on this scale are not unprecedented. Over the past 30 years, worldwide energy demand has more than doubled. What is unprecedented is the transformation needed in how we generate that energy.

Renewables are getting cheaper, and have received more than $2 trillion of investment globally in the past decade. Yet the share of our energy obtained from fossil fuels has hardly budged. Since 1980, renewables have increased from less than 1% of the primary energy mix to just over 1% today. In contrast, fossil fuels have remained at a stubborn 81% of the primary energy mix.

We need to scale up existing low-carbon technologies at a much faster rate – otherwise population growth will continue to outpace investment in renewables, and fossil fuels will continue to dominate. We cannot, however, keep asking for more from technologies that have proved successful to-date.

The International Energy Agency (IEA) highlights that only three of twenty-six low carbon innovation areas - solar PV and onshore wind, energy storage and electric vehicles (EV) - are mature, commercially competitive and on track to deliver their share of the climate objectives set out at the 2015 Paris Climate Conference.

It is unlikely we can squeeze more out of these three technology areas than is currently projected. Solar PV and onshore wind are intermittent, so need to be used in conjunction with energy storage or other forms of power generation. The high-energy-density batteries that are used for both storage and EVs are causing concern around whether the supply of raw materials needed to manufacture them will be able to keep pace with their rapid uptake. According to BNEF, graphite demand is predicted to skyrocket from just 13,000 tons a year in 2015 to 852,000 tons in 2030, and the production of lithium, cobalt and manganese will increase more than 100-fold. This is already creating pressure on supply chains and prices - and on the people working in these mines, often in incredibly poor conditions.
Growing demand for EV batteries has caused a surge in demand for their raw materials
Growing demand for EV batteries has caused a surge in demand for their raw materials

So what other options are available to us? The World Economic Forum’s latest white paper proposes some bold ideas to significantly accelerate sustainable energy innovation and support the uptake of future energy sources. One energy vector mentioned there that is often forgotten is hydrogen.

Hydrogen’s potential

Hydrogen has the potential to decarbonise electricity generation, transport and heat. That’s because when produced by electrolysis - using electricity to split water (H2O) into hydrogen and oxygen - hydrogen does not produce any pollutants.

Perhaps the best-known use for hydrogen currently is in transportation. With electric vehicles, drivers are often concerned about their range and the time it takes to recharge. Fuel cell electric vehicles, which run on hydrogen, avoid these concerns, as they have a longer range, a much faster refuelling time and require few behavioural changes.

Hydrogen can also be used to heat our homes. It can be blended with natural gas or burned on its own. The existing gas infrastructure could be used to transport it, which would avoid the grid costs associated with greater electrification of heat.

Once produced, hydrogen could also act as both a short and long‐term energy store. Proponents suggest that surplus renewable power – produced, for example, when the wind blows at night – can be harnessed and the hydrogen produced using this electricity can be stored in salt caverns or high-pressure tanks. Earlier this month a report by the Institution of Mechanical Engineers called for more demonstration sites and a forum in which to discuss hydrogen’s long-term storage potential.
Hydrogen could revolutionise the way we produce, store and use energy
Hydrogen could revolutionise the way we produce, store and use energy
Image: National Physical Laboratory

Research challenges

Hydrogen clearly has several potential uses, but more research, particularly in production and safety, is needed before we can use it at scale.

Currently, almost all of global hydrogen (96%) is produced by reforming methane (CH4), a process which ultimately produces carbon dioxide. To be sustainable, this production method would need to be deployed with carbon capture and storage, which is itself in need of further development.

Electrolysis produces no carbon emissions. Yet the amount of hydrogen that can be produced using this method depends on the cost and availability of electricity from renewable sources. A report by the Royal Society suggests that electrolysis may be better suited for vehicle refuelling and off-grid deployment rather than for large-scale, centralised hydrogen production.

Concerns about the safety of using hydrogen also need to be addressed. A report by the UK’s National Physical Laboratory noted two priority safety issues when transporting hydrogen in the grid and combusting it for heat. When hydrogen is combusted, you can’t see the flame, so there needs to be a way of detecting whether it is lit. Hydrogen would be transported and stored at high pressures, so we need to find an odorant that works with hydrogen so that people can detect leaks.
Have you read?

The story of the Victorian lawyer who invented the hydrogen fuel cell
Germany is getting hydrogen powered trains
The artificial leaf creating hydrogen fuels

On the horizon

The appetite to explore hydrogen as an energy vector is growing at pace, but reports need to be followed up with action.

The research challenges that hydrogen poses are not unique to one country or company, so collaboration in developing and trialling technologies will be critical. Both businesses and governments seem to recognise this. Last year the Hydrogen Council, a group of multinational companies with a ‘with a united vision and ambition for hydrogen to foster the energy transition’, was launched at the World Economic Forum in Davos. And earlier this year governments have also agreed to collaborate on the topic, launching a new theme under the Mission Innovation partnership focussed on bringing hydrogen technologies closer to market.

Hydrogen is not the panacea - but then neither is solar PV, offshore wind or battery storage. We need several and varied technologies if we are to decarbonise successfully. Hydrogen looks very likely to be one of them.

Es gibt vom WORLD ECONOMIC FORUM auch eine Whitepaper, das Wasserstoff mit an vorderster Renewables Front sieht, kann man als PDF runterladen:

https://www.weforum.org/whitepapers/accelerating-sustainable…

Angenehme Lektüre wünscht: Weltgeist

[urfin]

Antwort auf Beitrag Nr.: 59.909.333 von Circle_Jerk am 19.02.19 13:49:51

30 Leute weltweit ist nunwirklich nicht viel und 96 % tige Verfügbarkeit der Module kann sich sehen lassen .2020 sollen es 99% sein.Für menschengemachte Technik schon fast göttliche Zustände.
Da hat Daimler offensichtlich am falschen Ende gespart,von wegen nach mir (dem Verkauf) die Sintflut.
Nenn mir einen Fahrzeug Hersteller der kein Serviceteam unterhält. Das ist alles in der Kalkulation mit drin.