Local public transport operated by buses will become electric. That’s fact. The batteries are getting better and better and therefore the range is increasing. But it is not enough for the long distances. That’s why the fuel cell is making a comeback at Daimler Buses. And that’s twofold.
A rethink is taking place in the German corporate headquarters of the car manufacturers. Until recently, battery-powered electromobility was the sole form of propulsion of the future, but fuel cells and hydrogen are now making a comeback when it comes to longer distances. The transport and logistics industry in particular is once again including the chemical element in its planning. This is also the case at Daimler Buses, which, with this dual strategy, intends to offer CO2-neutral vehicles in every segment by 2030.
Politicians approve of this project. “The climate protection program 2030 stipulates that around 50 percent of the city buses used in public transport should be electric by the end of the decade,” explains Dr. Volker Wissing Federal Minister for Digital Affairs and Transport. The two-track drive in the types of drive is also driven by facts that the EU creates. The EU7 emissions standard, which is expected to be introduced in the second half of the decade, is so complex to implement that more and more manufacturers are realizing that they should no longer further develop the combustion engine. “From 2030 at the latest, we will only offer CO2-neutral new vehicles in the city bus segment in Europe and will no longer invest in Euro VII,” clarifies Till Oberwörder, Head of Daimler Buses.
The development of rechargeable batteries continues and is far from over. Before the end of this year, Daimler Buses will bring a new generation of lithium-ion batteries (NMC 3) into the eCitaros, which is now equipped with cylindrical cells and has increased energy density by around 50 percent. This means that 588 kilowatt hours are possible with the eCitaro Solo, which is enough for a reliable 288 kilometers; under favorable conditions, more than 300 kilometers are possible. However, the fact remains that an electric bus will always be more expensive than its diesel counterpart. A factor of two is currently assumed. That is why the sale of electric passenger transporters must be initiated.
The Ministry of Transport supports the switch to e-buses by 2024 with 1.25 billion euros. According to Minister Wissing, further financial injections are also planned for 2025. The federal government covers up to 80 percent of the additional costs that arise compared to buying a diesel bus. In addition, the state treasury helps to set up the infrastructure. “The demand is huge and exceeds our expectations,” says Volker Wissing happily. The first grants for the purchase of 1,700 electric buses have been awarded since April. By the time the funding pot is exhausted, there should be around twice as many.
In the long run, however, the state coffers cannot subsidize the purchase of electric buses. “We are working intensively on the costs in order to reduce them”; explains Daimler truck boss Martin Daum. But the equation for the electric bus future consists of three factors and when there is only one zero in the chain of factors, it becomes difficult: the supply of electric vehicles, the infrastructure and the overall costs of operating the buses. The situation is no different for large passenger transporters than for passenger cars: the switch to electromobility can only succeed with the right infrastructure. This is not a big issue for vehicles that can cover shorter distances and can therefore be charged overnight in the depot.
As soon as the distances get longer, it becomes difficult. If all trucks were to drive electrically, there would have to be charging stations with at least 20 megawatts of power every 40 kilometers. For buses, the dimensions are similar but not quite as challenging. If more kilometers are to be covered, battery-powered electromobility reaches its limits. However, since turning away from the diesel engine as a drive source is a done deal, the fuel cell comes into play. First as a range extender for battery-powered buses, such as the Mercedes eCitaro G Range. Daimler plans to launch a fuel cell-powered range extender as early as next year. Then a range of 400 kilometers is possible with an eCitaro.
When it comes to pure touring coaches, however, there is no getting around the fuel cell, including large hydrogen tanks, as the sole source of energy. At the end of this decade, the first long-distance models are expected to hit the roads. Daimler favors liquid hydrogen, but can also imagine using the gaseous variant. “We consider liquid hydrogen to be more promising,” explains Martin Daum.
Source: Stern
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