Clean transport needs clean vehicles. New power developments are crucial for a mass transit revolution, and each has pros and cons.
FINDING NEW WAYS to power the world’s vehicles has long been a vital component in tackling the climate crisis. When it comes to small passenger vehicles, there is little question that the future lies with battery electric cars, rather than ones driven by hydrogen fuel cells—the other viable alternative. However, as the size of a vehicle increases, hydrogen can become an increasingly attractive option. For buses, some argue hydrogen power gives several key advantages over their battery electric counterparts. Which of them ultimately becomes the main technology in buses could have an influence on other forms of transport too.
Battery electric and hydrogen fuel cell vehicles have similar propulsion systems. Both store energy to power an electric motor. However, in the latter, energy stored as hydrogen is converted to electricity by the fuel cell, rather than being stored in a rechargeable battery.
Electric car sales reached 3 million in 2020, up 40 percent from 2019, with some 10 million electric cars now on the world’s roads. Registrations of hydrogen cars remain three orders of magnitude lower than this, and there are just 26,000 on the road globally, concentrated in three countries: Korea, the US (largely California), and Japan. While there remain several hydrogen fuel cell cars available on the market, made by the likes of Toyota and Hyundai, they tend to be more expensive than battery electric cars and can currently be difficult to fuel: Hydrogen is costly to buy, and there are far fewer refueling stations than recharging points in most places.
But when it comes to larger vehicles, the picture is not quite so clear. As vehicles get bigger, it becomes harder to electrify them, with increasingly large batteries needed.
The article doesn’t mention night buses which in London and Brighton, UK carry passengers 24 hours a day, Go-Ahead Group has ordered 20 Wrightbus hydrogen single decker buses, Martin Harris, Managing Director, Brighton & Hove and Metrobus ” We run services 24 hours a day, with hilly terrain, heavy passenger loads and duty cycles well in excess of the national average at up to 370 miles per day. ”
New Wrightbus rapid charge electric single decker bus 300 mile range 2.5 hrs recharge with a 150 kw charger, new Wrightbus hydrogen single decker bus range depending upon version up to 640 miles 8 mins refill time. Night buses in London carry passengers on short day bus routes e.g. 05.25 to 23.40 ( times are from tfl.gov.uk not different times from bus routes in London fandom which is where the miles figures come from ) Route 7 7 miles and longer night bus routes e.g. 23.30 to 04.30 Route N7 16 miles, this is why Transport for London bought 20 Wrightbus hydrogen double decker buses with the range and 8 mins refill time for 24/7 running 7/N7 buses, TfL and Metroline have also introduced the same hydrogen buses for Route 245 9 miles 05.05 to 00.05 due to electric buses not having enough range, however the new Equipmake & Beulas Jewel E electric double decker bus has 300 mile range and a trial with the bus will take place in London 2022. IanVisits published an article in June that TfL was going to start a trial of two fast opportunity chargers at the last bus stops of Route 358 for electric single decker buses which is too long for depot charged ev buses and as a cheaper alternative to buying and running hydrogen buses however anonymous widower didn’t find a charger at Crystal Palace the other day and wondered if the trial has been cancelled due to TfL’s financial problems. I also read on BBC News that buses travel 24/7 500 miles between Singapore to Kuala Lumpur, Malaysia and an article that you linked to that several bus firms in the USA are having problems with the multi hour recharge times of ev buses for some routes and are considering replacing each diesel bus with two ev buses so I think the night buses in New York and LA probably carry passengers 24 hours a day.
@Jason Leahy
I note with interest that a lot of Brighton and Hove bus routes used to be electric trams until 1939…
https://en.wikipedia.org/wiki/Brighton_Corporation_Tramways
Classic journalist title to present the false choice to attract readers who already have opinions one way or the other, or to avoid the one off statement that doesn’t encourage readers to click through.
It isn’t “either or”, but “and also”. Use the right type of vehicle for the job with the right supporting infrastructure, while minimising the number of vehicles needed (due to recharge time, refill time, fuel deliveries etc.). That may even include ICE vehicles in some situations, but redeveloped to improve economy and minimise emissions (at least as a mild hybrid, maybe LPG/CNG instead of Petrol or Diesel, or maybe biodiesel).
And of course some bus routes just need to be trams or light rail, because we all know the rolling efficiency is better and emissions lower (and can feasibly be bigger). Maybe battery tram, or H2, ICE Hybrid, or traditional OHE (and we need to get over our dislike of OHE in the average street environment, save only the most historical or scenic).