Key challenges in traffic systems are carbon footprint of the vehicles, local emissions, noise and congestion. Fully electric city buses offer a solution to these challenges in public inner city transport. At the same time, electric buses open up for a lower total cost of ownership (TCO) provided that the vehicle, charging infrastructure and new operating concepts are designed and considered together. This is based on the fact that high utilisation rates of the expensive battery systems can be reached in commercial electric city bus operation, as opposed to private electric passenger cars. Fully electric city buses can be seen as the first market-based introduction of electrically-driven road vehicles which is justified both in commercial and environmental terms. This paper presents a TCO tool which incorporates the previous factors into a single TCO model and is anchored to component, vehicle and traffic system analysis. Consequently, the model can be utilised in investigating the most economically feasible charging infrastructures and vehicle technology concepts for further development of the electric bus city traffic. The modelindicates that a combination of shared opportunity charging systems with possibly multimodal transport components, and fully electric buses with small but high power capable batteries will provide the lowest TCO. Such electric bus systems provide the best added value when operated on city lines and operation sequences with the highest utilisation.

Battery electric vehicles (BEVs) have many benefits over conventional diesel powered vehicles such as higher energy efficiency, no local emissions, reduced need for ventilation, lower operating costs, less maintenance need and higher performance. On the other hand, BEVs have a shorter operating range than diesel vehicles. In order to realise all benefits, mining operation and design need to be adapted to the requirements of BEVs. One approach is to carry out energy consumption analysis of different vehicles and to optimise mining processes using such information. In this paper, the BEV energy consumption of driving and processes are analysed. Processes such as explosives charging, concrete spraying and logistics are discussed. The resulting energy consumption information is then used to discuss any adaptation requirements to operational mining and design. This includes topics like how to design battery charging infrastructure for uninterrupted operation and prospects of battery operated processes and operational expense savings. Battery electric vehicle fundamentalsIn BEVs, conventional diesel powered drivelines are replaced with battery powered ones. Many different battery electric driveline architectures exist but, fundamentally, the diesel engine, gearbox, shafts and fuel tank are replaced with a battery, motor drives, electric motors, and possibly gearboxes and shafts. The driveline architecture and design defines the efficiency and performance of a BEV. A high-efficiency driveline consumes less kWh per kilometre in uphill driving and can recover more kWh per kilometre in https://papers.acg.uwa.edu.au/p/1710_46_Kukkonen/ Energy consumption analysis of battery electric vehicles in underground environments S Kukkonen 570

The chlor‐alkali industry produces high amounts of hydrogen as a by‐product of processes based on electrolytic cells. In order to improve the process' efficiency, plant operators seek ways to utilize this potential and fuel cells offer a sensible solution, producing electricity at high efficiency. PEMFC has already been demonstrated to be successful in this niche market application with a few commercial scale installations. In the DuraDemo project, a 50 kW stationary PEMFC pilot plant has been designed in a publicly funded national project involving partners from different parts of the value chain. The plant serves as an experimental platform for evaluation of BoP and power electronics components, as well as hydrogen quality studies. The system design is targeted to be commercially viable and a large amount of extra instrumentation and experimental monitoring equipment are utilized in the pilot plant to analyze its behavior. The pilot plant is fully automated and capable of independent operation with remote monitoring and data logging capability. The system design of the pilot plant is presented, including BoP component selection and characterization of the main components. Final assembly testing results, integration of the plant at its demonstration site and safety analysis work will be reported.

During the life of a Li-Ion battery, capacity and power capability fade. Despite this degradation, an electric vehicle battery needs to deliver designed power performance until battery end-of-life. Comprehension of battery performance degradation is required to design sufficient margin for power capability and thermal management. This paper proposes battery laboratory testing combined with advanced modelling techniques to obtain design parameters based on aged batteries. Laboratory cell aging and characterization tests are performed to parametrise models, which are used to verify electric city bus battery performance at various lifetime levels. The modelling gives an indication on the level of margin that needs to be designed for power capability and thermal management. The results obtained indicate that from performance point of view, the battery that was studied can be utilized well beyond 80% capacity point while still retaining power capability and low cell level power losses.

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