Making the Hydrogen Economy Possible: Accelerating Clean Hydrogen in an Electrified Economy
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The Role and Status of Hydrogen and Fuel Cells Across the Global Energy System
The role and status of hydrogen and fuel cells across the global energy system Iain Staffell(a), Daniel Scamman(b), Anthony Velazquez Abad(b), Paul Balcombe(c), Paul E. Dodds(b), Paul Ekins(b), Nilay Shah(d) and Kate R. Ward(a). (a) Centre for Environmental Policy, Imperial College London, London SW7 1NE. (b) UCL Institute for Sustainable Resources, University College London, London WC1H 0NN. (c) Sustainable Gas Institute, Imperial College London, SW7 1NA. (d) Centre for Process Systems Engineering, Dept of Chemical Engineering, Imperial College London, London SW7 2AZ. Abstract Hydrogen technologies have experienced cycles of excessive expectations followed by disillusion. Nonetheless, a growing body of evidence suggests these technologies form an attractive option for the deep decarbonisation of global energy systems, and that recent improvements in their cost and performance point towards economic viability as well. This paper is a comprehensive review of the potential role that hydrogen could play in the provision of electricity, heat, industry, transport and energy storage in a low-carbon energy system, and an assessment of the status of hydrogen in being able to fulfil that potential. The picture that emerges is one of qualified promise: hydrogen is well established in certain niches such as forklift trucks, while mainstream applications are now forthcoming. Hydrogen vehicles are available commercially in several countries, and 225,000 fuel cell home heating systems have been sold. This represents a step change from the situation of only five years ago. This review shows that challenges around cost and performance remain, and considerable improvements are still required for hydrogen to become truly competitive. -
Fuel Cell Powered Vehicles
Contents Executive Summary .......................................................................................................................................... 1 Introduction ....................................................................................................................................................... 2 Objective ........................................................................................................................................................... 2 Approach ........................................................................................................................................................... 2 Sizing of Fuel Cell Electric Vehicles ............................................................................................................ 3 Assumptions.................................................................................................................................................. 5 Sizing Results ............................................................................................................................................... 7 Results: Midsize FC HEV and FC PHEV ..................................................................................................... 8 Contribution of Fuel Cell Technology Progress .............................................................................................. 11 Results: Impact of Fuel Cell Technologies ................................................................................................ -
A Hydrogen Roadmap for Germany
A Hydrogen Roadmap for Germany C. Hebling, M. Ragwitz, T. Fleiter, U. Groos, D. Härle, A. Held, M. Jahn, N. Müller, T. Pfeifer, P. Plötz, O. Ranzmeyer, A. Schaadt, F. Sensfuß, T. Smolinka, M. Wietschel Fraunhofer Institute for Systems and Innovation Research ISI, Karlsruhe Fraunhofer Institute for Solar Energy Systems ISE, Freiburg under participation of Fraunhofer Institute for Microstructure of Materials and Systems IMWS, Halle Fraunhofer Institute for Ceramic Technologies and Systems IKTS, Dresden Karlsruhe and Freiburg October 2019 Contact: Prof. Dr. Christopher Hebling, Fraunhofer ISE, [email protected] Prof. Dr. Mario Ragwitz, Fraunhofer ISI, [email protected] A hydrogen roadmap for Germany EXECUTIVE SUMMARY 1.1 MOTIVATION To meet the worldwide challenge of limiting global warming to less than 2 degrees Celsius, the proportion of fossil fuels in the global energy mix must be reduced to a minimum. Fossil energy sources must therefore be replaced by the implementation of a sustainable circular energy economy, which will be heavily based on hydrogen. Large quantities of hydrocarbons will still be used in some sectors, but these will be produced using renewable energy sources and greenhouse- gas-neutral hydrogen and carbon. Thus, energy systems cannot be decarbonized, but must instead be tailored to meet the goal of greenhouse-gas emissions neutrality. In Germany, this process began in the year 2000 with the enactment of the Renewable Energy Sources Act and continued with the adoption of the German federal government’s energy concept in 2010. This increased the proportion of renewable energy sources in the energy mix to around 38 percent (2018). -
Innovation Insights Brief 2019
Innovation Insights Brief 2019 NEW HYDROGEN ECONOMY - HOPE OR HYPE? ABOUT THE WORLD ENERGY COUNCIL ABOUT THIS INNOVATION INSIGHTS BRIEF The World Energy Council is the principal impartial This Innovation Insights brief on hydrogen is part of network of energy leaders and practitioners promoting a series of publications by the World Energy Council an affordable, stable and environmentally sensitive focused on Innovation. In a fast-paced era of disruptive energy system for the greatest benefit of all. changes, this brief aims at facilitating strategic sharing of knowledge between the Council’s members and the Formed in 1923, the Council is the UN-accredited global other energy stakeholders and policy shapers. energy body, representing the entire energy spectrum, with over 3,000 member organisations in over 90 countries, drawn from governments, private and state corporations, academia, NGOs and energy stakeholders. We inform global, regional and national energy strategies by hosting high-level events including the World Energy Congress and publishing authoritative studies, and work through our extensive member network to facilitate the world’s energy policy dialogue. Further details at www.worldenergy.org and @WECouncil Published by the World Energy Council 2019 Copyright © 2019 World Energy Council. All rights reserved. All or part of this publication may be used or reproduced as long as the following citation is included on each copy or transmission: ‘Used by permission of the World Energy Council’ World Energy Council Registered in England -
Many Pathways to Renewable Hydrogen (Presentation)
Many Pathways to Renewable Hydrogen presented at Power Gen: Renewable Energy & Fuels 2008 by Dr. Robert J. Remick NREL Center Director Hydrogen Technologies and Systems Center NREL/PR-560-42691 Presented at POWER-GEN Renewable Energy and Fuels 2008 conference held February 19-21, 2008 in Las Vegas, Nevada. Why Renewable Hydrogen? • Virtually any primary energy source can be turned into hydrogen opening up the possibility of hydrogen becoming a universal fuel. • Renewable Hydrogen contributes to our National energy objectives Energy Security Environmental Stewardship Economic Competitiveness • Using hydrogen as an energy vector helps mitigate the intermittency of renewable energy sources by providing opportunities for storage. Electrolysis Pathways Solar PV Wind Electrolyzers - Hydro e Ocean Geothermal Non-PV Solar Pathways heat High Temperature Thermochemical Cycle Photoelectrochemical Photobiological Biomass Pathways Thermochemical Separator syngas or WGS F-T bio-oils Biochemical alcohols Reformer Dark Fermentation Hydrogen Potential from Renewables Barriers to Implementation • General / Marketplace – Viewed as long term – 20 to 30 years out – Hydrogen use viewed with trepidation by public – Current hydrogen production costs higher than conventional fuels • Technological – Numerous technical challenges for each of the renewable pathways – Limited industry interest and investment in R&D NREL Supports DOE’s Hydrogen Program Goals for 2015 Production Onboard Storage $2.00 - 3.00/kg Fuel Cell (pathway independent) 300 mile range $30/kw NREL Hydrogen Technology Thrusts Hydrogen production Hydrogen delivery Hydrogen storage Hydrogen manufacturing Fuel cells Technology validation Safety, codes, & standards Analysis H2 Production: Photoelectrochemical Photoelectrochemical materials are specialized semiconductors that use energy from sunlight to dissociate water molecules into hydrogen and oxygen. -
Hydrogen Storage a Brief Overview of Hydrogen Storage Options Rich Dennis Technology Manager – Advanced Turbines and SCO2 Power Cycles
Hydrogen Storage A brief overview of hydrogen storage options Rich Dennis Technology Manager – Advanced Turbines and SCO2 Power Cycles Ref:(https://www.greencarcongre ss.com/2016/09/20160911- doe.html) 2nd workshop on Thermal, Mechanical and Chemical Energy Storage OmniPresentation William to Penn; Pittsburgh PA; February 4, 2020 Sponsored by Elliot Group; Co-organized with SwRI and NETL 2/6/2020 1 Presentation Outline Small-scale to large-scale hydrogen storage provides attractive options • H2 physical properties Months Hydrogen • Overview H2 production, transportation & utilization Weeks Texas, US • H2 storage technologies • Compressed storage Days • Liquid storage CAES • Materials based storage • Chemical hydrogen storage Hours • Vehicle & portable applications Pumped Hydro • Storage in NG pipelines Minutes 0.1 1 10 100 1000 • Summary GWh Ref: 1. Crotogino F, Donadei S, Bu¨ nger U, Landinger H. Large-scale hydrogen underground storage for securing future energy supplies. Proceedingsof 18thWorld Hydrogen Energy Conference (WH2C2010), Essen, Germany;May 16e21, 2010. p. 37e45. 2/6/2020 2 2. Kepplinger J, Crotogino F, Donadei S, Wohlers M. Present trends in compressed air energy and hydrogen storage in Germany. Solution Mining Research Institute SMRI Fall 2011 Conference, York, United Kingdom; October 3e4, 2011. Physical Properties of H2 vs CH4 H2 has a very low density and energy density, and a high specific volume Hydrogen 0.085 120 11.98 10,050 Density Lower Heating Value Specific Volume Energy Density Property 3 3 3 (kg/m ) (kJ/kg) m /kg kJ/m 0.65 50 1.48 32,560 Methane 1 atm,15°C 1 atm, 25°C 1 atm, 21°C 1 atm, 25°C 3 Laminar Flame Speeds Hydrogen burns ten times as fast as methane H2 CO CH4 0.4 1 2 3 meter/second 0.3 Ref: NACA Report 1300 4 Flammability Limits In Air Hydrogen has broad flammability limits compared to methane H2 4 to 75 CO 12 to 75 CH4 5 to 15 0 25 50 75 100 % in Air 5 Diffusivity in Air In air, hydrogen diffuses over three times as fast compared to methane H2 CO CH4 0.2 0.5 0.7 1 cm2/sec Ref: Vargaftik, N. -
The French Green Hydrogen Plan 2020-2030
THE FRENCH GREEN HYDROGEN PLAN 2020-2030 FRANCE IS SHAPING UP TO BECOME ONE OF THE MOST COMPETITIVE, INNOVATIVE AND LOW-CARBON ECONOMIES IN THE WORLD FRANCE, A PIONEER IN THE FIELD OF CARBON-FREE HYDROGEN ENERGY TRANSITION FOR GREEN GROWTH ACT (2015) UP TO 40% OF ELECTRICITY PRODUCTION FROM RENEWABLE ENERGY IN 2030 30% REDUCTION IN FOSSIL FUEL COMSUMPTION 10% DECARBONIZATION OF GAS GOVERNMENT SUPPORT BETWEEN 2010 AND 2018 €100 MILLION TO IMPLEMENT DEMONSTRATORS AND INVEST IN HIGH POTENTIAL COMPANIES (NATIONAL INVESTMENT PROGRAM) €110 MILLION FOR R&D FROM THE NATIONAL RESEARCH AGENCY (ANR) FINANCIAL SUPPORT FROM BPIFRANCE FOR STARTUPS AND SMES €80 MILLION TO SUPPORT H2 MOBILITY FROM ADEME AND €12 MILLION FOR INDUSTRIAL PROJECTS (NATIONAL INVESTMENT PROGRAM) FINANCIAL SUPPORT FROM THE BANQUE DES TERRITOIRES (CDC GROUP) FOR THE DEVELOPMENT OF REGIONAL PROJECTS A VERY SUCCESSFUL FIRST NATIONWIDE CALL FOR EXPRESSIONS OF INTEREST (2020) 160 PROJECTS SUBMITTED BY BUSINESSES, LOCAL AUTHORITIES AND R&D CENTERS REPRESENTING A TOTAL INVESTMENT OF €32.5 BILLION FRANCE, THE 2ND MOST INNOVATIVE EUROPEAN COUNTRY FOR LOW-CARBON ENERGY WITH 17,487 PATENTS FILED BETWEEN 2000 AND 2019, AFTER GERMANY (52,684) BUT AHEAD OF THE UNITED KINGDOM (11,289) 2 STRONG GLOBAL GROWTH PROSPECTS FOR CARBON-FREE H2 2% 6% REFINERIES 30% 10% AMMONIA BASE CHEMICALS METALLURGY OTHERS 52% Worldwide H2 demand (2018) 400 MILLION CARS, 15 MILLION BUSES, ACCORDING TO THE HYDROGEN COUNCIL, 5 MILLION TRUCKS, CARBON-FREE HYDROGEN COULD MEET 20% OF TRAINS 20% OF OVERALL ENERGY DEMAND -
Comparison of Hydrogen Powertrains with the Battery Powered Electric Vehicle and Investigation of Small-Scale Local Hydrogen Production Using Renewable Energy
Review Comparison of Hydrogen Powertrains with the Battery Powered Electric Vehicle and Investigation of Small-Scale Local Hydrogen Production Using Renewable Energy Michael Handwerker 1,2,*, Jörg Wellnitz 1,2 and Hormoz Marzbani 2 1 Faculty of Mechanical Engineering, University of Applied Sciences Ingolstadt, Esplanade 10, 85049 Ingolstadt, Germany; [email protected] 2 Royal Melbourne Institute of Technology, School of Engineering, Plenty Road, Bundoora, VIC 3083, Australia; [email protected] * Correspondence: [email protected] Abstract: Climate change is one of the major problems that people face in this century, with fossil fuel combustion engines being huge contributors. Currently, the battery powered electric vehicle is considered the predecessor, while hydrogen vehicles only have an insignificant market share. To evaluate if this is justified, different hydrogen power train technologies are analyzed and compared to the battery powered electric vehicle. Even though most research focuses on the hydrogen fuel cells, it is shown that, despite the lower efficiency, the often-neglected hydrogen combustion engine could be the right solution for transitioning away from fossil fuels. This is mainly due to the lower costs and possibility of the use of existing manufacturing infrastructure. To achieve a similar level of refueling comfort as with the battery powered electric vehicle, the economic and technological aspects of the local small-scale hydrogen production are being investigated. Due to the low efficiency Citation: Handwerker, M.; Wellnitz, and high prices for the required components, this domestically produced hydrogen cannot compete J.; Marzbani, H. Comparison of with hydrogen produced from fossil fuels on a larger scale. -
Does a Hydrogen Economy Make Sense?
INVITED PAPER Does a Hydrogen Economy Make Sense? Electricity obtained from hydrogen fuel cells appears to be four times as expensive as electricity drawn from the electrical transmission grid. By Ulf Bossel ABSTRACT | The establishment of a sustainable energy future options and identify needs for further improvements. is one of the most pressing tasks of mankind. With the They are concerned with the cost of hydrogen obtained exhaustion of fossil resources the energy economy will change from various sources, but fail to address the key question of from a chemical to an electrical base. This transition is one of the overall energy balance of a hydrogen economy. Energy physics, not one of politics. It must be based on proven is needed to synthesize hydrogen and to deliver it to the technology and existing engineering experience. The transition user, and energy is lost when the gas is converted back to process will take many years and should start soon. Unfortu- electricity by fuel cells. How much energy is needed to nately, politics seems to listen to the advice of visionaries and liberate hydrogen from water by electrolysis or high- lobby groups. Many of their qualitative arguments are not temperature thermodynamics or by chemistry? Where based on facts and physics. A secure sustainable energy future doestheenergycomefromandinwhichformisit cannot be based on hype and activism, but has to be built on harvested? Do we have enough clean water for electrolysis solid grounds of established science and engineering. In this and steam reforming? How and where do we safely deposit paper the energy needs of a hydrogen economy are quantified. -
Green Hydrogen Opportunities in the Energy System
GREEN HYDROGEN OPPORTUNITIES IN THE ENERGY SYSTEM Luc Graré VICE PRESIDENT SALES AND MARKETING [email protected] Early Pioneers in Each Technology Field 2 Hydrogen is key to electrify the transport sector Hydrogen as preferred future fuel alternative: ERRY − True zero emission from production to use TRAIN − Can beat fossil fuel applications on a TCO- FAST F basis PASSENGER CAR PASSENGER − Low weight (compared to e.g. batteries), especially relevant in the heavy duty segment − Fast recharging (fueling) time − Long driving range BUS − Low/no need for electric grid upgrades TRUCK DELIVERY DELIVERY CRUISE SHIP CRUISE − Not dependent on rare earth metals (e.g. cobalt, lithium) − Global standards for fueling established − Same quality fuel used for small to large applications − Cleans the surrounding air TRUCK FORKLIFT CAR FERRY 3 Fossil parity for mobility sector achievable in Norway today Centralized production close to power or heat source enables business case • Regional hydrogen production, use of low cost renewable energy • Possible to integrate with central heating grid • Parity with taxed diesel possible already from 4-8 ton per day 0.40 NOK/kWh 25 NOK/kg + 13 NOK/kg + 11 NOK/kg = 50 NOK/kg Large scale Central production High pressure Efficient dispensing distribution As conventional 20 MW / 8 tons per day 1,000 – 1,500 kg fuels /truck 4 Cost of wind and solar has dropped by 69% and 88% during the last decade – renewable hydrogen following on the same path Wind and solar is on a trajectory to become the cheapest form of electricity -
Energy and the Hydrogen Economy
Energy and the Hydrogen Economy Ulf Bossel Fuel Cell Consultant Morgenacherstrasse 2F CH-5452 Oberrohrdorf / Switzerland +41-56-496-7292 and Baldur Eliasson ABB Switzerland Ltd. Corporate Research CH-5405 Baden-Dättwil / Switzerland Abstract Between production and use any commercial product is subject to the following processes: packaging, transportation, storage and transfer. The same is true for hydrogen in a “Hydrogen Economy”. Hydrogen has to be packaged by compression or liquefaction, it has to be transported by surface vehicles or pipelines, it has to be stored and transferred. Generated by electrolysis or chemistry, the fuel gas has to go through theses market procedures before it can be used by the customer, even if it is produced locally at filling stations. As there are no environmental or energetic advantages in producing hydrogen from natural gas or other hydrocarbons, we do not consider this option, although hydrogen can be chemically synthesized at relative low cost. In the past, hydrogen production and hydrogen use have been addressed by many, assuming that hydrogen gas is just another gaseous energy carrier and that it can be handled much like natural gas in today’s energy economy. With this study we present an analysis of the energy required to operate a pure hydrogen economy. High-grade electricity from renewable or nuclear sources is needed not only to generate hydrogen, but also for all other essential steps of a hydrogen economy. But because of the molecular structure of hydrogen, a hydrogen infrastructure is much more energy-intensive than a natural gas economy. In this study, the energy consumed by each stage is related to the energy content (higher heating value HHV) of the delivered hydrogen itself. -
Making Markets for Hydrogen Vehicles: Lessons from LPG
Making Markets for Hydrogen Vehicles: Lessons from LPG Helen Hu and Richard Green Department of Economics and Institute for Energy Research and Policy University of Birmingham Birmingham B15 2TT United Kingdom Hu: [email protected] Green: [email protected] +44 121 415 8216 (corresponding author) Abstract The adoption of liquefied petroleum gas vehicles is strongly linked to the break-even distance at which they have the same costs as conventional cars, with very limited market penetration at break-even distances above 40,000 km. Hydrogen vehicles are predicted to have costs by 2030 that should give them a break-even distance of less than this critical level. It will be necessary to ensure that there are sufficient refuelling stations for hydrogen to be a convenient choice for drivers. While additional LPG stations have led to increases in vehicle numbers, and increases in vehicles have been followed by greater numbers of refuelling stations, these effects are too small to give self-sustaining growth. Supportive policies for both vehicles and refuelling stations will be required. 1. Introduction While hydrogen offers many advantages as an energy vector within a low-carbon energy system [1, 2, 3], developing markets for hydrogen vehicles is likely to be a challenge. Put bluntly, there is no point in buying a vehicle powered by hydrogen, unless there are sufficient convenient places to re-fuel it. Nor is there any point in providing a hydrogen refuelling station unless there are vehicles that will use the facility. What is the most effective way to get round this “chicken and egg” problem? Data from trials of hydrogen vehicles can provide information on driver behaviour and charging patterns, but extrapolating this to the development of a mass market may be difficult.