Making Markets for Hydrogen Vehicles: Lessons from LPG
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Alternative Fuels, Vehicles & Technologies Feasibility
ALTERNATIVE FUELS, VEHICLES & TECHNOLOGIES FEASIBILITY REPORT Prepared by Eastern Pennsylvania Alliance for Clean Transportation (EP-ACT)With Technical Support provided by: Clean Fuels Ohio (CFO); & Pittsburgh Region Clean Cities (PRCC) Table of Contents Analysis Background: .................................................................................................................................... 3 1.0: Introduction – Fleet Feasibility Analysis: ............................................................................................... 3 2.0: Fleet Management Goals – Scope of Work & Criteria for Analysis: ...................................................... 4 Priority Review Criteria for Analysis: ........................................................................................................ 4 3.0: Key Performance Indicators – Existing Fleet Analysis ............................................................................ 5 4.0: Alternative Fuel Options – Summary Comparisons & Conclusions: ...................................................... 6 4.1: Detailed Propane Autogas Options Analysis: ......................................................................................... 7 Propane Station Estimate ......................................................................................................................... 8 (Station Capacity: 20,000 GGE/Year) ........................................................................................................ 8 5.0: Key Recommended Actions – Conclusion -
Reducing Air Emissions Through Alternative Transportation Strategies
Reducing Air Emissions Through Alternative Transportation Strategies New Jersey Clean Air Council Public Hearing April 8, 2014 Hearing Chair: Sara Bluhm Clean Air Council Chair: Joseph Constance Editor: Melinda Dower NJ CAC 2014 Hearing Report Page | 1 New Jersey Clean Air Council Members Joseph Constance, Chairman Kenneth Thoman,Vice-Chairman Leonard Bielory, M.D. Sara Bluhm Manuel Fuentes-Cotto, P.E. Michael Egenton Mohammad “Ferdows” Ali, Ph.D. Howard Geduldig, Esq. Toby Hanna, P.E. Robert Laumbach, M.D. Pam Mount Richard E. Opiekun, Ph.D. James Requa, Ed.D. Nicky Sheats, Esq., Ph.D. Joseph Spatola, Ph.D. New Jersey Clean Air Council Website http://www.state.nj.us/dep/cleanair NJ CAC 2014 Hearing Report Page | 2 Table of Contents Page I. INTRODUCTION ……………………………………………………………………… 4 II. OVERVIEW ……………………………………………………………………………. 4 III. RECOMMENDATIONS ……………………………………………………….……… 10 IV. SUMMARY OF TESTIMONY† ………………………………………………….…… 14 A. Jim Appleton ………………………………………………..……….…… 14 B. Daniel Birkett ………………………………………………………….… 14 C. Andy Swords ……………………………………….…………………... 14 D. Matt Solomon ……………………………………………………………. 15 E. Julie Becker …………………………………………………..……..…... 16 F. Robert Gibbs, Esq. ………………………………….………………..….. 16 G. William Wells ………………………………………..………………..…. 17 H. Mark Giuffre …………………………………………………………….. 17 I. Jane Kozinski, Asst. Commissioner, NJDEP ……………………………. 18 J. Chuck Feinberg …………………………………………………………. 19 K. Raymond Albrecht, P.E. …………………………………………………. 19 L. Nicky Sheats, Ph.D., Esq.………………………………………………… 20 M. John Iannarelli ……………………………………………………….…. -
Fuel Cells on Bio-Gas
Fuel Cells on Bio-Gas 2009 Michigan Water Environment Association's (MWEA) Biosolids and Energy Conference Robert J. Remick, PhD March 4, 2009 NREL/PR-560-45292 NREL is a national laboratory of the U.S. Department of Energy, Office of Energy Efficiency and Renewable Energy, operated by the Alliance for Sustainable Energy, LLC. Wastewater Treatment Plants • WWTP operators are looking for opportunities to utilize biogas as a renewable energy source. • Majority use biogas through boilers for reheating • Interest is growing in distributed generation, especially where both electricity and fuel costs are high. • Drivers for the decision to purchase fuel cells – Reliability – Capital and O&M costs – Availability of Government Incentives National Renewable Energy Laboratory Innovation for Our Energy Future Anaerobic Digestion and Biogas • Anaerobic digestion is a process used to stabilize Range of Biogas Compositions wastewater sludge before final disposal. Methane 50% – 75% Carbon Dioxide 25% – 50% • The process uses Nitrogen 0% – 10% microorganisms in the Hydrogen 0% – 1% absence of oxygen to Sulfur Species 0% – 3% convert organic Oxygen 0% – 2% materials to biogas. National Renewable Energy Laboratory Innovation for Our Energy Future WWTP Co-Gen Market • There are over 16,800 WWTP in the U.S. • 615 facilities with flows > 3 mgd that use anaerobic digestion • 215 do not use their biogas but flare it instead. • California has the highest number of municipal facilities using anaerobic digestion, about 102, of which 25 do not use their biogas. -
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 -
Morgan Ellis Climate Policy Analyst and Clean Cities Coordinator DNREC [email protected] 302.739.9053
CLEAN TRANSPORTATION IN DELAWARE WILMAPCO’S OUR TOWN CONFERENCE THE PRESENTATION 1) What are alterative fuels? 2) The Fuels 3) What’s Delaware Doing? WHAT ARE ALTERNATIVE FUELED VEHICLES? • “Vehicles that run on a fuel other than traditional petroleum fuels (i.e. gas and diesel)” • Propane • Natural Gas • Electricity • Biodiesel • Ethanol • Hydrogen THERE’S A FUEL FOR EVERY FLEET! DELAWARE’S ALTERNATIVE FUELS • “Vehicles that run on a fuel other than traditional petroleum fuels (i.e. gas and diesel)” • Propane • Natural Gas • Electricity • Biodiesel • Ethanol • Hydrogen THE FUELS PROPANE • By-Product of Natural Gas • Compressed at high pressure to liquefy • Domestic Fuel Source • Great for: • School Busses • Step Vans • Larger Vans • Mid-Sized Vehicles COMPRESSED NATURAL GAS (CNG) • Predominately Methane • Uses existing pipeline distribution system to deliver gas • Good for: • Heavy-Duty Trucks • Passenger cars • School Buses • Waste Management Trucks • DNREC trucks PROPANE AND CNG INFRASTRUCTURE • 8 Propane Autogas Stations • 1 CNG Station • Fleet and Public Access with accounts ELECTRIC VEHICLES • Electricity is considered an alternative fuel • Uses electricity from a power source and stores it in batteries • Two types: • Battery Electric • Plug-in Hybrid • Great for: • Passenger Vehicles EV INFRASTRUCTURE • 61 charging stations in Delaware • At 26 locations • 37,000 Charging Stations in the United States • Three types: • Level 1 • Level 2 • D.C. Fast Charging TYPES OF CHARGING STATIONS Charger Current Type Voltage (V) Charging Primary Use Time Level 1 Alternating 120 V 2 to 5 miles Current (AC) per hour of Residential charge Level 2 AC 240 V 10 to 20 miles Residential per hour of and charge Commercial DC Fast Direct Current 480 V 60 to 80 miles (DC) per 20 min. -
Open PDF File, 176.5 KB, for 2018 Mass Clean Cities Annual Report
2018 Transportation Technology Deployment Report: Massachusetts Clean Cities Expanded Edition March 2019 DRAFT The U.S. Department of Energy's (DOE) Clean Cities program advances the nation's economic, environmental, and energy security by supporting local actions to reduce petroleum use in transportation. A national network of nearly 100 Clean Cities coalitions brings together stakeholders in the public and private sectors to deploy alternative and renewable fuels, idle-reduction measures, fuel economy improvements, and new transportation technologies, as they emerge. Every year, each Clean Cities coalition submits to DOE an annual report of its activities and accomplishments for the previous calendar year. Coalition coordinators, who lead the local coalitions, provide information and data via an online database managed by the National Renewable Energy Laboratory (NREL). The data characterize membership, funding, projects, and activities of the coalitions. The coordinators also submit data on the sales of alternative fuels, deployment of alternative fuel vehicles and hybrid electric vehicles, idle-reduction initiatives, fuel economy activities, and programs to reduce vehicle miles traveled. NREL and DOE analyze the data and translate them into petroleum-use and greenhouse gas reduction impacts for individual coalitions and the program as a whole. This report summarizes those impacts for Massachusetts Clean Cities. To view aggregated data for all local coalitions that participate in the Clean Cities program, visit cleancities.energy.gov/accomplishments. -
Fuel Properties Comparison
Alternative Fuels Data Center Fuel Properties Comparison Compressed Liquefied Low Sulfur Gasoline/E10 Biodiesel Propane (LPG) Natural Gas Natural Gas Ethanol/E100 Methanol Hydrogen Electricity Diesel (CNG) (LNG) Chemical C4 to C12 and C8 to C25 Methyl esters of C3H8 (majority) CH4 (majority), CH4 same as CNG CH3CH2OH CH3OH H2 N/A Structure [1] Ethanol ≤ to C12 to C22 fatty acids and C4H10 C2H6 and inert with inert gasses 10% (minority) gases <0.5% (a) Fuel Material Crude Oil Crude Oil Fats and oils from A by-product of Underground Underground Corn, grains, or Natural gas, coal, Natural gas, Natural gas, coal, (feedstocks) sources such as petroleum reserves and reserves and agricultural waste or woody biomass methanol, and nuclear, wind, soybeans, waste refining or renewable renewable (cellulose) electrolysis of hydro, solar, and cooking oil, animal natural gas biogas biogas water small percentages fats, and rapeseed processing of geothermal and biomass Gasoline or 1 gal = 1.00 1 gal = 1.12 B100 1 gal = 0.74 GGE 1 lb. = 0.18 GGE 1 lb. = 0.19 GGE 1 gal = 0.67 GGE 1 gal = 0.50 GGE 1 lb. = 0.45 1 kWh = 0.030 Diesel Gallon GGE GGE 1 gal = 1.05 GGE 1 gal = 0.66 DGE 1 lb. = 0.16 DGE 1 lb. = 0.17 DGE 1 gal = 0.59 DGE 1 gal = 0.45 DGE GGE GGE Equivalent 1 gal = 0.88 1 gal = 1.00 1 gal = 0.93 DGE 1 lb. = 0.40 1 kWh = 0.027 (GGE or DGE) DGE DGE B20 DGE DGE 1 gal = 1.11 GGE 1 kg = 1 GGE 1 gal = 0.99 DGE 1 kg = 0.9 DGE Energy 1 gallon of 1 gallon of 1 gallon of B100 1 gallon of 5.66 lb., or 5.37 lb. -
Hydrogen Fuel Cell Vehicles in Tunnels
SAND2020-4507 R Hydrogen Fuel Cell Vehicles in Tunnels Austin M. Glover, Austin R. Baird, Chris B. LaFleur April 2020 Sandia National Laboratories is a multimission laboratory managed and operated by National Technology and Engineering Solutions of Sandia, LLC, a wholly owned subsidiary of Honeywell International Inc., for the U.S. Department of Energy’s National Nuclear Security Administration under contract DE-NA0003525. 2 ABSTRACT There are numerous vehicles which utilize alternative fuels, or fuels that differ from typical hydrocarbons such as gasoline and diesel, throughout the world. Alternative vehicles include those running on the combustion of natural gas and propane as well as electrical drive vehicles utilizing batteries or hydrogen as energy storage. Because the number of alternative fuels vehicles is expected to increase significantly, it is important to analyze the hazards and risks involved with these new technologies with respect to the regulations related to specific transport infrastructure, such as bridges and tunnels. This report focuses on hazards presented by hydrogen fuel cell electric vehicles that are different from traditional fuels. There are numerous scientific research and analysis publications on hydrogen hazards in tunnel scenarios; however, compiling the data to make conclusions can be a difficult process for tunnel owners and authorities having jurisdiction over tunnels. This report provides a summary of the available literature characterizing hazards presented by hydrogen fuel cell electric vehicles, including light-duty, medium and heavy-duty, as well as buses. Research characterizing both worst-case and credible scenarios, as well as risk-based analysis, is summarized. Gaps in the research are identified to guide future research efforts to provide a complete analysis of the hazards and recommendations for the safe use of hydrogen fuel cell electric vehicles in tunnels. -
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. -
EPRI Journal--Driving the Solution: the Plug-In Hybrid Vehicle
DRIVING THE SOLUTION THE PLUG-IN HYBRID VEHICLE by Lucy Sanna The Story in Brief As automakers gear up to satisfy a growing market for fuel-efficient hybrid electric vehicles, the next- generation hybrid is already cruis- ing city streets, and it can literally run on empty. The plug-in hybrid charges directly from the electricity grid, but unlike its electric vehicle brethren, it sports a liquid fuel tank for unlimited driving range. The technology is here, the electricity infrastructure is in place, and the plug-in hybrid offers a key to replacing foreign oil with domestic resources for energy indepen- dence, reduced CO2 emissions, and lower fuel costs. DRIVING THE SOLUTION THE PLUG-IN HYBRID VEHICLE by Lucy Sanna n November 2005, the first few proto vide a variety of battery options tailored 2004, more than half of which came from Itype plugin hybrid electric vehicles to specific applications—vehicles that can imports. (PHEVs) will roll onto the streets of New run 20, 30, or even more electric miles.” With growing global demand, particu York City, Kansas City, and Los Angeles Until recently, however, even those larly from China and India, the price of a to demonstrate plugin hybrid technology automakers engaged in conventional barrel of oil is climbing at an unprece in varied environments. Like hybrid vehi hybrid technology have been reluctant to dented rate. The added cost and vulnera cles on the market today, the plugin embrace the PHEV, despite growing rec bility of relying on a strategic energy hybrid uses battery power to supplement ognition of the vehicle’s potential. -
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.