THE HYDROGEN ECONOMY. a Non-Technical Review
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Natural Gas Vehicles Myth Vs. Reality
INNOVATION | NGV NATURAL GAS VEHICLES MYTH VS. REALITY Transitioning your fleet to alternative fuels is a major decision, and there are several factors to consider. Unfortunately, not all of the information in the market related to heavy-duty natural gas vehicles (NGVs) is 100 percent accurate. The information below aims to dispel some of these myths while providing valuable insights about NGVs. MYTH REALITY When specifying a vehicle, it’s important to select engine power that matches the given load and duty cycle. Earlier 8.9 liter natural gas engines were limited to 320 horsepower. They were not always used in their ideal applications and often pulled loads that were heavier than intended. As a result, there were some early reliability challenges. NGVs don’t have Fortunately, reliability has improved and the Cummins Westport near-zero 11.9 liter engine enough power, offers up to 400 horsepower and 1,450 lb-ft torque to pull full 80,000 pound GVWR aren’t reliable. loads.1 In a study conducted by the American Gas Association (AGA) NGVs were found to be as safe or safer than vehicles powered by liquid fuels. NGVs require Compressed Natural Gas (CNG) fuel tanks, or “cylinders.” They need to be inspected every three years or 36,000 miles. The AGA study goes on to state that the NGV fleet vehicle injury rate was 37 CNG is not safe. percent lower than the gasoline fleet vehicle rate and there were no fuel related fatalities compared with 1.28 deaths per 100 million miles for gasoline fleet vehicles.2 Improvements in CNG cylinder storage design have led to fuel systems that provide E F range that matches the range of a typical diesel-powered truck. -
Electric Vehicles Electric Vehicle Expansion Liquefied Natural Gas
The Road to 1 Billion Miles in UPS’s Alternative Fuel and Advanced Technology Vehicles UPS is committed to better fuel alternatives, now and for the future. That’s why we recently announced a new goal –– to drive 1 billion miles in our alternative fuel and advanced technology vehicles by 2017. With nearly 3,000 vehicles currently in our “rolling laboratory,” we’re creating sustainable connections and delivering innovative, new technologies on the road and around the globe. 1 000 000 00 0 miles by 2017 1 Billion Miles Our goal is to drive 1 billion miles in alternative fuel and advanced technology vehicles by the end of 2017 — more than double our previous goal to drive 400 million miles. 295 Million Miles 212 Million Miles Base Year 100 Million Miles 2000 2005 2010 2012 2017 Electric Vehicle Liquefied Natural Gas Expansion Announcement x20 100x 2013 2013 Earlier this year we deployed 100 fully electric UPS announced the purchase of 700 LNG tractors in commercial vehicles throughout California. These 2013 and plan to ultimately have more than 1,000 in additions to our electric vehicle fleet will help our fleet. These tractors will operate from LNG fueling offset the consumption of conventional motor fuel stations in Las Vegas, Nev.; Phoenix, Ariz., and Beaver by an estimated 126,000 gallons per year. and Salt Lake City, Utah among other locations. Electric Vehicles Diesel Hybrid Hydraulic 2001 First tested in New York City in the 1930s, we 2006 took a second look in Santiago, Chile, in 2001. Harnessing hydraulic power sharply increases fuel Today, we have more than 100 worldwide. -
Hydrogenics, Mark Kammerer, Director Business Development
HARNESSING RENEWABLE ENERGY STORAGE AND POWERING HEAVY MOBILITY Mark Kammerer FCH 2 JU Business Development Manager HYDROGEN MARITIME WORKSHOP Hydrogenics GmbH Valencia, 2017-06-15 1 Version: 02.17 > $90M USD Shifting Power Across Industries Around the World multi-year fuel cell contract with > $50 M USD hi-tech multi-year mobility OEM fuel cell contract with leading rail OEM > $100 M USD order backlog (YE 2016) > 55 H2 Leading PEM Fueling Stack & Stations with System Hydrogenics Technology electrolysers Innovator worldwide 2 Our Principal Product Lines HyPM™ and HyPM™ Fuel Cell HySTAT™ Alkaline HyLYZER™ PEM CELERITY™ PEM Fuel Power Modules and Electrolyzer Plants Electrolyzer Plants Cell Power Modules HyPM™-R FC Racks for Industrial, for Energy Storage and and Systems Systems Hydrogen, Energy Fueling for Mobility for Critical Power Storage and Fueling • 3 MW in a single stack • World leading feature • World leading feature • World leading market list, innovation and list, innovation and share • World leading power product line maturity product line maturity density • The industrial standard • Variants customized to • Unlimited scalability • Scalable to 50 MW, any requirements 100 MW 3 Established Leader, Established Technology Alstom, Germany Kolon, S. Korea Uniper (e-on), Germany Fuel Cell Buses, China • World’s first commercial • Providing > 1 MW • MW-scale Power to Gas • Certified Integration contract for hydrogen power using excess facilities in Germany Partner Program fuel cell trains hydrogen • Agreements with • Wind power and -
Blending Hydrogen Into Natural Gas Pipeline Networks: a Review of Key Issues
Blending Hydrogen into Natural Gas Pipeline Networks: A Review of Key Issues M. W. Melaina, O. Antonia, and M. Penev NREL is a national laboratory of the U.S. Department of Energy, Office of Energy Efficiency & Renewable Energy, operated by the Alliance for Sustainable Energy, LLC. Technical Report NREL/TP-5600-51995 March 2013 Contract No. DE-AC36-08GO28308 Blending Hydrogen into Natural Gas Pipeline Networks: A Review of Key Issues M. W. Melaina, O. Antonia, and M. Penev Prepared under Task No. HT12.2010 NREL is a national laboratory of the U.S. Department of Energy, Office of Energy Efficiency & Renewable Energy, operated by the Alliance for Sustainable Energy, LLC. National Renewable Energy Laboratory Technical Report 15013 Denver West Parkway NREL/TP-5600-51995 Golden, Colorado 80401 March 2013 303-275-3000 • www.nrel.gov Contract No. DE-AC36-08GO28308 NOTICE This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States government or any agency thereof. -
The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility
The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility Andreas Hoffrichter, PhD Nick Little Shanelle Foster, PhD Raphael Isaac, PhD Orwell Madovi Darren Tascillo Center for Railway Research and Education Michigan State University Henry Center for Executive Development 3535 Forest Road, Lansing, MI 48910 NCDOT Project 2019-43 FHWA/NC/2019-43 October 2020 -i- FEASIBILITY REPORT The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility October 2020 Prepared by Center for Railway Research and Education Eli Broad College of Business Michigan State University 3535 Forest Road Lansing, MI 48910 USA Prepared for North Carolina Department of Transportation – Rail Division 860 Capital Boulevard Raleigh, NC 27603 -ii- Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. FHWA/NC/2019-43 4. Title and Subtitle 5. Report Date The Piedmont Service: Hydrogen Fuel Cell Locomotive Feasibility October 2020 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Andreas Hoffrichter, PhD, https://orcid.org/0000-0002-2384-4463 Nick Little Shanelle N. Foster, PhD, https://orcid.org/0000-0001-9630-5500 Raphael Isaac, PhD Orwell Madovi Darren M. Tascillo 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Center for Railway Research and Education 11. Contract or Grant No. Michigan State University Henry Center for Executive Development 3535 Forest Road Lansing, MI 48910 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Final Report Research and Development Unit 104 Fayetteville Street December 2018 – October 2020 Raleigh, North Carolina 27601 14. Sponsoring Agency Code RP2019-43 Supplementary Notes: 16. -
Hydrogen Storage for Mobility: a Review
materials Review Hydrogen Storage for Mobility: A Review Etienne Rivard * , Michel Trudeau and Karim Zaghib * Centre of Excellence in Transportation Electrification and Energy Storage, Hydro-Quebec, 1806, boul. Lionel-Boulet, Varennes J3X 1S1, Canada; [email protected] * Correspondence: [email protected] (E.R.); [email protected] (K.Z.) Received: 18 April 2019; Accepted: 11 June 2019; Published: 19 June 2019 Abstract: Numerous reviews on hydrogen storage have previously been published. However, most of these reviews deal either exclusively with storage materials or the global hydrogen economy. This paper presents a review of hydrogen storage systems that are relevant for mobility applications. The ideal storage medium should allow high volumetric and gravimetric energy densities, quick uptake and release of fuel, operation at room temperatures and atmospheric pressure, safe use, and balanced cost-effectiveness. All current hydrogen storage technologies have significant drawbacks, including complex thermal management systems, boil-off, poor efficiency, expensive catalysts, stability issues, slow response rates, high operating pressures, low energy densities, and risks of violent and uncontrolled spontaneous reactions. While not perfect, the current leading industry standard of compressed hydrogen offers a functional solution and demonstrates a storage option for mobility compared to other technologies. Keywords: hydrogen mobility; hydrogen storage; storage systems assessment; Kubas-type hydrogen storage; hydrogen economy 1. Introduction According to the Intergovernmental Panel on Climate Change (IPCC), it is almost certain that the unusually fast global warming is a direct result of human activity [1]. The resulting climate change is linked to significant environmental impacts that are connected to the disappearance of animal species [2,3], decreased agricultural yield [4–6], increasingly frequent extreme weather events [7,8], human migration [9–11], and conflicts [12–14]. -
Hydrogen Delivery Roadmap
Hydrogen Delivery Hydrogen Storage Technologies Technical Team Roadmap RoadmapJuly 2017 This roadmap is a document of the U.S. DRIVE Partnership. U.S. DRIVE (United States Driving Research and Innovation for Vehicle efficiency and Energy sustainability) is a voluntary, non‐binding, and nonlegal partnership among the U.S. Department of Energy; United States Council for Automotive Research (USCAR), representing Chrysler Group LLC, Ford Motor Company, and General Motors; five energy companies — BPAmerica, Chevron Corporation, Phillips 66 Company, ExxonMobil Corporation, and Shell Oil Products US; two utilities — Southern California Edison and DTE Energy; and the Electric Power Research Institute (EPRI). The Hydrogen Delivery Technical Team is one of 13 U.S. DRIVE technical teams (“tech teams”) whose mission is to accelerate the development of pre‐competitive and innovative technologies to enable a full range of efficient and clean advanced light‐duty vehicles, as well as related energy infrastructure. For more information about U.S. DRIVE, please see the U.S. DRIVE Partnership Plan, https://energy.gov/eere/vehicles/us-drive-partnership-plan-roadmaps-and-accomplishments or www.uscar.org. Hydrogen Delivery Technical Team Roadmap Table of Contents Acknowledgements .............................................................................................................................................. vi Mission ................................................................................................................................................................. -
Hydrogen Consortium Overview, Part 2 of 3: Electrolysis Webinar
Fuel Cell Technologies Office Webinar FCTO's HydroGEN Consortium Huyen N. Dinh Senior Scientist Webinar Series, Part 2 of 3: HydroGEN Director November 15, 2016 Electrolysis HydroGEN Advanced Water Splitting Materials 1 Question and Answer • Please type your questions into the question box HydroGEN Advanced Water Splitting Materials 2 Consortium Services How do I find the right How do I engage with resource to accelerate a the National Labs solution to my materials quickly and effectively? challenge? The EMN offers a common yet flexible RD&D consortium model to address key materials challenges in specific high-impact clean energy technologies aimed at accelerating the tech-to-market process HydroGEN Advanced Water Splitting Materials 3 HydroGEN Energy Materials Network (EMN) Aims to accelerate the RD&D of advanced water splitting technologies for clean, sustainable hydrogen production, with a specific focus on decreased materials cost, intermittent integration, and durability : Advance Electrolysis Photoelectrochemical Solar Thermochemical Low & High Temperature Hybrid thermochemical Advanced Water Spitting Workshop April 2016 Stanford HydroGEN Advanced Water Splitting Materials 4 Major Outcomes from Stanford Workshop • Detailed technoeconomic (TEA) and greenhouse gas (GHG) emission analyses are important • Accurate TEA requires a strong understanding of full system requirements • Well-defined materials metrics connected to device- and system-level metrics are important • Cross technology collaboration opportunities • common materials -
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 -
CASE Studies
THE STATE OF ASIAN CITIES 2010/11 CASE STUDIES TRANSPORTATION POSITIVE CHANGE IS WITHIN REACH Transportation generates at least one third of greenhouse gas emissions in urban areas, but positive change is within reach, and much more easily than some policymakers might think. Cycle rickshaws remain a policy blind spot The cycle rickshaw remains widely popular in Asian cities and is a sustainable urban transport for short- distance trips (1-5 km). It can also complement and integrate very effectively as a low-cost feeder service to public transport systems, providing point-to-point service (i.e., from home to a bus stop). According to estimates, over seven million passenger/goods cycle rickshaws are in operation in various Indian cities (including some 600,000 in India’s National Capital Region) where they are used by substantial numbers of low- and middle-income commuters as well as tourists, and even goods or materials. Still, for all its popularity and benefits, this non-polluting type of transport is largely ignored by policymakers and transport planners. Recently in Delhi, a ban on cycle rickshaws resulted in additional traffic problems as people turned to ‘auto’ (i.e., motorized) rickshaws instead. The ban met with public outcry and opposition from many civil society groups. In a landmark decision in February 2010, the Delhi High Court ruled that the Municipal Corporation’s ban on cycle rickshaws was unconstitutional. State of Asian Cities Report 2010/11, Ch. 4, Box 4.17 Delhi’s conversion to natural gas and solar power In 1998 and at the request of India’s non-governmental Centre for Science and Environment, the country’s Supreme Court directed the Delhi Government to convert all public transport and para-transit vehicles from diesel or petrol engines to compressed natural gas (CNG). -
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. -
H2@Railsm Workshop
SANDIA REPORT SAND2019-10191 R Printed August 2019 H2@RailSM Workshop Workshop and report sponsored by the US Department of Energy Office of Energy Efficiency and Renewable Energy Fuel Cell Technologies Office, and the US Department of Transportation Federal Railroad Administration. Prepared by Mattie Hensley, Jonathan Zimmerman Prepared by Sandia National Laboratories Albuquerque, New MexiCo 87185 and Livermore, California 94550 Issued by Sandia National Laboratories, operated for the United States Department of Energy by National Technology & Engineering Solutions of Sandia, LLC. NOTICE: This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government, nor any agency thereof, nor any of their employees, nor any of their contractors, subcontractors, or their employees, make any warranty, express or implied, or assume any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represent that its use would not infringe privately owned rights. References herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise, does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government, any agency thereof, or any of their contractors or subcontractors. The views and opinions expressed herein do not necessarily state or reflect those of the United States Government, any agency thereof, or any of their contractors. Printed in the United States of America. This report has been reproduced directly from the best available copy. Available to DOE and DOE contractors from U.S. Department of Energy Office of Scientific and Technical Information P.O.