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The International Clearinghouse for Hydrogen Commerce www.hydrogencommerce.com |
Government
and
Government-funded Reports
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RELEASED Strategy for the Integration of Hydrogen as a Vehicle Fuel into the Existing Natural Gas Vehicle Fueling Infrastructure of the Interstate Clean Transportation Corridor Project Gladstein, Neandross & Associates Subcontract Report NREL/SR-540-38720 September 2005 |
| This paper evaluates the potential for “piggy-backing” early hydrogen production, dispensing, and consumption onto the already successfully deployed natural gas vehicle projects pioneered by the ICTC. In addition, the authors have made recommendations for five specific demonstration projects (four primary and one alternate) that use existing ICTC fleets and infrastructure for hydrogen technology development. If successful, these demonstration projects could help smooth the way for the integration of hydrogen into the transportation sector by helping to reduce its cost, establish initial consumers, and provide early demand for hydrogen production. In addition, this project could provide the benefit of stimulating the development of technologies that could aid in accelerating the introduction of hydrogen-capable heavy-duty vehicles, and will help fill gaps in projected future hydrogen fueling infrastructure. | |
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Summary of Electrolytic Hydrogen Production
Milestone Completion Report - April 2004 Johanna Ivy National Renewable Energy Laboratory The smaller home systems have a two-fold challenge. First the capital costs of such systems need to be reduced so that those costs are no longer a major cost contribution. All electrolysis systems will benefit from a reduction in capital results as the |
| hydrogen economy grows and these systems
are mass produced, but the smaller systems will benefit the most, as the largest
percentage of their hydrogen cost contribution comes from capital costs. Second, a
scenario must exist where systems that require 15-300kW of electricity can negotiate for
industrial electricity prices, as opposed to the costly commercial or residential prices.
Such a scenario may require a shift in the price policies of the power companies. Another challenge of the electrolysis industry is the limited hydrogen production rates of the current units. Electrolysis units are sized to meet the demands of today’s hydrogen markets, but in a world where a hydrogen economy exists, today’s systems are too small to take advantage of the potential low cost, high volume electricity production methods such as wind and nuclear power. In order to effectively use the large amounts of electricity produced from such systems, electrolyzers 10 to 100 times the size of today’s units could be utilized. |
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The federal government will play a key role in accelerating the transition towards the hydrogen economy by pursuing research to overcome technical challenges. The Posture Plan integrates research, development and demonstration activities from the DOE renewable, nuclear, fossil and science offices. |
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U.S. Department of Energy Office of Energy Efficiency and Renewable Energy Regulators’ Guide to Permitting
Hydrogen Technologies |
| Codes and standards are needed to
ensure safety, as well as to commercialize hydrogen as a fuel. To accomplish its
objectives, staff work with code development organizations, code officials, industry
experts, and national laboratory scientists to draft new model codes and equipment
standards that cover emerging hydrogen technologies for consideration by the various
code-enforcing jurisdictions. In support of the program objectives, the following guide was developed through a collaborative effort involving the National Fire Protection Association (NFPA), the International Code Council (ICC), Pacific Northwest National Laboratory (PNNL), and the National Renewable Energy Laboratory (NREL). Hydrogen and Fuel Cells Permitting Guide Pacific Northwest National Laboratory |
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| Well-to-Wheel Analysis of Future Automotive Fuels and Powertrains in the European Context | |
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For more information, go to HYDROGEN VEHICLES |
|
"The most likely long term candidate for energy storage from the intermittent renewable energy sources will be hydrogen, which can convert electricity derived from renewable energy into a fuel, for its development will also be supported by its potential for transforming transportation and stationary energy systems worldwide." |
Transitioning To |
 The
White Paper presents three major conditions that are driving public policy toward a
renewable energy transition: 1) newly emerging and better understood environmental
constraints; 2) the need to reduce the myriads of risks from easy terrorist targets and
from breakdowns in technologies on which societies depend; and 3) the attractiveness of
the economic and environmental opportunities that will open during the renewable energy
transition. The renewable energy transition will accelerate as governments discover how
much better the renewable energy policies and applications are for economies than the
present time- and resource- limited policies and outmoded and unreliable centralized
systems for power production and distribution. |
|
European Vision
|
Report Released:
U.S Climate Change Technology Program
Research
and Current Activities
U.S. Department of Energy November 2003
Within the overall Federal R&D portfolio, these activities are further complemented by
an array of baseline R&D activities, catalogued in a companion report:
Technology
Options for the Near and Long Term
Selected Hydrogen Specific
Sections:
Light Vehicles
– Hybrids, Electric, and Fuel Cell Vehicles
Transit Buses
– Urban Duty Cycle, Heavy Vehicles
Zero-Emission
Power, Hydrogen, and Other Value-Added Products
High-Efficiency
Gas Fuel Cell/Hybrid Power Systems
Hydrogen
Production from Nuclear Fission and Fusion
Integrated
Hydrogen Energy Systems
Hydrogen
Production Hydrogen Storage
and Distribution
Hydrogen Use
Hydrogen
Infrastructure Safety R&D
|
"Uh-oh..." |
|
"The longer-term strategy, however, is to derive an increasing portion of the hydrogen needed for fuel cells from renewable sources, such as converting water by electrolysis using wind or solar power, producing hydrogen from bio-mass or photo-catalytically using sunlight. Production of hydrogen from coal (with carbon sequestration) and nuclear power (by thermo-chemical process or electrolysis) is also feasible, and can improve energy security by increasing energy diversity. Many of the technologies developed for a near-term fossil-based hydrogen infrastructure would be applicable to a renewable hydrogen infrastructure, easing the transition to a sustainable hydrogen economy." -- page 14 |
|
November 15 - 16, 2001 Washington, D.C.
Hydrogen Vision Meeting Proceedings - Summary
U.S. Department of Energy
Hydrogen Program
Production, Graham Batcheler, Texaco Energy Systems
Transport/Infrastructure, Arthur Katsaros, Air Products and Chemicals
Storage, Alan Niedzwiecki,Quantum Technologies, Inc.
Fuel Cells, William Miller, UTC Fuel Cells
End-Use, Byron McCormick, General Motors; and Arthur Smith, NiSource, Inc.
Hydrogen and Climate, Dr. Jae Edmonds, Battelle, Pacific Northwest Laboratory
September 2000
Strategic Plan for
Distributed Energy Resources
U.S. Department of Energy
Office of Energy Efficiency and Renewable Energy
Office of Fossil Energy
January 2000
Blueprint
for Hydrogen Fuel Infrastructure Development
U.S. Department of Energy National Renewable Energy Laboratory
This Blueprint for Hydrogen Fuel Infrastructure Development is based on a workshop held in October 1999. The workshop, co-sponsored by the U.S. Department of Energy (DOE), the California Air Resources Board (CARB), and the California Energy Commission (CEC), posed the question: What has to be done, beginning today, to implement a hydrogen fuel infrastructure so that when hydrogen vehicles become market-ready in 3–5 years, the infrastructure needed for on-board direct use of hydrogen will be available? The workshop did not specifically address the issue of fuel choice (direct hydrogen versus on-board reforming of a liquid fuel). Although the participants acknowledged that fuel choice is an open issue, the workshop focused on near-term direct hydrogen systems with on-board hydrogen storage. This near-term focus does not preclude longer-term concerns, such as climate change and the sustainable use of resources. In fact, if this Blueprint is successful in addressing the near-term question, it will also help to enable optimal carbon management strategies and, eventually, result in the decoupling of energy use and environmental pollution in the transportation sector. This Blueprint is based on a consensus among the workshop participants on the desirable attributes of a hydrogen fuel infrastructure, as well as on an estimate of the number, type, and uses of hydrogen vehicles anticipated in the 2000–2005 time period. This Blueprint also explores how addressing near-term requirements and barriers will facilitate establishment of a commercial-scale hydrogen fuel infrastructure.
October 7, 1999
OSHA
Report on TECO's Gannon Plant Explosion
U.S. Department of Labor Occupational
Safety and Health Administration, Tampa Area Office
When a generator is off or on turning gear and is being purged of hydrogen gas prior to work being performed on that unit, the General Electric Thermal Conductivity Gas Analyzer is used by an Auxiliary Operator (AO) to determine percent hydrogen in carbon dioxide, percent hydrogen in air and percent air in carbon dioxide. With hydrogen being a potentially explosive gas and carbon dioxide being a potential asphyxiate gas the calibration and use of the Gas Analyzer is important. ...The purge procedure in the Operator Handbook needs to also call for the hydrogen dryer purge and liquid level detector purge. ...Unit #6 was 13 (thirteen) days into the scheduled outage, at the time of the explosion, and the Hydrogen had not been purged from the generator. Normally the Hydrogen is purged from the generator following tagging and clearance from Palm River Operations, or about 2 or 3 days into the outage. The morning briefing on April 8th did not inform the crew or the experienced maintenance mechanics which just arrived at the Gannon facility on the morning of April 8th, that the Hydrogen was in the generator for an extended period of time, or that the purging of the generator had failed to be performed by the date and time indicated on the outage schedule. ...On April 8th, 1999, four experience maintenance mechanics joined the crew that was already working at the Gannon Unit #6. Upon their arrival at their work locations it was obvious that the Turbines and the Generator were in various stages of disassembly. In particular the disassembly and removal of the Doghouse at the North end of the Generator indicated to the experienced mechanics that the outage was well under way and that they could continue the dismantling of the equipment that they came there to work on. The Gannon #6 Generator Disassembly/Inspection Procedure indicates that the removal of the Doghouse is normally done after the Generator is purged of Hydrogen and Turbine oil pumps and Hydrogen seal oil pumps are tagged out. The April 8th morning briefing did not inform the experienced mechanics, or any of the other crew members that there were deviation in the Generator Disassembly/Inspection Procedures, so nobody on the crew had any reason to suspect that Hydrogen was still in the Generator, or that any other special precautions were necessary.
| 1998 |
November 1998
Costs of Storing and
Transporting Hydrogen - National Renewable Energy Laboratory
Wade A. Amos
The purpose of this report is to analyze the capital and operating costs associated with storing and transporting hydrogen. It mentions some future trends in hydrogen storage and transportation, but concentrates on current commercial processes. The storage techniques considered are liquid hydrogen, compressed gas, metal hydride, and underground storage. The modes of transportation examined are liquid hydrogen delivery by truck, rail, and barge; gaseous hydrogen delivery by truck, rail, and pipeline; and metal hydride delivery by truck and rail.
October 9, 1998
Impacts of
the Kyoto Protocol on U.S. Energy Markets and Economic Activity
Energy Information Administration's Analysis and Report Prepared for the Committee on
Science, U.S. House of Representatives
There are three ways to reduce energy-related carbon emissions: reducing the demand for energy services, adopting more energy-efficient equipment, and switching to less carbon-intensive or noncarbon fuels. To reduce emissions, a carbon price is applied to the cost of energy. The carbon price is applied to each of the energy fuels relative to its carbon content at its point of consumption. Electricity does not directly receive a carbon fee; however, the fossil fuels used for generation receive the fee, and this cost, as well as the increased cost of investment in generation plants, is reflected in the delivered price of electricity. In practice, these carbon prices could be imposed through a carbon emissions permit system...
Completed Report in PDF Format (5.1 MB)
Chapter 1 of this report provides background discussion of the Kyoto Protocol and the framework and methodology of the analysis. Chapter 2 summarizes the energy market results from the various carbon reduction cases. Chapters 3, 4, and 5 analyze in more detail the issues and results for the end-use demand sectors, the electricity generation sector, and the fossil fuel supply markets, respectively. Chapter 6 provides the results of EIA's analysis of the macroeconomic impacts of carbon reduction under different monetary and fiscal policy assumptions. Chapter 7 compares the results of this study with those from other studies of the costs of carbon reduction, with accompanying tables in Appendix C. Appendix B includes the detailed energy market results from the carbon reduction cases.
July 1, 1998
Status
and Prospects of Fuel Cells as Automobile Engines
A report of the California Air Resources Board Fuel Cell Technical
Advisory Panel
Dr. Fritz Kalhammer, Dr. Vernon Roan, Dr. Gerald Voecks, Dr. Paul Prokopius
CONCLUSIONS: "Hydrogen is not a feasible fuel for private automobiles now nor in the foreseeable future because of the difficulties and costs of storing hydrogen on board and the very large investments that would be required to make hydrogen generally available." The Panel determined that all leading auto manufacturers and fuel cell developers have selected Proton Exchange Membrane (PEM) technologies for their programs. Therefore, the Panel's investigation focused on PEM fuel cell technology and systems. The Panel evaluated information on the current and projected performance of PEM fuel cell stacks, fuel processors and other fuel cell components and subsystems, and issues related to the integration of all components and subsystems into fuel cell powered vehicles. Fuel options and related technical and infrastructure issues were also investigated by the Panel. The Panel has made findings and conclusions in several areas, including: (1) the state of development of candidate PEM fuel cells, (2) corporate development capabilities and commitments, and (3) prospects for commercial availability of fuel cell powered vehicles within the next five to ten years. -- from CARB
April 22, 1998
Technology
Opportunities to Reduce U.S. Greenhouse Gas Emissions - Department of Energy
Admiral Richard Truly, director of the National Renewable Energy Laboratory, and Dr. Alvin Trivelpiece, director of the Oak Ridge National Laboratory, co-chaired the technology study. The participating labs were Argonne National Laboratory, Brookhaven National Laboratory, E.O. Lawrence Berkeley National Laboratory, Federal Energy Technology Center, Idaho National Engineering and Environmental Laboratory, Los Alamos National Laboratory, Lawrence Livermore National Laboratory, National Renewable Energy Laboratory, Oak Ridge National Laboratory, Pacific Northwest National Laboratory and Sandia National Laboratories. The 11 laboratory directors recommend that the federal government lead a vigorous national push to develop energy technologies during the next three decades to achieve a major reduction in the risk of global warming. While the study does not recommend specific funding levels for technology research, development and deployment, it estimates some increases will be needed to push critical technologies to the commercialization stage. A report issued last year by the President's Committee of Advisors on Science and Technology reached a similar conclusion about the need for increased investment in energy research and development. Also, government-industry partnerships are essential, the laboratory study says, to overcome scientific, technical and commercial challenges to developing the recommended technologies. -- from DOE press release R-98-051
| 1997 |
Proceedings of the Fuel Cells ‘97 Review Meeting - U.S. Department of Energy, FETC
The Federal Energy Technology Center (FETC) sponsored the Fuel Cells '97 Review Meeting on August 26-28, 1997, in Morgantown, West Virginia. The purpose of the meeting was to provide an annual forum for the exchange of ideas and discussion of results and plans related to the research on fuel cell power systems. The total of almost 250 conference participants included engineers and scientists representing utilities, academia, and government from the U.S. and eleven other countries: Canada, China, India, Iran, Italy, Japan, Korea, Netherlands, Russia, Taiwan, and the United Kingdom.
- Results of FETC Pre-Workshop Survey
- Douglas F. Gyorke, Federal Energy Technology Center
EPRI Assessment of Fuel Cell R&D Needs
Daniel M. Rastler, Electric Power Research InstituteGRI Basic Solid Oxide Fuel Cell Research
Kevin Krist, Gas Research InstituteThe DOE Fuel-Cell AR&TD Program
Mark C. Williams, Federal Energy Technology CenterFuel Cell Opportunities in the Division of Materials Sciences, Office of Basic Energy Sciences, U.S. Department of Energy
Richard D. Kelley, U.S. Department of EnergyDARPA Advanced Energy Technologies
Robert Nowak, U.S. Department of DefenseU.S. Department of Agriculture Small Business Innovation Research Program
Charles F. Cleland and Ruth Lange, U.S. Department of Agriculture
- Climate Change Fuel Cell Program Fact Sheet
- Mark Williams and Diane Hooie, Federal Energy Technology Center
- Developing the Second-Generation Fuel Cell, The Energy Research Project Fact Sheet
- Bernard Baker, Energy Research Corporation
- Mark Williams, Federal Energy Technology Center
- Developing the Second-Generation Fuel Cell, The M-C Power Project Fact Sheet
- Elias Camara, M-C Power Corporation
- Mark Williams, Federal Energy Technology Center
- Developing the Solid Oxide Fuel Cell Fact Sheet
- Stephen Veyo, Westinghouse Electric Corporation
- Mark Williams, Federal Energy Technology Center
- Solid Oxide Fuel Cell Project Fact Sheet
- Stephen Veyo, Westinghouse Electric Corporation
- Mark Williams, Federal Energy Technology Center
- Phosphoric Acid Fuel Cell Commercialization Fact Sheet
- Frederick L. Whitaker, ONSI Corporation
- Mark C. Williams, Federal Energy Technology Center
| 1996 |
February 1996
Ongoing DOE Research and Development Relevant to the
Refining Industry
The survey was undertaken to provide refining industry organizations, such as the American Petroleum Institute, the National Petroleum Refiners Association and the Petroleum Environmental Research Forum, and individual companies with a concise summary of ongoing R&D sponsored by DOE and other agencies that is relevant to their interests. The survey thus is an important input into the ongoing dialogue between the industry and DOE that seeks to identify the industry's research and development interests and needs and the potential benefits of an industry-driven partnership program with DOE.
Production of Hydrogen from Municipal Solid Waste
Hydrogen Storage in Engineered Microspheres
Sorption Enhanced Reaction (SER) Process for Production of Hydrogen
Recovery of Hydrogen from Hydrogen Sulfide
High Efficiency Stationary Hydrogen Storage
Development of Solid Electrolytes for Water Electrolysis at Intermediate Temperatures
Solar Photocataytic Hydrogen Production from Water Using a Dual Bed Photosystem
Production of Hydrogen by Thermocatalytic Cracking of Natural Gas
Novel Materials for Hydrogen Storage
Organic Aerogels for Hydrogen Storage
Microbes and Bioreactors for Photobiological Hydrogen
Biomass to Hydrogen via Pyrolysis and Reforming
Development of an Efficient Algal Hydrogen-Producing System
Water Splitting via Direct Conversion
Carbon Dioxide Fixation and Photoevolution of Hydrogen and Oxygen in a Mutant of Chlamydomonas Lacking Photosystem I
Renewable Production of Hydrogen
Enzmatic Production of Hydrogen from Glucose-1
Hydrogen Production from Methane Reforming in a Membrane Reactor
Improved Metal Hydride Technology for the Storage of Hydrogen
Storage and Delivery System Engineering
Lightweight Hydride Storage Materials Development
Production of HBR from Bromine and Steam for Off-Peak Electrolytic Hydrogen Generation
Hydrogen Production from High-Moisture Content Biomass in Supercritical Water
Photoelectrochemical Production of Hydrogen
Nonclassical Polyhydride Metal Complexes for Hydrogen Storage
Establishment of the International Marine Biotechnology Culture Collection
National Laboratory Capabilities Matrix
September 1996
Alternatives to Traditional Transportation Fuels 1994,
Volume 2 - Greenhouse Gas Emissions
Energy Information Administration Office of Coal, Nuclear, Electric and Alternate
Fuels
The Earth's atmosphere has been transformed slowly, as human activity has pumped into it billions of tons of greenhouse gases (GHGs) such as carbon dioxide, water vapor, and large amounts of other gases that absorb the heat energy emitted from Earth's surface, not to mention the addition of anthropogenic heat (i.e., direct heat generated by human activities) from burning of fossil fuels, including transportation fuels, and operation of almost all equipment... Except for methanol, the “vehicle” (end-use) portion of the fuel cycle accounts for at least 80 percent of total fuel cycle carbon dioxide emissions. This suggests that examining actions to reduce greenhouse gases as a direct result of vehicle use is justified.
| 1995 |
International Fuel Cell
Activities
Dr. Pandit G. Patil, Director, Office of Advanced Vehicle Technologies, U.S. Department of
Energy - Northeast Sustainable Energy Association's Solar and Electric Vehicles '95
Symposium and Expo, Providence, Rhode Island November 13-15, 1995
Fuel cells can dramatically increase the efficiency of the propulsion system to as high as 50-55 percent from about 23 percent for today's conventional vehicles over the Federal Test Procedure driving cycle. This high efficiency, very low emissions, fuel flexibility, and other favorable characteristics of fuel cells (such as low noise and vibration) create significant market opportunities over the entire spectrum of transportation applications. In fact, fuel cells can be applied to all areas of surface transportation that now use internal combustion engines, from heavy-duty trucks, buses, locomotives, and ships to passenger cars, light trucks, and vans. The focus of near-term markets for fuel cell vehicles will be urban areas having severe air-quality problems.
The New Generation of
Vehicles: Market Opportunities for Fuel Cells
Steven G. Chalk, Pandit G. Patil, Office of Transportation Technologies, U.S. Department
of Energy; S. R. Venkateswaran, Energetics, Incorporated - Fourth Grove Fuel Cell
Symposium, London, England September 19-22, 1995
The U.S. Government is working closely with industry and research institutions in pursuing a strategy of aggressive research and development (R&D) to accelerate the commercialization of fuel cell vehicles. The U.S. Department of Energy has the lead federal agency role in this fuel cell technology development effort. R&D activities are focused on overcoming the major technical, economic, and infrastructure-related hurdles. The high efficiency, very low emissions, and other favorable characteristics of fuel cells (such as fuel flexibility, low noise, and vibration) create significant market opportunities for fuel cells over the entire spectrum of transportation applications. While the focus of near-term markets for fuel cell vehicles will be urban areas having severe air-quality problems, long-term market prospects are encouraging since fuel cell vehicles can compete on an even ground with conventional vehicles in all key aspects, including vehicle range and refueling.
Hydrogen: Technology and Policy
Daniel Morgan, Consultant and Fred Sissine,
Specialist in Energy Science, Technology and Policy
Report for Congress April 28, 1995
Hydrogen could be used for electrical transmission by replacing long-distance transmission cables with a system of electrolysis plants, hydrogen pipelines, and a fuel cells. Electricity at the source would be used to produce hydrogen, which would be piped to the demand center and used to produce electricity again. Some analysts expect this method to be more efficient than conventional overhead power lines for long transmission distances, starting somewhere between 1000 and 2250 kilometers.(62) The rationale is that gas losses in pipelines are enough lower than resistive losses in power lines to outweigh energy losses in the electricity-hydrogen-electricity conversion process. Other possible advantages of hydrogen pipelines might include improved ability to control and direct the flow of energy.
| 1994 |
The Department of Energy's
Role in the Partnership for a New Generation of Vehicles
Dr. Pandit G. Patil, Director, Office of Advanced Vehicle Technologies, U.S. Department of
Energy - 27th International Symposium on Automotive Technology and Automation (ISTA),
Aachen, Germany October 31-November 4, 1994
The Department of Energy, one of seven contributing federal agencies to the Partnership for a New Generation of Vehicles (PNGV) Initiative, has the technical expertise, facilities (national laboratories), and resources that can help achieve the goals of the Partnership. The Department has several on-going research and development programs with several consortia of the U.S. Council for Automotive Research (USCAR) including the Low Emissions Partnership, the U.S. Automotive Materials Partnership, and the National Fuel Cell Alliance. These Department of Energy programs include research in advanced engine technologies, fuel cells, hybrid vehicles, alternative fuels, advanced energy storage, advanced manufacturing, lightweight materials, and emission control. These activities will support the Partnership in identifying and developing the most promising technologies with the potential to meet rigorous technical and cost requirements of the PNGV. DOE-auto industry programs are implemented through cost-shared contracts and Cooperative Research and Development Agreements (CRADAs). A Master CRADA has been developed for all PNGV efforts to speed up the implementation process and eliminate the need to renegotiate the general terms for these agreements for each individual CRADA.
| 1993 |
Fuel Cell Road Traction: An
Option for a Clean Global Society
Dr. Pandit Patil (DOE) and Dr. Pieter Zegers (Commission of the
European Communities Energy Conversion R&D Committee) - Third Grove Fuel Cell
Symposium, London, England September 28- October 1, 1993
Government and industry around the globe are currently faced with the challenge of meeting a rapidly growing demand for transportation services while minimizing the adverse energy and environmental impacts. Within the last decade, fuel cells have emerged as one of the most promising technologies to meet this challenge (by potentially replacing the internal combustion engine in all areas of ground transportation). Accordingly, both the United States and the European Community have assigned a high priority to the research and development of fuel cell technology and, in collaboration with the private sector, have established a wide range of programs to accelerate the development and commercialization of fuel cells for transportation. This paper discusses the development plans and strategies of the United States and the European Community, the progress achieved to date, and the potential of fuel cells to contribute to a successful transition toward a clean global society.