Hydrogen and FCEVs discussion thread

[user 10599]

They could give these hydrogen cars away, and still be money ahead. Actually, they could PAY YOU to drive them.

Ok now that is an offer I can get into. :lol:

If only...

Hint to any Toyota reps reading this - I would be willing to serve as an ambassador for the product if you provide one free. I'm willing to even tolerate a full body wrap of the car with Toyota advertising. My commute is 60-80 miles each way through a variety of areas that include significantly affluent zones.

 

[smkettner]

I would not drive Mirai if it was free with free fuel right around the corner.

 

[lorenfb]

[

Toyota sells 900,000 cars over three years in California, requiring 7110 ZEV credits, which can be handled by 790 hydrogen cars over model years 2015-2017.

They could give these hydrogen cars away, and still be money ahead. Actually, they could PAY YOU to drive them.

So, complain to the present CA elected officials! And then allow the market forces and consumer preferences
determine what evolves in personal transportation. Finally, consider in the future who you vote for.

 

[TonyWilliams]

[

Toyota sells 900,000 cars over three years in California, requiring 7110 ZEV credits, which can be handled by 790 hydrogen cars over model years 2015-2017.

They could give these hydrogen cars away, and still be money ahead. Actually, they could PAY YOU to drive them.

So, complain to the present CA elected officials! And then allow the market forces and consumer preferences
determine what evolves in personal transportation. Finally, consider in the future who you vote for.

I had to chuckle a bit to have somebody like you instruct me on how to deal with these issues.

Secondly, with my multiple personal visits to the state capital and various agencies in our state regarding these issues, I think it's safe to say that you've probably done none of that.

I have spoken in front of the Public Utilities Commission and the California Energy Commision, as well as written the California Air Resources Board on multiple occasions.

If market forces were truly at work, we would have zero hydrogen. We might also have next to zero electric vehicles.

While the rules may not favor what I consider to be ideal, the rules nonetheless promote the very cars that we're driving (well, except for GRA).

 

[GRA]

All via GCC:

Daimler, Linde and OMV inaugurate new hydrogen station

http://www.greencarcongress.com/2016/09/20160927-omv.html

Hydrogen-powered vehicles can now refill their tanks at the OMV service station in Metzingen. The opening of the new filling station continues the longstanding cooperation between the industry partners Daimler, Linde and OMV Deutschland as part of the Clean Energy Partnership (CEP), and marks another step towards a nationwide hydrogen infrastructure in Germany. . . .

• Clean mobility, rapid refueling and long ranges are the advantages offered by fuel cell-based electric mobility. To help get the vehicles on the streets now, the Federal Ministry of Transport is sponsoring the establishment of 50 hydrogen filling stations across Germany with about 28 million euros. The Metzingen site is one of these stations, and will improve hydrogen supply in the Stuttgart metropolitan region.
  
  —Norbert Barthle [Parliamentary State Secretary at the Federal Ministry of Transport and Digital Infrastructure

[/list]

The focus of the infrastructure build-up is especially on the supply of metropolitan regions. The existing service stations already cover the Berlin, Hamburg, Rhine/Ruhr, Stuttgart and Munich metropolitan areas. The process of connecting them has already begun, and the network will be continuously expanded.

Within the National Innovation Program for Hydrogen and Fuel Cell Technology (NIP), Daimler and Linde are contributing with a total investment volume of around €20 million. . . .

They seem to be able to build a station considerably cheaper than we can, although the above probably doesn't represent total cost. Even so, 50 stations/48 million euros = 1.04167 mil. euros/station, and the current exchange rate is $1.12/euro, or $1.167 million per station. CA is providing about $1.45 mil./station, plus Toyota and Honda are kicking in.

Volkswagen Group & Audi accelerate fuel cell technology solutions program with Ballard

http://www.greencarcongress.com/2016/09/20160927-audi.html

Ballard Power Systems announced that automotive OEM Audi AG has issued purchase orders to Ballard to accelerate certain key development activities under the current long-term Technology Solutions program that Volkswagen Group has with Ballard. (Earlier post.)

The current 6-year engineering services contract with Volkswagen Group runs to March 2019, with an optional 2-year extension beyond that date. The contract has an estimated value of C$100-140 million. The resulting HyMotion program encompasses automotive fuel cell stack development as well as system design support activities.

Volkswagen Group recently transferred responsibility for fuel cell development to its Audi luxury brand, and is also accelerating the timeline for series production. The acceleration in HyMotion program activities is focused on reconfiguration of the current fuel cell stack and acceleration in the development of a next-generation fuel cell stack.

• We see our future as including electric powertrains, both battery and fuel cell vehicles.
  
  —Dr. Petra Hackenberg-Wiedl, head of Fuel Cell Office Audi AG and Volkswagen Group. . . .

 

[GRA]

Via GCC:

Nel ASA awarded contract in Latvia for new dual hydrogen fueling solution for cars and buses

http://www.greencarcongress.com/2016/09/20160928-nel.html

Nel Hydrogen Solutions, a division of Nel ASA, has been awarded a contract by SIA Hydrogenis, a leading hydrogen project developer in Latvia, for the delivery of the new dual capability H2Station, which offers a combined hydrogen fueling solution for cars and buses in Riga. . . .

The H2Station contract has a total value of €1.5 million and is planned for delivery in middle of 2017.

Simultaneous 350/700 bar.

 

[GRA]

Via GCC:

First flight of four-seat passenger fuel cell aircraft HY4

http://www.greencarcongress.com/2016/09/20160930-hy4.html

On 29 September 2016, the HY4 aircraft took off on its first official flight from Stuttgart Airport. . . .

A high-performance lithium battery covers peak power loads during take-off and when climbing. . . .

The HY4 has a motor output of 80 kW, a maximum speed of approximately 200 kilometers per hour and a cruising speed of 145 kilometers per hour. Depending on speed, altitude and load, it can achieve a range of between 750 and 1500 kilometers.

The most striking feature of the HY4 is its twin fuselages, each with space for two passengers. The maximum weight of the aircraft is 1500 kilograms. . . .

Photos here: http://hy4.org/zero-emission-air-transport-first-flight-of-four-seat-passenger-aircraft-hy4

 

[GRA]

All via GCC:

Chevrolet Colorado ZH2 Fuel Cell Vehicle debuts at AUSA meeting

http://www.greencarcongress.com/2016/10/20161003-colorado.html

The Chevrolet Colorado ZH2, the extreme off-road-capable fuel-cell-powered electric vehicle from General Motors, made its debut at the fall meeting of the Association of the United States Army (AUSA). (Earlier post.)

Standing more than 6½ feet tall and more than seven feet wide, the Colorado ZH2 was built on a stretched midsize pickup chassis. Reinforced inside and out, the ZH2 rides on 37-inch tires and a specially modified suspension that helps the vehicle climb over and descend all manner of terrain.

The US Army will test the Colorado ZH2 in extreme field conditions next year to determine the viability of hydrogen-powered vehicles on military missions. The Colorado ZH2 features a 25 kW Exportable Power Take-Off unit (EPTO) that allows the fuel cell to power activity away from the vehicle, such as remote locations where electric power may otherwise be unavailable. . . .

The Army will evaluate the ZH2 fuel cell for:

• Near-silent operation enabling silent watch capability
  Reduced acoustic and thermal signatures
  High wheel torque at all speeds via electric drive
  Low fuel consumption across operating range
  Water by-product for field uses

. . . .

The Colorado ZH2 contract is GM’s second vehicle development with a US military branch announced this year. In June, the US Navy unveiled a GM fuel cell-powered Unmanned Undersea Vehicle (UUV) that is currently in pool testing before eventual deployment. The UUV leverages GM fuel cell technology common with the Colorado ZH2, demonstrating the flexibility to power a range of mobile and stationary devices. . . .

New range record for the Kangoo ZE-H2 EV with fuel cell range extender

http://www.greencarcongress.com/2016/10/20161003-cetup.html

On 26 September, in Grenoble, France, Cetup, a zero emission delivery company using the Renault Kangoo ZE-H2 (earlier post), http://www.businesswire.com/news/home/20160929005531/en/World-Range-Record-Kangoo-ZE-H2-Light-Duty 367 km (228 miles) in real urban conditions.

With a fully-charged 22 kWh battery pack and with 1.8 kg of hydrogen for the Symbio FCell fuel cell range extender, the Renault electric light-duty vehicle travelled the distance in 10 hours 36 minutes, at night on a mixed journey of urban and peri-urban areas, with lights and heating turned on. This represents an average speed of 35 km/h (22 mph), in the real traffic conditions of a large city. . . .

• Reaching such impressive performance with a first generation vehicle delivered in January 2015 is remarkable. The new versions of our Kangoo ZE-H2, currently in production, reduce the hydrogen consumption even more. Beyond, a new 700 bar option will get us close to the 500 km range mark.

—Fabio Ferrari, founder and General Manager of Symbio FCell

 

[GRA]

Via GCC, the beginning of this study was discussed earlier upthread [Note, this is an extensive quote, but much of the GCC article is lifted verbatim from the study, which is govt. funded and thus open source]:

Sandia study finds high-speed hydrogen-powered ferry and supporting infrastructure in SF Bay feasible

http://www.greencarcongress.com/2016/10/20161006-sandia.html

A study by two researchers at Sandia National Laboratories has concluded that building and operating a high-speed passenger ferry solely powered by hydrogen fuel cells within the context of the San Francisco Bay is technically feasible, with full regulatory acceptance as well as the requisite associated hydrogen fueling infrastructure. . . .

• In the course of the study, we examined over 10 major issues where feasibility was initially unknown. SF-BREEZE sailed through them all.
  
  —Lennie Klebanoff, Sandia co-author of the SF-Breeze study

Tom Escher, president of San Francisco’s Red and White Fleet, first conceived of the project when he asked if it was possible to do away with emissions altogether on one of his ferries.

• This is a game changer. We can eliminate environmental pollution from ships. This could have a major impact on every shipyard in the country.
  
  —Tom Escher

. . . .

The SF-BREEZE study set out to discover whether it is technically feasible to build a large, fast vessel; could meet maritime regulations; and could be economically competitive with modes of transportation already available in the San Francisco Bay area.

The group drew up conceptual specifications: a 150-passenger commuter ferry that would travel four 50-mile round-trip routes each day at a top speed of 35 knots (~39 mph) about 60% of the time. The ferry could refuel midday, between the morning and afternoon commutes. . . .

Through examination of the options, the project team selected proton exchange membrane (PEM) fuel cells for the powerplant due to their low weight and volume, commercial availability, proven track record, zero emission characteristic, and acceptable power performance. The fuel cell base model chosen for this case study was the Hydrogenics HyPM HD30. Liquid hydrogen (LH2) was selected for on-board storage in order to minimize the weight that is so critical for performance of a high-speed vessel.

The final specifications for the SF-BREEZE were:

Passenger capacity: 150 (the maximum allowed by Subchapter T regulations).

Top Speed: 35 knots.

Total installed power: 4.92 MW (4.4 MW for propulsion at top speed, 120 kW for auxiliary power, and the remainder for margin) consisting of (41) 120 kW PEM fuel cell racks, each rack containing four 30 kW PEM fuel cell stacks.

Fuel: 1,200 kg (~4,500 gallons) of LH2 contained in a single Type C (pressurized vessel) storage tank on the top deck, enough for two 50 nm round trips before refueling, with 200-400 kg margin.

Electrical architecture: DC power from the fuel cells converted to AC power for the motors. Either one or two motors per shaft.

Propulsors: Waterjet or Voith linear jet.

Amenities: Standard passenger cabin with restroom and snack bar.

Zero greenhouse gas and criteria pollutants during operation. . . .

Emissions. The project team investigated the SF-BREEZE GHG emissions associated with five LH2 fuel production pathways including renewable and non-renewable (fossil-fuel based) methods. While hydrogen PEM fuel cell technology has zero emissions at the point of use, it is important to consider the fuel production pathway and delivery emissions in a “well-to-waves” (WTW) analysis. The team found that the WTW GHG emissions for the SF-BREEZE using non-renewable LH2 are significantly higher than for the diesel-fueled Vallejo ferry on a per passenger basis.

Due to the higher weight of the SF-BREEZE compared to the comparable diesel ferry, the SF-BREEZE has more on-board power in order to make 35 knots. This higher power makes the ferry consume more hydrogen, and when combined with the fact that making LH2 is much more energy intensive than making diesel fuel. However, using renewable LH2, WTW GHG emissions for the SF-BREEZE ferry are reduced 75.8% compared to the diesel-fueled Vallejo. . . .

The hydrogen ferry would cost about twice as much as a comparable diesel ferry with today’s prices. Much of that cost is in the fuel cell system.

• Right now, we can’t achieve economic parity with a comparable diesel ferry. But this is a question we need to explore further. Is economic parity necessary from the outset? Lessons from the automotive market tell us maybe not.
  
  —Joe Pratt, Sandia co-author. . . .

There's a link at the end of the article that lets you download the study (9.8Mb). From the executive summary, some more info on costs:

As mentioned above, the SF-BREEZE carries more weight than a comparable diesel and thus
has more installed power. In addition, PEM fuel cells today are currently considerably more expensive
on a per-kW basis than diesel engines. Considering these two factors, the SF-BREEZE capital cost if it
were to be built today was estimated to be 1.5-3.5 times higher than a comparable diesel ferry. O&M
costs for the powerplant were estimated to also be higher, 2-8 times that of a comparable diesel, again
due to the high current cost of PEM fuel cells. Bunkering LH2 versus diesel provides another large
difference in cost. When bunkering directly from a truck, there is essentially no cost for diesel fueling
infrastructure. But due to the cryogenic nature of LH2 even when bunkering from a truck there must be
some installed equipment which can exceed $900,000 for the first installation needed for the SFBREEZE.
Addition of an on-site LH2 storage tank increase the cost of the bunkering facility by
approximately $600,000.

Today’s cost of LH2 was also considered. Estimates were obtained from the IGCs* for 5-year agreements
for the consumption volumes of the SF-BREEZE. IGC estimates for conventionally-produced (nonrenewable)
LH2 available today ranged from a low of $5.43/kg with a “take or pay” agreement and
California’s Low Carbon Fuel Standard (LCFS) credits, to a high of $7.40/kg. IGCs were not able to
provide estimates for 100% renewable, but the project team estimated a “take or pay” low of $8.68/kg
with LCFS credits to a high of $21.58/kg by considering differences in renewable versus non-renewable
feedstock and energy costs. Five-year fuel costs at today’s prices were compared for the SF-BREEZE and
a similar diesel ferry using today’s ultra-low sulfur, non-road fossil diesel rate ($2.15/gallon), and it was
determined that today’s fuel cost for the SF-BREEZE would be 3-5 times higher for the non-renewable
LH2 case and 5-16 times higher for the 100% renewable case.

The higher cost of the SF-BREEZE does not come without benefit: zero emission transport. The value of
that is difficult to quantify in many respects, but the societal costs of pollution and greenhouse
emissions have been established. Avoiding the estimated NOx, PM, and GHG emissions associated with
operating one SF-BREEZE ferry instead of one comparable ferry with Tier 4 diesel engines results in an
estimated societal economic benefit of $2,600,000 to $11,000,000 over the 30-year lifetime of the ferry. . . .

*IGCs - Industrial Gas Companies: Linde, Praxair, Air Products, Air Liquide.

 

[GRA]

Via GCC:

DOE to invest $30M to further H2 and fuel cell technology as industry continues strong growth

http://www.greencarcongress.com/2016/10/20161006-doeh2.html

The US Department of Energy (DOE) Energy Department (DOE) released a new report showing continued momentum and growth in the fuel cell industry. The 2015 Fuel Cell Technologies Market Report shows that more than 60,000 fuel cells, totaling roughly 300 megawatts (MW), shipped worldwide in 2015. The number of MW shipped grew by more than 65% compared to 2014. 2015 also saw the world’s first fuel cell vehicles for sale. . . .

The new funding opportunity (FOA) will provide funding to meet DOE’s Fuel Cell Technologies Office’s (FCTO’s) goals for Hydrogen Production and Delivery, Hydrogen Storage, Fuel Cell Technologies, Technology Validation, Manufacturing, and Analysis Programs. . . .

National lab consortia that will be leveraged include:

• Electrocatalysis Consortium (ElectroCat)–this consortium will accelerate the development of catalysts made without platinum group metals (PGM-free) for use in transportation fuel cell applications.
  
  HydroGEN Consortium (HydroGEN)–this consortium will accelerate the development of advanced water splitting materials for hydrogen production, with an initial focus on advanced electrolytic, photoelectrochemical, and solar thermochemical pathways.
  
  Hydrogen Materials—Advanced Research Consortium (HyMARC)–this consortium aims to address unsolved scientific challenges in the development of viable solid-state materials for storage of hydrogen onboard vehicles.

Fiscal year 2017 funding will also be targeted at the development of low-cost, high-strength precursors for carbon fibers that can be used in vehicular hydrogen storage vessels. Applicants for this topic will be encouraged to collaborate with LightMat, an EMN consortium launched by the DOE Vehicle Technologies Office to enable light-weighting of vehicles through the development of high-strength steels and carbon fiber. . . .

Direct link to report here:

Fuel Cell Technologies Market Report 2015

http://energy.gov/sites/prod/files/2016/10/f33/fcto_2015_market_report.pdf

 

[GRA]

National Hydrogen and Fuel Cell Day, 10/08: http://hydrogenandfuelcellday.org/

 

[GRA]

Both via GCC:

Air Liquide launches Let’s Clear the Air website and hydrogen infrastructure app; National Hydrogen and Fuel Cell Day

http://www.greencarcongress.com/2016/10/20161008-al.html

In support of National Hydrogen and Fuel Cell Day, Air Liquide launched www.letscleartheair.com and collaborated with the California Fuel Cell Partnership (CaFCP) to create a hydrogen infrastructure app. . . .

The “hydrogen station finder app” enables users to find the nearest hydrogen station, view station status, rate and review the stations and connect with an online community designed to provide accurate and up-to-date data on the infrastructure as provided by the CaFCP. The app is free and available on the Android and iOS platform.

Uno-X Hydrogen awarded $2.45M grant for H2 production facility and two fueling stations in Bergen

http://www.greencarcongress.com/2016/10/20161009-unox.html

Uno-X Hydrogen AS has been awarded a grant of NOK 19.8 million (US$2.45 million) from the Norwegian public enterprise Enova SF for an expansion of the Norwegian hydrogen network with one hydrogen production facility and two hydrogen fueling stations in Bergen.

Enova SF is a Norwegian public enterprise responsible for the promotion of environmentally friendly production and consumption of energy. The awarded funds will be allocated towards establishing two centrally located hydrogen fueling stations at Danmarksplass and Åsane, two of the busiest areas in the Bergen region, as well as an electrolyzer for the production of renewable hydrogen for the two stations. . . .

The joint venture is building a network of hydrogen refueling stations, where fuel cell electric vehicles (FCEVs) can operate between all the major cities in Norway. The stations will be deployed in cities like Oslo, Bergen, Trondheim, Stavanger, Kristiansand, along with corresponding corridor locations. The target is that FCEVs can drive between the most populated cities in Norway within 2020. . . .

 

[GRA]

Via GCC:

New Icon-class ships from Royal Caribbean to be powered by LNG with 2022 delivery; testing hydrogen fuel cells in 2017

http://www.greencarcongress.com/2016/10/20161011-rcl.html

The newest class of ships from Royal Caribbean Cruises Ltd (RCL) will be powered by liquefied natural gas (LNG) and likely will introduce the use of fuel cell technology, ushering in a new era of shipbuilding that will significantly reduce greenhouse gas emissions. . . .

RCL has signed a memorandum of understanding with Finland shipbuilder Meyer Turku for the new class of vessel under the project name “Icon.” The around 200,000 gross ton large cruise ships will be delivered in the second quarters of 2022 and 2024. In the meantime, the company said, it will begin testing fuel cell technology on an existing Oasis-class ship in 2017, and will also run progressively larger fuel cell projects on new Quantum class vessels being built in the next several years. . . .

The introduction of fuel cells represents another significant step forward for the maritime industry, which has only made limited experiments using the technology.

• We believe fuel cells offer very interesting design possibilities. As the technology becomes smaller and more efficient, fuel cells become more viable in a significant way to power the ship’s hotel functions. We will begin testing those possibilities as soon as we can, and look to maximize their use when Icon class debuts.
  
  —Harri Kulovaara, RCL’s chief of ship design

Kulovaara said RCL had been eyeing fuel cells for nearly a decade, and believes the technology is now at a stage of development that justifies investment.

• There is a long lead time for Icon class, and we will use that time to work with Meyer Turku to adapt fuel cell technology for maritime use.
  
  —Harri Kulovaara

Kulovaara said that additional regulatory standards would also need to be developed for the technology.

 

[GRA]

All via GCC:

BMW plans hydrogen fuel cell offering “early in next decade”

http://www.greencarcongress.com/2016/10/20161013-bmwfcv.html

Speaking on the future of powertrains at the Aachen Colloquium, Klaus Fröhlich, Member of the Board of Management at BMW AG, Development, said that BMW will enter the fuel cell market early in the next decade, starting with very small production runs.

Fröhlich noted that at least until 2025 costs will remain too high and the hydrogen infrastructure too sparse to allow broad-based market penetration. However, he added, “by the time the fundamentals are in place, the BMW Group will also have marketable products ready that are attractive to customers. . . .”

In his talk at the 26th Aachen Colloquium, Fröhlich noted that the challenge of keeping both customers and lawmakers happy by meeting all their requirements would result in a need for a wide variety of different drive systems.

• Pure battery-electric drive systems allow customers whose daily journeys don’t generally exceed 100 kilometers (62 miles) to enjoy zero-emission electric driving in small to medium-sized vehicles. The BMW i3 exemplifies a possible approach here, and now also offers customers an electric range of over 200 km (125 miles) in real-world use.
  
  For medium-length journeys and mid-size vehicles, the BMW Group offers a wide choice of plug-in hybrid models (PHEVs). These all-rounders offer an entry point into customer-focused e-mobility in many segments.
  
  BMW sees hydrogen-powered fuel-cell electric vehicle (FCEVs) offering the ideal combination of zero-emission motoring and everyday practicality when extended ranges and high running resistances are required. The key benefit for customers of fuel-cell drive systems is their short refueling time—similar to that offered by vehicles with conventional combustion engines.

What is lacking here, though, is the requisite hydrogen infrastructure and production set-up, and cross-sector partnerships have been launched to accelerate the process of establishing such an ecosystem. . . .

Air Products and NICE sign MOU to work jointly on hydrogen fueling projects in China

http://www.greencarcongress.com/2016/10/20161013-ap.html

Air Products and the National Institute of Clean-and-Low-Carbon Energy (NICE) signed a Memorandum of Understanding (MOU) that lays out a collaborative effort potentially to work together on hydrogen fueling projects in China. The MOU was signed by representatives of both companies during a ceremony at the opening of NICE America Research, Inc. in California.

NICE, a research and development institute affiliated with the Shenhua Group of Beijing, Peoples Republic of China, has been devoted to the research and development of hydrogen technologies and is interested in developing the hydrogen refueling business in China with major global partners. Air Products has extensive hydrogen fueling experience in the United States and globally, is the largest hydrogen supplier in the world, and also has a leading global position in the hydrogen fueling and infrastructure market. . . .

 

[GRA]

Via GCC:

Xebec launches compact hydrogen PSA purification units for industrial and fuel cell applications

http://www.greencarcongress.com/2016/10/20161019-xebec.html

Xebec Adsorption Inc . . . has introduced a complete range of high-performance, Fast Cycle Pressure Swing Adsorption (PSA) Systems capable of ultra-pure hydrogen purification of up to 6.0 hydrogen grade (99.9999%).

Launched under its H2X Solutions brand, Xebec’s Fast Cycle PSA hydrogen purifier range has 27 standard models starting at 3 SCFM (5 NCMH) up to 18,000 SCFM (30,000 NCMH), operating within a pressure envelope of 50 - 450 psig. Multiple train and multi-valve machines can be combined to obtain flow capacities of up to 72,000 SCFM (120,000 NCMH).

With the increasing demand for compact, smaller flow, high purity hydrogen purifiers, the low flow end of the Xebec range contains 4 ultra-compact models that boast an extremely small footprint, delivering high purity product. They come skid-mounted, loaded with adsorbents, ready to install. . . .

 

[GRA]

A new approach to H2 storage, via GCC. Lab results, so usual caveats:

UK, Saudi team shows hydrocarbon wax is a viable, safe medium for on-board hydrogen storage

http://www.greencarcongress.com/2016/10/20161020-wax.html

Getting SQL errors when I try to post extracts, so you'll just have to click the link.

 

[GRA]

Both via GCC:

DOE awarding $3.0M cost-share contract to FuelCell Energy for solid oxide electrolyzer; converting excess electricity to H2

http://www.greencarcongress.com/2016/10/20161023-fuecell.html

. . . The US Department of Energy (DOE) is supporting this development with a $3.0 million cost-share contract to advance SOEC system design that will be added to the Advanced Technology backlog for the fourth quarter of 2016.

The market for energy storage is significant for high efficiency and flexible long duration storage that is affordable for rate payers. The energy storage market is expanding as utilities adjust to manage increased levels of intermittent renewable power generation supplying the electric grid. Annual global energy storage deployments are projected to increase to approximately 7 to 9 gigawatts by 2020 with continued increases thereafter. The SOEC solution being supported with this DOE funding meets these needs for both utility-scale applications as well as on-site opportunities. . . .

Suitable for installation adjacent to existing electrical substations, this easy-to-site solution enables long-duration energy storage with a process that has a high round-trip efficiency from power-to-storage and then back-to-power.

FuelCell Energy’s natural gas or biogas fueled SOFC technology generates industry-leading electrical efficiency of approximately 60%. When used in energy storage systems the power generation efficiency will be significantly higher since the cells will be producing power from pure hydrogen instead of methane. Combined with high efficiency electrolysis, this solid oxide based energy storage system is expected to be capable of round trip energy efficiency above 70%. . . .

DOE funds Argonne to test Capstone microturbines with hydrogen and synthetic fuels

http://www.greencarcongress.com/2016/10/20161022-capstone.html

Microturbine manufacturer Capstone Turbine Corporation announced that the US Department of Energy (DOE) will provide $335,000 in funding for one year to Argonne National Laboratory to conduct hydrogen and syngas testing on Capstone’s C65 and C200 microturbines. . . .

 

[GRA]

Via GCC:

DOE’s $10M Advanced Water Splitting Materials Consortium accelerating development of green hydrogen production

http://www.greencarcongress.com/2016/10/20161024-hydrogen.html

 

[GRA]

Via GCC:

California SCAQMD partnering with Livermore and Los Alamos researchers on H2 sensor demonstrations

http://www.greencarcongress.com/2016/10/20161029-h2sensors.html

The South Coast Air Quality Management District (SCAQMD) . . . is partnering with researchers from Lawrence Livermore National Laboratory (LLNL) and Los Alamos National Laboratory (LANL) on a demonstration of highly sensitive hydrogen sensor prototypes at two hydrogen-refueling stations in Burbank and Chino.

The initial development of the sensors has spanned more than a decade, mostly led by teams at LLNL headed by chemist Bob Glass, until his retirement in 2014, and Eric Brosha at LANL. The sensors can detect the amount of the colorless, odorless gas in the atmosphere at 1 percent to 4 percent concentrations, the critical range for safety applications, without triggering false alarms and with very rapid response time. . . .

• Hydrogen is the smallest of molecules, making it notoriously difficult to contain, and prone to leakage. The point of field trials is to demonstrate the ability of our sensors to detect hydrogen consistently and reliably. We’re seeing if they can outperform current, commercially available sensors, with improved hydrogen detection at levels of interest, robustness and durability.
  
  —Amanda Wu

Researchers want to incorporate the sensors into the refueling stations as a safety device that would trigger an emergency shutoff or prompt an alert to when detection levels reach 2%. Eventually, Glass said, the sensors also will be adapted for installation within the passenger compartment and in critical areas near the fuel supply line in vehicles to detect hydrogen leaks.

Current commercial sensors, the researchers said, need frequent recalibrations and can generate false alarms, which lead to shutdowns and unnecessary, costly response from fire departments. The advantage of the new sensors, Glass said, is that they can be made low-cost, with higher durability and reliability than current commercial sensors, which have proven to be error-prone in practice.

• Instability, as indicated by baseline drift, has been a long-term problem with commercial sensors. This technology is more stable and is designed to show less drift over time. Ultimately, we want to use these on a hydrogen fuel cell car, with even more demanding performance requirements, and as a first step we're using them at these refueling stations.
  
  —Bob Glass. . . .

Note, the lower flammability limit for H2 is a concentration of 4%.

 

[GRA]

Via GCC, usual caveats for lab results apply:

Stanford team sets record for solar-to-hydrogen efficiency of solar water splitting: >30%

http://www.greencarcongress.com/2016/11/20161102-sth.html

. . . The team led by Thomas Jaramillo, an associate professor of chemical engineering and of photon science, and James Harris, a professor of electrical engineering, used triple-junction solar cells—each material is tuned to capture blue, green or red light, respectively. Through this precision, triple-junction solar cells convert 39% of incoming solar energy into electricity, compared with roughly 20% for silicon-based, single-junction solar cells found on rooftops worldwide. . . .