Hydrogen and FCEVs discussion thread

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GRA said:
Add to that that FCEVs are currently expensive due to production limitations

You forgot that the fuel for FCEVs is more expensive than for BEVs. Renewable hydrogen is more than 3 times the cost of renewable electric power for the BEV. That is unlikely to change, unless someone gets to change the physics. Hydrogen is a battery, and not a very good one for automotive use.
 
WetEV said:
GRA said:
Add to that that FCEVs are currently expensive due to production limitations
You forgot that the fuel for FCEVs is more expensive than for BEVs. Renewable hydrogen is more than 3 times the cost of renewable electric power for the BEV. That is unlikely to change, unless someone gets to change the physics. Hydrogen is a battery, and not a very good one for automotive use.
No, I haven't forgotten it, I've pointed out numerous times, including in extended discussions with you, that everyone involved understands that price is an issue, talked about current prices and production methods, price goals, etc. I've said many times that the price of (sustainable) H2 must be reduced to equal or less than gas if it is to be commercially viable, provided numerous links to articles about just how people are trying to do that (e.g. the Australian report I linked up a few posts discusses current and projected costs and methods), etc. To repeat, for FCEVs/H2 to be commercially viable, they must reduce the costs of:

  • The fuel cell stacks and BoS

    Sustainably-produced H2

    H2 fueling infrastructure

To which I'd add reducing/eliminating costs of compression, transport and storage are all nice to haves, but the big three are as listed, and while all three have improved a lot none are yet where they need to be commercially viable, nor are they guaranteed to reach the levels needed.
 
GRA said:
I've said many times that the price of (sustainable) H2 must be reduced to equal or less than gas if it is to be commercially viable,

Once again, you shift the subject from hydrogen being far more expensive than renewable electric power to hydrogen becoming cheaper than gasoline.

As there are limits to how much fossil fuel can be used, at some point in the future the price of the gasoline will be higher than all the renewable alternatives. So?

I pay about $1 per gasoline gallon equivalent for renewable electric power today. Sometime in the far future, renewable hydrogen might make it down to $3 per gasoline gallon equivalent. Current price is more like $15 per GGE.

Next, you are going to bring up the "surplus solar and wind energy" dodge, so remember to mention that BEVs can do that as well. If solar mid day is basically free, then so is the fuel for my BEV most of the days. And seasonal shifting with fixed fuel cells is likely to be cheaper than fuel cells in cars. BEV wins again.
 
WetEV said:
GRA said:
I've said many times that the price of (sustainable) H2 must be reduced to equal or less than gas if it is to be commercially viable,
Once again, you shift the subject from hydrogen being far more expensive than renewable electric power to hydrogen becoming cheaper than gasoline.
Because that's what I (and the people working with H2) consider is necessary for commercial success, and the relative sales of ICEs vs. BEVs show that to be the case. Electricity is cheaper than gas now many places, so if that were the controlling factor everyone would be voluntarily shifting to BEVs en masse with no subsidies.

WetEV said:
As there are limits to how much fossil fuel can be used, at some point in the future the price of the gasoline will be higher than all the renewable alternatives. So?

I pay about $1 per gasoline gallon equivalent for renewable electric power today. Sometime in the far future, renewable hydrogen might make it down to $3 per gasoline gallon equivalent. Current price is more like $15 per GGE.
No it isn't. Average price in California is around $15/kg. (Air Products is charging $9.99/kg. at their stations) which at the moment is largely made up of fossil-fuel sourced H2 made via SMR. There will soon be a large renewable H2 production facility under construction here using bio-waste, and there's six stations using on-site electrolysis (the most expensive method, as you'd expect) . As the FCEV sedans are getting 65+ MPGe now, and the typical comparable conventional ICE sedan gets about 30 or so, $15/kg. at the moment is less than half that on a gge basis. Comparing to HEVs it's a lot closer, as the best (Ioniq) gets 58 mpg combined, while the best current FCEV (Clarity) gets 68 combined, or a 17% advantage. But HEVs make up only a small % of the fleet, so the real market that has to be conquered remains conventional ICEs. Remember the DoE ultimate H2 goal is $4/kg, and at $7/kg they consider it $3.50 or less gge, which is below the average price of gas in California at the moment. For more detail on renewable H2 costs, methods and issues, see the report I had linked upthread:
Renewable
Hydrogen
Roadmap
https://static1.squarespace.com/sta...be21ba/1526539702668/EIN_RH2_Paper_Lowres.pdf

in particular Figure 11 which shows (current) costs of H2 production by the various methods, and Figure 12 which shows current costs of compression, storage and delivery (CSD).

WetEV said:
Next, you are going to bring up the "surplus solar and wind energy" dodge, so remember to mention that BEVs can do that as well. If solar mid day is basically free, then so is the fuel for my BEV most of the days. And seasonal shifting with fixed fuel cells is likely to be cheaper than fuel cells in cars. BEV wins again.
The 'dodge' is that until mass battery storage becomes affordable, you simply can't afford to store electricity for weeks or months, just hours or maybe a few days. As the wind and sun may not be available for periods much longer than that, I have no problem whatsoever with fixed fuel cells as well, indeed (as mentioned) I believe we'll need multiple approaches t achieve the transition from fossil fuels as quickly as possible. BEVs are great (for local/regional use at the moment) where you've got a guaranteed place to plug-in, and lousy otherwise. Since most drivers world-wide won't have that for decades while the charging infrastructure is built, a mix of other approaches will be necessary. At the moment, I believe that means HEV/PHEV/BEV, with FCHEVs/H2 and bio-fuels bringing up the rear. And now, as we've repeated our usual argument yet again, it's time to let it rest there, and return to new developments/deployments (see next post).
 
Via GCC:
Asahi Kasei to install 10 MW alkaline water electrolysis system in Japan; H2 from renewable energy
http://www.greencarcongress.com/2018/08/20180827-ak.html

Asahi Kasei and its subsidiary Asahi Kasei Engineering Corp. have received an order from Toshiba Energy Systems & Solutions Corp. for a 10 MW alkaline water electrolysis system in a single unit to be installed at the Fukushima Hydrogen Research Field in Namie, Futaba, Fukushima, Japan.

Development of the large-scale alkaline water electrolysis system featuring high energy efficiency and outstanding responsiveness with fluctuating output was achieved based on Asahi Kasei’s chlor-alkali electrolysis technology, with the support of Japan’s New Energy and Industrial Technology Development Organization (NEDO). . . .

Integrated with a large-scale solar power generation plant, the electrolysis system will form a core part of the Fukushima Hydrogen Research Field scheduled for test operation in the autumn of 2019 and start-up in the summer of 2020.

Asahi Kasei’s alkaline water electrolysis system is an example of “power-to-gas” technology to convert renewable energy into clean hydrogen which is expected to be utilized in transportation and industrial applications as a substitute for fossil fuel.
 
Both via GCC:
Team from Daimler, ZBT, Jülich finds impact of air pollution on fuel cell power and lifetime “significant”
http://www.greencarcongress.com/2018/08/20180830-talke.html

. . . A team from Daimler, ZBT GmbH and Forschungszentrum Jülich has now systematically analyzed the influence of NO, NO2, NH3 and SO2 on automobile fuel cells under realistic conditions. In total, more than 12 fuel cell stacks accumulated a total of more than 2500 h with four air contaminants. In a paper in Journal of Power Sources, the researchers report that the negative affects can be significant.

Among their findings were that spontaneous power losses of about 5% and more than 10% in special situations from NOx can be expected for fuel cell vehicles in urban areas. NH3 will lead to a spontaneous power loss of less than 3%, but causes a progressive irreversible damage, shortening lifetime. . . .

For the study, they used two different types of fuel cells—high and a low platinum loading—in automobile short stacks with ten cells each. Four stacks were always tested in parallel in a four-stack test bench to ensure best comparability of the results.

The operating conditions were selected in such a way as to be in the range of the conditions used in fuel cell vehicles.

First, four stacks were tested for more than 1500 h in a semi-dynamic way with different air contaminants. In these tests, only one of the relevant operating parameters such as the temperature or the pressure was dynamically varied while the other parameters were fixed at a medium level.

In a second set of tests, a real driving cycle gained from an existing course near Stuttgart, Germany was used to create full-dynamic tests. Four stacks of high-platinum-load fuel cells were tested for 365 h; four stacks of the low-load type were tested for another 716 h.

  • In summary the present study therefore combines fuel cell tests under automotive conditions, long testing times and real contaminant concentration measurements on the streets for the first time. By combination it could be shown, that all tested pollutants—NO, NO2, SO2 and particularly NH3 will have a significant negative influence on fuel cell vehicles in Germany. It may also be assumed that other pollutants, such as hydrocarbons, have a negative influence on fuel cell vehicles, too. For this reason further research and development regarding suitable filters and operating strategies against the negative influence of air contaminants are suggested.

    —Talke et al.
The abstract for the original study (full study is behind a paywall) includes a graph showing degradation due to NH3: https://ars.els-cdn.com/content/image/1-s2.0-S0378775318309224-fx1_lrg.jpg


Ballard enters strategic partnership with Weichai Power; 19.9% stake in Ballard and new JV; fuel cell commercial vehicles
http://www.greencarcongress.com/2018/08/20180830-ballard.html

Ballard Power Systems has entered into a strategic collaboration with Weichai Power Co., Ltd. which includes:

  • A substantial equity investment by Weichai in Ballard of approximately $163 million, representing a 19.9% interest in the company and reflecting a price based on a 15% premium to the 30-day VWAP;

    Establishment of a joint venture (JV) to support China’s burgeoning Fuel Cell Electric Vehicle (FCEV) market;

    A $90-million technology transfer program to the JV related to Ballard’s next-generation LCS fuel cell stack and power modules for bus, commercial truck and forklift applications in China; and

    a commitment by Weichai to build and supply at least 2,000 fuel cell modules for commercial vehicles in China. . . .
 
Via GCC:
Hydrogen Council quadruples size in 18 months
http://www.greencarcongress.com/2018/09/20180905-hc.html

The Hydrogen Council, a global CEO coalition for hydrogen technologies, is welcoming an additional 14 members, a second major wave of growth this year. Eight companies are joining the group at steering member level: Airbus, Air Products, Cummins, EDF, Johnson Matthey, KOGAS, SINOPEC and thyssenkrupp, alongside six new members at supporting level: AFC Energy, Mitsubishi Heavy Industries, Ltd., Re-Fire Technology, Sumitomo Mitsui Banking Corporation, Sumitomo Corporation, and Southern California Gas. In addition, Faurecia is upgrading its membership to steering level.

As a result, the Hydrogen Council now brings together 53 leading companies, accounting for 3.8 million jobs and €1.8 trillion in revenue from across 11 different countries. The group has more than quadrupled in size since launching at the World Economic Forum just 18 months ago.

The announcement comes ahead of the Council’s next annual CEO meeting that will take place during the Global Climate Action Summit (GCAS) in San Francisco, USA next week. The meeting will see C-suite leaders of Council member companies come together for a day of strategic discussions, action planning and engagement with stakeholders, all geared towards delivering on a joint vision of hydrogen averting 6 Gt of CO2 emissions, creating a $2.5-trillion market and providing employment for more than 30 million people by mid-century. . . .
 
Via GCC, one of my occasional posts linking to articles describing current H2 and FCEV research. As always, lab results don't guarantee commercialization, and any such result would be years away in any case. SQL errors prevent me posting quotes:
INL team develops new electrode for efficient steam electrolysis at reduced temperatures
http://www.greencarcongress.com/2018/09/20180905-inl.html
 
Via GCC:
ARENA awards A$22.1M to 16 projects to accelerate exporting renewable hydrogen
http://www.greencarcongress.com/2018/09/20180907-arena.html

On behalf of the Australian Government, the Australian Renewable Energy Agency (ARENA) awarded A$22.1 million (US$16 million) in funding to 16 research projects to propel innovation in exporting renewable hydrogen. . . .

Funding recipients are:

Australian National University (ANU) Hydrogen Generation by Electro-Catalytic Systems – $615,682

ANU Direct Water Electrolysis – $1,235,407

ANU Solar Hydrogen Generation – $1,637,303

CSIRO Solar Thermochemical Hydrogen – $2,007,676

CSIRO Hydrogen to Ammonia – $1,175,000

CSIRO Methane Fuel Carrier – $1,085,553

CSIRO Liquid Fuel Carrier – $1,010,021

Macquarie University biological hydrogen production using genetically engineered microorganisms – $1,148,455

Monash University low-cost robust, high-activity water splitting electrodes – $1,054,209

Monash ammonia production from renewables at ambient temperature and pressure. Developing a process for reduction of nitrogen to ammonia – $915,848

Queensland University of Technology (QUT) Hydrogen Process – $3,350,000

RMIT University proton flow reactor system for electrical energy storage and bulk export of hydrogenated carbon-based material – $805,026

The University of Melbourne (UOM) enabling efficient, affordable and robust use of renewable hydrogen in transport and power generation – $2,594,747

University of New South Wales (UNSW) highly efficient and low cost photovoltaic-electrolysis (PVE) system to generate hydrogen by harvesting the full spectrum of sunlight – $1,319,105

UNSW Waste to Biomass to Renewable Hydrogen – $1,045,770

The University of Western Australia (UWA) Methanol from Syngas – $1,079,875
 
Via GCC:
Air Liquide inaugurates HyBalance pilot site in Denmark for production of carbon-free hydrogen
http://www.greencarcongress.com/2018/09/20180908-hybalance.html

. . . The facility uses electrolysis technology to balance the electricity grid and to store surplus electricity in the form of hydrogen that will be used in industry and transportation.

This project, initiated in 2016, is led by Air Liquide with funding from the European public-private partnership Fuel Cells and Hydrogen Joint Undertaking (FCH JU) and the support of the Danish EUDP (Energy Technology Development and Demonstration Program).

As part of this project, Air Liquide developed, built, and is operating the facility that produces hydrogen from water electrolysis as well as the filling center for its customers delivered by trailers.

The electrolyzer, with a capacity of 1.2 MW, enables the production of around 500 kg of hydrogen a day without releasing CO2. Besides industrial customers, the hydrogen that is produced is used to supply the network of five hydrogen stations installed and operated by the Copenhagen Hydrogen Network (CHN), a subsidiary of Air Liquide in Denmark.

Denmark is a pioneer in the integration of renewable energies into the national energy mix, with 40% of the country’s electricity produced from wind turbines. By compensating for renewable energy intermittency, hydrogen offers a solution for storing surplus electricity to meet the challenges posed by the energy transition. . . .
 
Via GCC:
Air Products to support first commercial-scale liquid hydrogen-based fueling station in China
http://www.greencarcongress.com/2018/09/20180909-airproducts.html

Air Products signed cooperation and equipment supply agreements with Beijing Sinoscience Fullcryo Technology Co., Ltd. (Fullcryo) to accelerate the development of hydrogen infrastructure and support Fullcryo’s first, and also China’s first, commercial-scale liquid hydrogen-based fueling station.

The two companies will cooperate from demonstration to commercialization, including construction, operation, maintenance, and gas supply for liquid hydrogen-based fueling stations in China.

Under the equipment supply agreement, Air Products will provide two state-of-the-art, integrated Smartfuel technology fueling stations to Fullcryo for constructing the first-of-its-kind station located in Guangdong Province, South China.

In compliance with the SAE’s (Society of Automotive Engineers) J2601 fueling protocol, the station will consist of key components, including a liquid hydrogen storage tank, high-efficiency booster pump, high-pressure gasifier and gaseous storage tank, dispenser, and control system. Its fueling capacity is designed to reach 500 kilograms per day of hydrogen and can be expanded to 1,500 kilograms per day for both 35Mpa and 70Mpa fueling.

Liquid hydrogen-based fueling stations, which involve advanced gas storage and fueling technology, can bring added benefits, including higher throughput, lower energy consumption, and relatively smaller footprint. . . .
 
Via GCC:
CARB preliminarily awards Port of Los Angeles $41M to launch zero-emissions hydrogen-fuel-cell-electric freight project; total cost $83M
http://www.greencarcongress.com/2018/09/20180914-zanzeff.html

The California Air Resources Board (CARB) has preliminarily awarded $41 million to the Port of Los Angeles (POLA) for the Zero-Emission and Near Zero-Emission Freight Facilities (ZANZEFF) project. The total project cost for this initial phase is $82,568,872, with partners providing 50.2%, or $41,446,612 in match funding. . . .

The Zero and Near Zero-Emission Freight Facilities project—proposed with support from Toyota, Kenworth, and Shell—provides a large-scale “shore-to-store” plan and a hydrogen fuel-cell-electric technology framework for freight facilities to structure operations for future goods movement.

The initiative will help reduce emissions by 465 metric tons of greenhouse gas and 0.72 weighted tons of NOx, Reactive Organic Gas (ROG) and PM10.

The Zero-Emission and Near Zero-Emission Freight Facilities project is part of California Climate Investments, a statewide initiative that puts billions of Cap-and-Trade dollars to work reducing greenhouse gas emissions, strengthening the economy and improving public health and the environment—particularly in disadvantaged communities.

The Port of Los Angeles will develop the project in several phases, ultimately encompassing initiatives in Southern California, the Central Coast Area, and Merced County. The initial phase is designed to kick-start the leap to a new class of goods movement vehicles, while reducing emissions in designated disadvantaged communities.

The project phases will include:

  • Ten new zero-emissions hydrogen fuel-cell-electric Class 8 on-road trucks on the Kenworth T680 platform will be developed through a collaboration between Kenworth and Toyota to move cargo from the Los Angeles ports throughout the Los Angeles basin, as well as ultimately to inland locations such as Riverside County, the Port of Hueneme, and eventually to Merced. The trucks will be operated by Toyota Logistics Services (4), United Parcel Services (3), Total Transportation Services Inc. (2), and Southern Counties Express (1).

    Two new large capacity heavy-duty hydrogen fueling stations will be developed by Shell in Wilmington and Ontario, California. The new stations will join three additional stations located at Toyota facilities around Los Angeles to form an integrated, five-station heavy-duty hydrogen fueling network. Together, they will provide multiple sources of hydrogen throughout the region, including over 1 ton of 100% renewable hydrogen per day at the heavy-duty station to be operated by Shell, enabling zero-emissions freight transport. Stations supplied by Air Liquide at Toyota Logistics Services in Long Beach and Toyota Technical Center in Gardena will serve as important research and development locations.

    Expanded use of zero-emissions technology in off-road and warehouse equipment, including the first two zero-emissions yard tractors to be operated at the Port of Hueneme, as well as the expanded use of zero-emissions forklifts at Toyota’s port warehouse. . . .
 
Via GCC:
Revolve Technologies shows new PCB-based fuel cell range extender
http://www.greencarcongress.com/2018/09/20180915-revolve.html

UK-based Revolve Technologies has revealed the successful completion of a project to develop novel fuel cell technology using printed circuit board (PCB) construction (PCBFC). This is the first time that a PCB-based fuel cell has been developed for use in an automotive environment.

Compared with conventional systems, the PCB fuel cell stack will reduce system costs, deliver reduced weight for a given power output and provide a more flexible form factor.

A Renault Kangoo ZE van with a PCB fuel cell range extender was displayed at the Cenex Low Carbon Vehicle Event at the Millbrook Proving Ground this week past. The 5 kW PCB fuel cell utilizes cost-effective production methods and materials from the PCB industry to reduce the cost and complexity of manufacturing proton exchange membrane fuel cells.

With the PCBFC fitted, an additional range of around 80 miles can be expected on a NEDC cycle with 1.7 kg of hydrogen on board, and by fitting additional hydrogen storage capacity, the range can be extended further.

On the demonstration model, the fuel cell—along with the control system and electronics—is integrated on the vehicle roof under a covered enclosure. The hydrogen storage tank is currently in the loading bay, although a future development could see the tank relocated to the roof.
While the demonstration was shown on a Renault Kangoo, the fuel cell range extender module is designed as an aftermarket kit for all commercial pure EVs. The technology can also be adopted by OEMs in other pure EV segments. . . .
There's a couple of photos.
 
Via GCC:
Toyota Mobility Foundation calls for second round of research proposals to support innovative hydrogen energy solutions
http://www.greencarcongress.com/2018/09/20180923-tmf.html

The Toyota Mobility Foundation (TMF) is calling for research proposals from Japan for 2018 under the Hydrogen Research Initiative established in 2017. (Earlier post.) . . .

In 2017, TMF launched a five-year program to provide grants for fundamental and innovative research that helps develop a “hydrogen society.” It also assembled a screening panel of hydrogen and energy experts from universities and public-sector institutes in Japan to assess the research programs and select the grant recipients. The 10 grantees (earlier post) from the first year of the program continue to discuss their research with panel members.

In this second year of the initiative, an additional research field has been included for consideration. Applicants from both universities and public-sector institutions in Japan are invited to submit proposals in the following research fields:

  • Hydrogen generation
    Hydrogen carriers
    Hydrogen applications
    Energy systems
    Social systems utilizing hydrogen (new). . . .

Total budget is approximately ¥100 million (US$890,000); TMF envisions 10-20 projects, with up to ¥10 million (US$89,000) per project.
 
Via GCC:
Ballard introduces next-generation fuel cell stack for heavy duty motive market: FCgen-LCS
http://www.greencarcongress.com/2018/09/20180925-ballard.html

. . . Benefits of the FCgen-LCS, compared to the current generation liquid-cooled fuel cell stack that it will replace, include:

  • Lower Cost – Expected 40% reduction in total-cost-of-ownership, achieved through various design and processing improvements, including: improved durability; lower catalyst loading; increased power density; improved unit cell performance; greater efficiency; and optimized high-volume MEA manufacturing processes. (The total-cost-of-ownership comparison is based on life cycle cost of a 50-kilowatt fuel cell stack operating for 50,000 hours with a single refurbishment.)

    Ultra-Long Durability – Planned operating lifetime of more than 30,000 hours – which exceeds the useful lifetime of many vehicles – made possible through improved MEA design and processing, as well as the use of reusable carbon bi-polar plates and molded compression hardware.

    High Power Density – 33% increase in power density, reducing physical stack size for a given amount of power, and thereby enabling tighter packaging into limited available space.

    Freeze Start Capability – Able to start in cold temperatures from -25 deg. C (-13 deg. F).

    Higher Tolerance to Operating Conditions – Higher performance attributes of the stack enable tolerance to a wider range of operating conditions, including: cold weather conditions and freeze start capabilities; operation at temperatures of up to 85 deg. C (185 deg. F), thereby reducing cooling requirements; and compatibility with high- and low-pressure operating conditions.

    Simplified Systems Integration – Several important features simplify systems integration requirements, including: compact design; flexible packaging from 20-to-220 cells; ports located at both ends of the stack provide easier access for fluids as well as the ability to mount the stack in several different orientations; and expanded vehicle integration flexibility for both air and cooling systems, enabled by the stack’s expanded range of operating pressure, humidity and temperature.

    Sustainability – FCgen-LCS features key sustainability design characteristics, including: higher efficiency; the use of reusable low-cost carbon plates and compression hardware; and the ability to recover catalyst material from MEAs.
 
This video from Real Engineering does a nice job breaking down how H2 FCVs waste so much energy (starting at around the 9 minute mark):

[youtube]http://www.youtube.com/watch?v=f7MzFfuNOtY[/youtube]

P.S. I'm not seeing the YouTube link. If you can't see it either, click the embedded link above to see it.
 
All via GCC:
ITM Power opens 7th hydrogen refueling station at Johnson Matthey’s Swindon site on M4 corridor
http://www.greencarcongress.com/2018/09/20180927-itmpower.html

. . . The new Swindon HRS is ITM Power’s seventh public access HRS and joins Cobham on the M25, Beaconsfield on the M40, Rainham in Kent on the A14, Teddington in London, Rotherham on the M1 and Kirkwall in Orkney.

Located at Johnson Matthey in Swindon, which is home to the company’s fuel cell component manufacturing facility, the new HRS lies just off the M4 linking South Wales with London. It is now open for public and private fleets operating fuel cell electric vehicles. The station uses electricity via a renewable energy contract and water to generate hydrogen on-site with no need for deliveries.

The new HRS is the first of two stations in the UK to be deployed as part of the pan European H2ME2 project, which was funded by the European Fuel Cell and Hydrogen Joint Undertaking (FCHJU) and the Office of Low Emission Vehicles (OLEV). A further station to be deployed by ITM Power under H2ME1 will be located at Gatwick Airport and will be opened before the end of this year. . . .


Toyota, JR East to partner on hydrogen-based mobility; automotive and rail
http://www.greencarcongress.com/201...rogen-based-mobility-automotive-and-rail.html

Toyota Motor Corporation (Toyota) and East Japan Railway Company (JR East) have signed a basic agreement for a comprehensive business partnership centered on a hydrogen-based mobility partnership between railways and automobiles.

The agreement is rooted in Toyota and JR East’s desire to link railways and automobiles (two key means of land transport), fuse management resources, and accelerate the shift toward a low-carbon society by promoting initiatives that make use of hydrogen. . . .

The two companies wish to combine their respective strengths, and are presently engaged in detailed discussions centered on a wide range of fields surrounding hydrogen use. These include: establishing hydrogen stations on land owned by JR East, introducing FCEVs and FC Buses as a means of local transport, and applying FC technologies in railway carriages.

Toyota and JR East are also keen to ensure any tie-up between the two companies will lead to initiatives that are fully integrated into local communities. To this end, the two companies intend to request the cooperation of local governments, businesses, residents, and other stakeholders. In this way, they aim to construct a hydrogen supply chain that contributes to both regional growth and development.


Lab results, usual caveats (even in this article itself):
Volkswagen and Stanford University develop modified ALD process to increase Pt/C fuel cell catalyst efficiency, improve durability
http://www.greencarcongress.com/2018/09/20180927-pald.html

. . . In the new process developed by Volkswagen and Stanford, platinum atoms are specifically placed on a carbon surface using a modified atomic layer deposition (ALD) technique in order to produce extremely thin particles. This can reduce the amount of platinum currently required to a fraction of the usual amount. . . .

The researchers reported that the passivation-gas-incorporated ALD (PALD) technique enabled the direct deposition of thinner Pt nanoparticles onto carbon-based catalyst supports, which enabled greater Pt utilization due to a more suitable nanoparticle morphology. A combination of effects allowed for the PALD Pt/C catalysts to achieve a twofold increase in the mass activity for ORR compared to a commercial Pt/C catalyst.

  • This technology opens up enormous possibilities for cost reduction, as the amount of precious metal used is minimised. At the same time, service life and catalyst performance are increased. In addition to the fuel cell, atomic layer deposition also offers a whole range of other applications requiring high-performance materials, such as next-generation lithium-ion batteries.

    —Friedrich Prinz, the Finmeccanica Professor in the School of Engineering at Stanford University, Professor of Materials Science and Engineering, Professor of Mechanical Engineering and Senior Fellow at the Precourt Institute for Energy. . . .

The task of the researchers is now to transfer the results obtained in the laboratory to industrial large-scale production.
 
All via GCC:
Lloyd’s Register, H2-Industries working on safety standards for fuel-cell-electric ships with LOHC technology
http://www.greencarcongress.com/2018/10/20181001-lr.html

H2-Industries and Lloyd’s Register (LR) are working together on developing safety standards for all-electric vessels powered by emission-free Liquid Organic Hydrogen Carrier (LOHC) technology.

The project is seeking to obtain Approval in Principle for the use of LOHC technology on ships. This covers the refueling of ships with LOHC, the storage of the energy carrier on board as well as the process of power generation onboard of the vessel.

LOHC technology enables the safe and efficient storage of hydrogen through molecular binding; LOHC is efficient, non-explosive and has low flammability. LOHC technology from H2-Industries enables the safe storage of hydrogen as well as the safe and efficient operation of fuel cells onboard. It converts the hydrogen released from the LOHC into electricity, which is then used on the vessel for propulsion and onboard power.

H2-Industries’ LOHC technology is also compatible with existing infrastructure. The oily substance can be stored and transported in exactly the same way that diesel is transported. With the LOHC system, energy can not only be fueled in the same way as diesel, but the substance can also be charged with hydrogen as often as required.

LR, Siemens, VSY working on application of fuel cell technology for 65m yacht. LR, Viareggio Super Yachts (VSY) and Siemens have signed an agreement to develop a project for the application of hydrogen fuel cell technology on a special version of the new VSY 65m WATERECHO project by Espen Øino. . . .

The main purpose of the new project is to assess the specific safety and technical requirements for feeding the stern electric engine (used for maneuvering or as auxiliary propulsor—-standard in all VSY yachts) in a completely sustainable mode.

As per the agreement, VSY will carry out the technical and commercial feasibility of the employment of hydrogen fuel cells and their installation onboard. Siemens will provide their know-how, the technical solutions already developed or to be developed, and LR will carry out a preliminary assessment for certification purposes. . . .


UK funds 100MW Power-to-Gas energy storage project; Project Centurion
http://www.greencarcongress.com/2018/09/20180930-centurion.html

ITM Power announced funding from Innovate UK for a feasibility study to deploy a 100MW Power-to-Gas (P2G) energy storage project, “Project Centurion” at Runcorn, Cheshire, UK. This project explores the electrolytic production, pipeline transmission, salt cavern storage and gas grid injection of green hydrogen at an industrial scale. The feasibility study will explore the system design and costs and will assess the business case for deployment. . . .

Project partners ITM Power, INOVYN, Storengy, Cadent and Element Energy wish to explore the feasibility of siting a 100MW Proton Exchange Membrane (PEM) electrolyzer at the INOVYN Runcorn Site, which already produces hydrogen (used mainly on-site) as a co-product of the chlor-alkali process.

This site has an existing 420MW supergrid connection, power electronics and planning consent for industrial scale hydrogen production. The transport of hydrogen by pipeline to salt caverns near Lostock, where it can be stored pure or blended with natural gas, will be explored, along with the feasibility of injection into the local gas network. Other potential demands for the hydrogen will be assessed, including industrial and transport use which will support existing studies in the area, particularly Cadent’s HyNet NW.

The feasibility study is being supported by Innovate UK and the partners. It’s objectives are: to produce a 100MW system design with costs significantly below current targets; to build the consensus on P2G systems as an important part of a decarbonized energy system; and to produce the evidence base for raising financing for the project. The feasibility study outputs will be a 100MW system design, a business case and delivery plan for Project Centurion with a clear description of the next steps, and a dissemination campaign to increase understanding of, and interest in, P2G systems at a large scale.

Once built, Project Centurion will mark the first-time a P2G system injects hydrogen into the public gas network in the UK at scale. It will be the first time the electricity and gas system would be coupled in the UK to provide energy storage for excess electricity; and it will be the largest water to hydrogen electrolyzer system in the world (based on current deployments).

Existing projects such as HyDeploy make use of a private, isolated gas network, which is not possible at this scale. Project Centurion will build upon the work done in HyDeploy and the proposed HyDeploy 2 which if funded by Ofgem will develop the evidence base for transporting blended hydrogen through trials on two public gas networks on the North West and North East of England. The project will also develop a full deployment plan for hydrogen blending on the gas network.


Nel ASA awarded Australia’s first power-to-gas (solar-to-hydrogen) project
http://www.greencarcongress.com/2018/09/20180928-nel.html

Nel Hydrogen Electrolysers . . . has received a purchase order for the first Power-to-Gas (P2G) project in Australia from the ATCO Group that will use a Proton PEM electrolyser.

ATCO is developing a Clean Energy Innovation Hub (CEIH) based at the company’s Jandakot Operations facility in Western Australia. The CEIH incorporates the production, storage and use of hydrogen, as well as the commercial application of clean energy in micro-grid systems.

The CEIH will produce green hydrogen via electrolysis and inject the hydrogen into the micro-grid system at the Jandakot facility. Some of the experience gained from this project include optimizing hydrogen storage solutions, blending hydrogen with natural gas and using hydrogen as a direct fuel.

ATCO’s CEIH project is supported by the Australian Renewable Energy Agency (ARENA). ARENA is working to accelerate Australia’s shift to an affordable and reliable renewable energy future, by funding projects and sharing knowledge that drive innovation and commercialization of renewable energy technologies.

The project is expected to be fully operational during 2019. . . .
 
Via GCC:
Singapore’s HES unveils plans for regional hydrogen-electric passenger aircraft: Element One
http://www.greencarcongress.com/2018/10/20181002-hes.html

. . . Element One is powered by HES’s Aeropak—a combination of its extremely lightweight fuel cells with high energy density hydrogen energy storage, allowing flight duration extensions by several orders of magnitude compared to lithium batteries.

Element One is designed to fly 4 passengers for 500 km to 5000 km (311 miles to 3100 miles ) depending on whether hydrogen is stored in gaseous or liquid form. This performance is several orders of magnitude better than any battery-electric aircraft attempt so far, opening new aerial routes between smaller towns and rural areas using an existing and dense network of small-scale airports and aerodromes. . . .

Refueling Element One will take no more than 10 minutes using an automated nacelle swap system that applies AGVs (automated guided vehicles) and automated warehouse operations such as those used by Amazon and Alibaba.

Last week, HES announced its plans to begin associating on-site hydrogen generation with fuel cell powered unmanned aircraft across a network of hydrogen-ready airports, in preparation for larger-scale electric aircraft such as Element One. HES is now in discussion with industrial-scale hydrogen producers to explore energy-efficient refueling systems using renewable solar or wind energy produced locally.

In an effort to explore new business models that help position Element One into new travel segments, HES has aligned its zero-carbon aviation roadmap with Wingly, a French startup that offers flight sharing services for decentralized and regional air travel. . . .

Targeting a first flying prototype before 2025, HES is in the process of building a technical and commercial consortium involving both the aviation and hydrogen eco-systems.

HES’ parent company H3 Dynamics Holdings is backed by Japan’s SPARX representing Toyota Mirai Creation Fund, ACA Partners, and Capital Management Group.
They certainly get points for setting their sights high, but this does seem to be trying to do far too many things at once. The swappable nacelles for refueling and their infrastructure, in particular, seem an unneeded step. The A/C itself plus basic H2 refueling services would seem to be a tough enough task. Assuming sustainable liquid bio-fuels can only be produced in amounts sufficient to handle long-range aviation, we'll need H2 FC A/C to provide ZEV regional air transport beyond the ranges that BE A/C can handle, in areas where high-speed rail isn't economic. Regional air transport has always seemed to be the most likely niche for FC A/C, aside from longer-range drones.
 
Via GCC:
Toyota Industries to adopt Toshiba’s hydrogen supply system; green hydrogen for fuel-cell forklifts
http://www.greencarcongress.com/2018/10/20181005-toyotaindustries.html

. . . Toyota Industries will adopt a Toshiba ESS facility to produce and supply hydrogen made from renewable energy for fuel-cell forklifts used at the Takahama plant of Toyota Industries in Aichi Prefecture.

The system will control the amounts of production and compression of hydrogen using Toshiba ESS’ hydrogen energy management system, which includes a hydrogen demand prediction function that forecasts supply requirements for each fuel-cell forklift, allowing efficient use of energy.

Since November 2016, Toyota Industries has already supplied almost 80 hydrogen forklifts trucks to factories and airports where it is difficult to have enough time for battery-powered units to charge for long run times. Fuel-cell forklifts can be filled-up in as quickly as three minutes. Six trucks of them are operating at its Takahama Plant and Toyota Industries is planning to increase them to 12 trucks during FY 2018.
 
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