Hydrogen Powered Transportation - Revision history

Rjcord: /* Hydrogen Fueling Standards */

2024-04-21T19:49:43Z

Hydrogen Fueling Standards

Rjcord: /* Hydrogen Fueling Standards (light duty, LD) */

2024-04-21T19:48:41Z

Hydrogen Fueling Standards (light duty, LD)

Rjcord: /* Hydrogen Fueling Standards (light duty, LD) */

2024-04-21T19:34:12Z

Hydrogen Fueling Standards (light duty, LD)

Rjcord: /* Hydrogen Fueling Standards (light duty, LD) */

2024-04-21T19:30:12Z

Hydrogen Fueling Standards (light duty, LD)

Rjcord: /* Hydrogen Fueling Stations */

2024-04-21T19:29:42Z

Hydrogen Fueling Stations

Rjcord: /* Commentary (April 2024) */

2024-04-21T19:03:43Z

Commentary (April 2024)

Rjcord: /* Commentary (April 2024) */

2024-04-20T22:23:37Z

Commentary (April 2024)

Rjcord: /* Commentary */

2024-04-19T15:53:51Z

Commentary

Rjcord: /* Updates */

2024-04-19T15:51:05Z

Updates

Rjcord: /* What is this about Energy Density? */

2024-03-11T16:48:21Z

What is this about Energy Density?

@@ Line 70: / Line 70: @@
 According to an undated [https://afdc.energy.gov/fuels/hydrogen-stations article] by the US Department of Energy, the focus has been to add hydrogen fuel at existing gasoline stations covering regions in northern California near San Francisco and southern California near Los Angeles and San Diego, with additional connector and destination stations. The rollout of heavy-duty hydrogen trucks, such as line-haul trucks, will necessitate very large stations compared to light-duty needs. The increase in production and distribution of hydrogen for these stations could improve efficiency and utilization of expensive capital equipment leading to lower fuel costs per kilogram, benefiting both heavy- and light-duty customers.
-== Hydrogen Fueling Standards ==
+= Hydrogen Fueling Standards =
 An "Introduction to SAE Hydrogen Fueling Standardization" [https://www.energy.gov/sites/prod/files/2014/09/f18/fcto_webinarslides_intro_sae_h2_fueling_standardization_091114.pdf webinar] was originally presented by the US DoE on September 11, 2014. The webinar was [https://www.energy.gov/eere/fuelcells/webinar-introduction-sae-hydrogen-fueling-standardization recorded]. Standards on couplings, communications and fuel quality were covered for light duty (LD) vehicles.

@@ Line 70: / Line 70: @@
 According to an undated [https://afdc.energy.gov/fuels/hydrogen-stations article] by the US Department of Energy, the focus has been to add hydrogen fuel at existing gasoline stations covering regions in northern California near San Francisco and southern California near Los Angeles and San Diego, with additional connector and destination stations. The rollout of heavy-duty hydrogen trucks, such as line-haul trucks, will necessitate very large stations compared to light-duty needs. The increase in production and distribution of hydrogen for these stations could improve efficiency and utilization of expensive capital equipment leading to lower fuel costs per kilogram, benefiting both heavy- and light-duty customers.
-== Hydrogen Fueling Standards (light duty, LD) ==
+== Hydrogen Fueling Standards ==
-An "Introduction to SAE Hydrogen Fueling Standardization" [https://www.energy.gov/sites/prod/files/2014/09/f18/fcto_webinarslides_intro_sae_h2_fueling_standardization_091114.pdf webinar] was originally presented by the US DoE on September 11, 2014. The webinar was [https://www.energy.gov/eere/fuelcells/webinar-introduction-sae-hydrogen-fueling-standardization recorded]. Standards on couplings, communications and fuel quality were covered.
+An "Introduction to SAE Hydrogen Fueling Standardization" [https://www.energy.gov/sites/prod/files/2014/09/f18/fcto_webinarslides_intro_sae_h2_fueling_standardization_091114.pdf webinar] was originally presented by the US DoE on September 11, 2014. The webinar was [https://www.energy.gov/eere/fuelcells/webinar-introduction-sae-hydrogen-fueling-standardization recorded]. Standards on couplings, communications and fuel quality were covered for light duty (LD) vehicles.
 Standards are being established or now have been established for:
@@ Line 78: / Line 78: @@
 * Heavy Duty Vehicles: SAE J2601-2
 * Fork Lift Vehicles: SAE J2601-3
 = Commentary (April 2024)=

@@ Line 71: / Line 71: @@
 == Hydrogen Fueling Standards (light duty, LD) ==
-An "Introduction to SAE Hydrogen Fueling Standardization" [https://www.energy.gov/sites/prod/files/2014/09/f18/fcto_webinarslides_intro_sae_h2_fueling_standardization_091114.pdf webinar] was originally presented by the US DoE on September 11, 2014. The webinar was [https://www.energy.gov/eere/fuelcells/webinar-introduction-sae-hydrogen-fueling-standardization recorded].
+An "Introduction to SAE Hydrogen Fueling Standardization" [https://www.energy.gov/sites/prod/files/2014/09/f18/fcto_webinarslides_intro_sae_h2_fueling_standardization_091114.pdf webinar] was originally presented by the US DoE on September 11, 2014. The webinar was [https://www.energy.gov/eere/fuelcells/webinar-introduction-sae-hydrogen-fueling-standardization recorded]. Standards on couplings, communications and fuel quality were covered.
 = Commentary (April 2024)=

@@ Line 71: / Line 71: @@
 == Hydrogen Fueling Standards (light duty, LD) ==
-An Introduction to SAE Hydrogen Fueling Standardization [https://www.energy.gov/sites/prod/files/2014/09/f18/fcto_webinarslides_intro_sae_h2_fueling_standardization_091114.pdf webinar] was originally presented by the US DoE on September 11, 2014. The webinar was [https://www.energy.gov/eere/fuelcells/webinar-introduction-sae-hydrogen-fueling-standardization recorded].
+An "Introduction to SAE Hydrogen Fueling Standardization" [https://www.energy.gov/sites/prod/files/2014/09/f18/fcto_webinarslides_intro_sae_h2_fueling_standardization_091114.pdf webinar] was originally presented by the US DoE on September 11, 2014. The webinar was [https://www.energy.gov/eere/fuelcells/webinar-introduction-sae-hydrogen-fueling-standardization recorded].
 = Commentary (April 2024)=

← Older revision		Revision as of 19:29, 21 April 2024
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	All stations generally have the same equipment, but station employs different designs depending on how the hydrogen is produced, delivered, stored and dispensed.		All stations generally have the same equipment, but station employs different designs depending on how the hydrogen is produced, delivered, stored and dispensed.
		+
		+	According to an undated [https://afdc.energy.gov/fuels/hydrogen-stations article] by the US Department of Energy, the focus has been to add hydrogen fuel at existing gasoline stations covering regions in northern California near San Francisco and southern California near Los Angeles and San Diego, with additional connector and destination stations. The rollout of heavy-duty hydrogen trucks, such as line-haul trucks, will necessitate very large stations compared to light-duty needs. The increase in production and distribution of hydrogen for these stations could improve efficiency and utilization of expensive capital equipment leading to lower fuel costs per kilogram, benefiting both heavy- and light-duty customers.
		+
		+	== Hydrogen Fueling Standards (light duty, LD) ==
		+	An Introduction to SAE Hydrogen Fueling Standardization [https://www.energy.gov/sites/prod/files/2014/09/f18/fcto_webinarslides_intro_sae_h2_fueling_standardization_091114.pdf webinar] was originally presented by the US DoE on September 11, 2014. The webinar was [https://www.energy.gov/eere/fuelcells/webinar-introduction-sae-hydrogen-fueling-standardization recorded].

	= Commentary (April 2024)=		= Commentary (April 2024)=

@@ Line 62: / Line 62: @@
 === Updates ===
 * [https://www.forbes.com/sites/alanohnsman/2020/11/16/diesel-engine-giant-cummins-plans-hydrogen-futurewith-trains-coming-before-trucks Diesel Engine Giant Cummins Plans Hydrogen Future–With Trains Coming Before Trucks] - Forbes - Nov 16, 2020
 = Commentary (April 2024)=
 While it is possible to power a vehicle by burning hydrogen, a vehicle powered by a hydrogen fuel cell has no tailpipe emissions and qualifies as a zero emission vehicle (ZEV).

@@ Line 69: / Line 69: @@
 For heavy duty trucks, the market is different.  Time to charge, range, and battery weight are disadvantages for using BEVs for long distance truck routes.  While nearly
-percent of commercial vehicles travel less than 100 miles each day, arguments about convenience and total cost of ownership of BEV vs FCEV long haul trucks are not yet settled as of early 2024.  The argument in favor of FCEVs for long haul trucking hinges on the future cost of green hydrogen.  Some sources (see UCS paper) say that the cost to produce green hydrogen (not the retail pump price) must fall below $6/kg before FCEVs become economical for long haul routes.  WoodMac says this is likely to occur by 2032.  And the DOE's hydrogen shot program intends to bring it down to $1/kg by 2031, but this is a target, not a forecast.
+percent of commercial vehicles travel less than 100 miles each day, arguments about convenience and total cost of ownership of BEV vs FCEV long haul trucks are not yet settled as of early 2024.  The argument in favor of FCEVs for long haul trucking hinges on the future cost of green hydrogen.  Some sources (see UCS paper) say that the cost to produce green hydrogen (not the retail pump price) must fall below $6/kg before FCEVs become economical for long haul routes.  As reported by [https://www.hydrogeninsight.com/policy/us-plans-for-hourly-matching-would-drive-up-both-the-cost-of-green-hydrogen-production-and-emissions-woodmac/2-1-1604588 Hydrogen Insights], WoodMac says this is likely to occur by 2032.  And the DOE's hydrogen shot program intends to bring it down to $1/kg by 2031, but this is a target, not a forecast.
 As of early 2024, long haul class 8 trucks are starting to become available in the US in both FCEV and BEV models from various makers including Tesla (BEV-only), Nikola, and Volvo.  So far, efficient fueling infrastructure is nearly non-existent.  (Hydrogen fueling stations for passenger cars do not work for class 8 trucks.)

← Older revision		Revision as of 15:51, 19 April 2024
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	=== Updates ===		=== Updates ===
	* [https://www.forbes.com/sites/alanohnsman/2020/11/16/diesel-engine-giant-cummins-plans-hydrogen-futurewith-trains-coming-before-trucks Diesel Engine Giant Cummins Plans Hydrogen Future–With Trains Coming Before Trucks] - Forbes - Nov 16, 2020		* [https://www.forbes.com/sites/alanohnsman/2020/11/16/diesel-engine-giant-cummins-plans-hydrogen-futurewith-trains-coming-before-trucks Diesel Engine Giant Cummins Plans Hydrogen Future–With Trains Coming Before Trucks] - Forbes - Nov 16, 2020
		+	= Commentary =
		+	While it is possible to power a vehicle by burning hydrogen, a vehicle powered by a hydrogen fuel cell has no tailpipe emissions and qualifies as a zero emission vehicle (ZEV).
		+	Fuel Cell Electric Vehicles (FCEVs) take hydrogen as a fuel and convert it directly to electricity which powers an electric motor. As of 2024, FCEV passenger cars have been available in California for many years and there is a small network of fueling stations which sell heavily subsidized green hydrogen, produced at a single plant in CA. Most, if not all, of those vehicles were made by Toyota or Honda, two Japanese car makers who invested in hydrogen while delaying the introduction of battery EV (BEV) models in the US.
		+
		+	Meanwhile, other automakers like Tesla, Nissan, Hyundai, Chevrolet, and Volvo quickly introduced BEVs and these EVs overtook the market adoption of FCEVs. Initially the FCEVs had better range but BEVs have largely caught up.
		+
		+	For heavy duty trucks, the market is different. Time to charge, range, and battery weight are disadvantages for using BEVs for long distance truck routes. While nearly
		+	90 percent of commercial vehicles travel less than 100 miles each day, arguments about convenience and total cost of ownership of BEV vs FCEV long haul trucks are not yet settled as of early 2024. The argument in favor of FCEVs for long haul trucking hinges on the future cost of green hydrogen. Some sources (see UCS paper) say that the cost to produce green hydrogen (not the retail pump price) must fall below $6/kg before FCEVs become economical for long haul routes. WoodMac says this is likely to occur by 2032. And the DOE's hydrogen shot program intends to bring it down to $1/kg by 2031, but this is a target, not a forecast.
		+
		+	As of early 2024, long haul class 8 trucks are starting to become available in the US in both FCEV and BEV models from various makers including Tesla (BEV-only), Nikola, and Volvo. So far, efficient fueling infrastructure is nearly non-existent. (Hydrogen fueling stations for passenger cars do not work for class 8 trucks.)
		+
		+	FCEV buses are operating in a few cities in the US and there may be a few thousand in operation in China.
		+
		+	Even though FCEVs and BEVs can be carbon free transportation, in 2024 there are only a handful of public sources of 100% green electricity or 100% green hydrogen. Public policy is resulting in greener electricity and more sources of green hydrogen. It will take 25 or more years before 100% green fuel is universally available across the US.
		+
		+	:-- April 2024

← Older revision		Revision as of 16:48, 11 March 2024
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	It’s complicated. Gravimetric energy densities are measured in energy per unit mass of fuel. For example, coal has an energy density of 34 MJ/kg, diesel 43 MJ/kg and hydrogen 140 MJ/kg. By comparison Lithium Ion batteries are currently running up to 0.4-0.9 MJ/kg and this must necessarily include the weight of the container, i.e. the battery. Theoretical rechargeable battery energy densities have been calculated as high as 3.6 MJ/kg. Note for context a mega-Joule (MJ) is about 278 watt-hr or the amount of electricity you might consume by leaving a 10W LED light on for 27.8 hours. So once contained in a gas cylinder, hydrogen has a much lower net energy density, more of the order of 2.1 MJ/kg (4) However, in practice compressed hydrogen occupies more space than other energy sources, it has a lower volumetric energy density and this affects how vehicles have to be designed - larger vehicles can accommodate hydrogen fuel cells more easily.		It’s complicated. Gravimetric energy densities are measured in energy per unit mass of fuel. For example, coal has an energy density of 34 MJ/kg, diesel 43 MJ/kg and hydrogen 140 MJ/kg. By comparison Lithium Ion batteries are currently running up to 0.4-0.9 MJ/kg and this must necessarily include the weight of the container, i.e. the battery. Theoretical rechargeable battery energy densities have been calculated as high as 3.6 MJ/kg. Note for context a mega-Joule (MJ) is about 278 watt-hr or the amount of electricity you might consume by leaving a 10W LED light on for 27.8 hours. So once contained in a gas cylinder, hydrogen has a much lower net energy density, more of the order of 2.1 MJ/kg (4) However, in practice compressed hydrogen occupies more space than other energy sources, it has a lower volumetric energy density and this affects how vehicles have to be designed - larger vehicles can accommodate hydrogen fuel cells more easily.
		+
		+	[https://en.wikipedia.org/wiki/Energy_density Wikipedia] has more information with values of different fuels.

	===Where does the hydrogen come from?===		===Where does the hydrogen come from?===