Hydrogen end-use applications

Although it is possible to burn hydrogen directly as a fuel (as in an internal combustion engine as a direct replacement for gasoline), most projections of widespread future hydrogen use envisage its use in fuel cells. There are four main areas of such applications auxiliary power units, portable fuel cells, stationary power and FCVs. 

Portable FC systems may be defined as those with a power of up to 5 kW and a weight of less than 10 kg, and may be divided into micro-FCs, intended to 

Undoubtedly there are likely to be some suitable applications for micro-FCs, where longer life or increased power are very much valued (e.g. surveillance systems or military applications). However, these are very small markets. For mass commodities, it is not yet clear that there is strong demand for power characteristics that batteries cannot, or will not be able to, satisfy. Certainly, if such markets develop, to penetrate them significantly micro-FCs will need to reduce their size and cost significantly - the latter by around 10% p.a. over a 5 year period, according to one projection (Darnell Group Inc., 2003). 

For portable applications as a whole, the major competition is currently between PEMFCs and DMFCs. According to Jollie (2004, p. 5) 

However, on the basis of their review of the literature, Hawkins et al. (2006) consider that PCs, including those fuelled by pure hydrogen, could find niche applications for stationary power, for example for back-up power for essential services, in remote off-grid situations or where there is surplus renewable energy to produce the hydrogen. They may also find application in small-scale or domestic CHP. 

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The chapter is structured as follows Section 2 discusses the deployment of hydrogen end-use applications. Section 3 presents major assumptions and the methodology. Section 4 shows the results of the analysis. Section 5 summarizes the conclusions derived from the infrastructure analysis. 

In stationary end-use applications, hydrogen is used in remote locations and island grids... 

Hydrogen penetration in the transportation sector will likely be led by fleet vehicles, i.e., transit buses, courier, delivery, and light-duty utility vehicles that refuel at home base. Niche applications could also play a strategic role in developing hydrogen infrastructures and energy systems. Such end-use applications include forklifts and off-road vehicles. 

Each of the various end-use applications possible in the SWB facilities (i.e. production of heat, cold, or mechanical power) required its own mixture of hydrogen, natural gas and oxygen and its own subsystems. 

Development, test and demonstration of hydrogen end uses such as traction applications, dispersed power generation and total energy systems-market projections and development. 

A key part of the overall hydrogen energy infrastructure is the selection of the delivery system that is able to move the required hydrogen from the production region to an end-use device. Delivery system requirements essentially differ with the production method and end-use application. 

Conventional uses of methanol account for 90% of present consumption and include formaldehyde, dimethyl terephthalate, methyl methacrylate, methyl halides, methylamines and various solvent and other applications. Newer uses for methanol that have revitalized its growth and outlook include a new technology for acetic acid, single cell protein, methyl tertiary butyl ether-(MTBE), and water denitrification. Potential uses for methanol include its use as a carrier for coal in pipelines, as a source of hydrogen or synthesis gas used in direct reduction of iron ore, as a direct additive to or a feedstock for gasoline, peak power shaving and other fuel related possibilities. Table II lists the world methanol demand by end use in 1979. 

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