Infrastructure hydrogen

The four key functional parameters to be satisfied by any hydrogen sensor to gain wide acceptance for use within the hydrogen infrastructure [2] of production, storage, transportation, and utilization are... 

As a result of preliminary studies, it was concluded that gaps exist between existing piping and pipeline codes and standards, and hydrogen infrastructure applications. A Project Team was formed under the B31 Standards Committee to develop a new B31.12 Code for hydrogen piping and pipelines. The Project Team was subsequently restructured under the B31 Standards Committee as a Section Committee. 

Gasoline fuel cell vehicles (FCVs) could be an interim step. Their main advantage is the use of an available fuel. An affordable gasoline reformer could allow a market for fuel cell vehicles without a hydrogen infrastructure. 

The problems facing the development of a hydrogen infrastructure include the lack of demand for cars and trucks with limited fueling options and any incentive to invest in a fueling infrastructure unless there are enough vehicles on the road. 

Onboard gasoline reforming could serve as an interim step and accelerate the commercialization of PEM fuel cells. It does not require a hydrogen infrastructure. Onboard methanol reformers are likely to be even less efficient than gasoline reformers. For the immediate future, increases in methanol production are likely to come from overseas natural gas. 

In 1998 a report prepared for the California Air Resources Board (CARB) called Status and Prospects of Fuel Cells as Automotive Engines favored methanol fuel cell stacks in cars over a direct-hydrogen infrastructure. Hydrogen is not as ready for private automobiles because of the difficulties and costs of storing hydrogen on board and the large investments that would be required to make hydrogen more available. 

Hydrogen-enriched natural gas buses are expected to meet the California Air Resources Board s transit emissions requirements. They also pave the way for a hydrogen infrastructure that can support fuel cells for transportation. The use of hydrogen powered buses and infrastructure facilities conforms with the goals of the California Fuel Cell Partnership, the U.S. Department of Energy, the U.S. Department of Transportation, and the U.S. Environmental Protection Agency. 

While Chapter 14 focuses on a hydrogen infrastructure analysis for Europe, Chapter 15 addresses the build-up of a hydrogen infrastructure in the USA. 

Implementing CCS would create a whole new value chain of plants with C02 capture, of C02 transport and of C02 storage. Carbon dioxide transport could be performed by pipelines on land or in the marine environment. For marine transport, ships could also be used. Creating a new C02 infrastructure is a challenging task, similar to the build-up of a hydrogen infrastructure that s why a combined build-up should be envisaged, where possible. 

Roads2HyCom (2007b). European Hydrogen Infrastructure Atlas and Industrial Excess Hydrogen Analysis. Steinberger-Wilckens, R. and Triimper, S. C. (eds.). Roads2HyCom. 

With respect to the German case study used in Chapter 14 to discuss the build-up of a hydrogen infrastructure, Fig. 10.9 shows where surplus hydrogen capacities (from chlorine-alkali electrolysis) exist in Germany. If these capacities are added up, the resulting total amount is about 1 billion Nm3 per year (around 4% of total German hydrogen production). 

Ferrel, J., Kotar, A. and Stern, S. (1996). Direct Hydrogen Fuelled Proton Exchange Membrane (PEM) Fuel Cell System for Transportation Applications. Final report, Section 3 Hydrogen Infrastructure Report. Prepared for the Ford Motor Company and the Department of Energy. 

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