AdvertisingHyWeb - Gazette
The news letter of L-B-Systemtechnik GmbH (LBST) and the German Hydrogen Association (DWV) · 4th Quarter 2003 – 7th Year ã L-B-Systemtechnik GmbH
HyWeb Event Calendar >> Archives >>
Interesting Projects HyNet - the European Thematic Network on Hydrogen European Integrated Hydrogen Project - EIHP
www.fuelcellpark.com
Introductory information on energy, hydrogen and fuel cells (website of the Bewag Fuel Cell Innovation Park, implemented by HyWeb)www.h2guide.de
Guide of German hydrogen projects by the German Hydrogen Association (in German language)Fuel cell drive project for municipal commercial vehicles – Bavarian fuel cell bus project
Tip: Add this page (www.HyWeb.de/gazette-e) to your bookmarks and surf directly onto the Hydrogen-Gazette!
Or: We send you an e-mail with every new edition of the Hydrogen-Gazette specifying the latest headlines. Just send me an e-mail (webmaster@HyWeb.de) indicating your name, company and e-mail address.
Impressum
Editor Matthias Altmann, L-B-Systemtechnik GmbH (LBST), webmaster@HyWeb.de Articles AFH - Association Française de l'Hydrogène
DWV - German Hydrogen Association (DWV)
MA - Matthias Altmann, LBST
JS - Jörg Schindler, LBST
RW - Reinhold Wurster, LBST
VB - Volker Blandow, LBST
WW - Werner Weindorf, LBST
WZ - Werner Zittel, LBST
UB - Ulrich Bünger, LBSTAddress see HyWeb Impressum
other News Letters The Hydrogen & Fuel Cell Letter Clean Fuels and Electric Vehicles Report
Monthly Technology Updates by Fuel Cells 2000
European Growth Initiative: 2.8 billion Euro for hydrogen
HyWeb, 03-12-17: A comprehensive action plan spelling out what needs to be done to kick-start investment in networks and knowledge across the European Union has been set out on November 11 by the European Commission. The European Growth Initiative final report has been prepared in close co-operation with the European Investment Bank and is addressed to the December meeting of the European Council. It confirms the Commission's initial proposals aiming to speed up investment in the 29 priority Trans-European transport networks with their subsections proposed by the Commission last October. It equally aims to put the EU at the cutting edge of innovation and technology through the launch of pan-European projects in these areas as spelled out in the Commission's interim report.The part relevant to hydrogen reads: "In terms of research, development and innovation five areas are identified with a total cost of around €10 billion up to 2010.
Three projects focus on key technology sectors for the Union’s long-term competitiveness and strength of the European economy. These cover nanoelectronics, next generation
lasers, as well as the use of hydrogen as a source of energy and electricity. One example of what will be done in practice relates to the hydrogen economy. Hypogen involves the construction of a large scale test facility for the production of hydrogen and electricity, while Hycom will establish a limited number of "hydrogen communities" around the Union, using hydrogen as source of energy for heat and electricity and fuel for vehicles."
Hypogen – large scale test facility for production of hydrogen and electricity Hycom – Establishment of a limited number of "hydrogen communities" around the Union, using hydrogen as source of energy for heat and electricity and fuel for vehicles
Start: 2004, End: 2015
Busgets: Hypogen €1.3 billion, Hycom €1.5 billion
Phasing: 2005- 2007 (€ 500 million), 2007- 2012 (€ 1.5 billion), 2013- 2015 (€ 800 million)
Synergies with Community Funding: Possible Research Framework, Programme and Structural Funds
Projects will benefit from the ICT and Research envelopes within the Innovation 2010 Initiative, itself globally amounting to €20 billion between 2004-2006.
The full Report and the Quick Start Maps can be found under http://europa.eu.int/comm/commissioners/prodi/index_en.htm#grow.
MA
IPHE established by 15 member states in Washington
HyWeb, 03-12-17: Upon invitation by US Secretary of Energy minister Spencer Abraham the International Partnership for the Hydrogen Economy (IPHE) has been established in Washington DC, USA, during the ministerial meeting. 15 States and the European Commission have sigend the Terms of Reference, declaring to collaborate in the development of hydrogen and fuel cells.The more than 500 participants (around 250 from industry) identified the following focuses of work: H2 storage, H2 safety, H2 production from renewable energies, internationally harmonized H2&FC demonstration projects, harmonization of international regulations and standards, harmonization of roadmaps, cooperation and technology transfer to developing countries.
The IPHE Terms of Reference have been signed by: Australia, Brazil, Canada, China, France, Germany, Iceland, India, Italy, Japan, Norway, Republic of Korea, Russia, United Kingdom, the United States of America, and the European Commission
More information at www.usea.org/iphe.htm. There you can also find the speech of Mrs. de Palacio, Vize-President of the European Commission.
Warning: Some of the presentations are extremely large!
VB/MA
Japan: Fuel Cell among the six most promising sectors
HyWeb, 03-12-17: The Economy, Trade and Industry Ministry plans to draw up a strategy for creating new industries and strengthening the international competitiveness of existing ones, accroding to a Yomiuri Shimbun article of November 25. As to promising markets, the ministry will list at least six sectors, including fuel cells, robots, home appliances using information technology, biotechnology, environmentally beneficial devices and services, and software, such as that for animation.MA
Australian National Hydrogen Study
HyWeb, 03-12-17: Australia has published the Australian National Hydrogen Study, which was commissioned on behalf of the Australian Government by the Department of Industry, Tourism and Resources. It assesses the role of hydrogen in the energy system and makes recommendations that would lay the foundations for Australia's participation in a future hydrogen economy.The study explores issues that are especially relevant to Australia, and presents a significant body of knowledge that will assist in the development of an informed view of the importance of hydrogen as an energy carrier.
More information here.
MA
"Green Hydrogen Coalition" in USA
HyWeb, 03-11-20: Environmental, consumer and public policy organizations in the USA challenge President Bush’s launch of the International Partnership for the Hydrogen Economy. The Green Hydrogen Coalition accuses the Bush administration of attempting to hijack America’s hydrogen future to promote the interests of the coal, oil, gas and nuclear industries. The Green Hydrogen Coalition calls for greater reliance on renewable sources of energy to extract hydrogen and vows to make the issue of black versus green hydrogen an election year issue, the coalition declares in a press release.A coalition of environmental, consumer and public policy organizations in the USA, including Friends of the Earth, The Foundation on Economic Trends, Global Resource Action Center for the Environment, Greenpeace, the League of Conservation Voters, MoveOn.org, Public Citizen, the Sierra Club and the U.S. Public Interest Research Group (US PIRG), announced an election year public education campaign to challenge the launch of President Bush’s International Partnership for the Hydrogen Economy (IPHE).
While the Green Hydrogen Coalition supports a hydrogen future for America and the world, it charges the Bush administration with promoting a black hydrogen rather than a green hydrogen research and development agenda.
Find more information at www.citizen.org/pressroom/release.cfm?ID=1586.
In a reaction, the U.S. Fuel Cell Council states: "A group of nine renewable energy advocates has announced formation of a ‘Green Hydrogen Coalition’ designed to promote hydrogen generation from renewable sources. They may not know it, but they have an ally in the Bush Administration. The Administration has committed more than half of its hydrogen generation research budget in FY 2004 to renewably-derived hydrogen ($17 million of $32 million)."
MA
100 DaimlerChrysler fuel cell vehicles by end 2004
HyWeb, 03-11-19: DaimlerChrysler will have on-road real-world experience with more than 100 fuel cell vehicles by the end of 2004 according to a company press release. The vehicles will include passenger cars, vans and transit buses to be placed with customers in Europe, Asia and the United States."We have demonstrated technical feasibility with our concept vehicles, and we consider fuel cell technology to be the solution for the future," said Dr. Andreas Truckenbrodt, head of fuel cell and advanced powertrain development for DaimlerChrysler, at the international electric vehicle symposium and exposition, EVS-20, in Long Beach, California, November 16. "The next step is what we call, 'Fit for Daily Use.' We need to get field experience on the road in daily use to determine how our customers use the vehicles and what their needs are," Dr. Truckenbrodt said.
The first commercially available fuel cell vehicles will be offered around the beginning of the next decade, but will not be produced in large numbers, Dr. Truckenbrodt said. The first generation of vehicles will be fueled with compressed hydrogen. Reformers to extract hydrogen from other fuels add complexity and reduce the efficiency of fuel cell systems.
"There is a lot of work to be done on the fuels and infrastructure issues. It is an area where we need a lot of cooperation". But Truckenbrodt said there do not appear to be any major barriers to the successful development of fuel cell powered automobiles.
DaimlerChrysler Japan Co., Ltd. (DCJ) has entered into partnerships concerning the use of the F-Cell fuel cell passenger car, which is based on the Mercedes-Benz A-Class, with three companies, such as Tokyo Gas Co., Ltd. and Bridgestone Corp. accroding to a DCJ press release. This partnership between DCJ and the 2 Japanese firms was sealed as part of the "F-Cell Global Program" announced in Stuttgart, Germany in October 2002. Under the program, a total of 60 F-Cell cars will be introduced into 4 countries, such as Japan, Germany, the United States and Singapore, from 2003 to 2004.
Partners will be supplied with F-Cell cars and make use of them for a variety of activities in various countries. DaimlerChrysler will provide service entailed by their daily use and carry out comprehensive activities with the aim at spreading fuel cell vehicles, while obtaining technical feedback concerning the performance or reliability of the F-Cell from them. Partners will cover part of the expenses incurred to operate the F-Cell cars as a basic partnership fee of 1.2 million yen a month (9250 Euro; the amount varies from one contract to another).
MA
Building on a solid foundation
DWV comments on the Washington Conference on an international partnership on hydrogen energy
DWV, 03-11-17: High-ranking politicians and experts from numerous countries will meet from 18. to 21. November in Washington to discuss the US proposal to establish an international partnership on hydrogen energy.Hydrogen is a secondary energy carrier, which means that the primary energy necessary for its generation must be included in the picture. Only renewable energies can be the long-term basis for our energy supply. Using coal and/or nuclear power would have a positive short-term effect for the safety of the US energy supply, but would not make this planet more habitable.
- DWV therefore demands that European and Japanese politicians insist on the inclusion of the renewable primary energies as long-term objective in the documents.
But the introduction of renewables will take longer than we can wait for vehicles without or with significantly reduced carbon dioxide emissions.
- DWV therefore demands that hydrogen from sources available today (excess amounts from chemical industry, overcapacities of power stations etc.) be used and that its application be made a part of the national energy policy of the participating countries.
While the political support from the side of the European Commission during the past months is considerable, it is not significant in financial terms. In all research and development programs hydrogen and fuel cell applications have to compete against other technologies of equal merit. Thus future technologies compete against each other while coal and nuclear power remain untouched; add to this the ever increasing administrative and financial demands to the contractors.
- DWV therefore demands that the support for hydrogen and fuel cells by the European Commission happen not only by top level declarations but that the topic be visible in the budget and in research programs. A participation of Europe in the international first league is not possible without a dedicated hydrogen and fuel cell budget.
Only ten years ago the appropriate place for such a conference as it will now be held in Washington would probably have been Germany. The international technological and political leadership in the field has long gone to the USA and Japan because the path was not followed to the end. High costs may be one argument, but part of this development was certainly due to a lack of political will on the side of the Federal Government.
- DWV therefore demands that the Federal Government support the activities of the international community with effective measures and assume again a pioneer role.
DWV will have its own representation at the conference apart from the delegation of the German government. We will keep you informed on an independent basis.
DWV
Reply of the Wuppertal Institute
The LBST analysis of study "Energy systems aspects of natural gas as an alternative fuel in transport" lacks any sound foundation
Wuppertal Institute, 03-11-10: The study "Energy systems aspects of natural gas as an alternative fuel in transport" [1] aims at investigating the future role of natural gas as an alternative fuel in relation to selected other fuel options in Germany, and it puts special emphasis on climate policy and energy systems aspects. Concerning the role of natural gas and hydrogen, the study delivers the following results (quotation from [1], cf. Chap. 7 Summary and Conclusions, pp. 22.):
" […] Research has shown that a substantial decrease in the average energy consumption of the vehicle fleet is a necessary condition if the long-term GHG reduction targets essential to combating climate change are to be met. Alternative fuels can complement the required energy saving measures and broaden the scope of action, but do not obviate the need for massive efficiency gains.
Natural gas can play a role as an alternative fuel in transport, both when used directly for CNG vehicles and as a feedstock in a generation mix for hydrogen production. The particular advantages of natural gas are that it allows mitigating local emissions and at the same time diversifying the transport fuel supply in the short term.
[...] Natural gas offers a lasting perspective as an alternative fuel that does not contradict the hydrogen option. On the contrary, during the coming years natural gas can take a bridging role for the preparation of a hydrogen system. [...]
In terms of hydrogen production from RES electricity, a realistic and ecologically sound pathway can only be achieved if
- the final energy demand for H2 can be reduced through a substantial decrease of average fleet consumption (high savings), and
- the new fuel option H2 is introduced along a moderate introduction and the production is based on a generation mix that starts from MSR and slowly converts to the use of RES. [...] "
In its analysis the LBST comes to the conclusion that the study of the Wuppertal Institute allegedly identifies natural gas as the best ecological alternative fuel whereas hydrogen - regardless whether based on renewables or natural gas - turns out to be ecologically counterproductive. Given the original study text, this interpretation in its simplified manner lacks any foundation. Moreover, it ignores the fact that only a small share of natural gas as a passenger car fuel was assumed (10% of car fleet in 2050). Different to other partial analyses the Wuppertal Institute's study discusses the role of natural gas as an alternative fuel in transport within the holistic context of a sustainable energy system. As elaborated by the underlying scenario work, substantial energy efficiency gains in the building sector and resulting reductions in natural gas consumption are a precondition to open up new applications for natural gas such as transportation or enhanced distributed combined heat and power production. Neither these interdependencies nor the opportunities for biogeneous gas production and other bio-fuels as they both are mentioned in the study have been taken into acount by the LBST analysis.
From the perspective of the Wuppertal Institute, the study makes a particular contribution to the scientific debate because - different to most research work available - the investigation is not limited to an isolated assessment of alternative fuel chains. On the contrary, a holistic approach of energy systems analysis is applied in order to examine the various fossil and renewable fuel paths and to account especially for interactions between the stationary power sector and the transport system.
Departing from this context the study derives several key conclusions that could not be weakened by the LBST analysis:
- In the long term perspective there is no doubt that following the limited resources of fossil fuels (including those of natural gas) hydrogen production must be based on renewable energies. For example this is possible using electricity generated by wind energy or other renewable energies by electrolysis. Regardless of past successes, renewable energy sources (RES) are still growing from a relatively low level of utilization, i.e. a large-scale RES system still needs to be established. Even under favourable frame conditions the pace of growth can not be accelerated at pleasure - both from a techncial and energy economic point of view. A realistic analysis of the possible transformation paths of the energy system, therefore, has not only to consider the theoretical potential of RES but needs to take into account the actual renewable energy supply in the energy markets.
- As long as there is no abundant availability of RES these precious resources need to be allocated in an effective manner, aiming at achieving the highest emissions reductions. In the case of RES electricity a substitution of today's fossil power generation offers a significantly higher GHG reduction (approx. a factor 3) than the use for hydrogen electrolysis for passenger cars. This holds for most european energy systems with a high share of fossil power generation.
- Within a period of transition RES electricity for H2-production can contribute to prepare the infrastructures for the long-term shift towards a renewably based hydrogen system. At large-scale, however, the RES input for H2-electrolysis remains to be inferior to a direct use in the electricity system, at least as long as the specific GHG emissions of the power grid can be cut down to a third. This corresponds to a share of RES for electricity generation of about 50% - even under the ambitious assumptions of the sustainability scenario of the German Federal Agency this situation can hardly be expected before the year 2040 and only when imported electricity from solarthermal power plants can be made available.
- Different to renewable energy sources a working infrastructure for natural gas already exists today. Acknowledging the resource limitations of the fossil fuel natural gas, it can serve as one alternative fuel option for preparing the ground for a future renewable system. This includes the hydrogen production on an industrial scale via methane steam reforming.
Taking these facts into account, a large-scale introduction of hydrogen before the year 2050 does not promise any substantial contribution to mitigating GHG emissions of the passenger car sector, nor is it necessary from the holistic energy systems perspective if the two key strategies, energy efficiency and growth of renewable energies, are vigorously pushed ahead in all energy sectors. This means both squeezing the energy demand of the vehicle fleet as well as realising the energy efficiency potential in stationary applications, which would relieve some of the demand pressure on scarce RES supplies. Among others, the alternative fuel option natural gas (CNG) represents a sensible complement to this dual strategy while preparing the ground for a future hydrogen system.
Dr. Stephan Ramesohl, Frank Merten, Dr. Manfred Fischedick (Wuppertal Institut)
[1] "Energy systems aspects of natural gas as an alternative fuel in transport", commissioned by the Federal Association of German Gas and Water Industries (BGW) and the initiative erdgasmobil (www.wupperinst.org, http://www.erdgasfahrzeuge.de/starthtml/pdfs/WI-Report_eng.pdf)
Honda announces breakthrough in fuel cell technology
HyWeb, 03-11-07: Honda Motor Co., Ltd. has announced the development of the Honda FC Stack, a compact next-generation fuel cell stack that delivers higher performance with increased range and fuel efficiency, and is designed to operate at temperatures as low as -20ºC (-4ºF).Cold weather operation is one of the most significant technical barriers to the mass-market application of fuel cell technology according to the Honda press release. Honda will soon begin public road evaluation of the vehicle's cold start and driving performance capabilities to advance more widespread use of fuel cell vehicles.
Honda's originally developed FC stack is the world's first fuel stack to feature a stamped metal separator structure combined with newly developed electrolyte membranes for improved efficiency, recycleability, and operation over a greater range of temperatures.
The Honda FC Stack has a simplified structure composed of metal separators with rubber seals that are attached in a unique molding process and enclosed by panels. This reduces the number of components by almost 50 percent compared to a conventional stack, and more than doubles the output density when compared to the Honda FCX V3 stack.
Further, the use of newly developed electrolyte membranes greatly improves durability and allows for power generation at temperatures ranging from - 20ºC (-4ºF) to +95ºC (+203ºF). The driving range of the FCX with a Honda FC Stack also has increased by 20 miles to more than 180 miles (Honda estimate based on EPA's range certification method). Fuel economy is also improved by over 10 percent compared to the current model FCX.
Honda began fuel cell technology research in the 1980s.
MA
Stuart Energy, Statkraft and EHN sign joint cooperation agreement for renewable hydrogen
HyWeb, 03-11-07: Stuart Energy Systems Corporation of Canada, Statkraft SF of Norway and Corporación Energía Hidroeléctrica de Navarra S.A. (EHN) of Spain, have signed a joint cooperation agreement intended to establish a framework to jointly assess, demonstrate and develop advanced renewable energy based hydrogen production and distribution solutions.Stuart Energy is a leading manufacturer and integrator of turnkey water electrolysis based Hydrogen Energy Stations (HES), Statkraft is the foremost electricity company in Norway and major renewable energy producer in Europe. EHN is the second largest European producer of electricity from wind power. The three companies share a common belief that hydrogen produced from renewable energy sources will be a vital energy carrier of the future according to a joint press release.
MA
Fiat presents 2 fuel cell cars
HyWeb, 03-11-07: Fiat has presented two new fuel cell cars: The Seicento and the new Panda. Technical details about the Panda have not been released, but may be assumed that they are similar to those of the Seicento. According to Fiat, the new Panda has been developed taking alternative fuels into account, including hydrogen/ fuel cell propulsion.
Fiat Panda fuel cell
Fiat Seicento with Nuvera fuel cell stackThe Seicento has a 40 kW fuel cell stack of Nuvera. The 68 liter pressurized hydrogen tank (35 MPa pressure level) gives it a driving range of 220 kilometers. The car reaches a maximum speed of 130 km/h.
All hydrogen/ fuel cell cars: www.h2cars.de
VB/MA
HyWeb, 03-11-07: This year's f-cell award goes to Ballard, Kirchheim, Germany. The jury selected the compact methanol reformer that is among others suitable for supporting Ballard's Nexa PEM fuel cell module as the "innovation of the year". The reformer supplies enough hydrogen for a 1 kW PEM fuel cell.
The f-cell award with total cash prizes of 30,000 Euro is presented by the Stuttgart Region Economic Development Corp., the Baden-Württemberg Ministry for Environment and Transport, and is supported by DaimlerChrysler and the regional Competence Center Fuel Cell.
The second price goes to the Fraunhofer-Institut in Pfinztal for a flexible concept for bipolar plate manufacturing in cooperation with industry partners and the University of Stuttgart. The concept allows for cheap production of bipolar plates independent of production volume.
The third price goes to Weidmann Plastics Technology AG of Switzerland for manufacturing and recycling technology for bipolar plates.
World-wide, politics and industry continue to work on fuel cell technology, even though the initial euphoria has been replaced by a realistic approach. This has become obvious during the "3rd f-cell Forum FUel Cell" in Stuttgart, Germany, with around 400 expert participants from 20 nations. Speakers from China, Japan, the USA and from the European Commission presented important activities from their respective countries. Member of the board of DaimlerChrysler Dr. Thomas Weber said that the fuel cell is one of the most important innovations. The Minister for Environment and Transport of Baden-Württemberg, Ulrich Müller, called his Land the "State of the fuel cell" as almost half of all person-power and about 20% of research was located there.
VB/MA
Natural gas most sustainable transport fuel?
HyWeb, 03-11-03: Ecologically oriented circles have been debating intensively for quite some time whether it makes sense ecologically to produce road vehicle fuels (especially hydrogen) from renewable electricity as long as stationary electricity is still produced from fossil energies. In a national view using sustainability criteria it is argued that renewable electricity fed into the grid reduces more CO2 emissions than hydrogen fuel generated from it. Complementing this it is further argued that it is not sensible to produce hydrogen from natural gas as the direct use of natural gas fuel in internal combustion engine vehicles was more efficient producing less CO2 emissions.In this context, the renowned German Wuppertal Institute for Climate Environment Energy has recently published the study "Energy system aspects of natural gas as an alternative fuel in transport" commissioned by the Federal Association of German Gas and Water Industries (BGW) and the initiative erdgasmobil. Conclusion of the study: "The forced introduction of a hydrogen economy within the next 30 to 40 years does not make sense ecologically. In the foreseeable future it remains more efficient to use renewable electricity directly than to produce hydrogen from it," says Prof. Dr. Peter Hennicke, president of the Wuppertal Institute. The use of natural gas for hydrogen production is also identified as ecologically counterproductive. Natural gas is identified as the best ecological alternative fuel for road transport in the long-term perspective to 2050.
LBST has analyzed the publicly available 33 page summary of the study (http://www.erdgasfahrzeuge.de/starthtml/pdfs/WI-Report_eng.pdf) and comes to the results presented in the following.
The conclusion that natural gas is the most sensible alternative fuel for Germany under sustainability criteria in the long-term depends on three essential assumptions and is based on a questionable methodology, which is applied inconsistently.
Questioning one or all of the assumptions will change the conclusion of the study fundamentally. Depending on the alternative assumptions made hydrogen will in most cases be the fuel of choice under ecological criteria. If nonetheless all three assumptions are maintained and the methodology is applied consistently, fuels produced from mineral oil result as the most sustainable solution.
The analysis in detail
I. Assumptions on the long-term scenario
The argument that renewable electricity avoids more CO2 emissions in stationary applications than if transformed into hydrogen fuel for cars is always based on a future scenario.
The study of the Wuppertal Institute uses a scenario that is characterized by the following features
- Even in the long-term (i.e. until 2050) significant shares of the German electricity mix will be based on fossil energies. Renewable energies are limited in availability.
- Even in the long-term natural gas is available in any quantity.
This scenario inverts the indisputable finiteness of fossil energies and the practically unlimited potential of renewable energies on earth into its factual opposite even in the long-term: renewable energies are finite, fossil energies unlimited.
It is most astonishing that a research institute that carries sustainability in its name proposes such a scenario as a basis for strategic decisions aimed at a sustainable energy supply.
II Methodology
The CO2 reduction potential of the stationary use of additional renewable electricity is compared to the reduction potential of producing hydrogen used in a fuel cell car. The difference is attributed to hydrogen. For each moment in time and each country, such an analysis is based on the actual electricity mix, which means that it depends on the context.
This has a number of implications. One is that this effectively impedes the development of a European strategy for alternative fuels. For this and other reasons, the methodology is questionable.
III. Assumptions on the efficiency of various powertrains
Hydrogen can also be generated from natural gas to be used in fuel cell vehicles. The question can be asked whether this produces more or less CO2 emissions than the direct use of natural gas in internal combustion engines. The answer critically depends on the relative efficiency advantage of the fuel cell car compared to the natural gas engine car (the emissions of the fuel supply path are not controversial from LBST’s point of view as they are based on LBST calculations [1]). The question is: Is the efficiency of the fuel cell vehicle so much superior to the natural gas engine that this can over-compensate for the energy losses during natural gas to hydrogen reforming? Based on a study by DLR and the Wuppertal Institute for the German Umweltbundesamt the assumptions used in the Wuppertal study are very optimistic for the natural gas engine and determine the final result to be in its favor [2]. General Motors comes to the opposite conclusion in its detailed European Well-to-Wheel Study [1].
This crucial point should not be hidden in a table in the appendix as done in the publicly available 33 page summary, but it should be discussed in details in order to explain the notable differences in the analyses.
IV. Inconsistency in applying the methodology
The same methodology used for renewable electricity should be applied for natural gas as well: What avoids more CO2 emissions, electricity generation using additional natural gas (e.g. in a power plant or in a CHP system), or use of natural gas as car fuel? The Wuppertal study does not include such an analysis. Carrying out the calculations (see appendix for details) it turns out that comparable to the renewable electricity case, electricity production from natural gas avoids significantly more CO2 emissions than use of natural gas fuel in cars. This means that applying this methodology consistently results in the conclusion: The best fuel from the point of view of sustainability is produced from mineral oil.
MA/WW
Appendix
Avoided CO2 emissions using renewable electricity(CO2 equivalent)
How many grams of CO2 equivalent emissions are avoided by 1 kWh of renewable electricity?
Study Wuppertal Institut Avoided CO2 emissions by H2 fuel generation compared to diesel*
Correct calculation (for 2010)* Electricity mix Germany 191 g/kWhe 234 g/kWhe 590 g/kWhe * Replacing 1 kWh diesel by 1 kWh hydrogen in transport gives the value of 191 g/kWhe. This does not take into account that fuel cell cars are more efficient than diesel cars resulting in more mileage for the fuel cell car on the same amount of fuel. Applying the efficiency values used in the Wuppertal study for the year 2010 results in a value of 234 g/kWhe.
Conclusion: Renewable electricity avoids 2.5 times as much CO2 emissions in stationary applications than in transport.
Avoided CO2 emissions using natural gas (CO2 equivalent)
Generating electricity from natural gas in an efficient combined cycle power plant reduces the CO2 emissions of the German electricity mix. The efficiency is assumed to be 57.5%, which is the value aimed at in the power plant currently in planning in Hürth, Germany.
Avoided CO2 emissions by natural gas car fuel (related to the natural gas input) compared to diesel CO2-equivalent emissions combined cycle power plant (related to the electricity output) Electricity mix Germany (related to the electricity output) Avoided CO2 emissions by natural gas fired combined cycle power plant (related to the natural gas input) 44 g/kWhNG 396 g/kWhe 590 g/kWhe 112 g/kWhNG
Conclusion: Natural gas avoids 2.5 times as much CO2 emissions in an electric power plant than in transport.
Comment: Replacing gasoline instead of diesel in the calculation results in higher avoidance levels on the transport side. Assuming combined heat and power production instead of a combined cycle power plant results in higher avoidance levels on the stationary side.
Literatur
[1] "Well-to-Wheel Analysis of Energy Use and Greenhouse Gas Emissions of Advanced Fuel/Vehicle Systems - A European Study", General Motors, L-B-Systemtechnik, bp, ExxonMobil, Shell, TotalFinaElf, September 2002, www.lbst.de/gm-wtw [2] "Langfristszenarien für eine nachhaltige Energieversorgung in Deutschland", Fischedick, Nitsch, UBA-Forschungsbericht, Reihe "Climate Change" Nr. 01/02 (Langfassung) und Nr. 02/02 (Kurzfassung)
Do not block the road to hydrogen with pretexts - DWV chairman Toepler's comments on the generation problem
DWV, 03-11-06: Activities for the introduction of hydrogen energy must be initiated or supported immediately, if we want to leave a perspective for the future of the next generation. This holds for research, development, demonstration, and fleet tests and above all for the introduction of an infrastructure for road traffic.DWV chairman Dr. Johannes Toepler made these comments today in Hamburg to respond to the opinion that we have still a few decades to do this and that there are not yet any products which need hydrogen. DWV is clearly in favor of hydrogen. The developments mentioned are necessary in the long term, and we must start them now. DWV hopes that the German Federal Government will support the development as emphatically as the governments of the USA and Japan are doing it already.
Toepler reminded the Federal Government to the statement made by the Federal Minister for Foreign Affairs, Joschka Fischer, in September 2000 to the UN plenary assembly: „It must be in the interest of all states to bring about the transition from the oil to the hydrogen age as quickly as possible“.
Toepler added: „The means available today to generate hydrogen with little or no CO2 emission should be used for the introduction phase. This is the only way to respond to the question of the origin of hydrogen in the short or medium term.“
He said that renewable primary energies are obviously the basis for the solution of the energy and environment problem. Hydrogen will be just one, but an important element of the transition to a quite new quality of energy economy, which is sustainable and friendly to the environment.
Toepler made his statements during the opening ceremony of the third H2-Expo which is held from 9. to 11. October at the Hamburg Fair Ground and offers an overview of the field. Find more information about the fair in the web under www.h2expo.de.
DWV
Leading fuel cell organisations reach co-operation agreement
HyWeb, 03-11-06: The world’s leading fuel cell organisations have announced that they have entered into a co-operative agreement designed to advance commercialisation of fuel cells worldwide. The agreement covers activities in such areas as technical co-operation, information exchange, advocacy, harmonised product specifications and safety standards. The U.S. Fuel Cell Council, Fuel Cell Commercialization Conference of Japan, Fuel Cells Canada, World Fuel Cell Council and Fuel Cell Europe collectively represent more than 300 businesses, research institutions and others interested in fuel cells and hydrogen.The Memorandum of Understanding calls for co-operation and collaboration on significant aspects of commercialisation. The organisations will meet annually to assess progress and refine their activities.
The Parties agreed to:
- Promote policies that will lead to universal access to markets for all fuel cell products and help minimise trade barriers to global fuel cell commercialisation;
- Work with governments and Standards Development Organisations to achieve harmonised codes, standards and regulations at all appropriate levels;
- Advance the understanding of fuel cells and related technologies and fuels among policy makers, technical audiences and the general public
- Encourage worldwide adoption of common test protocols, measurement guidelines and practices designed to promote compatibilities; and
- Share educational materials and other information and collaborate on communications messages in a spirit of openness and collaboration.
MA
HyNet presents demonstration projects and an online tutorial hydrogen & fuel cells
HyWeb, 03-10-24: HyNet - The European Hydrogen Energy Thematic Network presents a comprehensive overview of European hydrogen demonstration projects on its Internet homepage at www.hynet.info/regions/index00.html.At www.hynet.info/hydrogen_e/index00.html HyNet additionally presents an online tutorial on hydrogen and fuel cells.
MA
H2cars presents 7 new hydrogen and fuel cell vehicles
HyWeb, 03-10-24: www.h2cars.de presents seven new hydrogen and fuel cell vehicles including photos and technical details:
- Toyota Fine-N
- Honda KIWAMI
- Mercedes Benz Sprinter UPS
- Mazda RX8 RENESIS
- Nissan EFFIS
- Honda FCX (Honda Stack)
- Shao Yue 1 (Shanghai)
MA
- Hydrogen Fuel - Hydrogen Production, Energy Availability Potentials, Well-to-Wheel Emissions and Costs, Emission Scenarios [pdf, 580 kB]
Climate Technologies Assessment Workshop, Brussels, Belgium, 24. September 2003, Matthias Altmann, L-B-Systemtechnik, OttobrunnConference presentations in section "Knowledge" under "Artikel/ Abstracts".
Latest status of standards and regulations on hydrogen
HyWeb, 03-09-30: On the first European Hydrogen Energy Conference, which took place at Grenoble, France, on September 2-5, the Standards, Regulations and Safety Session gave a good overview of international activities in this area. The following table lists the presentations and sets links to the respective documents.
1st European Hydrogen Energy Conference, Grenoble
Standards, Regulations and Safety Session, 03SEP2003, 11:00 - 12:30PLENARY LECTURE: "Standards, regulations, and safety"
by Ulrich Schmidtchen, DWV, GermanyROUNDTABLE: « Daily use of hydrogen : safety, codes and regulations »
Chair: Reinhold Wurster; L-B-Systemtechnik GmbH, GERMANYRandy DEY, President of the ISO TC 197, CANADA
"ISO/TC 197 activities"Robert MAURO, Partnership for Advancing the Transition to Hydrogen, USA
"Overview of the US Hydrogen Codes and Standards Activities"Sergey DOROFEEV, Research Center Karlsruhe, GERMANY
"Safety aspects of hydrogen as an energy carrier"Gerd Petra HAUGOM, DNV, NORWAY
"Risk Assessment on Hydrogen Use"Reinhold Wurster, LBST, Germany
"Legal Requirements for Hydrogen Road Vehicles in Europe"MA
