The Experts below are selected from a list of 10935 Experts worldwide ranked by ideXlab platform
Joan M Ogden - One of the best experts on this subject based on the ideXlab platform.
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Natural gas as a bridge to Hydrogen Transportation fuel: Insights from the literature
Energy Policy, 2018Co-Authors: Joan M Ogden, Amy Myers Jaffe, Daniel Scheitrum, Zane Mcdonald, Marshall MillerAbstract:Natural gas has been proposed as a possible “bridge” fuel to eventual use of Hydrogen in zero emission fuel cell vehicles. This literature review explores whether the natural gas system might help enable a transition to longer-term use of Hydrogen in Transportation. Two transition strategies are reviewed: adapting natural gas refueling infrastructure for future use with H2 and blending renewable Hydrogen into the NG system.
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Estimating changes in urban ozone concentrations due to life cycle emissions from Hydrogen Transportation systems
Atmospheric Environment, 2007Co-Authors: Guihua Wang, Joan M Ogden, Daniel P.y. ChangAbstract:Hydrogen has been proposed as a low polluting alternative Transportation fuel that could help improve urban air quality. This paper examines the potential impact of introducing a Hydrogen-based Transportation system on urban ambient ozone concentrations. This paper considers two scenarios, where significant numbers of new Hydrogen vehicles are added to a constant number of gasoline vehicles. In our scenarios Hydrogen fuel cell vehicles (HFCVs) are introduced in Sacramento, California at market penetrations of 9% and 20%. From a life cycle analysis (LCA) perspective, considering all the emissions involved in producing, transporting, and using Hydrogen, this research compares three hypothetical natural gas to Hydrogen pathways: (1) on-site Hydrogen production; (2) central Hydrogen production with pipeline delivery; and (3) central Hydrogen production with liquid Hydrogen truck delivery. Using a regression model, this research shows that the daily maximum temperature correlates well with atmospheric ozone formation. However, increases in initial VOC and NOx concentrations do not necessarily increase the peak ozone concentration, and may even cause it to decrease. It is found that ozone formation is generally limited by NOx in the summer and is mostly limited by VOC in the fall in Sacramento. Of the three Hydrogen pathways, the truck delivery pathway contributes the most to ozone precursor emissions. Ozone precursor emissions from the truck pathway at 9% market penetration can cause additional 3-h average VOC (or NOx) concentrations up to approximately 0.05% (or 1%) of current pollution levels, and at 20% market penetration up to approximately 0.1% (or 2%) of current pollution levels. However, all of the Hydrogen pathways would result in very small (either negative or positive) changes in ozone air quality. In some cases they will result in worse ozone air quality (mostly in July, August, and September), and in some cases they will result in better ozone air quality (mostly in October). The truck pathway tends to cause a much wider fluctuation in degradation or improvement of ozone air quality: percentage changes in peak ozone concentrations are approximately −0.01% to 0.04% for the assumed 9% market penetration, and approximately −0.03% to 0.1% for the 20% market penetration. Moreover, the 20% on-site pathway occasionally results in a decrease of about −0.1% of baseline ozone pollution. Compared to the current ambient pollution level, all three Hydrogen pathways are unlikely to cause a serious ozone problem for market penetration levels of HFCVs in the 9–20% range.
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A Path to Hydrogen
2005Co-Authors: Joan M Ogden, Daniel SperlingAbstract:In early 2003, the Institute of Transportation Studies at UC Davis (ITS-Davis) launched the Hydrogen Pathways program with questions about the future of Transportation and the Hydrogen economy. The primary goal of the four-year, research consortium is to evaluate technical, economic, environmental, business, and policy implications of a Hydrogen Transportation future and to engage energy, automotive, investment, and government stakeholders.
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Developing an infrastructure for Hydrogen vehicles: A Southern California case study
International Journal of Hydrogen Energy, 1999Co-Authors: Joan M OgdenAbstract:We have examined the technical feasibility and economics of developing a Hydrogen vehicle refueling infrastructure for a specific area where zero emission vehicles are being considered, Southern California. Potential Hydrogen demands for zero emission vehicles are estimated. We then assess in detail several near term possibilities for producing and delivering gaseous Hydrogen Transportation fuel including: (1) Hydrogen produced from natural gas in a large, centralized steam reforming plant, and truck delivered as a liquid to refueling stations: (2) Hydrogen produced in a large, centralized steam reforming plant, and delivered via small scale Hydrogen gas pipeline to refueling stations: (3) by-product Hydrogen from chemical industry sources; (4) Hydrogen produced at the refueling station via small scale steam reforming of natural gas; and (5) Hydrogen produced via small scale electrolysis at the refueling station. The capital cost of infrastructure and the delivered cost of Hydrogen are estimated for each Hydrogen supply option. Hydrogen is compared to other fuels for fuel cell vehicles (methanol, gasoline) in terms of vehicle cost, infrastructure cost and lifecycle cost of Transportation. Finally, we discuss possible scenarios for introducing Hydrogen as a fuel for fuel cell vehicles.
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Hydrogen energy systems studies. Final technical report
1996Co-Authors: Joan M Ogden, T. Kreutz, S. Kartha, L. IwanAbstract:The results of previous studies suggest that the use of Hydrogen from natural gas might be an important first step toward a Hydrogen economy based on renewables. Because of infrastructure considerations (the difficulty and cost of storing, transmitting and distributing Hydrogen), Hydrogen produced from natural gas at the end-user`s site could be a key feature in the early development of Hydrogen energy systems. In the first chapter of this report, the authors assess the technical and economic prospects for small scale technologies for producing Hydrogen from natural gas (steam reformers, autothermal reformers and partial oxidation systems), addressing the following questions: (1) What are the performance, cost and emissions of small scale steam reformer technology now on the market? How does this compare to partial oxidation and autothermal systems? (2) How do the performance and cost of reformer technologies depend on scale? What critical technologies limit cost and performance of small scale Hydrogen production systems? What are the prospects for potential cost reductions and performance improvements as these technologies advance? (3) How would reductions in the reformer capital cost impact the delivered cost of Hydrogen Transportation fuel? In the second chapter of this report the authors estimate the potential demand for Hydrogen Transportation fuel in Southern California.
Didier Dalmazzone - One of the best experts on this subject based on the ideXlab platform.
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Optimizing Hydrogen Transportation system for mobility via compressed Hydrogen trucks
International Journal of Hydrogen Energy, 2019Co-Authors: Amin Lahnaoui, Christina Wulf, Heidi Heinrichs, Didier DalmazzoneAbstract:Abstract The use of Hydrogen in road Transportation is one of the promising alternatives to conventional fuel. However, the definition of an adequate cost-effective infrastructure is still the main barrier restraining its deployment. Therefore, this study aims to provide the minimum cost related to deploying Hydrogen infrastructure based on the use of compressed gas trucks (CGT) at different pressure levels ranging from 250 to 540 bar. The levelized cost of transporting Hydrogen ( L C O T H ) is first formulated as a function of the transported capacity and distance, and includes the costs related to compression, storage and road Transportation. L C O T H is then minimized by optimizing the capacities transported by each CGT. L C O T H decreased with the transported capacity and increased with the trip distance. This cost varied from 2.7 €/kg to 0.45 €/kg with an additional peak of 0.6 €/kg around 350 km due to labour cost. Furthermore, the share of CGT at 540 bar increased with both distance and Hydrogen demand from 15% below 100 km and one tonnes per day, to 99% above 100 km and 50 tonnes per day.
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Building an optimal Hydrogen Transportation system for mobility, focus on minimizing the cost of Transportation via truck
Energy Procedia, 2017Co-Authors: Amin Lahnaoui, Christina Wulf, Didier DalmazzoneAbstract:Abstract The approach developed aims to identify the methodology that will be used to deliver the minimum cost for Hydrogen infrastructure deployment using a mono-objective linear optimisation. It focuses on minimizing both capital and operation costs of the Hydrogen Transportation based on Transportation via truck which represents the main focus of this paper and a cost-minimal pipeline system in the case of France and Germany. The paper explains the mathematical model describing the link between the Hydrogen production via electrolysers and the distribution for mobility needs. The main parameters and the assumed scenario framework are explained. Subsequently, the Transportation of Hydrogen via truck using different states of aggregation is analysed, as well as the transformation and storage of Hydrogen. This is used finally to build a linear programming aiming to minimize the sum of costs of Hydrogen Transportation between the different nodes and transformation/storage within the nodes.
Christina Wulf - One of the best experts on this subject based on the ideXlab platform.
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Optimizing Hydrogen Transportation system for mobility via compressed Hydrogen trucks
International Journal of Hydrogen Energy, 2019Co-Authors: Amin Lahnaoui, Christina Wulf, Heidi Heinrichs, Didier DalmazzoneAbstract:Abstract The use of Hydrogen in road Transportation is one of the promising alternatives to conventional fuel. However, the definition of an adequate cost-effective infrastructure is still the main barrier restraining its deployment. Therefore, this study aims to provide the minimum cost related to deploying Hydrogen infrastructure based on the use of compressed gas trucks (CGT) at different pressure levels ranging from 250 to 540 bar. The levelized cost of transporting Hydrogen ( L C O T H ) is first formulated as a function of the transported capacity and distance, and includes the costs related to compression, storage and road Transportation. L C O T H is then minimized by optimizing the capacities transported by each CGT. L C O T H decreased with the transported capacity and increased with the trip distance. This cost varied from 2.7 €/kg to 0.45 €/kg with an additional peak of 0.6 €/kg around 350 km due to labour cost. Furthermore, the share of CGT at 540 bar increased with both distance and Hydrogen demand from 15% below 100 km and one tonnes per day, to 99% above 100 km and 50 tonnes per day.
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optimizing Hydrogen Transportation system for mobility by minimizing the cost of Transportation via compressed gas truck in north rhine westphalia
Applied Energy, 2018Co-Authors: Ami Lahnaoui, Christina Wulf, Heidi Heinrichs, Didie DalmazzoneAbstract:Abstract This study develops a method to identify the minimum cost of establishing Hydrogen infrastructure using a mono-objective linear optimization. It focuses on minimizing both the capital and operation costs of Hydrogen Transportation. This includes costs associated with the establishment of storage and compression facilities as well as Transportation links. The overarching goal of the study is therefore to build a cost-efficient Transportation network using compressed gas trucks for mobility and to apply it to the federal state of North Rhine-Westphalia by 2050. It is assumed that Hydrogen production will be established by 2050 and, based on excess electricity from wind energy in North Rhine-Westphalia and the surrounding areas, limited by the projected installed wind installed capacity by 2050. Hydrogen is then distributed as a compressed gas, depending on the Hydrogen demand of a given year, for each NUTS 3 district of North Rhine-Westphalia in 2030 and 2050. The results show that the Hydrogen demand on the region, which increases from 2030 to 2050, has an impact on how and at which flow Hydrogen demand is transported from the production nodes to the different distribution hubs. In 2050, Hydrogen is predominantly transported and stored between the storage nodes and the distribution hubs at a high-pressure level of 500 and 540 bar, whilst it is mainly transported at 250 and 350 bar in 2030. Production is predominantly found to be transported at high pressure for both years and located in the region in 2030, whereas imports from the south and north are required in 2050.
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Assessment of Selected Hydrogen Supply Chains—Factors Determining the Overall GHG Emissions
Hydrogen Supply Chains, 2018Co-Authors: Anne Rödl, Christina Wulf, Martin KaltschmittAbstract:Abstract Implementing Hydrogen as a Transportation fuel in an environmentally sound way necessarily requires a sustainable concept for the provision of the Hydrogen used as a fuel. However, there are various possibilities for generating Hydrogen from renewable and fossil sources of energy. For example, Hydrogen production from wind energy or solar radiation via electrolysis or from biogas via steam methane reforming are methods currently under discussion. However, there are many other provision chains, and the environmental performance of such chains is significantly influenced by their design, that is, the location and type of Hydrogen production, the distances involved, and the pressure for Hydrogen Transportation. Therefore, the overall goal of this chapter is to assess different possible Hydrogen supply chains for greenhouse gas (GHG) emissions from a life cycle perspective. Additionally, the sensitivity of the GHG emissions to the design of the provision chain (e.g., Transportation distances, location of the production facility) will be assessed. Different framework conditions, such as electricity or feedstock provision, are also analyzed. Based on these variations, promising Hydrogen provision chains with minimized GHG emissions will be identified for the mobility sector.
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Building an optimal Hydrogen Transportation system for mobility, focus on minimizing the cost of Transportation via truck
Energy Procedia, 2017Co-Authors: Amin Lahnaoui, Christina Wulf, Didier DalmazzoneAbstract:Abstract The approach developed aims to identify the methodology that will be used to deliver the minimum cost for Hydrogen infrastructure deployment using a mono-objective linear optimisation. It focuses on minimizing both capital and operation costs of the Hydrogen Transportation based on Transportation via truck which represents the main focus of this paper and a cost-minimal pipeline system in the case of France and Germany. The paper explains the mathematical model describing the link between the Hydrogen production via electrolysers and the distribution for mobility needs. The main parameters and the assumed scenario framework are explained. Subsequently, the Transportation of Hydrogen via truck using different states of aggregation is analysed, as well as the transformation and storage of Hydrogen. This is used finally to build a linear programming aiming to minimize the sum of costs of Hydrogen Transportation between the different nodes and transformation/storage within the nodes.
Danxi Liang - One of the best experts on this subject based on the ideXlab platform.
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Optimal Investment of Electrolyzers and Seasonal Storages in Hydrogen Supply Chains Incorporated With Renewable Electric Networks
IEEE Transactions on Sustainable Energy, 2020Co-Authors: Jin Lin, Hongcai Zhang, Yonghua Song, Chen Gang, Lijie Ding, Danxi LiangAbstract:Converting surplus renewable electricity into Hydrogen by electrolyzers has been recognized as a promising scheme to reduce renewable energy spillage and to meet the increasing Hydrogen demand. However, the scheme is challenged by the inherent spatiotemporal imbalance between renewable energy and Hydrogen demand. Seasonal storages and interregional Hydrogen supply chains (HSCs) are commonly employed in the literature to eliminate this imbalance, but long-distance Hydrogen Transportation can be costly. In this paper, we incorporated the electric network (EN) into the HSC for its ability to promptly and economically deliver energy at long distances. The uniform hierarchical time discretization method is utilized to achieve the unified operation of the HSC and the EN. On this basis, an integrated HSC-EN model is elaborated upon to investigate the optimal investment and operation of electrolyzers and storage. Finally, an industrial case in Sichuan province, China is analyzed to illustrate the benefits of incorporating the EN to reduce the investment cost and improve electrolyzers’ utilization.
Valerio Cozzani - One of the best experts on this subject based on the ideXlab platform.
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Safety assessment of envisaged systems for automotive Hydrogen supply and utilization
International Journal of Hydrogen Energy, 2010Co-Authors: Gabriele Landucci, Alessandro Tugnoli, Valerio CozzaniAbstract:A novel consequence-based approach was applied to the inherent safety assessment of the envisaged Hydrogen production, distribution and utilization systems, in the perspective of the widespread Hydrogen utilization as a vehicle fuel. Alternative scenarios were assessed for the Hydrogen system chain from large scale production to final utilization. Hydrogen Transportation and delivery was included in the analysis. The inherent safety fingerprint of each system was quantified by a set of Key Performance Indicators (KPIs). Rules for KPIs aggregation were considered for the overall assessment of the system chains. The final utilization stage resulted by large the more important for the overall expected safety performance of the system. Thus, comparison was carried out with technologies proposed for the use of other low emission fuels, as LPG and natural gas. The hazards of compressed Hydrogen-fueled vehicles resulted comparable, while reference innovative Hydrogen technologies evidenced a potentially higher safety performance. Thus, switching to the inherently safer technologies currently under development may play an important role in the safety enhancement of Hydrogen vehicles, resulting in a relevant improvement of the overall safety performance of the entire Hydrogen system.
