Hydrogen infrastructure build-up for automotive applications

Some lessons for the introduction of hydrogen fueled vehicles can be learned from experience gained by the introduction of natural gas fueled vehicles, either in Europe or in Argentina. While the European efforts have failed, at least until today, Argentina has achieved a remarkable market share of about 20% natural gas vehicles since the early 80ies. Beyond a short review on the constituents of a hydrogen refueling infrastructure, the Compressed Natural Gas (CNG)-example is analyzed to formulate some ‘must be’s’ for the successful introduction of hydrogen refueling infrastructure: Clear concerted signals have to be sent by all important players, the politicians as well as the involved industry from car producers to fuel suppliers. Bi-fueled hybrid vehicles are not seen as a proper tool, as they are forcing neither the user to look for hydrogen nor the supplier to provide hydrogen. After general considerations, various strategies and policies of different countries and manufacturers are reviewed. For instance, the electric hybrid cars as already today introduced by some Japanese manufacturers offer the chance of settling a maintenance infrastructure for electric drive systems already today which can be easily extended to cover full fuel cell drive systems, once they are available.     

Implementing the hydrogen economy

In the Icelandic community the use of renewable energy and the tests with a clean domestic fuel that most people refer to as the fuel of the future have become the points of focus. In Reykjavik this future has arrived. Hydrogen is used currently as the energy carrier within the public transportation system and is electrolyzed from water with hydroelectric power and leaves the system as water again.A small collaboration platform, Icelandic New Energy Ltd (INE), has been working on projects related to hydrogen as an energy carrier since 1999. A number of projects and feasibility studies are currently being carried out in Reykjavik, revolving around the issue of making hydrogen domestically from water and renewable energy (hydro and geothermal power), abundant local resources.In April 2003 the first electrolytic hydrogen production, compression and filling station was inaugurated in Reykjavik. The refueling station is designed to be open to public services. The hydrogen station is a delivery to be tested within the project ECTOS, the Ecological City Transport System — a fuel cell bus demonstration running between 2003 and 2005. A socioeconomic and environmental research methodology has been established and followed for three years now. The outcomes of ECTOS are needed to establish the basis of further decisions of integrating hydrogen into societal functions. Amongst the undertakings is a forecast for the scale and costs of the essential infrastructure. General surveys have shown that Icelanders have a high general acceptance towards using hydrogen as a fuel for the transportation sector and fishing vessels. Therefore it is presumed that hydrogen fuel stations need only to be established in a limited number before hydrogen fuel vehicles can be introduced in the public market. Yet, a realistic time-frame depends on the hands-on experience, the performance and availability of the equipment in the market. In 2005 the outcomes and experiences from the ECTOS project will be published.     

燃料电池汽车燃料储运方案经济性分析

综合案例研究结果，结合氢气、甲醇在不同储运方式时的成本，从固定设计成本、尾气排放、燃料价格、汽车造价4个方面比较了氢气、甲醇、汽油3种燃料电池汽车的经济性。结果表明：（1）直接氢燃料电池是燃料电池汽车的首选动力；（2）天然气重整制氢是目前氢燃料电池汽车获得燃料优先考虑的方式；（3）高压氢气、液氢是当前燃料电池汽车的首选燃料。     

个人乘用车用可替代燃料与我国未来的选择

个人乘用车排放量占道路交通运输二氧化碳(CO2)排放量的三分之一。因此,逐步实现其燃料由传统石化燃料汽柴油向新能源转变是交通运输行业低碳减排和绿色发展的重要抓手之一。本文对当前可供个人乘用车使用的4大类新能源即生物燃油、燃料乙醇、氢和电的属性,特别是其CO2减排效果和使用成本进行了分析和对比,并对新能源加注(充电)设施在欧盟和美国的布局战略和实施成果进行了介绍。结合欧美的实践和中国的实际,本文提出了未来个人乘用车用可替代燃油布局的建设,建议我国直接从传统石化汽油跨越至氢和/或电,并将其作为未来个人乘用车的燃料。     

燃料电池汽车氢源基础设施的生命周期评价

为了推动生命周期评价的应用和发展并为我国制定燃料电池汽车氢源基础设施的近期规划提供参考,根据现有的生产、储存和输运氢的技术,针对燃料电池汽车氢源基础设施,设计了10种可行方案,运用生命周期评价方法对这些方案的环境影响进行了全面评价,得到了每种方案的分类环境效应标准化指标,并对若干参数进行了敏感性分析.结果表明,环境性最好的燃料电池汽车氢源基础设施方案是:天然气集中制氢厂制氢,然后用管道将氢气输运到加注站,加注给以氢气为燃料的燃料电池汽车.     

Development and demonstration of fuel cell vehicles and supporting infrastructure in China

The demand for urban transportation in China, including cars, motorbikes, buses, and trains, is growing substantially. China’s transportation fleet is projected to expand from 16 to 94 million vehicles between 2000 and 2020, with liquid and electricity transport fuel demand growing from about 5 Quadrillion British Thermal Units (Quads) to over 20 Quads in 2035. In response to energy security, economic growth and environmental protection needs, Chinese government agencies, academia and the private sector have organized their programs and investments to advance development and demonstration of sustainable alternative transportation systems. This analysis surveys historic development of fuel cell vehicle (FCV) including fuel cell buses (FCB) technology in China, summarizes recent efforts to scale-up FCV development and associated infrastructure in major Chinese cities, and briefly addresses future directions in Chinese fuel cell and hydrogen energy technology development. Since the late 1990’s, Chinese universities, government institutions and the private sector have implemented research, development, demonstration and deployment programs for electric (EV), fuel cell (FCV), and hybrid electric vehicles (HEV). These efforts have advanced the feasibility of FCVs to be a part of sustainable urban transportation system, including technical performance, infrastructure, and customer acceptance. Three generations of FCVs, START I, START II and START III have been developed, demonstrated and deployed. Similarly, several generations of FCBs have been developed and demonstrated. Collectively, these efforts have demonstrated and deployed over 1,000 FCBs and FCVs in several Chinese cities. Large-scale, intensive-use FCV and FCB demonstration trials, including those during the 2008 Beijing Olympics and the 2010 Shanghai World Exposition (EXPO), have been successfully built and operated. Infrastructure, such as hydrogen production facilities, fuelling stations, and maintenance stations have been constructed and operated to support the fleets of FCBs and FCVs. Experiences learned from these FCV research, development, and demonstration activities are the foundation for scaling up infrastructure and fleet trials in a growing number of cities in eastern and western China. An aggressive research and development vision and 2020 technology performance targets provide a foundation for the next generation of EVs, FCVs and HEVs, and, options for China’s efforts to develop a portfolio of sustainable transportation systems.     

Advancing Towards a Hydrogen Energy Economy: Status,Opportunities and Barriers

Performance reliability advances and cost reductions have been achieved with hydrogen and fuel cell technologies in both the transportation and distributed energy sectors. This paper reviews the status of hydrogen and fuel cell technologies, identifies key business and policy drivers for the hydrogen economy, critically examines key barriers to implementing the hydrogen economy, identifies and discusses key national initiatives to advance the hydrogen economy, and identifies and discusses key intergovernmental initiatives and activities to advance the hydrogen economy. Hydrogen and fuel cell technology advances, coupled with a reduction in costs and improvements in performance reliability, present new opportunities for developed and developing countries to achieve energy, economic and environmental security. Substantial national research and development investments in hydrogen production, storage, transport, end-use technologies (e.g., fuel cells), safety and public education underscore future opportunities. Intergovernmental bodies such as Asia Pacific Economic Cooperation (APEC), International Energy Agency (IEA) and the International Partnership for the Hydrogen Economy (IPHE) provide a multilateral framework for development of a global hydrogen economy. While the pathway forward for the hydrogen economy is precarious alternative energy options offer substantially fewer public benefits.     

加油站油气回收应用问题研究

通过对已进行油气回收改造加油站的现场测试,发现在使用过程中存在的问题,利用软件模拟了卸油及加油油气回收的管道阻力,找出了卸油速度慢及加油油气回收能耗偏高的原因,同时分析了卸油、加油及油气排放处理环节的经济指标,给出了提高加油站油气回收系统效果的建议措施.     

山西省庞泉沟大气环境背景监测站建设经验探讨

建设国家级大气环境背景监测站是系统掌握区域性大气环境质量,是大气环境管理重要的基础性工作。本研究以山西省庞泉沟大气环境背景监测站建设为例,基于站点选址原则、选取方法说明的基础上,介绍了庞泉沟大气环境背景监测站点位确定的考量因素,以及该站点基建内容、监测项目和质量控制体系等建设、运行情况,并梳理了该站建设、运行过程中的仍存在问题及改进建议,期望对中国同类型大气环境背景监测站建设、运行提供借鉴与参考。     

燃煤工业锅炉污染物协同治理与超低排放技术研究

工业锅炉不同于电站锅炉,其规模小、负荷波动较大,且大多燃用未经洗选加工的原煤,故燃煤工业锅炉的污染物治理不能简单沿用当前电站锅炉的治理模式。基于燃煤工业锅炉污染物排放和治理现状,结合国家和地区大气污染物排放标准和企业发展方向,从工艺技术路线、关键技术装备、智能监控等方面进行研究,因地制宜进行污染物的协同治理和高效脱除并实现超低排放。     

Vehicular volatile organic compounds losses due to refueling and diurnal process in China: 2010–2050

Volatile organic compounds (VOCs) are crucial to control air pollution in major Chinese cities since VOCs are the dominant factor influencing ambient ozone level, and also an important precursor of secondary organic aerosols. Vehicular evaporative emissions have become a major and growing source of VOC emissions in China. This study consists of lab tests, technology evaluation, emissions modeling, policy projections and cost-benefit analysis to draw a roadmap for China for controlling vehicular evaporative emissions. The analysis suggests that evaporative VOC emissions from China's light-duty gasoline vehicles were approximately 185,000 ton in 2010 and would peak at 1,200,000 ton in 2040 without control. The current control strategy implemented in China, as shown in business as usual (BAU) scenario, will barely reduce the long-term growth in emissions. Even if Stage II gasoline station vapor control policies were extended national wide (BAU + extended Stage II), there would still be over 400,000 ton fuel loss in 2050. In contrast, the implementation of on-board refueling vapor recovery (ORVR) on new cars could reduce 97.5% of evaporative VOCs by 2050 (BAU + ORVR/BAU + delayed ORVR). According to the results, a combined Stage II and ORVR program is a comprehensive solution that provides both short-term and long-term benefits. The net cost to achieve the optimal total evaporative VOC control is approximately 62 billion CNY in 2025 and 149 billion CNY in 2050.     

Hydrogen and transportation: alternative scenarios

If hydrogen (H₂) is to significantly reduce greenhouse gas emissions and oil use, it needs to displace conventional transport fuels and be produced in ways that do not generate significant greenhouse gas emissions. This paper analyses alternative ways H₂ can be produced, transported and used to achieve these goals. Several H₂ scenarios are developed and compared to each other. In addition, other technology options to achieve these goals are analyzed. A full fuel cycle analysis is used to compare the energy use and carbon (C) emissions of different fuel and vehicle strategies. Fuel and vehicle costs are presented as well as cost-effectiveness estimates. Lowest hydrogen fuel costs are achieved using fossil fuels with carbon capture and storage. The fuel supply cost for a H₂ fuel cell car would be close to those for an advanced gasoline car, once a large-scale supply system has been established. Biomass, wind, nuclear and solar sources are estimated to be considerably more expensive. However fuel cells cost much more than combustion engines. When vehicle costs are considered, climate policy incentives are probably insufficient to achieve a switch to H₂. The carbon dioxide (CO₂) mitigation cost would amount to several hundred US$ per ton of CO₂. Energy security goals and the eventual need to stabilize greenhouse gas concentrations could be sufficient. Nonetheless, substantial development of related technologies, such as C capture and storage will be needed. Significant H₂ use will also require substantial market intervention during a transition period when there are too few vehicles to motivate widely available H₂ refueling.

美国自助加油安全法规浅析及国内现状分析

回顾了自助加油的发展历程,对美国的自助加油安全法规进行了分析,针对目前我国自助加油存在的问题,提出了建议。     

加油站分散式油气回收工艺的研究

针对加油站油品蒸发损耗及降耗工艺应用问题,提出新的油库与加油站＂分散式油气回收工艺＂,建立了其经济模型,推导出系统的计算公式,并就某城市加油站分散式油气回收系统进行了具体的经济评价计算。并将计算结果同传统的加油站油气回收系统的经济计算结果进行了比较,比较结果表明：分散式油气回收工艺较传统的加油站油气回收系统具有更好的经...     

Partnerships in creating agile sustainable development communities

The key to clean, renewable and healthy futures for society(s) can be seen in the need to consider how all infrastructure areas such as water, waste and transportation, energy are treated. And to focus attention on the emerging commercial technologies (such as hydrogen fuel cell vehicles) that will be available regionally and then globally within the next five to ten years. Planning and investing now for that future will prove to be prudent and cost effective. Public-private partnerships, known as “civic markets“ can create and provide “funds” such as public bonds along with private sector innovation and markets on the regional, state and national levels. Similar bond funds have been passed by the electorate in California, most recently for stem cell research (USA$3 billion). Public support to promote funding for sustainable communities has also been demonstrated with bond funds for water, forests and land preservation.“Agile energy systems” are flexible and adapt to change effectively and efficiently for economic, environmental and social benefits, the triple bottom line. However, there needs to be collaboration between the pubic and private sectors in creating them. Such civic markets can from new associations of communities, cities and nation-states that might be useful to plan public policies and create the “government market“ in terms of procurement and coordination of public resources for renewable energy on-site and central grid power generation. One suggestion is to form an “Association of Agile Energy Cities or communities.”     

重点行业/领域碳达峰路径研究方法

区域化石能源消费量与碳排放量往往集中于少数高能耗、高排放的重点行业和领域. 重点行业/领域的产业规模、能源结构和碳排放变化直接决定区域碳排放达峰时间、达峰质量和峰值大小. 研究重点行业/领域碳达峰路径,是实现碳排放分区管控、落实行业减排责任和推动区域碳排放总量达峰的重要基础. 本研究构建了一种重点行业/领域碳达峰路径研究方法,涵盖宏观目标约束、边界和范围确定、宏观需求预测、行业关联耦合四大模块. 该方法提供了在区域经济社会发展和碳达峰目标双约束下,不同行业/领域碳排放达峰的路径优化选择. 在充分考虑国民经济社会发展需求、行业发展技术特点、国内外进出口变化的基础上,宏观预测重点行业/领域发展规模与需求变化,同时结合以技术为核心的MESSAGE模型建立动态反馈机制,分析产业链上下游供需关系,建立行业内、行业间能量流、物质流耦合关系,通过不断迭代优化确立各行业/领域未来发展需求,并建立不同发展情景,综合研判各情景提出重点行业/领域碳达峰目标与路径. 该方法满足国家、省份、城市等不同区域尺度的重点行业/领域碳排放路径分析与减排措施、成本效益、政策保障评估.      

Economic impact of the integration of alternative vehicle technologies into the New Zealand vehicle fleet

A multi-regional integrated energy systems model is developed to assess the economic impact of hydrogen fuel cell, hydrogen internal combustion, and battery electric technologies on the economy of New Zealand. Base case results suggest that a hydrogen fuel dominant vehicle fleet offers economic savings over a conventional fleet but requires the largest sequestration capacity as 75% of hydrogen fuel production is derived from fossil fuel. When the oil price is varied from US$120 to US$240 per barrel in 2030, and the carbon tax varied from US$30 to US$90 per tonne of CO₂ equivalent, the change in savings ranges from ?65% to +25%.     

The impact of climate change mitigation on water demand for energy and food: An integrated analysis based on the Shared Socioeconomic Pathways

Climate change mitigation, in the context of growing population and ever increasing economic activity, will require a transformation of energy and agricultural systems, posing significant challenges to global water resources. We use an integrated modelling framework of the water-energy-land-climate systems to assess how changes in electricity and land use, induced by climate change mitigation, impact on water demand under alternative socioeconomic (Shared Socioeconomic Pathways) and water policy assumptions (irrigation of bioenergy crops, cooling technologies for electricity generation). The impacts of climate change mitigation on cumulated global water demand across the century are highly uncertain, and depending on socioeconomic and water policy conditions, they range from a reduction of 15,000 km³ to an increase of more than 160,000 km³. The impact of irrigation of bioenergy crops is the most prominent factor, leading to significantly higher water requirements under climate change mitigation if bioenergy crops are irrigated. Differences in socioeconomic drivers and fossil fuel availability result in significant differences in electricity and bioenergy demands, in the associated electricity and primary energy mixes, and consequently in water demand. Economic affluence and abundance of fossil fuels aggravate pressures on water resources due to higher energy demand and greater deployment of water intensive technologies such as bioenergy and nuclear power. The evolution of future cooling systems is also identified as an important determinant of electricity water demand. Climate policy can result in a reduction of water demand if combined with policies on irrigation of bioenergy, and the deployment of non-water-intensive electricity sources and cooling types.     

High-resolution spatial distribution of greenhouse gas emissions in the residential sector

The development of high-resolution greenhouse gas (GHG) inventories is an important step towards emission reduction in different sectors. However, most of the spatially explicit approaches that have been developed to date produce outputs at a coarse resolution or do not disaggregate the data by sector. In this study, we present a methodology for assessing GHG emissions from the residential sector by settlements at a fine spatial resolution. In many countries, statistical data about fossil fuel consumption is only available at the regional or country levels. For this reason, we assess energy demand for cooking and water and space heating for each settlement, which we use as a proxy to disaggregate regional fossil fuel consumption data. As energy demand for space heating depends heavily on climatic conditions, we use the heating degree day method to account for this phenomenon. We also take the availability of energy sources and differences in consumption patterns between urban and rural areas into account. Based on the disaggregated data, we assess GHG emissions at the settlement level using country and regional specific coefficients for Poland and Ukraine, two neighboring countries with different energy usage patterns. In addition, we estimate uncertainties in the results using a Monte Carlo method, which takes uncertainties in the statistical data, calorific values, and emission factors into account. We use detailed data on natural gas consumption in Poland and biomass consumption for several regions in Ukraine to validate our approach. We also compare our results to data from the EDGAR (Emissions Database for Global Atmospheric Research), which shows high agreement in places but also demonstrates the advantage of a higher resolution GHG inventory. Overall, the results show that the approach developed here is universal and can be applied to other countries using their statistical information.

     

Distributed economies – A new engine for innovation

This article introduces the concept of distributed economies (DE) as a fresh strategy to guide industrial development towards becoming more sustainable. The concept calls for a transformation in the industrial system towards DE departing from the socio-economically and environmentally unsustainable dynamics associated with large-scale, centralised production units that are favoured by neoclassical economic drivers. With DE, a selective share of production is distributed to regions where a diverse range of activities are organised in the form of small-scale, flexible units that are synergistically connected with each other and prioritise quality in their production. However, rather than the total abolishment of large-scale production, our argument concentrates on finding a renewed balance between large- and small-scale and between resource flows that take place within and across regional boundaries. Other desirable characteristics of production units compatible with DE are elaborated. The paper concludes by calling for the deployment of the vast amount of globally and regionally available knowledge for the formation of regionally adapted strategies to create dynamically “self-organizing” business environments.