Under Construction
It has been claimed that hydrogen is a fuel which can potentially contribute to decarbonising our world – because when it is burned it only generates H2O – water. This is based on the use of hydrogen fuel cells eg for heavy vehicles like trucks and buses. Linde is one company pushing hydrogen to fuel heavy vehicles. However the use of hydrogen with internal combustion engines may generate another pollutant – NOx aka Nitrous Oxides. Are the concerns all hype – or are there are still challenges ahead? Can any issues be mitigated? And what of Safety concerns? And why is research being carried out on liquid organic hydrogen-carrying compounds, known as LOHCs or carriers in their English terminology? What about claims that the main challenge in the storage and transportation of hydrogen lies in its low energy capacity per unit volume, which implies the need for large volumes of hydrogen to transport a significant amount of energy?.
- Challenges and Concerns
- Nitrous Oxides – NOx
- Hydrogen Fuel Cells
- Hydrogen and ICE’s – Internal Combustion Engines
- Hydrogen and Power Stations
- Hydrogen – Ammonia
- Hydrogen Ammonia and Air / Sea Transport
- Hydrogen-Related Safety being considered in Green Energy
Some sources:
Challenges and Concerns
Wikipedia – Hydrogen Vehicles
NSW Government Report – 2017 – Technology Study – Alternative Fuels – reading this indicates how much evolution on Hydrogen there has been since it was published
The Past, Present and Future of Hydrogen Vehicles: 2023 Update
European TSOs agree to study Nordic-Baltic hydrogen pipeline
The Hydrogen Stream: IEA says just 7% of planned capacity to go online by 2030 – 1,
Chung-Ang University researchers develop a low-cost catalyst for green hydrogen production
Water’s Role in Producing Sustainable Green Hydrogen Power
Green Hydrogen Will Become The 21st Century Version Of Oil
Vattenfall Scraps Hydrogen Turbine Pilot Project – Vattenfall has decided to cancel the Hydrogen Turbine 1 (HT1) project offshore Aberdeen, Scotland, almost two years after the firm began developing it. However, the project helped enable the creation of a regulatory and consenting regime for offshore hydrogen transportation and storage in the UK, according to the Swedish company…The Hydrogen Turbine 1 (HT1) project was said to bring the world its first hydrogen-producing offshore wind turbine as it involved placing an electrolyser directly onto one of the eleven 8.8 MW operational turbines at Vattenfall’s offshore wind farm. The hydrogen at sea would be piped to shore at Aberdeen Harbor. According to our previous news, HT1 would be able to produce enough hydrogen every day to power a hydrogen bus to travel 24,000 kilometres.
Topsoe to build US electrolyzer factory – Facility in Virginia to manufacture Solid Oxide Electrolyzer Cells for green hydrogen production..The decision by Topsoe to announce its plan for its largest investment in the US to date comes after the company received an allocation for nearly US$136m in federal Section 48C tax credits from the Inflation Reduction Act. Subject to final investment decision, this more than US$400m investment is expected to create at least 150 direct jobs in Virginia and more than 1000 indirect positions through the value chain.
SSE, Equinor Ditch Green Hydrogen Plans for Dogger Bank D Offshore Wind Farm – 1,
‘BP poised to buy Macquarie’s 15% stake in landmark $36bn green hydrogen project in Australia’: report – The ambitious project, being led by BP, would see 26GW of wind turbines and solar panels in northern Western Australia powering an estimated 14GW of electrolysers, producing 1.6 million tonnes of renewable H2 or nine million tonnes of green ammonia annually. The majority of the output would be exported to countries such as South Korea and Japan…BP currently has a 48.32% equity stake in the $36bn, 6,500sq km project, which would rise to 63.57% if it were to buy out Macquarie. The remaining shares in the AREH are owned by its original developers, independent producers InterContinental Energy (26.39%) and CWP Global (10.04%).
Fury as Shell ‘bets on climate action failure’ with watered-down emissions cuts – Oil giant claims carbon capture, hydrogen and renewable energy will keep carbon intensity falling despite LNG growth pivot
Middle East Green Hydrogen Gains Momentum
First Hydrogen achieves record distances during FCEV trials with Wales & West
RWE seeks views on Welsh hydrogen project
New Study Finds Treasury’s Proposed Time-Matching Rules Would Stifle Adoption of Green Hydrogen
Partners ink Malaysian hydrogen deal
Green hydrogen production from offshore wind energy in Vietnam
GE to provide turbines for world’s biggest hydrogen only power plant in Whyalla
Hydrogen hopefuls stare into valley of death as electrolyser bubble pops
Australian green hydrogen developer lands “confidence building” EU project
Green hydrogen can help pave the way for a sustainable energy future
Verano Energy unveils green H2, ammonia giga-project in Peru – 1,
Norway’s H2Carrier aims to harness powerful Arctic winds for giga-scale green hydrogen project – Developer will build 1.55GW of onshore wind and deploy world’s first floating ammonia production vessel..Norwegian developer H2Carrier has applied for permission to build two massive offshore wind farms in the most northeastern part of Norway in order to produce green hydrogen and ammonia. The intention is to build 1.55GW of wind power capacity on the north coast of the Finnmark region in order to produce green hydrogen and ammonia on board a floating vessel designed by the company and moored at the site. H2Carrier says its True North Green Ammonia project would produce 109,000 tonnes of green hydrogen a year at the site — suggesting an electrolyser size of about 1GW — and 610,000 tonnes of green ammonia.– 1
AM Green Ties Up With Envision Energy for Wind Turbines and Global Green Hydrogen Projects
Ingeteam consolidates its technological offering for the green hydrogen sector in 2024
Lhyfe wins French government grant for electrolyser in Le Havre
US grant prompts move to commercialise electrolyser technology – Thyssenkrupp Nucera plans to scale up and commercialise its electrolyser technologies to reduce costs after it was provisionally selected for a $50 million grant from the US Department of Energy (DOE).
Hydrogen: most nations’ plans to export to Europe don’t match reality. The EU should make it itself The report looks at six key countries with plans to export hydrogen to the EU: Norway, Chile, Egypt, Morocco, Namibia and Oman. T&E says these countries combined would only be able to deliver a quarter of the 10m tonnes targeted. So far, just 1% of the green hydrogen production planned by these nations has received financing. Though they may have great renewables potential, the huge investments needed to deliver on their own domestic decarbonisation – let alone for exporting hydrogen – are still not in sight (with the exception of Norway). Vast amounts of water are needed to make hydrogen (again, only Norway can avoid the significant water scarcity that this entails).
Green hydrogen for sustainable industrial development: A policy toolkit for developing countries This report by the United Nations Industrial Development Organization (UNIDO), IRENA and the German Institute of Development and Sustainability (IDOS) explores the benefits of green hydrogen production in developing countries. ISBN: 978-92-9260-579-7… This report challenges the prevailing narrative that green hydrogen is primarily a product for export from renewable-rich and industry-poor countries; rather, it underscores green hydrogen’s potential as a catalyst for sustainable development within developing countries that can contribute to economic growth, environmental sustainability and social progress. A central theme of the report is the promotion of a just transition approach to green hydrogen development.
Ocean Infinity takes delivery of eighth and final ammonia-ready Armada vessel
New Fortress Energy CEO on U.S. natural gas exports, hydrogen and renewable energy projects
Biohydrogen’s take into the net-zero equation
Green hydrogen provider completes objectives for offshore hydrogen platform Sealhyfe – 1, 2,
H2SEA Studies Monopile-Based Structures for Hydrogen Offshore Wind Turbines
Optimising air quality co-benefits in a hydrogen economy: a case for hydrogen-specific standards for NOx emissions – The use of hydrogen is not however without side-effects and the widely claimed benefit that only water is released as a by-product is only accurate when it is used in fuel cells. The burning of
hydrogen can lead to the thermal formation of nitrogen oxides (NOx – the sum of NO + NO2) via a mechanism that also applies to the combustion of fossil fuels. NO2 is a key air pollutant that is harmful in its own right and is a precursor to other pollutants of concern such as fine particulate matter and ozone. Minimising NOx as a by-product from hydrogen boilers and engines is possible through control of combustion conditions, but this can lead to reduced power output and performance. After-treatment and removal of NOx is possible, but this increases cost and complexity in appliances. Combustion applications therefore require optimisation and potentially lower hydrogen-specific emissions standards
if the greatest air quality benefits are to derive from a growth in hydrogen use
Australian hydrogen market study Sector analysis summary 24 May 2021 – an economic analysis focused on hydrogen fuel cell processes rather than hydrogen internal combustion engine technology & no mention of its associated NOX issues
Caterpillar announced the success of its collaboration with Microsoft and Ballard Power Systems to demonstrate the viability of using large-format hydrogen fuel cells to supply backup power for data centers. The demonstration provided valuable insights into the capabilities of fuel cell systems to power multi-megawatt data centers, ensuring uninterrupted power supply to meet 99.999% uptime requirements.
Automotive and green energy developer, First Hydrogen will begin vehicle trials with gas distribution network, Wales & West Utilities (WWU) later this month, involving First Hydrogen’s hydrogen fuel cell-powered vehicle (FCEV) operating from WWU’s Swansea depot.
Honda launches first plug-in hydrogen fuel cell EV – Problem is, there is nowhere to refuel them.
The apple isle is set to get a green hydrogen hub @ Bell Bay. We’re investing $70 million to help build a hydrogen hub in Bell Bay, Northern Tasmania. – 1, 2,
We’re investing $70 million to develop the Bell Bay hydrogen hub in Northern Tasmania, creating regional jobs and advancing Australia’s future as a renewable energy superpower.
Breaking Barriers: Reducing Electrolysis Costs to Fast-Track Green Hydrogen – The mass adoption of GH2 hinges on the rapid decline of the cost of renewable energy and cost of electrolysers
UK losing over $1bn a year from wasted offshore wind power
UOW – Future Fuels CRC – Future Fuel Technologies, Systems and Markets, Social Acceptance, Public Safety and Security of Supply, Network Lifecycle Management
Infinite energy? Dirt-powered fuel cell ‘can potentially last forever’ – a novel fuel cell powered entirely by microbes in dirt. This innovation, about the size of a standard paperback book, offers a promising renewable energy alternative to traditional batteries, which often contain toxic chemicals and have environmentally harmful supply chains.
Times of India – 2021 – No pollution: What stops hydrogen-powered cars from booming – Hydrogen fuel cell technology is riddled with complications – also Hydrogen-powered cars are significantly costlier than electric vehicles
Green Hydrogen – A New Frontier in Energy
H2IQ Hour: Addressing NOx Emissions from Gas Turbines Fueled with Hydrogen: Text Version
For hydrogen to be a climate solution, leaks must be tackled
Saul Griffiths of Electrify 2515 – Hydrogen Cars are a bad idea – 2022
Honda looks to build a $14 billion EV and battery plant in Canada
Industry first: Kenworth class-6 electric trucks get OEM-approved wireless charging
2019 – Hydrogen was the fuel of tomorrow, so what happened? – however more optimistic now in 2024?
What’s the Role of Hydrogen in the Clean Energy Transition?
At a fork in the road: Do hydrogen cars offer a better future than electric vehicles?
The Future of Green Hydrogen: Challenges and Opportunities in Decarbonization and Renewable Energy
Hydrogen, the future of combustion
NOx reduction strategies for high speed hydrogen fuelled vehicles
Will Hydrogen Trucks Replace Internal Combustion? – a comprehensive article covering a range of issues – worth a read
Automakers say they won’t try to push back EU’s 2035 ICE ban
Renewable Energy World – 2020 – Hydrogen hype in the air – covers similar perspectives to the InsideEPA.com paper
Green hydrogen production will grow more slowly than expected everywhere apart from China, says IEA
Green Hydrogen – In November 2022, Germany’s Energie Baden Württemberg and steelmaker Salzgitter Group signed one of Europe’s first power purchase agreements (PPAs) for hydrogen production. More have followed and with the European Union introducing rules to govern green hydrogen, an industry is planning for its future.
Hydrogen Value Chain – a cohesive value chain is essential for realising hydrogen’s potential, encompassing low-carbon hydrogen production, storage and distribution infrastructure, which align with end-user demand.
Natural Hydrogen: Paving the way for energy transition
Hydrogen Compared with Other Fuels
Why too much of nitrogen is a bad thing.
Countries must step up their joint efforts to reduce nitrogen waste by 2030
Nitrous Oxides – NOx
Is NOx really a problem?
VIEWPOINT: Green hydrogen is neither clean nor ‘green’ – Delaware Business -When hydrogen is burned, it pollutes the air, emitting oxides of nitrogen (NOx). In fact, the combustion of hydrogen emits six times as much NOx as burning methane. Times
Neither coal, nor gas, but hydrogen – Greenhouse gases from UK buildings must be virtually eliminated for the UK to meet its legally binding climate change targets, says the Committee on Climate Change. Natural gas is currently used to heat around 24 million UK homes, but for the UK to achieve net zero by 2050, natural gas will need to be phased out completely. One option is to replace natural gas with hydrogen and this is the goal of the government-funded, industry-led Hy4Heat programme. When hydrogen is burned, it produces water and heat, but no carbon. Hy4Heat aims to establish whether it is technically possible and safe to replace natural gas with hydrogen in both residential and commercial settings, in a way that is acceptable to consumers.
Royal Society of Chemistry – Environmental Science – Atmospheres – Optimising air quality co-benefits in a hydrogen economy: a case for hydrogen-specific standards for NOx emissions – The use of hydrogen is not however without side-effects and the widely claimed benefit that only water is released as a by-product is only accurate when it is used in fuel cells. The burning of hydrogen can lead to the thermal formation of nitrogen oxides (NOx – the sum of NO + NO2) via a mechanism that also applies to the combustion of fossil fuels. NO2 is a key air pollutant that is harmful in its own right and is a precursor to other pollutants of concern such as fine particulate matter and ozone. Minimising NOx as a by-product from hydrogen boilers and engines is possible through control of combustion conditions, but this can lead to reduced power output and performance. After-treatment and removal of NOx is possible, but this increases cost and complexity in appliances. Combustion applications therefore require optimisation and potentially lower hydrogen-specific emissions standards if the greatest air quality benefits are to derive from a growth in hydrogen use
Powermag When it comes to hydrogen, we’re probably overestimating NOx emissions. Here’s why – Researchers have found that a standard method to calculate NOx emissions can result in big errors when applied to hydrogen.
Hydrogen Fuel Cells
Road & Track – Why Don’t We Just Run Internal Combustion Engines on Hydrogen? – couldn’t we just redesign the typical piston engine to run on something cleaner, like hydrogen? …When you combust hydrogen, you get other emissions besides water vapor. Mainly, you get NOx, the toxic emission at the heart of the Volkswagen diesel emissions cheating scandal. If you’re looking for a clean alternative to gasoline, hydrogen’s NOx emissions take it out of the running. … The answer? Use hydrogen in a fuel cell to generate electricity. Fuel cells are far more efficient than internal combustion engines, and a hydrogen fuel cell has cleaner emissions than an internal-combustion hydrogen engine.
Australia’s cleanest garbage truck beating expectations in the Illawarra
Only Trucks 13.11.2023 – Hydrogen Highway Planned for WA for Cars, Trucks – Western Australia is planning to build a hydrogen highway with multiple green hydrogen refuelling stations in readiness for an expected increase in the availability of hydrogen fuel-cell vehicles, including trucks. The City of Perth this week signed an agreement with Frontier Energy to build the state’s first public hydrogen refuelling station on city-owned land in West Perth. Construction will be subject to approvals and a final investment decision. Frontier Energy managing director, Sam Lee Mohan, said a hydrogen refuelling station for fuel-cell electric vehicles was proven technology that provided carbon-emission-free road transport, and offered efficient and quick refuelling similar to a normal fuel station…Toyota last month revealed its prototype hydrogen-powered HiLux ute which was built at its plant in central England and developed with a $20 million grant from a joint UK government and automobile industry program… A fuel-cell ute was regarded as being “ideal for use in isolated settings where electric-vehicle charging is impractical.” The hydrogen HiLux uses core elements from Toyota’s Mirai fuel-cell car, and features three high-pressure compressed hydrogen storage tanks that give it an expected driving range of more than 600km, which Toyota describes as “significantly further than might be achieved with a battery-electric system”… Public hydrogen refuelling stations are in Victoria, Queensland and the ACT. More stations are either poised to open or are planned, including the large Geelong ‘hub’ complex that is designed for heavy trucks. – 1,
Toyota and Sumitomo Mitsui Drive Japan’s Hydrogen Industry Growth
Toyota finally launches its first EV in Australia to fend off Tesla’s top-selling Model Y
See also – Will Hydrogen Trucks Replace Internal Combustion? – a comprehensive article covering a range of issues – worth a read
Six things you might not know about hydrogen
mdpi – Numerical Investigation on NOx Emission of a Hydrogen-Fuelled Dual-Cylinder Free-Piston Engine
Nikola Produces 35 Hydrogen Fuel Cell Electric Trucks For Sale to U.S. And Canada Customers – Fortescue buys Nikola
Australian Mining Companies Chose Battery-Electric Over Hydrogen Fuel Cell Mining Trucks – The companies have done their research, gathered the data, and created the spreadsheets. For them, the answer is clear. Battery-powered mining trucks are the way to go. Why? Efficiency. BHP has now joined Rio Tinto and Fortescue in preferring electric mining trucks over hydrogen fuel cell trucks because they are more efficient. Not a little bit more efficient, a lot more efficient… Electric trucks demonstrate an overall efficiency of around 80%, while hydrogen and diesel trucks show only about 30% and 20% efficiency, respectively. These figures consider the complete fuel-to-wheel energy efficiency losses, making the electricity-to-battery-to-electricity process more efficient than the electricity-to-hydrogen-to-electricity cycle, according to Energy Innovations… The nascent green hydrogen industry in Australia had hopes that the big mining companies would be a customer for their products, but the decision by BHP, Rio Tinto, and Fortescue is a blow to those plans. In fact, the hype about hydrogen in Australia is beginning to fade. According to my colleague, Michael Barnard, Fortescue was one of the prime proponents of mining equipment powered by hydrogen fuel cells until it ran the numbers and saw that hydrogen just doesn’t pencil out,
Fortescue presses go on more than $1.1 billion of green hydrogen and iron projects – The board has approved the Phoenix hydrogen hub in the US, a green hydrogen project in Gladstone, Queensland, and a green iron trial plant in Western Australia. But a Gibson Island green hydrogen and ammonia project in Queensland is yet to reach the investment milestone.
MOL inaugurates Hungarian hydrogen plant – 10MW Százhalombatta site the largest such facility in Central and Eastern Europe
Germans unveil new hydrogen pump – Demonstrator set to be put into operation at new pipeline along the Neckar River
Zero Emissions Hydrogen Trucks – Hydrogen vehicles are best suited to heavy loads and/or longer routes, where battery has limited reach and the compounding issue of batteries weight reduces pay load. Hydrogen trucks are arriving soon at costs competitive with traditional diesel vehicles.
- Hydrogen Concrete Mixers, Street Sweepers, Garbage Trucks, Port Trucks
- Adaptive Cruise, Lane Assist Predictive Braking (ADAS Level 2) offered on all vehicles
- Advanced telemetry function on board to support fleet management (configurable with specific client)
- 50T gross combination mass
- 400 to 800 km driving range
Hydrogen for haul trucks – Australia – 2020
Coregas leads the way with hydrogen-fuelled zero emission trucks – Coregas partnered with European prime mover manufacturer Hyzon to bring this project to life, and in 2021 placed an order for two Fuel Cell Electrical Vehicles (FCEV) which will be the first FCEVs to be brought into Australia. The Hyzon Hymax-450 prime movers are due to be added to the Coregas fleet in late 2022, servicing New South Wales customers with bulk product deliveries… Not only do Hyzon-450s produce zero emissions, the vehicles are also battery powered with an electrical motor fuelled by a 200kW hydrogen fuel cell. The prime movers have a 650km driving range and can be refuelled within 15 minutes through a 400kg/day refueller which will be supplied by Haskel. This overcomes the challenge with similar battery powered vehicles that require a longer charging time, with the heavy weight of an electrical battery reducing the available payload. The Hyzon vehicles will complement existing hydrogen production at Port Kembla and the FCEV trucks will reduce carbon emissions by approximately 50 per cent in comparison with diesel vehicles. .. The project represents a strategic first step in developing a broader hydrogen ecosystem. Port Kembla and Illawarra-Shoalhaven are primed to be an epicentre for the emerging hydrogen sector and possess several advantages to foster the development of the thriving domestic and export hydrogen sector. Coregas is poised to lead the conversion to hydrogen fuel in this region.
Australian Government Green Vehicle Guide – Hydrogen fuel cell vehicles
Queensland Government – August 2022 – Hydrogen and fuel cell vehicles – There are 2 main differences between FCEVs and battery electric vehicles: refuelling time and vehicle weight. Compressed hydrogen gas is extremely energy dense. For example, the Hyundai NEXO can get 650km from just 6kg of hydrogen. In comparison, the 64kW battery in the Hyundai Kona, a smaller vehicle, gets around 450km from a fully charged 450kg battery. The FCEV’s refuelling time from a dedicated hydrogen bowser is around 5 minutes. However, the Hyundai Kona electric vehicle takes 47 minutes to refuel—to only 80%. This means that fuel cells are perfect for applications that involve a lot of weight and little downtime, such as buses, long-haul trucks, ferries, trains and even planes… some issues do need to be resolved before we can all drive FCEVs. The first issue is energy efficiency. Hydrogen must be made, cooled/compressed, transported, stored in pressurised/cooled tanks and pumped into the vehicle before the fuel cell can use it to create electricity for the electric motor to drive the wheels. This process is currently around 30–40% efficient—though it’s still more efficient than internal combustion, which is around 20% efficient. More efficiencies will come with: better electrolysers, more efficient fuel cells, production of hydrogen on-site, so it doesn’t need to be transported. The other current issue for FCEVs is that you can’t recharge them at home. For the moment, you still need to go to a service station. As part of the government’s hydrogen strategy, BOC and BP are building a permanent hydrogen refuelling station at BP’s Lytton truck stop by the end of 2022. This will be Australia’s first public service station hydrogen refueller. The refueller will form part of the Queensland Hydrogen Super Highway along the state’s heavy haulage transport routes.- see also – Hydrogen safety regulation in Queensland
ARENA – Hydrogen powered prime movers to roll into Townsville – As part of a new project led by Ark Energy, the five hydrogen fuel cell trucks will ferry zinc from Sun Metals’ Townsville mine to the Port of Townsville to be shipped around the world… “While electrification makes sense for passenger vehicles, light commercial vehicles and buses in some cases, it doesn’t work for ultra-heavy transport because the weight of the batteries required to power the truck would significantly negate the vehicle’s payload, which in our case is 140 tonnes,” Mr Kim said. “The other issue is that our short-haul fleet of ultra-heavy trucks which operate between the Port of Townsville and the Sun Metals zinc refinery are high utilisation, meaning they operate 24/7 with multiple driver shifts and can’t be taken off the road for hours at a time to recharge.”
Fortescue continues testing hydrogen fuel cell mining trucks, despite admitting they are inefficient
Pure Hydrogen launches Australia’s first hydrogen fuel cell prime mover – 1, 2, 3, 4,
Remondis – Zero-emission hydrogen powered waste collection truck starts work in the Illawarra – The recent launch of the Coregas H2 station in Port Kembla, Australia’s first hydrogen refuelling station for heavy vehicles, has been pivotal in enabling the truck to commence operations. It’s expected the hydrogen truck would be refuelled daily, with each refuelling stop taking about 15 minutes. Trials have shown the truck can travel approximately 200 kilometres and thereby complete full waste collection runs without refuelling, the same as conventional diesel trucks. The truck will result in 25,000 litres of diesel fuel being saved annually – the amount a conventional diesel-powered waste collection truck of this size uses. Up to 75 tonnes of carbon emissions would also be eliminated each year. Heavy-duty transport is known to cause about a quarter of all greenhouse gas emissions globally. The truck is also significantly quieter than diesel trucks. –1,
Australia’s first hydrogen-fuelled waste collection truck nears completion – Clean energy specialist Pure Hydrogen Corporation (ASX: PH2) is on the fast-track to delivering a major breakthrough in the local development of hydrogen-fuelled commercial vehicles. The company and leading Australian waste management business, JJ’s Waste & Recycling, are now within months of final trialling of a hydrogen-powered waste removal truck after completing a number of construction and approval milestones.
Hydrogen trucks planned for Australia – Walkinshaw Automotive Group and Countrywide Hydrogen will partner to provide hydrogen fuel cell (FCEV) trucks in Australia. – 1,
Feasibility study into hydrogen fuel-powered freight ‘HyWay’ between Adelaide and Melbourne – Countrywide Hydrogen has launched a feasibility study into the construction of a “Hydrogen HyWay” between Adelaide and Melbourne. The study includes identifying sites for green hydrogen production and fuelling facilities, with Portland and Warrnambool in Victoria’s south-west, and Mount Gambier in South Australia’s south-east, identified as potential locations… demand for hydrogen fuel is low in Australia — Mr Drucker estimates there are about 20 hydrogen cars across the country due to a lack of refuelling stations. Dr Dwyer said hydrogen-powered vehicles had struggled to take hold, finding it difficult to compete with battery electric vehicles… “[Hydrogen fuel cell vehicles] have got enormous torque and pulling power, and the other massive benefit is that with battery electric vehicles, the batteries weigh an enormous amount,” he said. “When it comes to trucks like semi-trailers or rigid trucks or waste collection trucks … they can’t afford to lose a lot of that weight because it’s taken up with the battery, so fuel cell vehicles will be preferred for anything going long distances.”
Volvo – Hydrogen Fuel Cell and Hydrogen ICE – Hydrogen fuel cells are an efficient power source for trucks, construction equipment buses and industrial or marine applications, as they benefit from a high energy-to-weight ratio. Unlike batteries, which add weight and require longer recharge times, fuel cells can power heavy loads over longer distances and be refueled quickly. This efficiency is a major advantage for long haul trucking, where minimizing downtime is crucial…. Currently, hydrogen cells are used in various niche markets, but their use is expected to grow significantly in the coming years. They will become more cost-effective as production scales up and the technology becomes mature. Future hydrogen cells are expected to be more efficient and affordable… For long haul trucking, hydrogen fuel cells offer a solution that could balance range, weight, and refueling time. They can supply a similar range to diesel trucks and can be refueled in a comparable time frame. This means that trucks can spend more time on the road and less time at charging stations, which is crucial for the economics of freight transportation.
Net zero hinges on batteries and hydrogen fuel cells – Most experts agree that, in general, electric batteries are less suitable for long-haul trucks and vehicles that carry heavy loads such as garbage trucks and concrete mixers. The sheer size of electric batteries needed to power heavy-duty and long-haul trucks which routinely cover hundreds of kilometres in a day could prove logistically impossible, some experts warn. Sourcing sufficient renewable power for large-scale battery recharging could be tricky as well. Wood says that if a big roadhouse with multiple bowsers was replaced by a facility with multiple high-speed charging points, the local substation might have trouble coping with the surge in demand. “That’s where truck recharging runs into real trouble,” he says… Wood says it costs a couple of hundred thousand dollars to convert a large truck to renewable energy and investors and owners want to recoup their investment by keeping the wheels rolling rather than wasting time waiting for too long for an electric battery to recharge. “The utilisation of truck is fundamentally important,” he says. “Those guys want to run 24/7.” Many in the industry believe the better option for long-haul trucks is a green hydrogen fuel-cell system, which would entail trucks refuelling at hydrogen refuelling stations along highways.
Hyundai looking to bring hydrogen power to trucks, trams and even boats in Australia
Trucks likely to lead the way with hydrogen power – Bosch is about to start trials of a hydrogen-fed fuel-cell powertrain it has developed and, while compatible with cars, it makes more sense to use the technology on trucks when production begins in 2022–2023. Only after the technology has established in heavy vehicle transport will Bosch explore its use in passenger cars, the company says. Hydrogen power (or fuel cells) are viewed by many as being a superior long-term alternative to battery-powered electric cars.
BAE Systems – What is a Hydrogen Fuel Cell Truck? – A Hydrogen Fuel Cell Truck is a commercial, municipal, military, or personal heavy duty work vehicle of any size, weight, or purpose that employs an all-electric propulsion system which uses hydrogen fuel cells as its primary energy source.
Deakin begins hydrogen truck research with PACCAR Australia
Power Torque – Hydrogen Combustion versus Hydrogen Fuel Cell – Although the spotlight is battery electric power now, the next zero emission discussion is likely to be about hydrogen combustion versus hydrogen fuel cell… Internal combustion engines tend to be most efficient under high load, which is to say, when they work harder. fuel cell electric vehicles, in contrast, are most efficient at lower loads. For heavy trucks that tend to spend most of their time hauling the biggest load they can pull, internal combustion engines are usually the ideal and efficient choice. On the other hand, vehicles that frequently operate without any load, tow trucks or concrete agitators, tippers and tankers, they may be more efficient with a fuel cell. Fuel cell electric vehicles can also capture energy through regenerative braking in very variable duty cycles, improving their overall efficiency… Both hydrogen engines and fuel cells use hydrogen fuel; but there is more to this story. Hydrogen engines often are able to operate with lower grade hydrogen. The hydrogen engine’s robustness to impurities is also handy for a transportation industry where the transition to high quality green hydrogen will take time.
Western Australia RAC 2021 -Toyota FCEV – “While neither Toyota nor Hyundai is revealing the current unit cost of their lease vehicles in Australia (that is, what it might cost if it were available to purchase outright), in the US, a 2021 Mirai starts from US$49,500 and stretches to $66,000 for the highly-equipped Limited, which equates to between approximately $66,000 and $88,000 in Australian dollars, respectively. In other markets like Germany, that figure exceeds $120,000 per Mirai… Affordability may also be assisted by any government subsidies and initiatives that may be put in place to encourage FCEV uptake. Speaking of which, the Mirai’s cost in the US is subsidised by ‘complimentary fuel’ for up to six years or US$15,000, bringing the cost of ownership down. And there are scores of hydrogen refill station locations in California. Over 110 at last count. It’s also worth remembering that, with increased production and the economies of scale kicking in, the unit price of FCEVs should start dropping dramatically… Back to 2021, in Australia, Toyota estimates that the cost of filling up a Mirai (or Nexo, for that matter) is in the vicinity of around $80, and that’s for the Mirai’s three hydrogen tanks totalling 5.6kg (141 litres). It means about 650km of driving range is available between refills, for a combined consumption figure of 0.7kg/100km.
Masters Thesis – Replacing combustion engines with hydrogen fuel cells to power
mining haul trucks: challenges and opportunities
Hydrogen or battery-electric cars: Which is right for Australia? – The choice and sales of battery-electric vehicles (BEVs) in Australia have increased dramatically in just a few years, while hydrogen fuel-cell electric vehicles (FCEVs) continue to be spruiked by some politicians, carmakers and industry groups…It’s also no secret that hydrogen fuel-cells have long been used as an excuse for governments and lobbyists to delay vehicle carbon emissions restrictions, while hydrogen combustion engines and synthetic fuels have also been mooted as options to keep the traditional engine alive where battery EVs aren’t suitable. The question remains: which alternative fuel – BEVs or FCEVs – is ultimately best for buyers, the market and the planet?..
- Hydrogen cars have potential, but the tech still has flaws
- Carmakers and buyers have clearly prioritised BEVs
- No tech is perfect, but BEVs look set to be the main choice for passenger vehicles
Extreme H – pure hydrogen World Championship racing,”
The Best Hydrogen Generator Kits – Australian – based on Hydrogen Fuel Cells combined with conventional fuels
autoblog.com – Why choose a fuel cell or an internal combustion engine when using hydrogen? – The preferred approach to using hydrogen long term is the fuel cell. Besides cost, the other primary issue with fuel cells is durability. Early stack designs had short lifespans caused in part by “poisoning” of the catalyst from impurities in the hydrogen and air supplies. Newer designs have overcome some of this and made the plates more resistant to reacting with those impurities. Because water is the by-product of the reaction, drainage is critical, and early stack designs had issues with cold weather operation. Newer designs have addressed many of these problems .. The primary reason for using hydrogen in internal combustion engines is that they already exist and are comparatively inexpensive. Since hydrogen combusts fairly readily, it doesn’t take much in the way of modifications – mainly new fuel injectors and a storage system – to make hydrogen work in an ICE. This is, of course, a bit of an oversimplification. While the basics are the same, the combustion properties of hydrogen are very different from gasoline or diesel. It burns much faster than those fuels, so getting the most out of hydrogen in an ICE requires optimizing the shape of the combustion chamber and calibrating the timing of the spark in order to avoid damaging knock… Ford and BMW have both pursued hydrogen ICEs using traditional piston engines. BMW has gone further and actually uses liquid hydrogen as a fuel while virtually every other automaker has focused on compressed gaseous hydrogen… Burning hydrogen in air produces trace amounts of nitrogen oxides.. ICEs tend to produce a lot less power on hydrogen than they do on gas. Ford combated this on its hydrogen V10 engine by supercharging it, making up some of the deficit.
How some automakers are still pushing ahead for a hydrogen-powered future – ““To ensure stable use of renewable energy, we need a means to store electricity that absorbs the impact of fluctuations in power generation,” said Honda executive (and 30-year Honda veteran) Arata Ichinose. “This is where hydrogen shows high potential as an energy carrier.””
New Discovery Overcomes Major Hurdle in Hydrogen Energy Economy – For hydrogen-based energy storage and fuel to become more widespread, it needs to be safe, very efficient, and as simple as possible. Current hydrogen-based fuel cells used in electric cars work by allowing hydrogen protons to pass from one end of the fuel cell to the other through a polymer membrane when generating energy… Efficient, high-speed hydrogen movement in these fuel cells requires water, meaning that the membrane must be continually hydrated so that it does not dry out. This is a constraint that adds an additional layer of complexity and cost to battery and fuel cell design that limits the practicality of a next-generation hydrogen-based energy economy. To overcome this problem, scientists have been struggling to find a way to conduct negative hydride ions through solid materials, particularly at room temperature. Kobayashi has said, “We have achieved a true milestone. Our result is the first demonstration of a hydride ion-conducting solid electrolyte at room temperature.” … The next step will be to improve performance and create electrode materials that can reversibly absorb and release hydrogen. This would allow “storage batteries” to be recharged, as well as make it possible to place hydrogen in storage and easily release it when needed, which is a requirement for hydrogen-based energy use.
- The new material, a lanthanum hydride compound modified with strontium and oxygen, allows high-rate conduction of hydride ions at room temperature.
- This development overcomes previous limitations requiring water and continuous hydration in hydrogen fuel cells, simplifying design and reducing costs.
- The breakthrough promises to enhance the safety, efficiency, and energy density of hydrogen-based energy solutions, marking a significant step towards a viable hydrogen energy economy.
Hydrogen and ICE’s – Internal Combustion Engines
So will hydrogen fuel cells eliminate hydrogen as a fuel in Internal Combustion Engines – ICE’s – from the studies and literature – maybe not a for a while yet? Why and what are the implications of hydrogen and ICE’s?
There are claims that when hydrogen is combusted in air that it may also generate NOx as well as water, whereas when it is combusted in oxygen it will only generate H2O. What is the veracity of these claims? Are there ways to reduce the NOX levels – what about hydrogen fuel cells? What happens if hydrogen is mixed with LNG for instance – how could it impact the amount of NOX generated? Then there are proposals to produce ammonia from green hydrogen and use it as a fuel – what are possible ramifications with this process? There has been a significant amount of research and development to quantify the amount of NOX generated and also on measures aimed at reducing NOX levels.
Concerns tougher fuel emissions standards will disadvantage farmers who rely on utes
Ammonia could hold the key to unlocking potential of hydrogen
HYDROGEN ENGINES – “In the electricity sector, power-to-hydrogen and hydrogen-to power-technologies such as hydrogen combustion turbines are rapidly developing. In the transportation sector, initial attention was focused on fuel cell hydrogen electric vehicles, or FCEVs. More recently, hydrogen vehicles powered by internal combustion engines are also receiving increased attention, especially among medium and heavy-duty trucking applications. … Hydrogen engines do, however, have the potential to release some NOx, an atmospheric pollutant that can contribute to the haze sometimes observed above large cities during summer months. Aftertreatment systems are used to eliminate most NOx emissions.
Why can’t we just use hydrogen combustion engines?
Hydrogen ICE is in Blenners’ Sights – The Blenners fleet that hauls up to 300,000 cartons of bananas a week out of north Queensland and has a monthly fuel bill of $3.5 million, future power options are obviously high on the agenda. The familiarity of internal combustion is a big plus: There’s no reinventing the wheel, rather the base diesel engine is adapted for an alternative fuel, greatly simplifying the installation of the 15-litre platform into an existing truck.
Volvo – Hydrogen Fuel Cell and Hydrogen ICE – We see hydrogen combustion engines as eminently suitable for long haul applications where there is limited access to, or time for, recharging, and refueling options are limited… If the pilot fuel used to ignite the hydrogen is CO2-neutral, hydrogen combustion engines produce no CO2 emissions, as there’s no carbon in hydrogen. The primary emission is water vapor, with some NOx emissions due to high combustion temperatures. These engines can be more efficient than gasoline engines but less so than hydrogen fuel cells. However, they can use much of the current engine technology and refueling infrastructure, making them an attractive choice.
1. How does a hydrogen drive work?
2. The pros and potential of hydrogen cars
3. How much do hydrogen cars cost – and why?
4. How environmentally friendly and sustainable are hydrogen drives?
5. Are there risks associated with hydrogen drives?
6. What role will hydrogen drives play in the future?
7. Outlook: the customer has the choice
The Guardian – Toyota Australia – Journey to Electric – How do fuel Cells work – “The main misunderstanding about fuel cell vehicles is that they burn hydrogen gas in an internal combustion engine,” says engineer Matt MacLeod, manager, future technologies and mobility, with Toyota Australia. “But they don’t. Nothing gets burned. It’s just an electric car, with a hydrogen tank instead of a giant battery, that creates power via a simple, safe chemical reaction.” With an exhaust pipe that only emits water… The Mirai stores its hydrogen in safe, durable and purpose-built tanks. It draws oxygen from the atmosphere via a large front grille, and uses regenerative braking, as in hybrid (HEV) and plug-in hybrid (PHEV) vehicles, to recoup energy, which it stores in a smaller, HEV-style, supplementary onboard battery. – Question how does it separate out the oxygen from the air?
Taylor and Francis Online – Australian Journal of Mechanical Engineering – NOx emission control strategies in hydrogen fuelled automobile engines – Elevated levels of nitric oxide emissions are the main concern with the usage of hydrogen as a fuel. In order to meet the requirements of present-day emission standards, many control techniques are developed. This article categorises the available NOx emissions control strategies into pre-intake, in-cylinder and post-combustion techniques. A summary of various methods are presented to control the NOx emissions from literature with hydrogen as a main fuel. Intake temperature, intake pressure, exhaust gas recirculation, O2 concentration, air fuel ratio, addition of inert gases, water and steam injection are discussed in pre-intake control strategies. In-cylinder control strategies like varying compression ratio, swirl and injection timing are studied. Various post-combustion control strategies like SCR, urea injection, Vanadia sublimation, hydrocarbon SCR, lean NOx trap, SCR lean trap NOx
University of Brighton – Examining trade-offs between NOx emissions and hydrogen slip for hydrogen combustion engines – Hydrogen combustion engines could provide a timely, robust and cost effective way to decarbonise hard to electrify transport applications like heavy duty trucks. However, near zero harmful emissions and vehicle range, and therefore high engine efficiency, are key to market and legislative acceptance. This paper will present the results of new experimental work undertaken in a collaboration between Ri-cardo and University of Brighton to examine hydrogen combustion in a single cylinder engine repre-sentative of Euro VI heavy duty hardware with medium pressure hydrogen direct injection.
Evolution of Hydrogen Technology and Taking on New Challenges in AustraliaHydrogen-Powered Corolla and GR86 (Carbon-Neutral Fuel) to Participate in the Super Taikyu Series 2023 Final Round Fuji 4 Hours Race
mdpi – Fundamental Study on Hydrogen Low-NOx Combustion Using Exhaust Gas Self-Recirculation
Line Hydrogen – developing its own range of low-cost, very low NOx hydrogen combustion engines to broaden green hydrogen’s application in heavy haulage, particularly in long-haul applications above 49t GCM, and for applications more challenging outback environments, where hydrogen internal combustion engines offer a number of advantages.
Green Car Congress – UNSW Syndey team develops hydrogen-diesel dual fuel system; 90% H2, more than 85% reduction in CO2 – see also – The race to make diesel engines run on hydrogen – Australian Researchers Retrofit Diesel Engine To Run On 90% Hydrogen – Running on hydrogen: retrofitted diesel engines at UNSW – Diesel engines successfully converted to run on 90 per cent hydrogen –NEW SYSTEM RETROFITS DIESEL ENGINES TO RUN ON 90% HYDROGEN –
The West Australian – Engineers unlock ‘greener’ diesel trucks – Australian researchers have developed a way to convert existing diesel engines to burn hydrogen, potentially cutting their carbon emissions by more than 85 per cent. And engineers say the technology, once refined, could be used to convert diesel truck engines, making an “immediate and significant impact” on Australia’s emissions
JCB – Hydrogen Engines – For the time being, JCB has come to the conclusion that fuel cells are too expensive, too complicated and not robust enough for construction and agricultural equipment. In challenging the JCB engineering team to think differently using technology that is around us in a zero-carbon way, the JCB hydrogen engine was born. – no mention of NOX
JCB Launch New Hydrogen Combustion Engine
Blending hydrogen with natural gas is the wrong tool to cut building and power sector emissions
Power Torque – Hydrogen Combustion Engines – it is going to take a massive leap in technology and infrastructure to get this kind of technology over the line in the coming decades. Hydrogen looks like the best solution for trucking in Australia, because of the large distances we cart freight and the heavy loads we carry. However, this is not the case in many of the countries which develop trucking technology. European freight travels shorter distances at lower masses and they may be able to get by with mostly battery electric trucks. The same can be said of another major truck manufacturing hub, Japan, as well as an emerging manufacturer, China. Hydrogen may get some traction in the US, but trucks there run at much lower masses on smooth roads with a lot of truck stops where charging infrastructure could be made available. This would suggest that the Hydrogen ICE may not get the kind of massive research and development funding we are currently seeing being poured into battery electric truck development.
McKinsey – 2021 – How hydrogen combustion engines can contribute to zero emissions –
Ask Engineers at Reddit – Discussion – Hydrogen Combustion Engines – Hype or Real?
Garrett – Drivers of H2ICE vehicles can fill up the hydrogen tank quickly and easily, similar to conventional gasoline and diesel vehicles, and can use the same refueling systems and stations as Hydrogen Fuel Cell Vehicles (FCEVs)…. Garrett’s expertise and innovative technologies enable OEMs to leverage the zero-emissions fuel benefits of hydrogen on a turbocharged internal combustion engine.
Rolls Royce – HYDROGEN – MAKING COMBUSTION ENGINES GREEN –
The new hydrogen engines are based on the proven mtu stationary gas engines modified as follows:
- The new turbochargers developed by Rolls-Royce are larger than those used in gas engines because they have to compress greater quantities of air.
- The cylinders have been re-designed for hydrogen use – with lower compression ratios to cater for hydrogen’s fast ignition characteristics.
- Injection system: Unlike gas engines, hydrogen is not added to the charge air until just before it enters the cylinder. The presence of hydrogen in the charge-air duct would make the risk of uncontrolled combustion too great because the fuel ignites so easily.
- A new engine management system is used to control the complex hydrogen combustion process. This will also read pressure sensors in the cylinders, for example, which are not required in stationary gas engines.
DCCEEW – Hydrogen as a Transport Fuel Location options for a freight-based limited initial deployment of hydrogen refuelling stations – good analysis and worth a read but does not cover NOx
Why burning hydrogen in an ICE is an awful idea – No matter what fuel an ICE runs on, most of the energy in that fuel is lost as heat. The main escape routes are the cooling system radiator and the exhaust pipe. Losses of around 70 percent are typical for a modern ICE, though there are a handful that through careful design manage to reduce this figure to 60 percent or so. In other words, only 30 or, at best, 40 percent of the of the energy in the fuel burned by an ICE ends up making the crankshaft spin and the wheels turn. This is a pretty poor conversion rate, but it’s not the only problem. The high-temperature combustion in a hydrogen ICE means it produces nasty oxides of nitrogen – NOx – just like any other ICE. Water vapour isn’t the only thing coming out of the tailpipe of an internal combustion engine burning hydrogen… It’s simply dumb to waste clean electricity making fuel for an inefficient hydrogen-burning ICE – and that’s before you start considering other emissions such as NOx. There are so many other ways for renewable electricity to cut carbon emissions in other areas much more efficiently. Powering an EV, for example…
Drive.com.au – Hydrogen-powered V8 engine here to “keep internal combustion alive” – Designed by Toyota engineering partner Yamaha, the new engine is said to carve out its own niche in the electric era – however its environmental credentials are yet to be proven… Toyota and long-time Japanese engineering partner Yamaha are working to develop hydrogen-powered 5.0-litre V8 engines, in an effort to keep internal combustion technology alive as electric vehicles grow in popularity… While burning hydrogen does not produce carbon dioxide – one of the primary contributors to global warming – it does result in a range of other potentially-dangerous emissions, including nitrogen oxide… Despite this, Toyota and Yamaha remain adamant the technology could carve out a niche in the increasingly-electrified automotive landscape. “Hydrogen engines house the potential to be carbon-neutral while keeping our passion for the internal combustion engine alive at the same time,” Yamaha Motor president Yoshihiro Hidaka said… While Toyota has faced criticism for its unwillingness to transition to electric cars, the Japanese automotive giant recently revealed a fleet of 12 zero tailpipe-emission concept vehicles, many of which will reach production in the coming years.
Doctoral Dissertation – 2019 – Prediction of NOx Emissions for a Hydrogen Fueled
Industrial Gas Turbine Combustor with Water Injection – Hydrogen is a promising alternative to fossil fuels for future gas turbines since it can be produced using renewable energy sources and uses CO2-free combustion. However, due to
its higher reactivity (when compared to natural gas) it cannot be used with the state-of-theart premixed combustors developed for natural gas. Besides the risks of flame flashback and autoignition, high hydrogen fuels tend to produce significantly higher NOx emissions due to a the higher flame temperature. … Water directly-injected into the combustor significantly reduces the NOx emissions.
RMIT – PERFORMANCE COMPARISON OF HYDROGEN FUEL CELL AND HYDROGEN INTERNAL COMBUSTION ENGINE RACING CARS – For the vehicle and track specifications analyzed, it was found that fuel cells require a power density of 5kg/kW to be competitive with the hydrogen internal combustion engine. The study also highlighted the complex nature of the alternative fuels debate.
2023 – Why has hydrogen car start-up NamX ditched fuel cells for H2 internal combustion engines? – The Paris-based company says it has chosen ICE technology because fuel cells “rely on rare earth metals”, and combustion engines are “a proven and time-tested technology that has benefited from decades of investment and continuous enhancements” — even though there are currently no road vehicles with hydrogen engines on the market… “Hydrogen combustion engines also boast higher robustness and versatility compared to fuel cells, as they eliminate the need for high-purity H2, which entails regular replacement of air and hydrogen filters and can accommodate lower-quality, cheaper hydrogen.” Filters are needed in hydrogen electric vehicles to keep the fuel cells clean, which can be easily damaged by particulates. Toyota recommends that its Mirai fuel-cell car has its ion filters replaced every 35,000 miles (56,000km)… The decision to opt for a conventional engine allows NAMX to leverage the existing and wide-ranging automotive repair & maintenance network, with easy and cheap access to spare parts. This ensures a longer and more cost-effective lifecycle for NAMX vehicles compared to its electric counterparts.
Are Hydrogen Combustion Engines A Really Bad Idea For Commercial Vehicles? –A hydrogen fueled combustion engine works in much the same way as a diesel fueled combustion engine. Hydrogen is combusted to produce water with no carbon-based emissions; however, the temperature of the reaction produces nitrogen oxides, which are harmful to human health. Whilst these emissions can be minimized by controlling the combustion process or aftertreatments, they can never be completely removed, and the control process adds costs to the engine. In addition to emissions and the costs associated with minimizing them, a ‘regular’ combustion engine designed to use diesel needs to be modified to run on hydrogen, adding further cost. Additionally, a weighty set of high-pressure hydrogen tanks must be added to the vehicle, further increasing cost and decreasing the cargo payload.
What are the challenges in developing hydrogen combustion engines? – Developing hydrogen combustion engines faces several challenges. One challenge is the propensity for abnormal combustion, such as backfire, pre-ignition, detonation, and knocking combustion, which can be difficult to suppress . Another challenge is the need to maintain a lean-burn combustion strategy to control NOx formation and minimize aftertreatment requirements, which can create challenges for turbochargers when turbine power is insufficient for the desired compressor power . Additionally, accurately modeling the injection process, mixture formation, and combustion process of hydrogen in internal combustion engines is complex and requires further research . Furthermore, there are concerns about high NOx emissions and low power output in hydrogen-fueled engines, as well as the durability and reliability of these engines . Meeting future emission regulations and adapting existing engines to run on hydrogen also present challenges .
Exhaust gas aftertreatment to minimize NOX emissions from hydrogen-fueled internal combustion engines – Hydrogen-fueled internal combustion engines are a promising CO2-free and zero-impact emission alternative to battery or fuel cell electric powertrains. Advantages include long service life, robustness against fuel impurities and a strong infrastructural base with existing production lines and workshop stations. In order to make hydrogen engines harmless in terms of pollutant emissions as well, NOX emissions at the tailpipe must be reduced as low as the zero-impact emission level. Here, the application of selective catalytic reduction (SCR) catalysts is a promising solution that can be rapidly adopted from conventional diesel engines.
Kawasaki Motorbikes – Kawasaki’s Supercharged Hydrogen-Fueled H2 – on two wheels, it’s currently next to impossible to match the weight, convenience, and then the practicality of filling up at the pump. Motorcycles need to be light and tightly packaged, and for the foreseeable future no battery technology offers anything close to the energy-density required to compete with the current status quo of internal combustion in terms of range and performance. On the other hand, there’s hydrogen power, which offers some tempting positives but comes with its own array of downsides… (Kawasaki is collaborating with) Honda, Suzuki, and Yamaha in an effort to make hydrogen internal combustion engines for small vehicles a viable path for the future. Those companies’ interest in hydrogen isn’t just about saving the planet (burning hydrogen results in exhaust emissions that are almost entirely of water vapor). All of them have huge manufacturing bases and supply chains dedicated to making internal combustion engines, so the ability to adapt the decades of experience and billions of dollars’ worth of facilities built up around ICE to a new, green future is understandably tempting… forced induction, whether via turbocharging or supercharging, is all but essential if a hydrogen-fueled combustion engine is to come close to a normally aspirated gasoline one in terms of performance. That’s because you need to get a lot more air into the cylinder to get the hydrogen to burn properly. Gasoline requires an air-fuel ratio of about 14.7:1, while hydrogen needs at least 34 parts air to one part hydrogen by mass, and hydrogen combustion engines will usually run at even leaner mixtures than that… While its emissions will be little more than water (there will probably also be some NOx as a byproduct), the big issue is storing the hydrogen, both at filling stations and on the bike itself .. Kawasaki’s solution, as illustrated in earlier sketches for the bike released last year, is to use an array of swappable hydrogen cartridges. It’s an idea that Toyota is a proponent of, as it eliminates the problem of having members of the public refilling their own hydrogen tanks .. On the downside, though, it means there’s virtually no space for luggage and, despite the prototype appearing to be based on the H2 SX sport-tourer, no provision for a passenger either.
Treating NOx emission of hydrogen fueled combustion engines by NOx storage and reduction catalysts: A transient kinetic study including PLIF measurements – NOx storage and reduction (NSR) catalysts are a well-known and broadly used technology to reduce NOx emissions from combustion engines, which may also be applied for hydrogen fueled engines in the future. In this study, Pt- and Pd-based NSR-catalysts were investigated in the absence and presence of water to understand how NO oxidation as well as the storage and reduction phases are influenced by the gaseous environment with H2 as a reductant.
Hydrogen Fueled Engines – Hydrogen as a fuel for internal combustion engines offers very low emissions of PM, THC and CO. While tailpipe CO2 emissions from the fuel are zero, the overall life cycle CO2 emissions will of course depend on how the hydrogen is produced. The primary pollutant that needs to be considered is emissions of NOx which, on an engine-out basis, will be comparable to that from many hydrocarbon fuels.
Fundamental Study on Hydrogen Low-NOx Combustion Using Exhaust Gas Self-Recirculation
Wikipedia – Hydrogen internal combustion engine vehicle – As hydrogen combustion occurs in an atmosphere containing nitrogen and oxygen, however, it can produce oxides of nitrogen known as NOx. In this way, the combustion process is much like other high temperature combustion fuels, such as kerosene, gasoline, diesel or natural gas. Therefore, hydrogen combustion engines are not considered zero emission. A downside is that hydrogen is difficult to handle. Due to the very small size of the hydrogen molecule, hydrogen is able to leak through many apparently solid materials in a process called hydrogen embrittlement. Escaped hydrogen gas mixed with air is potentially explosive… at a stoichiometric air/fuel ratio, the combustion temperature is very high and as a result it will form a large amount of nitrogen oxides (NOx), which is a criteria pollutant. Since one of the reasons for using hydrogen is low exhaust emissions, hydrogen engines are not normally designed to run at a stoichiometric air/fuel ratio. Typically hydrogen engines are designed to use about twice as much air as theoretically required for complete combustion. At this air/fuel ratio, the formation of NOx is reduced to near zero. Unfortunately, this also reduces the power output to about half that of a similarly sized gasoline engine. To make up for the power loss, hydrogen engines are usually larger than gasoline engines, and/or are equipped with turbochargers or superchargers.A small amount of hydrogen can be burned outside the combustion chamber and reach into the air/fuel mixture in the chamber to ignite the main combustion.
BURNING HYDROGEN IN INTERNAL COMBUSTION ENGINES: A SMART AND AFFORDABLE OPTION FOR REDUCING CO2 EMISSIONS – Internal combustion engines may still remain relevant, if we are using them to combust hydrogen rather than fossil fuels… Given the maturity of thermal engine technology, burning hydrogen in an ICE is an interesting option, both from a technical and an economic standpoint. Nevertheless, some technical challenges must be overcome. For instance:
- Developing and adapting current technologies to hydrogen, while maintaining a reasonable cost for the motor
- Upgrading pollution control systems, despite improved environmental performance – i.e. the absence of CO2 and limited NOx emissions
To explore this concept further, we should consider the differences between piston-driven ICEs for motor vehicles, and turbine-driven ICEs for aircraft… ICEs can, in principle, run on hydrogen to produce mechanical energy, releasing only carbon water vapour and NOx. Converting an ICE to hydrogen doesn’t change the principle – only a few modifications are necessary, although NOx emission control requires precise combustion process management.
- Toyota is looking to burn hydrogen in ICEs, while Honda will focus on EVs and FCEVs[1]
- Renault to reveal a concept car equipped with a ‘hydrogen engine’ [2]
- ORECA Magny-Cours to assess hydrogen technology, while developing its own hydrogen ICE [3]
- Airbus and CFM International have launched a joint project to ground- and flight-test a direct combustion engine fuelled by hydrogen in preparation for the entry into service of a zero-emission aircraft by 2035 [4]
- Rolls Royce believes that, while hydrogen can be used directly as a fuel in a gas turbine, it is likely to start in the shorter haul segments. Sustainable aviation fuel (SAF) gas turbines will remain the most likely solution for long-range flights, moving forward.
Blue Biofuels Inc. and Vertimass have created a partnership to employ Vertimass’ proprietary Consolidated Alcohol Deoxygenation and Oligomerization technology to produce sustainable aviation fuel and renewable propane and butane as co-products from ethanol. This new company, VertiBlue Fuels LLC, is equally owned by Blue Biofuels Inc. and Vertimass.
Adapting ICEs to hydrogen will protect and save a huge number of jobs at risk of disappearing following the advent of EV technology. In aviation, the appropriate solution for decarbonization will depend on usage. For example, electric batteries and fuel cells are a good solution for short- and medium-haul aircraft with a limited number of seats. For short-haul commuter flights, replacing original turboprops with a fuel cell and electric powertrain is a potential solution, with the possibility to use hydrogen as a fuel. For long-haul aircrafts, though, the only viable option is to combust fuel, which could be SAFs or hydrogen.
Acelen Renewables Selects Honeywell for SAF and Renewable Diesel Fuel Production – 1,
CUMMINS 2022 – HYDROGEN INTERNAL COMBUSTION ENGINES AND HYDROGEN FUEL CELLS
GROWING INTEREST IN HYDROGEN ENGINES – CUMMINS – In the electricity sector, power-to-hydrogen and hydrogen-to power-technologies such as hydrogen combustion turbines are rapidly developing. In the transportation sector, initial attention was focused on fuel cell hydrogen electric vehicles, or FCEVs. More recently, hydrogen vehicles powered by internal combustion engines are also receiving increased attention, especially among medium and heavy-duty trucking applications. – 1,
Daimler releases ‘open source’ hydrogen fueling standard for heavy trucks
Engine maker Cummins to repair 600,000 Ram trucks in $2 billion emissions cheating scandal – Engine maker Cummins Inc. will recall 600,000 Ram trucks as part of a settlement with federal and California authorities that also requires the company to remedy environmental damage caused by illegal software that let it skirt diesel emissions tests.. the course of a decade, hundreds of thousands of Ram 2500 and 3500 heavy duty pickup trucks – manufactured by Stellantis – had Cummins diesel engines equipped with software that limited nitrogen oxide pollution during emissions tests but allowed higher pollution during normal operations, the governments alleged. In all, about 630,000 pickups from the 2013 through 2019 model years were equipped with the so-called “defeat devices” and will be recalled. .. Wednesday’s details come seven years after German automaker Volkswagen agreed to plead guilty to criminal felony counts following investigations into its use of similar defeat devices, a massive emissions scandal known as Dieselgate… Fiat Chrysler saw similar consequences in 2019 for failing to disclose defeat devices used to make vehicle emission control systems function differently during emission testing. .. In 2020, Daimler, the auto parent of Mercedes-Benz, agreed to a $857 million civil penalty as a result of its disclosure failures and claims over its violations of the Clean Air Act.
Dieselgate 2.0: 600K Ram trucks recalled, Cummins to pay $2 billion – The scope of the scandal is mind-blowing, with Stellantis-owned Ram cranking out hundreds of thousands of Ram 2500 and 3500 pickup trucks over the past decade all equipped with Cummins diesel engines and their illegal software, known as defeat devices. According to the report, the software limited nitrogen oxide pollution during emissions tests, but then let the pollution fly during “normal operations,” the government said.From 2013 to 2019, about 630,000 pickups from the 2013 through 2019 model years were equipped with the software, all of which are being recalled. Stellantis had no comment on the case. See other concerns – 1,
It’s uncertain if any of these trucks were imported into Australia? – nothing on their Australian website so far in mid January 2024 – see also – 1, 2,
Great Western Railway’s fully-electric train breaks UK record, paving way for cleaner travel – UK’s Great Western Railway (GWR) has hit an encouraging milestone, traveling further in the region than any battery-electric train before it.
Hydrogen and Power Stations
Developing a completely hydrogen-fueled gas turbine – There is a need to continue producing energy when solar panels and wind-power turbines are offline. This role is now leaning on gas turbine engines, fueled by natural gas. Using hydrogen as a gas turbine fuel offers the possibility of clean energy production with reduced – or even no – emissions of carbon dioxide (CO2) and nitrogen oxide (NOx)… hydrogen combustion is not simple. Its extreme flammability range and flame speed can cause flames to flashback (propagate upstream in an uncontrolled way). This causes damage to the equipment. Hydrogen also has a higher flame temperature than methane, which can lead to higher production of NOx. In order to keep NOx production low, it is critical to use the right combustion technique. The current combustion method that is being used (wet low emission) injects water into the combustion chamber to reduce the temperature. The water/steam must be free from impurities. Although this method reduces NOx emissions, it is still not efficient enough or environmentally sound. Dry low NOx (DLN) methods offer an alternative in which combustion takes place at a lower temperature due to the right mix of fuel and air. No water is added. In order for this method to be applied to hydrogen combustion, engineers must think outside of the lean combustion – low NOx box and develop new techniques.
Understanding NOx production in hydrogen gas turbines
Clean energy advocates seek moratorium on ‘hydrogen hype machine’
Hydrogen blending with natural gas ‘puts lives at risk’: US doctors
Hydrogen: The Burning Question – what effect does injected hydrogen have on furnace, flame and exhaust in natural gas combustion plant?.. There are many ways of accommodating high hydrogen fuel gases whilst still keeping the flame cool enough to minimise NOx formation. The key is to slow down the rate at which the fuel and air mix
NETL Experts to Discuss Use of Hydrogen-Fueled Turbines to Drive Clean Energy Economy
Does hydrogen combustion emit more NOx than natural gas fired systems?
why (domestic) hydrogen boilers are not the answer – The Eunomia study analysed the obstacles to a transition to hydrogen boilers – both those fed by blends of fossil gas and hydrogen, and those that are 100% hydrogen-operated. They concluded that technical readiness for 100% hydrogen boilers has not yet been achieved, and several important existing barriers will need to be overcome. Hydrogen should not be used in heating at all… While a hydrogen-ready boiler has almost all the components to combust 100% hydrogen, a conversion process would be required to fully switch to a hydrogen-firing appliance. If hydrogen is blended with fossil gas at grid level, appliances will need to be carefully and meticulously aligned at the same time (according to the specific blend share). This would result in a ‘dead zone’ for blending between 20% and 100%, where the grid cannot serve retrofitted gas boilers any longer; and new ones must be installed instead. Gas grid operators would also need to convert their grids abruptly and drastically from a blend of 20% hydrogen in fossil gas to pure hydrogen. Every component of the gas supply system would need to be verified, and every
consumer connected to that gas supply system would have to be ready to move to hydrogen boilers all at once. While this labour-intensive and time-consuming
conversion takes place, the gas system would need to be switched off, leaving all connected consumers in the cold, if not carried out during summer season.
Kawasaki – Hydrogen gas turbine offers promise of clean electricity – KHI has developed technology that enables the conversion of existing natural gas turbines to those that can burn hydrogen instead. By simply exchanging the combustor, without modification to its main body, the whole turbine system can be adapted to hydrogen’s unique combustion properties. However, there are several challenges when it comes to operating hydrogen gas turbines compared to running them on natural gas. Firstly, careful design is needed to make hydrogen combustion stable, as hydrogen flame propagation velocity is very high — up to seven times faster than natural gas, which may lead to flame instability, undesirable pressure fluctuations, and mechanical stress on the parts of the combustor… Hydrogen burns at a higher temperature, which leads the production of up to three times as much nitrogen oxides (NOx) than the burning of natural gas. NOx emissions are air pollutants which are associated with health issues. Finding ways to reduce or eliminate them is an important goal for hydrogen gas turbines… In essence, two strategies are being applied by KHI to tackle this issue. The first approach is based on the diffusion flame combustion, where water or steam are sprayed into the combustor. .. The second — developed in response to the limitations of the diffusion flame approach — is KHI’s ‘micro-mix burner’ dry low emission technology. This is a new combustor design that has a series of concentric rings of tiny hydrogen injection holes less than a millimeter in diameter, and it results in smaller hydrogen flames that are more stable and cleaner when they burn, with reduced NOx emissions… KHI has also been working on the establishment of an international hydrogen supply chain, transporting liquefied hydrogen to Japan from overseas. In February 2022, KHI and its project partners accomplished a pilot demonstration project, transporting hydrogen produced and liquefied in Australia to Japan by sea (a project also funded by NEDO). The world’s first liquefied hydrogen carrier, Suiso Frontier, and the receiving terminal Hy touch Kobe, built by KHI, were key to making the 9,000 km journey possible.
Scientist warns of NOx urban pollution from hydrogen boilers – In a letter to the leading scientific journal Nature, professor Ally Lewis, chair of the DEFRA’s Air Quality Expert Group and a director of the National Centre for Atmospheric Science, while acknowledging hydrogen’s promise “as a clean, low carbon fuel”, warned that it would be “mostly burnt in engines and boilers rather than being used in fuel cells. The burning of hydrogen generates toxic nitrogen oxides (NOx) as well as steam. ..The formation of NOx from hydrogen combustion results from a reaction with the nitrogen that makes up 78% of the atmosphere. But the issue has been neglected in ongoing discussions about the costs, benefits and practicalities of using it for home heating, transport and other energy needs
InsideEPA.com – Clean Energy Group Warns Of High NOx From Hydrogen Gas Combustion – The Clean Energy Group (CEG), a nonprofit advocacy organization, is warning that hydrogen (H2) energy widely touted as a carbon-free source that can be used to limit greenhouse gases (GHG) could create “dangerously high” nitrogen oxide (NOx) levels if blended with natural gas and combusted for power generation… CEG references a Union of Concerned Scientists blog post that says “when hydrogen is combusted” as opposed to being used in a fuel cell “it can generate significant NOx emissions, commensurate with that of natural gas combustion — or worse.” Without dedicated NOx-mitigation research and combustion improvements made, H2 combustion “may not be pollution free, unacceptably risking a further perpetuation of pollution harms.” Even Mitsubishi, the developer of a new plant in Utah that will blend 30 percent H2 with 70 percent natural gas, said in a report that the mixture will produce NOx and carbon emissions “equivalent to those from modern natural gas plants,” Milford notes. Community groups have seen little or no information about such plants, so as a “precautionary” measure CEG is calling for independent public health and air pollution studies to be done to obtain a full understanding of what the NOx potential could be from plants seeking permit approvals. The request comes in the context that most major U.S. cities are out of attainment under the Clean Air Act for NOx, it is a significant public health issue, and studies have linked NOx pollution with higher levels of COVID-related disease, Milford says.
MAN – How H2-ready engines reduce emissions and prepare power plant operators for the future – (Note – this article does not mention NOx issues!) With up to 25 percent hydrogen expected to piggyback on the natural gas infrastructure in Europe, plant operators face new questions about hydrogen-capable engines. .. One promising solution is green hydrogen, made from renewable energy and capable of being blended into the natural gas grid. But what happens when an admixture of green hydrogen is introduced into gas pipelines? Can gas-fired plants easily be adapted? Is there a way operators can prepare for it? .. The main challenge, at least from an engineer’s perspective, is that hydrogen and natural gas have different combustion and burning behaviors. For example, hydrogen burns much faster than natural gas and has a wider flammability range, which makes it more difficult to control its combustion. … What’s the motivation for power plant operators to use H2-ready engines already today? Why not wait for a 100-percent hydrogen engine? The intrinsic motivation is that operators already get a better greenhouse gas balance by using natural gas blended with hydrogen today. But there are also regulatory reasons, for example, the fact that from now on it is simply allowed to put hydrogen into the gas pipelines. Once you put hydrogen into the pipeline, then it can come to any consumer – including power plants, which means they need to have engines capable of running on hydrogen natural gas mixtures.
Rolls Royce – HYDROGEN – MAKING COMBUSTION ENGINES GREEN – The mtu hydrogen engines are part of a veritable hydrogen ecosystem, with Rolls-Royce engineers also working on fuel cells for stationary power supply systems. “Customers will then have a technology choice between combustion engines and fuel cells – both able to generate green power, but with different focuses,” says Andrea Prospero.
The EPA’s hydrogen push is a federal endorsement of greenwashing – Burning hydrogen in power plants is no silver bullet for meeting decarbonization goals, in part because leaks could lead to higher levels of methane, a potent greenhouse gas.
Gas Utilities Are Promoting Hydrogen, But It Could Be A Dead End For Consumers And The Climate – Natural gas utilities are increasingly promoting hydrogen—which emits no greenhouse gases (GHG) emissions when burned—as a promising path to preserve their business model while meeting demands to cut emissions. This trend is accelerating, with at least 26 projects proposed across more than a dozen states since 2020. The utility vision seems clear: Blend hydrogen with natural gas using existing pipeline networks, eventually switching entirely to hydrogen or blending it with other low- or zero-carbon fuels. But it’s not that simple… Hydrogen is a smaller and much more flammable molecule than methane, and itself is a climate-warming compound (though less so than methane). This means it can leak more easily through pipes and embrittle them, accumulating either in the atmosphere or in enclosures—including homes—which can cause explosions. This means any gas utility aiming for 100% hydrogen would need to upgrade its distribution system depending on each pipe’s age, size, material, and operating pressure.
PRACTICAL CONSIDERATIONS FOR FIRING HYDROGEN VERSUS NATURAL GAS – Typical burner construction includes various metal components and a refractory throat or tile. The increased flame temperature of H2 requires upgrading the steel used for nozzle construction, throat construction, and flame stabilizers to a higher grade stainless or alloy. Refractory used within the burner should be carefully evaluated and its composition modified to withstand the elevated temperatures characteristic of H2 firing… Another essential topic when considering H2 firing is the impact on burner emissions. Hydrogen’s high flame propagation speed allows the combustion process to occur more rapidly than natural gas. This rapid combustion process releases the combustion energy in a small area, leading to localized elevated near-flame region temperatures, which compound the effect of the inherently high adiabatic flame temperatures on NOX emission rates. Any region with elevated temperatures above 1,371°C is conducive to NOX formation. Field and test facility data have shown that standard low-NOX burners firing H2 typically exhibit an increase in NOX emission rates by up to a factor of three. Flue gas recirculation (FGR), steam injection, ultra-low-NOX (ULN) burner technology, or some combination of those approaches are typically required to decrease NOX. FGR is the process that diverts a portion of the flue gas exiting the boiler (typically after the economizer) and introduces it into the combustion air supply. The spent combustion products dilute the combustion air supply, which lowers the peak flame temperature during combustion. Small quantities of carefully placed steam injection can also help control NOX by cooling the flame and introducing a small amount of inerting. The steel used in burners firing H2 should not be susceptible to hydrogen embrittlement and high-temperature hydrogen attack. Both phenomena can prematurely degrade an improperly chosen steel, leading to early failure of the burner parts. Hydrogen’s flame speed, which is nearly five times that of natural gas, is a fundamental cause of concern when evaluating burner design. Burner designs that utilize lean premix, premix, or rapid premix designs are not suited for a fuel stream that varies in H2 composition. As the composition of H2 increases in the fuel stream, these types of burners become more susceptible to flashback. Flashback occurs when the gas velocity exiting the burner nozzle is slower than the flame speed in a premixed application. Damage to the burner components can result when flashback occurs… Staged ULN burners are another option to combat the increased NOX emissions associated with firing H2. .. When considering a new fuel in a boiler, including H2, a boiler impact study can highlight any impact on boiler performance. The combustion characteristics of H2 can lead to changes in where and how radiative and convective heat transfer occurs within the boiler, which may adversely impact steam generation rate and steam temperatures… When firing H2, the resulting mass flow reduction through the boiler, combined with higher FEGT, can adversely impact the boiler’s convective heat transfer portions, jeopardizing steam production and steam quality. However, adding mass flow to the system via external FGR can lower the FEGT and negate any adverse effects on convective heat transfer.
NOx reduction and NO2 emission characteristics in rich-lean combustion of hydrogen – Hydrogen is a clean alternative to conventional hydrocarbon fuels, but it is very important to reduce the nitrogen oxides (NOx) emissions generated by hydrogen combustion. The rich-lean combustion or staged combustion is known to reduce NOx emissions from continuous combustion burners such as gas turbines and boilers, and NOx reduction effects have been demonstrated for hydrocarbon fuels. The authors applied rich-lean combustion to a hydrogen gas
turbine and showed its NOx reduction effect in previous research. The present study focused on experimental measurements of NO and NO2 emissions from a co-axial rich-lean burner fueled with hydrogen. The results were compared with diffusion combustion and methane rich-lean combustion. Significant reductions in NO and NO2 were achieved with rich-lean combustion. The NO and NO2 reduction effects by rich-lean combustion relative to conventional diffusion combustion were higher with hydrogen than with methane
Hydrogen hype in the air – gas developers have proposed blending H2 and natural gas at Western power plants.vii Two global finance giants recently proposed a hydrogen blending plant in Ohio, expected to begin operations in the coming months.Some power plant owners in New York also have proposed blending H2 with natural gas, to keep fossil-fuel power plants operating for years beyond when they should have been shut down and be replaced with renewables and battery storage. Oil and gas companies have also proposed injection of hydrogen into the existing natural gas infrastructure. NextEra Energy in Florida and Dominion in Virginia have released plans to begin inserting a 5% blend in some natural gas shipments beginning in 2021.x Southern California Gas Co (SoCalGas) and San Diego Gas & Electric (SDG&E) have also announced plans to begin demonstration projects injecting a 5% blend into the natural gas grid starting next year… The thinking behind these proposals is that, in some undefined future, natural gas plants could be converted into 100% H2 combustion plants, ending reliance on gas for power generation. Blending H2 over time at increasingly higher levels into gas plants seems to be the industry’s plan to keep gas plants running and pipeline infrastructure in place for the next few decades, testing the impact of these experiments over time with the public. .. Burning H2 does not produce carbon dioxide (CO2) emissions. That is good news for the climate. However, hydrogen combustion produces other air emissions. And that scientific fact is the untold story in this aggressive industry plan, one that could turn green H2 into ghastly H2. The bad news is that H2 combustion can produce dangerously high levels of nitrogen oxide (NOx). Two European studies have found that burning hydrogen-enriched natural gas in an industrial setting can lead to NOx emissions up to six times that of methane (the most common element in natural gas mixes) There are numerous other studies in the scientific literature about the difficulties of controlling NOx emissions from H2 combustion in various industrial applications. combustion for aircraft propulsion carries new “risks increasing the pollution generated in the form of oxides of nitrogen, which would partially negate the environmental benefits of burning hydrogen.Similarly, Union of Concerned Scientists (UCS) last week also highlighted the combustion issue, along with many other concerns, when it noted that “when hydrogen is combusted (as opposed to used in a fuel cell), it can generate significant NOx emissions, commensurate with that of natural gas combustion—or worse… These proposals come amidst the ongoing national problem nationwide with increased NOx emissions from all sources, a significant public health threat that is not under control. Long-term exposure to NOx increases the risk of respiratory conditions and heightens sensitivity to allergens. NOx is also a precursor to the formation of fine particles and ground-level ozone, which are both associated with severe adverse health effects.
Unraveling LA’s Hydrogen Combustion Experiment – Natural gas plants retrofitted to blend hydrogen, supporters insist, can cheaply and reliably fill this need with infrastructure that already exists. By combusting hydrogen, these natural gas plants would stay online, but they would have a somewhat smaller carbon footprint, and could provide firm energy to meet demand. Proponents of these projects argue that, if natural gas plants are sticking around anyway, reducing their carbon emissions through blending is a low-hanging fruit… As straightforward as this sounds, however, hydrogen blending is not the solution that supporters make it out to be. As promised previously, let’s begin by talking about NOx. NOx can form when naturally-occurring nitrogen in the air splits and oxidizes under high temperatures. This process does not require any specific fuel; it just needs a hot-enough combustion reaction. The hotter the reaction, the more NOx is created. This creates a problem for hydrogen blending, as hydrogen burns about 500º F hotter than natural gas. One group of researchers found that burning pure hydrogen may produce six times as much NOx as burning natural gas. NOx is a dangerous criteria pollutant. It’s linked to premature death, cardiopulmonary effects, decreased lung function in children, respiratory symptoms, and emergency room visits for asthma. It is also a precursor to other pollutants, including ozone (a key component of smog).
Reducing NOx Emissions During Combustion – One of the easiest and most cost-effective ways to reduce NOx and improve fuel efficiency is to measure oxygen (O₂) and combustibles (CO+H2 or often abbreviated as COe for carbon monoxide equivalent). NOx emissions from combustion sources react to form smog and acid rain and contribute to the formation of ground-level ozone and fine particles.. NOx emissions can be controlled by limiting the amount of available O₂, which can combine with nitrogen (N₂) to form nitric oxide (NO). Because the mixing of air and fuel can never be perfect, some excess air is always required to ensure complete combustion. By limiting this excess amount of air, less NOx is likely to form. However, if too little excess air is available, the combustibles in the flue gas rise dramatically.
Blending hydrogen with natural gas is the wrong tool to cut building and power sector emissions – While hydrogen produces no GHGs when it is burned, it emits dangerously high levels of NOx, which can cause asthma and even premature death. Burning hydrogen in industrial settings generates NOx emissions up to six
times higher than methane combustion. Blending hydrogen at natural gas-fired power plants would drive higher local pollution that disproportionately impacts low-income communities or communities of color, where the plants are typically sited. Hydrogen burned inside the home, especially for cooking, would similarly expose residents to high levels of NOx pollution. Hydrogen burned inside buildings also poses significant safety risks because it ignites far more readily than
natural gas with a higher risk of flame flashback—i.e., when a flame travels from a burner back into the gas line— in appliances designed to run on natural gas. And unlike natural gas, no known odorants are compatible with hydrogen so any room where pipes or appliances are delivering a high-hydrogen blend would require a hydrogen detector with an alarm, lest an accumulating gas leak cause an explosion … As utilities stand to increase profits through hydrogen, regulators should exercise skepticism when considering ratepayer-funded utility proposals to blend it with natural gas for pipeline distribution or in power plants, and place a high burden of proof on utilities to demonstrate how their actions serve the public
interest and achieve relevant climate and clean energy goals.
Hydrogen, the future of combustion – The desire to stop burning fossil fuels does not necessarily mean that combustion processes will disappear – they very widely spread and have been used intensively for ~150 years. Moreover, there is no serious reason why they should disappear. However, there are too many of them: gas turbines, thermal and hybrid engines, burners for heating equipment and petrochemical ovens, burners for drying operations, combustion systems for industrial and domestic boilers, etc. Each developed for specific applications. .. green hydrogen represents a potential alternative fuel for gas turbines to produce low-emission electricity as well as the industrial combustion processes listed above…. due to the difference in physical properties between hydrogen and other fuels such as natural gas, well-established gas turbine combustion systems cannot be converted directly to hydrogen combustion – a process that has been under development for many years, as it offers the promise of significantly reducing pollution in the form of NOx [nitric oxide (x=1) and nitrogen dioxide (x=2)] emissions, without emitting particulates (PM or soot) or CO2. … how to limit the formation of nitrogen oxides during fossil fuel combustion. These include, but are not limited to, EGR (Exhaust Gas Recirculation), SNCR (Selective Non-Catalytic “advanced” combustion technologies that combine technologies that exist independently
Developing a completely hydrogen-fueled gas turbine
Utilization of hydrogen in gas turbines: a comprehensive review
The EPA’s hydrogen push is a federal endorsement of greenwashing – plants will not be required to initially meet emissions standards for burning hydrogen, but that project developers will need to include designs for the extensive future retrofitting that would be required for the plants to burn hydrogen safely… suggest that the EPA is ignoring some key facts about the reality of burning hydrogen. As Clean Energy Group has written about extensively, hydrogen produces high amounts of the air pollutant nitrogen oxide (NOx) when burned. Even in new turbines built to run on 100% hydrogen and equipped with NOx emissions control technology, emissions are the same as new natural gas plants. As we have seen in countless environmental justice communities, NOx emissions, even within regulated limits, have led to high rates of serious respiratory and cardiovascular illness. Building new gas plants – even ones that run on hydrogen – will subject these communities to disproportionate health impacts for decades longer… Because of the molecule’s small size, hydrogen is extremely prone to leakage. And once in the atmosphere, it reacts with molecules that are primarily used for breaking down methane. The result is that even a small amount of hydrogen leakage will lead to a rise in methane accumulation in the atmosphere, which has severe impacts on near-term warming.
Ultra-low NOx Hydrogen-Fuelled Gas Turbine Combustion Systems PhD
Hydrogen – Ammonia
Researchgate – Combustion of Hydrogen with Air can produce more NOx than other fuel sources.– combustion of hydrogen with air can produce dangerously high levels of nitrogen oxide (NOx). I have recently analyzed that combustion of Hydrogen with air can produce 3 times higher NOx than combustion of Ammonia with air. Two European studies have also found that burning hydrogen-enriched natural gas in an industrial setting can lead to NOx emissions up to six times that of methane.
Nitrogen Oxides as a by-product of Ammonia/Hydrogen combustion regimes – Alternative fuels are under scrutiny for mitigating carbon dioxide emissions. One of these alternatives is ammonia, which can be produced from waste sources, renewable energy and even nuclear power with potentially zero carbon emissions over most of its life cycle. The difficulties of pure ammonia combustion, partially due to its low flame speed and flammability, can be addressed by doping ammonia mixtures with hydrogen, which increases the reactivity of these blends and allows combustion features similar to those of some fossil fuels. However, NOx emissions are still a problem when burning ammonia, with some circumstances where emissions are even worse than with fossil-based systems. This is a consequence of the considerable formation of N2O, a greenhouse gas that is known to possess up to 300 times the Global Warming Potential (GWP) of carbon dioxide, making these regimes unsuitable for the purpose of fuel replacement to combat climate change.
Evaluation of Hydrogen and Ammonia Engine / Gas Turbine for Power Generation
Vard Delivers Ammonia-Ready Armada Vessel to Ocean Infinity
Chemical Engineering Transactions – Nitrogen Oxides as a By-product of Ammonia/Hydrogen Combustion Regimes – The difficulties of pure ammonia combustion, partially due to its low flame speed and flammability, can be addressed by doping ammonia mixtures with hydrogen, which increases the reactivity of these blends and allows combustion features similar to those of
some fossil fuels. However, NOx emissions are still a problem when burning ammonia, with some circumstances where emissions are even worse than with fossil-based systems. This is a consequence of the considerable formation of N2O, a greenhouse gas that is known to possess up to 300 times the Global Warming Potential (GWP) of carbon dioxide, making these regimes unsuitable for the purpose of fuel replacement to combat climate change. Therefore, this work shows bespoke results for unburned NH3 and NOx emissions, specifically
NO, NO2 and N2O, at various conditions of operation whilst employing ammonia-hydrogen blends in a tangential swirl burner representative of industrial gas turbines. The results show a good compromise of NOx emissions at
the near 1.05 – 1.2 equivalence ratio, with further understanding behind the chemistry that precludes the formation/consumption of these unwanted emissions for full deployment of ammonia-based energy systems.
Hydrogen – Ammmonia and Air / Sea Transport
An example is an article from Airbus – explaining how hydrogen could be utilised – Hydrogen combustion, explained – How hydrogen’s unique properties are ideal for engine combustion – which states ” hydrogen can run on a “lean” mixture, which means the amount of fuel is less than the amount needed for combustion with a given amount of air. This results in greater fuel economy and a final combustion temperature that is generally lower, which reduces the amount of pollutants, such as NOx, emitted via the exhaust. “
Australia, Singapore map routes to greener shipping
MAN- Designing Engines of the Future – “While battery-driven engines are gradually replacing the combustion engine of old in the automotive sector, this solution is not feasible for more powerful engines, especially in the maritime sector. Here, the search for the best alternative to fossil fuels is still on.
Anglo-French backers of Mauritania’s green hydrogen megaproject reveal first-phase plans
Oil giant Chevron’s first renewable hydrogen plant to tap California green power
Louis Dreyfus Armateurs Unveils Liquid Hydrogen SOV Concept
Dual-Fuel Methanol Offshore Wind Turbine Installation Vessel Design Gets ABS Nod
Fugro vessel converts to green methanol – Fugro has announced that its Pioneer vessel (pictured) is ready to be equipped with methanol engines after successfully converting the main components on board. Using green methanol as a fuel reduces carbon emissions by more than 90% compared to conventional diesel, allowing clients to run their projects in a more sustainable manner, the company said.
Norwegian Companies Join Forces to Construct Methanol-Powered Vessel
EasyJet joins calls for UK government to help fund hydrogen-powered flight
Project Verdant aims to convert crew transfer vessel to run on hydrogen – Hybrid system could reduce vessel’s CO2 emissions by up to 30% and NOx emissions by up to 40%… A new project supported by Innovate UK is aiming to retrofit a crew transfer vessel (CTV) with hydrogen fuel cells in order to cut CO2 and NOx emissions while servicing offshore wind farms… Project Verdant’s conceptual design incorporates hydrogen fuel cells that are connected to electric motors, which can work in conjunction with the existing diesel-fueled engines, which can be shut down to enable zero emission operation at slow speed while working within offshore wind farms.
Biofuels – HutanBio is aiming to secure a significant share of the maritime fuels market over the next decade, mandated by the International Maritime Organisation to reduce CO₂ emissions by at least 40 percent by 2030 (compared to 2008), to account for its carbon emissions this year (2024) and stop using fossil fuels by 2050. Designed from the outset as a ready-made drop-in replacement fuel for the global shipping industry, HBx will support these mandates.
Ocean Network Express announces inaugural fleet of 12 methanol dual-fuel containerships – 1,
Norwegian players to build e-methanol vessel
Japan could be a key export target for India’s green ammonia
Optimal fuel supply of green ammonia to decarbonise global shipping – issues discussed
Hydrogen Fuel Cells vs Hydrogen Combustion Engines for Aircraft Propulsion – there are also several drawbacks to using hydrogen for aircraft propulsion. One of the biggest challenges is the storage of hydrogen. Hydrogen has a low density, which means that it requires a lot of space to store enough fuel to power an aircraft. This can be especially challenging for larger aircraft that require more energy to fly. In addition, hydrogen requires a complex system of storage, delivery, and distribution infrastructure, which can add to the overall cost of implementing this technology in aviation on a large scale… There are two ways to use hydrogen as a fuel source for aircraft propulsion: hydrogen fuel cells and hydrogen combustion engines. Hydrogen fuel cells are currently more expensive than hydrogen combustion engines. This is because fuel cells are still a relatively new technology, and there are fewer manufacturers producing them. Additionally, fuel cells require expensive materials such as platinum. The main advantage of hydrogen combustion engines is that they can use existing infrastructure, such as airports’ fueling systems, without the need for extensive modifications. In addition, hydrogen combustion engines have the potential to be less complex than fuel cell systems, which could make them more reliable and easier to maintain.
Equinor is testing ammonia – In late 2021, the European Union and the Norwegian government announced that they were investing over US$27 million to install a potentially revolutionary ammonia-powered fuel cell in conjunction with engine maker Wärtsilä on board Viking Energy. Yes, the LNG-powered vessel would be converted to run on ammonia
First Hydrogen-Powered CTV for German Offshore Wind Market Sets Sail – The engine is manufactured by MAN Engines for dual-fuel use and retrofitted by CMB.TECH with a hydrogen injection system.
Amp buys time on massive 5GW green hydrogen and ammonia project
FlagshipONE: decarbonising shipping with e-methanol – Heavy oceangoing vessels like container ships are currently powered by some of the most polluting types of fossil fuels. As a whole, shipping is responsible for 3 % of global greenhouse gas emissions. Large ships can’t be directly electrified, as they would need unfeasibly large, heavy batteries. Instead, it is essential to develop fuel sources that aren’t based on fossil fuels. E-methanol is one of the most promising solutions… E-methanol is a liquid fuel synthesised from green hydrogen and biogenic carbon dioxide. At FlagshipONE, hydrogen will be produced on site, using 70 MW renewable power to electrolyse water into hydrogen and oxygen. Meanwhile, carbon dioxide will be sourced from the adjacent sustainable biomass-fired combined heat and power plant, Hörneborgsverket, owned and operated by local power company Övik Energi. Hörneborgsverket will also provide steam and water for the process. Excess heat will then be returned to Örnsköldsvik’s local district heating network.
ZeroAvia is exploring cryo-compressed hydrogen to produce longer-range planes
GE Vernova to equip new UK Fleet Solid Support ships with hybrid-electric propulsion technology
ScottishPower makes hydrogen aviation pact – partnered with ZeroAvia to explore the development of green hydrogen supply solutions for key airports, with the aim of seeing the decarbonisation of air travel take off.
Ultra-low NOx combustion system for aviation
Alternative Approaches for Aviation
All Electric Passenger Planes – battery weight is a big issue – 1,
Hydrogen & Industrial Heating
CHARACTERISTICS OF HYDROGEN FUEL COMBUSTION IN A REHEATING FURNACE – M SC Thesis 2022 – “11.5% increase in iron oxide formation on the slab was recorded for the hydrogen case, however, the bulk of the iron oxide formed was more of wüstites which are the easiest form of iron oxide to descale. However, elevated nitrogen oxide (NOx) levels were recorded for hydrogen combustion which led to further study into NOx mitigation techniques. Application of the staged combustion method using hydrogen fuel showed potentials for NOx reduction.
Effect of hydrogen addition on NOx formation mechanism and pathways in MILD combustion of H2-rich low calorific value fuels – “Hydrogen is a major component of low heating value (LHV) fuels like syngas, coke oven gas, and blast furnace gas. These fuels can potentially replace methane in the industrial process under MILD combustion conditions. NOx formation mechanism in MILD combustion regime is different from conventional air combustion due to uniform temperature distribution and low oxygen concentration. Hence, it is important to investigate the effect of hydrogen addition inmethane (CH4) on different NOx formation mechanism and pathways under MILD combustion conditions. A well-stirred reactor (WSR) model with atmospheric pressure and long residence time was employed to simulate the ideal MILD combustion conditions with Chemkin Pro software and GRI Mech 2.11. H2 and CH4 blends ranging from 0% H2 (100% CH4) to 60% H2 (B60 = 40%CH4/60%H2) were selected as fuels to emulate MILD combustion of LHV fuels. The oxygen mass fraction was kept from 3% to 9%, and the fuel blends were altered. The results showed that hydrogen addition enhanced NNH route while decreasing prompt route and N2O intermediate route whereas thermal NOx route was insignificant for lower O2 mass fraction of 3% and 6%. It was observed that H2 addition reduced NO-reburning which led to more NOx emission. Moreover, the sensitivity analysis was conducted to analyze the pathway of NOx formation and to quantitively separate the relative contribution of the individual route on the total NOx formation, which was beneficial to control the NOx emission of LHV fuels during MILD combustion.
Industrial heat pumps are coming: To decarbonise industry, we must decarbonise heat. About half of all industry process heat is below 200C. Industrial heat pumps using waste heat are well-placed to provide heat at this temperature saving energy and reducing carbon emissions.
6 Things to Remember about Hydrogen vs Natural Gas
Hydrogen and Water Requirements – What about El Nino – Drought times?
The Green Gamble: Hydrogen’s Rocky Road to Replacing Fossil Fuels – a water guzzler?
Food Waste to Gas
Renewi’s Green Gas Makes Vattenfall’s Gas Mix More Sustainable
Electric Vehicles vs Ethanol
Renewable Diesel
DCCEEW – feedback on developing a fuel quality standard to enable the supply of renewable diesel in Australia. Renewable diesel is an alternative to normal diesel that produces lower greenhouse gas emissions.
Australians – Hydrogen – Q&A
Motor Mouth answers all of your hydrogen questions
H2 GO: Are Australians on board with hydrogen energy? – people are quite supportive of having hydrogen as part of Australia’s energy mix but there was a desire for more information about how it will work, how safe it is and how much it will cost. – Public beliefs about hydrogen energy technologies in Australia: production, storage, distribution and utilisation
OPINION | Is it safe to burn hydrogen in the home? Let’s look at the evidence – the HSE is clearly not in a position to recommend that hydrogen can be made safe in a domestic setting. Much more work is needed… I, however, am unequivocal — there is sufficient knowledge and evidence available now to dismiss hydrogen for domestic heat.
A Mavens Magnets 