Applications & Pathways

For the UK to meet their national target of net zero emissions as part of the central Paris Agreement target further emphasis needs to be placed on decarbonizing public transport and moving away from personal transport (conventionally fuelled vehicles (CFVs) and electric vehicles (EVs)). Electric buses (EBs) and hydrogen buses (HBs) have the potential to fulfil requirements if powered from low carbon renewable energy sources.

A comparison of carbon dioxide (CO₂) emissions produced from conventionally fuelled buses (CFB) EBs and HBs between 2017 and 2050 under four National Grid electricity scenarios was conducted. In addition emissions per person at different vehicle capacity levels (100% 75% 50% and 25%) were projected for CFBs HBs EBs and personal transport assuming a maximum of 80 passengers per bus and four per personal vehicle.

Results indicated that CFVs produced 30 g CO₂km⁻¹ per person compared to 16.3 g CO₂ km⁻¹ per person by CFBs by 2050. At 100% capacity under the two-degree scenario CFB emissions were 36 times higher than EBs 9 times higher than HBs and 12 times higher than EVs in 2050. Cumulative emissions under all electricity scenarios remained lower for EBs and HBs.

Policy makers need to focus on encouraging a modal shift from personal transport towards sustainable public transport primarily EBs as the lowest level emitting vehicle type. Simple electrification of personal vehicles will not meet the required targets. Simultaneously CFBs need to be replaced with EBs and HBs if the UK is going to meet emission targets.

The cost reduction of hydrogen refueling stations (HRSs) is very important for the popularization of hydrogen vehicles. This paper proposes an optimized operation algorithm based on hydrogen energy demand estimation for on-site hydrogen refueling stations. Firstly the user’s hydrogen demand was estimated based on the simulation of their hydrogenation behavior. Secondly mixed integer linear programming method was used to optimize the operation of the hydrogen refueling station to minimize the unit hydrogen energy cost by using the peak–valley difference of the electricity price. We then used three typical scenario cases to evaluate the optimized operation method. The results show that the optimized operation method proposed in this paper can effectively reduce the rated configuration of electrolyzer and storage tank for HRS and can significantly reduce the unit hydrogen energy cost considering the construction cost compared with the traditional method. Therefore the optimization operation method of a local hydrogen production and hydrogen refueling station proposed in this paper can reduce the cost of a hydrogen refueling station and accelerate the popularization of hydrogen energy vehicles. Finally the scope of application of the proposed optimization method and the influence of the variation of the electricity price curve and the unit cost of the electrolyzer are discussed.

Energy–structure–function (ESF) maps can aid the targeted discovery of porous molecular crystals by predicting the stable crystalline arrangements along with their functions of interest. Here we compute ESF maps for a series of rigid molecules that comprise either a triptycene or a spiro-biphenyl core functionalized with six different hydrogen-bonding moieties. We show that the positioning of the hydrogen-bonding sites as well as their number has a profound influence on the shape of the resulting ESF maps revealing promising structure–function spaces for future experiments. We also demonstrate a simple and general approach to representing and inspecting the high-dimensional data of an ESF map enabling an efficient navigation of the ESF data to identify ‘landmark’ structures that are energetically favourable or functionally interesting. This is a step toward the automated analysis of ESF maps an important goal for closed-loop autonomous searches for molecular crystals with useful functions.

Diesel engines are inevitable parts of our daily life and will be in the future. Expensive after-treatment technologies to fulfil normative legislations about the harmful tail-pipe emissions and fuel price increase in recent years created expectations from researchers for alternative fuel applications on diesel engines. This study investigates hydrogen as additive fuel in diesel engines. Hydrogen was introduced into intake manifold using gas injectors as additive fuel in gaseous form and also diesel fuel was injected into cylinder by diesel injector and used as igniter. Energy content of introduced hydrogen was set to 0% 25% and 50% of total fuel energy where the 0% references neat diesel operation without hydrogen injection. Test conditions were set to full load at 750 900 1100 1400 1750 and finally 2100 r/min engine speed. Variation in engine performance emissions and combustion characteristics with hydrogen addition was investigated. Hydrogen introduction into the engine by 25% and 50% of total charge energy reveals significant decrease in smoke emissions while dramatic increase in nitrogen oxides. With increasing hydrogen content a slight rise is observed in total unburned hydrocarbons although CO2 and CO gaseous emissions reduced considerably. Maximum in-cylinder gas pressure and rate of heat release peak values raised with hydrogen fraction.

(Mg-10wt.%Ni)-10wt.%Ce (Mg10Ni10Ce) was ball-milled with SnO2 nanotubes and Mg10Ni10Ce-xSnO2 (x=0 5 10 and 15wt.%) composites have been prepared. The phase compositions microstructures morphologies and hydrolysis H2 generation performance in different aqueous systems (distilled water tap water and simulated seawater) have been investigated and the corresponding hydrolysis mechanism of Mg10Ni10Ce and Mg10Ni10Ce-SnO2 has been proposed. Adding a small amount of SnO2 nanotubes can significantly enhance the hydrolysis reaction of Mg10Ni10Ce especially the initial hydrolysis kinetics and the final H2 generation yield. Unfortunately the Mg10Ni10Ce-xSnO2 hardly react with distilled water at room temperature. The hydrolysis reaction rate of Mg10Ni10Ce-5SnO2 composite in tap water is still very slow with only 17.3% generation yield after 1 hour at 303 K. Fortunately in simulated seawater (3.5wt.% NaCl solution) the hydrolytic H2 generation behavior of the Mg10Ni10Ce-5SnO2 composite has been greatly improved which can release as high as 468.6 mL/g H2 with about 60.9% generation yield within 30 s at 303 K. The Cl- destroys the passivation layer on Mg-Ni-Ce alloy surface and the added SnO2 nanotubes accelerate the hydrolysis reaction rate and enhance the H2 generation yield. The Mg10Ni10Ce-5SnO2 composite can rapidly generate a large amount of H2 in simulate seawater in a short time which is expected to be applied on portable H2 generators in the future.

Searching for efficient and robust non-noble electrocatalysts for hydrogen generation is extremely desirable for future green energy systems. Here we present the synthesis of integrated Ni-P-S nanosheets array including Ni2P and NiS on nickel foam by a simple simultaneous phosphorization and sulfurization strategy. The resultant sample with optimal composition exhibits superior electrocatalytic performance for hydrogen evolution reaction (HER) in a wide pH range. In alkaline media it can generate current densities of 10 20 and 100 mA cm−2 at low overpotentials of only −101.9 −142.0 and −207.8 mV with robust durability. It still exhibits high electrocatalytic activities even in acid or neutral media. Such superior electrocatalytic performances can be mainly attributed to the synergistic enhancement of the hybrid Ni-P-S nanosheets array with integration microstructure. The kind of catalyst gives a new insight on achieving efficient and robust hydrogen generation.

Deployed at scale hydrogen could account for almost one-fifth of total final energy consumed by 2050. This would reduce annual CO2 emissions by roughly 6 gigatons compared to today’s levels and contribute roughly 20% of the abatement required to limit global warming to two degrees Celsius.

On the demand side the Hydrogen Council sees the potential for hydrogen to power about 10 to 15 million cars and 500000 trucks by 2030 with many uses in other sectors as well such as industry processes and feedstocks building heating and power power generation and storage. Overall the study predicts that the annual demand for hydrogen could increase tenfold by 2050 to almost 80 EJ in 2050 meeting 18% of total final energy demand in the 2050 two-degree scenario. At a time when global populations are expected to grow by two billion people by 2050 hydrogen technologies have the potential to create opportunities for sustainable economic growth.

“The world in the 21st century must transition to widespread low carbon energy use” said Takeshi Uchiyamada Chairman of Toyota Motor Corporation and co-chair of the Hydrogen Council. “Hydrogen is an indispensable resource to achieve this transition because it can be used to store and transport wind solar and other renewable electricity to power transportation and many other things. The Hydrogen Council has identified seven roles for hydrogen which is why we are encouraging governments and investors to give it a prominent role in their energy plans. The sooner we get the hydrogen economy going the better and we are all committed to making this a reality.”

Achieving such scale would require substantial investments; approximately US$20 to 25 billion annually for a total of about US$280 billion until 2030. Within the right regulatory framework – including long-term stable coordination and incentive policies – the report considers that attracting these investments to scale the technology is feasible. The world already invests more than US$1.7 trillion in energy each year including US$650 billion in oil and gas US$300 billion in renewable electricity and more than US$300 billion in the automotive industry.

“This study confirms the place of hydrogen as a central pillar in the energy transition and encourages us in our support of its large-scale deployment. Hydrogen will be an unavoidable enabler for the energy transition in certain sectors and geographies. The sooner we make this happen the sooner we will be able to enjoy the needed benefits of Hydrogen at the service of our economies and our societies” said Benoît Potier Chairman and CEO Air Liquide. “Solutions are technologically mature and industry players are committed. We need concerted stakeholder efforts to make this happen; leading this effort is the role of the Hydrogen Council.”

The launch of the new roadmap came during the Sustainability Innovation Forum in the presence of 18 senior members of the Hydrogen led by co-chairs Takeshi Uchiyamada Chairman of Toyota and Benoît Potier Chairman and CEO Air Liquide and accompanied by Prof. Aldo Belloni CEO of The Linde Group Woong-chul Yang Vice Chairman of Hyundai Motor Company and Anne Stevens Board Member of Anglo American. During the launch the Hydrogen Council called upon investors policymakers and businesses to join them in accelerating deployment of hydrogen solutions for the energy transition. It was also announced that Woong-chul Yang of Hyundai Motor Company will succeed Takeshi Uchiyamada of Toyota in the rotating role of the Council’s co-chair and preside the group together with Benoit Potier CEO Air Liquide in 2018. Mr Uchiyamada is planning to return as Co-chairman in 2020 coinciding with the Tokyo Olympic and Paalympic Games an important milestone for showcasing hydrogen society and mobility.

You can download the full report from the Hydrogen Council website here

We report the development of new tools and methods for facile integration and meaningful representation of high throughput data generated by genome-wide analyses of the model cyanobacterium Synechocystis PCC6803 for future genetic engineering aiming at increasing its level of hydrogen photoproduction. These robust tools comprise new oligonucleotide DNA microarrays to monitor the transcriptomic responses of all 3725 genes of Synechocystis and the SVGMapping method and custom-made templates to represent the metabolic reprogramming for improved hydrogen production. We show for the first time that the AbrB2 repressor of the hydrogenase-encoding operon also regulates metal transport and protection against oxidative stress as well as numerous plasmid genes which have been overlooked so far. This report will stimulate the construction and global analysis of hydrogen production mutants with the prospect of developing powerful cell factories for the sustainable production of hydrogen as well as investigations of the probable role of plasmids in this process.

Decarbonization of the shipping sector is inevitable and can be made by transitioning into low‐ or zero‐carbon marine fuels. This paper reviews 22 potential pathways including conventional Heavy Fuel Oil (HFO) marine fuel as a reference case “blue” alternative fuel produced from natural gas and “green” fuels produced from biomass and solar energy. Carbon capture technology (CCS) is installed for fossil fuels (HFO and liquefied natural gas (LNG)). The pathways are compared in terms of quantifiable parameters including (i) fuel mass (ii) fuel volume (iii) life cycle (Well‐To‐ Wake—WTW) energy intensity (iv) WTW cost (v) WTW greenhouse gas (GHG) emission and (vi) non‐GHG emissions estimated from the literature and ASPEN HYSYS modelling. From an energy perspective renewable electricity with battery technology is the most efficient route albeit still impractical for long‐distance shipping due to the low energy density of today’s batteries. The next best is fossil fuels with CCS (assuming 90% removal efficiency) which also happens to be the lowest cost solution although the long‐term storage and utilization of CO2 are still unresolved. Biofuels offer a good compromise in terms of cost availability and technology readiness level (TRL); however the non‐GHG emissions are not eliminated. Hydrogen and ammonia are among the worst in terms of overall energy and cost needed and may also need NOx clean‐up measures. Methanol from LNG needs CCS for decarbonization while methanol from biomass does not and also seems to be a good candidate in terms of energy financial cost and TRL. The present analysis consistently compares the various options and is useful for stakeholders involved in shipping decarbonization.

Uptake of hydrogen vehicles is an ideal solution for countries that face challenging targets for carbon dioxide reduction. The advantage of hydrogen fuel cell electric vehicles is that they behave in a very similar way to petrol engines yet they do not emit any carbon containing products during operation. The hydrogen industry currently faces the dilemma that they must meet certain measurement requirements (set by European legislation) but cannot do so due to a lack of available methods and standards. This paper outlines the four biggest measurement challenges that are faced by the hydrogen industry including flow metering quality assurance quality control and sampling.