Abstract

Due to numerous hazardous chemicals to handle, the process plant industry has a higher risk of fire, explosion, and toxic release than other industries. Reviewing the accidents at process plants in the past, it is clear that fire accidents occur with the highest frequency, leading this study to consider accidental fire scenarios at process plants. For the scenario of an incident, a jet fire involving a massive amount of hydrogen gas to be processed or delivered at the process plant has been selected. The analysis of incident outcome resulting from the hydrogen jet fire has been implemented through the computational fluid dynamics simulation methodology Kameleon FireEx. Based on the outcome of this simulation, the consequences of a jet fire with high temperature and heat radiation are analyzed and evaluated. In addition, the results from Phast ver. 7.11 simulation for the same scenario are presented for comparison and further validation.

Abstract

The application of PFSA-based proton exchange membranes was investigated for the production of hydrogen and sulfuric acid using a SO2-depolarized electrolyzer system. Parameters investigated included hot pressing pressure for the membrane electrode assembly (MEA) manufacturing, cell temperature, membrane thickness, catalyst loading, membrane type, and SO2 anode feed concentration. The effect of cell temperature, membrane thickness, and acid concentrations was also investigated when using a second method, where clean sulfuric acid as cathode and SO2 saturated sulfuric acid as anode were used. Electrochemical impedance spectroscopy showed that the pressure exerted in the MEA manufacturing step had a significant influence with 125 kg cm−2 yielding the highest current density. High temperatures (>80°C) and thin membranes (≈120 μm) showed the best performance while thicker membranes produced higher acid concentration when using the first system. The SO2 concentration in the anode had a significant influence with the over potential increasing with decreasing SO2 concentration. When using the second method, it was found that the SO2 solubility in sulfuric acid is important as the mass transport of the SO2 limits the overall reaction rate. From the two systems tested, the first method, that is, dry SO2 anode and liquid water cathode showed the best operational effectiveness reaching a maximum of 0.32 A cm−2 at 80°C using N115 coated with 1 mgPt cm−2 while the second system under the same conditions achieved a current density of 0.18 A cm−2 when using N117.

Abstract

I denne studien er hydrogen foreslått som et alternativt drivstoff for maritim transport. Miljøpåvirkninger fra å erstatte konvensjonelle fossile brensler i sjøtransport med hydrogen vurderes ved å utføre en livssyklusvurdering av hele transportlivssyklusen. Systemet dekker påvirkninger knyttet til både infrastruktur, fartøy og drivstoff. Bare fullstendige referanser av fyringsoljer, flytende naturgass og hydrogen har vært mulig å oppdrive og begrenser derfor studiet. Batterier blir også vurdert, men bare som en ekstra kraftgenererende enhet i hybridsystemer, da de har en mangel på energi per vektenhet sammenlignet med andre drivstoff. LCAen som er gjennomført i denne studien involverer flere påvirkningskategorier inkludert: forsuring, abiotisk uttømming (av fossilt brensel), overgjødsling, økotoksisitet (gjelder både ferskvann, sjø og land), globalt oppvarmingspotensial, menneskelig toksisitet, nedbryting av ozonlag og fotokjemisk oksidasjon. Energibruk for de forskjellige drivstoffene blir undersøkt ved beregning av kumulativt energibehov. Som resultatene antyder, kan erstatning av deler av den nåværende drivstoffblandingen i sjøtransport med hydrogen føre til en betydelig mindre innvirkning på miljøet. Nytten av å bruke hydrogen i sjøtransport er imidlertid sterkt avhengig av tilgangen til et rent drivstoff. Siden produksjonsnivåene er lave i tillegg til sikkerhetsrisikoer for bruk av hydrogen ombord på skip, er det nødvendig å fortsette å utvikle hydrogenteknologien på både en kostnadseffektiv og energieffektiv måte for å konkurrere med velutviklede teknologier. Masteroppgave i energi ENERGI399 MAMN-ENERG

Abstract

Synthetic fuels based on electricity, water, and carbon dioxide (CO2) may be necessary to cover the fuel demand in a sustainable transport sector based on renewable energy sources. The aim of this paper is to compare hydrogen, methane, methanol and diesel produced in this way. The main parameters for the analysis are well to wheel energy efficiency and costs, and the fuels are analysed in a Swedish context. The results indicate that methane and diesel could have the potential to be cost competitive in the near term, at least if common incentivesfor renewable transportation fuels are applied. Moreover, that hydrogen is the best option in terms of well to wheel energy efficiency, and that it in the longer term also may be cost competitive to the other fuels.

Abstract

Mobility is at the heart of our society meanwhile the transport sector is responsible for about one third of Europe’s greenhouse gas (GHG) emissions and the main cause of air and noise pollution, affecting citizens’ health, especially in urban areas. What if we could find a way to move as flexibly, quickly and conveniently as today and at the same time keep our environment clean? Fuel cell electric buses are part of the solution and a commercialisation strategy is in place to bring the costs down, and this is what past deployments and the JIVE project are demonstrating across Europe."br" After introducing the topic and explaining what fuel cell electric buses are, the paper will highlight the results and recommendations of previous and current fuel cell bus deployment projects to date – namely CHIC, High V.LO-City and Hytransit. The JIVE and MEHRLIN projects, which will deploy 139 new fuel cell buses and their hydrogen infrastructure will then be introduced along with the commercialisation strategy of fuel cell buses that started in parallel. The paper ends with a mention of the JIVE 2 project, which will add another 152 fuel cell buses in European cities, and will expend the deployment to new countries in Europe.

Abstract

Hydrogen fuel cell vehicles are expected to play an important role in the future and thus have improved significantly over the past years. Hydrogen fuel cell motorcycles with a small container for compressed hydrogen gas have been developed in Japan along with related regulations. As a result, national regulations have been established in Japan after discussions with Japanese motorcycle companies, stakeholders, and experts. The concept of Japanese regulations was proposed internationally, and a new international regulation on hydrogen-fueled motorcycles incorporating compressed hydrogen storage systems based on this concept are also established as United Nations Regulation No. 146. In this paper, several technical regulations on hydrogen safety specific to fuel cell motorcycles incorporating compressed hydrogen storage systems are summarized. The unique characteristics of these motorcycles, e.g., small body, light weight, and tendency to overturn easily, are considered in these regulations. Document type: Article

Abstract

The South African transport sector is estimated to emit 60 MtCO2eq and require 800 PJ of energy, similar in scale to industrial energy demand and emissions. The sector is forecast to potentially eclipse industry in this regard if conventional vehicle choices and travel modes persist. This paper explores scenarios of transport technology choices and demand in a future of uncertain fuel and technology costs, and the consequences for energy supply and greenhouse gas emissions. It explores the extent of electric vehicle (EV) adoption and the implication of fuel migration from petroleum products. The preference for alternative fuels such as hydrogen, liquid biofuels and natural gas is also investigated. The evolution of road transport in South Africa towards 2050 is investigated utilising the South African TIMES model, a full energy sector least-cost optimisation model that relies on a rich technological database of the entire energy supply and demand system. Hydrogen fuel cell vehicles are shown to be a viable option in freight and public transport, potentially meeting 70% of travel demand by 2045. The private passenger and light commercial sectors emerge as the main market for electric vehicles, potentially accounting for 80% of new vehicle sales by 2045. Electricity as a transport fuel could account for 30% of fuel supply and reduce transport emissions to half of present day estimates. However, the key uncertainty driving EV adoption is future vehicle costs and crude oil prices, which could dampen EV uptake. Another main finding is that petroleum-dependent vehicles remain an important vehicle class, and that re-investment in existing crude oil refineries to conform to Euro5 standards is a likely requirement. There seems to be little indication, however, that additional refining capacity would be economically viable within the planning horizon. Document type: Article

Abstract

As Catalonia embarks on its journey towards decarbonization, hydrogen emerges as a pivotal component of its clean energy strategy. This abstract presents a forecast of hydrogen utilization in Catalonia, shedding light on the opportunities and challenges inherent in its widespread adoption.

Hydrogen holds immense promise as a versatile energy carrier capable of decarbonizing various sectors, including transportation, industry, and residential heating. In Catalonia, the forecasted utilization of hydrogen reflects a strategic shift towards sustainable practices, driven by ambitious climate targets and technological advancements.

 

In the transportation sector, hydrogen fuel cell vehicles (FCVs) are poised to play a prominent role, offering zero-emission mobility without compromising range or refuelling convenience.  Nowadays, TMB (Transports Municipals de Barcelona) has increased significantly the hydrogen buses fleet and some industrial examples are being developed, but not relative only to heavy transport also in intra logistic areas.  

 

In the industrial sector, hydrogen emerges as a key enabler of decarbonization, particularly in energy-intensive industries such as chemicals and construction. The forecast highlights the potential for green hydrogen to replace fossil fuels in industrial processes, leading to significant reductions in carbon emissions and enhancing Catalonia's industrial competitiveness on the global stage and in Tarragona area.

 

Moreover, the forecast examines the integration of hydrogen into the residential sector, where it can serve as a clean alternative for heating and power generation. By leveraging renewable sources for hydrogen production and investing in decentralized hydrogen infrastructure, Catalonia aims to provide sustainable energy solutions to residential consumers, fostering energy independence and resilience.

 

However, the forecast also underscores several challenges that must be addressed to realize the full potential of hydrogen utilization in Catalonia. These include the need for robust regulatory frameworks, investment incentives, and public awareness campaigns to overcome technological barriers and market uncertainties.

 

In conclusion, the forecast of hydrogen utilization in Catalonia paints a compelling picture of a future characterized by sustainable energy practices, economic growth, and environmental stewardship. By seizing the opportunities presented by hydrogen technologies and addressing the associated challenges proactively, Catalonia can chart a course towards a decarbonized future that serves as a model for regions around the globe.

 

Abstract

This study analyzed the real working parameters of an Otto cycle internal combustion engine, using as fuel hydrogen plus gasoline. Two stoichiometric equations were determined. In the first equation, the reagents are octane and air, in the second equation was added the quantity of 3.86 H2 moles obtained from a hydrogen cell. Two sets of equations, for consumption and power, were determined from the chemical equations, working at the conditions of Quito: altitude 2850 msnm, 72.794 kPa of atmospheric pressure and 300 K of temperature. A single cylinder engine powered with hydrogen plus gasoline was used for getting real data of engine power, using mixtures of air-gasoline and hydrogen; the theoretical power without H2 was 3.91 HP and with H2 5.41 HP, it increased 27.1%, the real power is 3.78 HP without H2 and 4.66 HP with H2, it increased 16.7%. Theoretical fuel consumption is 401.61 g/kWh and addition of H2 is less to 373.52 g/kWh, the actual consumption that indicates the manufacturer is 395 g/kWh.