A framework to evaluate hydrogen as fuel in international shipping

The shipping industry is today challenged by tighter regulations on efficiency, air pollution and the need to reduce its greenhouse gas emissions. The decarbonisation of the global energy system could be achieved with the use of alternative energy and fuels, and so a widespread switch to the adoption of alternative fuel in shipping could be experienced within the coming decades. Lately, many scenarios of alternative fuels in shipping have been investigated. Among the options of alternative fuels with different propulsion technologies, hydrogen with marine fuel cells (FCs) represent an example of such an alternative fuel. This paper proposes a framework to examine a possible transition path for the use of hydrogen in shipping within the context of decarbonisation of the wider global energy system. The framework is based on a soft- linking the global integrated assessment model (TIAM-UCL) and the shipping model (GloTraM). Initial results from this work-in-progress describe the trajectories of hydrogen prices, the characteristic of the hydrogen fleet and the consequences for shipping CO2 emissions, the hydrogen infrastructure requirements, the use of hydrogen in other sectors, and the consequences for global energy system CO2 emissions

Study of LH2 fueled subsonic passenger transport aircraft

The potential of using liquid hydrogen as fuel in subsonic transport aircraft was investigated to explore an expanded matrix of passenger aircraft sizes. Aircraft capable of carrying 130 passengers 2,780 km (1500 n.mi.); 200 passengers 5,560 km (3000 n.mi.); and 400 passengers on a 9,265 km (5000 n.mi.) radius mission, were designed parametrically. Both liquid hydrogen and conventionally fueled versions were generated for each payload/range in order that comparisons could be made. Aircraft in each mission category were compared on the basis of weight, size, cost, energy utilization, and noise

Study of the application of hydrogen fuel to long-range subsonic transport aircraft, volume 2

The feasibility, practicability, and potential advantages/disadvantages of using liquid hydrogen as fuel in long range, subsonic transport aircraft of advanced design were studied. Both passenger and cargo-type aircraft were investigated. To provide a valid basis for comparison, conventional hydrocarbon (Jet A) fueled aircraft were designed to perform identical missions using the same advanced technology and meeting the same operational constraints. The liquid hydrogen and Jet A fueled aircraft were compared on the basis of weight, size, energy utilization, cost, noise, emissions, safety, and operational characteristics. A program of technology development was formulated

Use of Hydrogen as Fuel: A Trend of the 21st Century

The unbridled use of fossil fuels is a serious problem that has become increasingly evident over the years. As such fuels contribute considerably to environmental pollution, there is a need to find new, sustainable sources of energy with low emissions of greenhouse gases. Climate change poses a substantial challenge for the scientific community. Thus, the use of renewable energy through technologies that offer maximum efficiency with minimal pollution and carbon emissions has become a major goal. Technology related to the use of hydrogen as a fuel is one of the most promising solutions for future systems of clean energy. The aim of the present review was to provide an overview of elements related to the potential use of hydrogen as an alternative energy source, considering its specific chemical and physical characteristics as well as prospects for an in-crease in the participation of hydrogen fuel in the world energy matrix

Hydrogen in Passenger Transport: A Macroeconomic Analysis

Hydrogen is often seen as a promising future energy carrier given the major reliance of today?s transport sector on finite fossil fuels. This working paper assesses the macroeconomic effects of introducing hydrogen as fuel in passenger transport within the framework of the computable general equilibrium (CGE) model PACE-T(H2). Our simulation results suggest small improvements in the macroeconomic performance in almost all European countries from the introduction of hydrogen. The magnitude of economic effects however depends on the assumed learning curve of hydrogen cars and on the future development of hydrogen infrastructure costs. The results presented in this paper build on data and projections developed in the EU funded ?HyWays? project. --

STB-White

The final design of a hypersonic, SCRAMjet research aircraft, which is to be dropped from a carrier plane, is considered. Topics such as propulsion systems, aerodynamics, component weight analysis, and aircraft design with waverider analyses are stressed with smaller emphasis placed on aircraft systems such as cockpit design and landing gear configurations. Propulsion systems include analysis of the turbofanramjet for acceleration to low hypersonic speed (Mach 6.0) and analysis of the SCRAMjets themselves to carry the aircraft to Mach 10.0. Both analyses include the use of liquid hydrogen as fuel. Inlet design for both propulsion systems is analyzed as well. Aerodynamic properties are found using empirical and theoretical formulas for lift and drag on delta-wing aircraft. The aircraft design involves the integration of all preliminary studies into a modified waverider configuration

Possibilities of utilising green hydrogen as fuel in the heavy transport sector in Finland

Abstract. This bachelor’s thesis presents one possibility of utilising green hydrogen as fuel in the heavy transport sector in Finland. The work is a literature review that includes calculations to estimate the potential hydrogen demand of heavy transportation. The topic is relevant because of the increasing concerns about climate change, and the urgent need to reduce greenhouse gas emissions asks for environment-friendly solutions in all fields including transportation. Green hydrogen has been recognised as a potential zero-emission fuel in future heavy transportation. However, the technologies that are required for this utilisation are still under development and need improvement before the usage could be possible. The thesis introduces the EU’s and Finland’s composed strategies to attain carbon neutrality, the EU in 2050 and Finland in 2035. These strategies spell out targets and guidelines for achieving decarbonisation in various fields, such as heating, electrification, industry, and transport. The strategies also predict the future of the hydrogen economy and provide a picture of the potential scale of hydrogen production and use. The study examines the current state of the sector, the feasibility of implementing green hydrogen as a fuel, and the potential benefits and challenges of its adaptation into the Finnish fuel chain. The required hydrogen demand and electricity need for this utilisation are calculated by using the exemplary consumption of an ICE hydrogen engine developed by the company Cummins Inc and collected data on Finland’s traffic performances from Statistics Finland. The calculation shows that the required demand per year would be 350 000 tonnes of hydrogen and more than 17.5 TWh of electricity would be needed to satisfy this demand. Theoretically, this electricity demand could be achieved with the current renewable electricity capacity of 36.9 TWh (2021). Although it wouldn’t be possible in practise as the total electricity demand is 69.3 TWh, without renewable hydrogen production. The electrical efficiency of electrolyser technology is, however, expected to improve by about 12.5% in the future. With this improvement, the annual electricity needed for green hydrogen production for heavy transportation would decrease to 15.3 TWh

Synthesis, characterization and performance of robust poison-resistant ultrathin film yttria stabilized zirconia – nickel anodes for application in solid electrolyte fuel cells

We report on the synthesis of undoped ∼5 μm YSZ-Ni porous thin films prepared by reactive pulsed DC magnetron sputtering at an oblique angle of incidence. Pre-calcination of the amorphous unmodified precursor layers followed by reduction produces a film consisting of uniformly distributed tilted columnar aggregates having extensive three-phase boundaries and favorable gas diffusion characteristics. Similarly prepared films doped with 1.2 at.% Au are also porous and contain highly dispersed gold present as Ni-Au alloy particles whose surfaces are strongly enriched with Au. With hydrogen as fuel, the performance of the undoped thin film anodes is comparable to that of 10–20 times thicker typical commercial anodes. With a 1:1 steam/carbon feed, the un-doped anode cell current rapidly falls to zero after 60 h. In striking contrast, the initial performance of the Au-doped anode is much higher and remains unaffected after 170 h. Under deliberately harsh conditions the performance of the Au-doped anodes decreases progressively, almost certainly due to carbon deposition. Even so, the cell maintains some activity after 3 days operation in dramatic contrast with the un-doped anode, which stops working after only three hours of use. The implications and possible practical application of these findings are discussed.European Union 298300Ministerio de Economía y Competitividad MAT2013‐40852R, 201560E05

Design of Energy Systems Using Hydrogen as Fuel

Smyslem této práce je shromáždit poznatky v oblasti současného stavu energetické využitelnosti vodíku a budoucích energetických systémů. V přehledu jsou uvedeny možné postupy výroby vodíku, ve kterých dominuje parní reformování zemního plynu. V hlavní části bude parní reforming podroben zjednodušené analýze energetické náročnosti spolu s elektrolýzou vody. Aktuální výsledky budou srovnány s energetickou využitelností vodíku a výsledky budou diskutovány. Další část je věnována energetickému využití vodíku založená na znalosti fyzikálně-chemických vlastností vodíku vstažené k bezpečnosti. Využitelnost bude rozčleněna na generování tepelné energie prostřednictvím hořáků, elektrické energie prostřednictvím palivových článků, mechanické energie prostřednictvím spalovacích motorů a v poslední řadě chemického transportu energie. Na závěr bude vytvoření perspektivních energetických systémů využívající vodík jako palivo, které lze uplatnit ve velkém měřítku.Purpose of this thesis is wisdom accumulation from current area of energetic use of hydrogen and future systems. In overview is presented possible processes where dominate steam methane reforming. In main part of thesis, steam methane reforming will be analyzed and electrolysis also. Actual results will be discussed. Next part is about energetic use of hydrogen based on thermochemical properties and safety. Used of hydrogen will be divided to areas thermal generation as burner‘s section, electric generation as fuel cell‘s section, mechanical energy as combustion engine’s section and finally chemical transportation of energy. At the end will be made a promising energy systems using hydrogen as fuel which can be applied in a large scale.

Performance of high-altitude, long-endurance, turboprop airplanes using conventional or cryogenic fuels

An analytical study has been conducted to evaluate the potential endurance of remotely piloted, low speed, high altitude, long endurance airplanes designed with 1990 technology. The baseline configuration was a propeller driven, sailplane like airplane powered by turbine engines that used JP-7, liquid methane, or liquid hydrogen as fuel. Endurance was measured as the time spent between 60,000 feet and an engine limited maximum altitude of 70,000 feet. Performance was calculated for a baseline vehicle and for configurations derived by varying aerodynamic, structural or propulsion parameters. Endurance is maximized by reducing wing loading and engine size. The level of maximum endurance for a given wing loading is virtually the same for all three fuels. Constraints due to winds aloft and propulsion system scaling produce maximum endurance values of 71 hours for JP-7 fuel, 70 hours for liquid methane, and 65 hours for liquid hydrogen. Endurance is shown to be strongly effected by structural weight fraction, specific fuel consumption, and fuel load. Listings of the computer program used in this study and sample cases are included in the report