Case Study, HyNor Filling Station, Grenland

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1 Case Study, HyNor Filling Station, Grenland Case study data: Publication date: 2009 Project date: Author: Bjørn Simonsen, Institute for Energy Technology Contact: Introduction and overview The hydrogen filling station at Herøya has been in operation since June 2007, and is part of the Hydrogen Highway of Norway, HyNor[1]. The goal of the HyNor project which was initiated in 2003 was that a hydrogen refuelling infrastructure would be in place from Oslo to Stavanger within The current operator of the station is Statoil, but the station itself was built by the company Norsk Hydro. Nine Toyota Prius retrofitted for hydrogen combustion by Quantum Technologies, have been using the station regularly since it opened. In May 2008 an additional Toyota Prius was added to the vehicle fleet. The station is located at the Statoil research center at Herøya. The storage and dispenser systems were developed by Statoil. The hydrogen gas supplied to the station is a biproduct from an electrolysis process in a chlorine plant located at Rafnes, 3 kilometers west of the station. The station can, with its current storage and compressor capacity, handle up to 50 hydrogen

2 vehicles per day. There is theoretically sufficient hydrogen available from the chlorine production for serving 100,000 vehicles per day. A prerequisite for making a decision on carrying out the project was aquiring a sufficient amount of users for the hydrogen vehicles, and signing five year contracts with the respective users. Project Goals Due to the filling station location at Statoil s research center, there has been an ongoing process of technology development and research related to the station, and it has worked as a testbed for hydrogen technology related to all the aspects from well to tank. The following goals are central for the hydrogen filling station: Developiong a safe and customer friendly filling process and components for hydrogen stations. Having a fully operational and publicly available hydrogen station which is an integral part of the hydrogen highway in Norway. Utilizing industrial bi product hydrogen Demonstrating underground storage of hydrogen Demonstrating in house dispenser technology Developing gas flow measurement for 700 bar systems Integrating renewable energy systems as well as new in house electrolyser technology Testing technology for later commercialization Funding sources and participants The project was partly funded by Norsk Hydro and the Norwegian Research Council, with a fifty fifty share of the costs. Total cost for the original station in 2007 was about 4 million. Additional components added to the station at later stages have been fully financed by the research division in Statoil. In addition to Statoil, the following actors take part in the project: Ineos, the company which is the owner of the chlorine plant University of Telemark Miljøbil Grenland, a company working with introduction of zero emission vehicles Telemark county authority TelTek/GassTek, a local research institute Zero Emission Resource Organisation

3 Location The hydrogen filling station is located at Herøya, Porsgrunn, in the area of Grenland, which is about 150km southwest of Oslo the capital of Norway. See Figure 1. It is located right next to Statoil s research centre which lies in an industrial area. The station is open to the public. The distance to closest residential area is 100 meters. Figure 1: Location of the filling station (outcrop of southern part of Norway) System description The choice of components for the station was based upon the already existing hydrogen source at the local chlorine factory at Rafnes. The underground pipeline existed before the planning of the hydrogen station commenced, and it was thus natural to use that hydrogen for the filling station. In Figure 2 the system is described schematically from source to dispenser. Figure 2: System sketch of the filling station at Herøya

4 Hydrogen enters the station in the underground pipeline at 5 bar pressure. The hydrogen then enters a catalytic de oxidizer where the oxygen is removed. Then water is removed in an absorption dryer, before it is led to the compressor. The compressor is a three stage, non lubricated, hydraulically driven piston Hofer TKH, which has a capacity of 0 60 Nm 3 /h and a maximum pressure of 500 bar. The hydrogen gas in the cascade storage is pressurized to 400 bar. An alternative to a dry piston compressor would be a membrane compressor, but at the time of the construction, membrane compressors were evaluated as a more expensive and maintenance intensive alternative, and thus the choice landed on the piston compressor, with which there have been only minor problems so far. Storage system and filling procedure The storage tanks were delivered from Lincoln Compsite, a subsidiary company of Norwegian based Raufoss Fuel Systems. A total of 12 tanks make up the cascade storage, with 4 tanks for each cascade. The total storage volume is 6,000 Nm 3, or the equivalent of about 150 kg hydrogen, when stored at 400 bar. The tanks are of composite, and are submerged in a water/glycol mix in a concrete underground storage tank at the station. Underground storage frees up space above ground, and monitoring of leakages, and controlling leakages is easier than with conventional storage. The underground storage also ensures that the storage tanks are protected from the surrounding environment. The storage system is patented. All the cascades are initially at bar. When a filling starts, initially one of the cascades is used. When the flow rate to the tank from the cascade decreases below a certain level, the cascade changes to the one with higher pressure until a pressure of 350 bar in the vehicle tank is achieved, or equal the pressure of the highest pressure cascade. Refilling of cascade storage tanks is done manually, and is typically done when the cascade pressure decreases below 350 bar. As a response to the development toward 700 bar tanks for hydrogen vehicles, a 1000 bar compressor was installed in It also is a dry piston Hofer TKH compressor, and has a capacity of 470 Nm 3 /h. It lifts the pressure from 400 to 900 bar, making it possible to do 700 bar fillings at the station. Three steel storage tanks of 30 liters each, or the equivalent of 1.5 kg hydrogen gas at 900 bar has been installed in order to supply the last cascade. The compressor can also supply hydrogen directly to the dispenser and vehicle at filling. A test facility which simulates the filling of vehicle tanks was installed along with the 700 bar system, and consists of two 9 liter tanks. In addition a cooler which lowers the temperature of the high pressure hydrogen gas to 40 C was also installed. The dispensers were developed by Statoil s Research Centre. Even though two dispensers are installed at the station, one dispenser alone can feature both 350 and 700 bar nozzles. The 350 bar dispenser is also ready to handle filling of buses. The dispensers are activated by a card terminal, which for now, only accepts special cards given out to the local users.

5 Operation of the station The station has been in more or less normal operation since it opened in 2007, and the availability of the station has been very good, much due to the presence of research personnel on a daily basis. Down time due to errors in the system is very low, and has mostly been due to people pressing the emergency button instead of the stop button when they for some reason have wanted to end the filling. After an emergency stop, the system has to be reset and opened by Statoil personnel. The station has been cut off from the hydrogen supply in shorter periods when equipment upgrades and revisions have taken place. This has led to a general decrease of the pressure in the cascade storage, and thus also smaller fillings during that period. The novel storage solution has worked very well, and there have been no major issues with it. There has not been set an official project period for the station, and for now it will be running as long as StatoilHydro performs research on the area or until hydrogen becomes commercially beneficial. Filling statistics The filling system at Herøya has been monitored by a second by second logging system, and the data has been stored in Excel files. Logging data for each day has been assigned to its specific worksheet, and due to limitations in the amount of rows in a sheet, the logging period has been set to span the period between 08:00 and 20:00 for each day, thus leaving out 12 hours. Fillings done outside of the logging period have been registered separately, but with limited amount of data. The data has been sorted by time and date of filling, and graphs have been made to illustrate the trends. The graphs illustrating the trends are from January to December Monthly filling statistics On a typical day, two of the ten hydrogen cars refill about 1.5 kg each. On busy days, up to five cars use the station, with a peak demand of 5 kg hydrogen in 30 minutes. Figure 3: Filling statistics at HyNor Grenland in 2008

6 As can be seen from Figure 3, the number of fillings per month is very stable from January until June. The amount of hydrogen filled during the same period is relatively stable, and equals 1.4 kg H 2 per vehicle. The drop in fillings during summer is due to summer vacation. All the hydrogen cars are operated by a commercial business, and thus not used privately during vacations. The increase in hydrogen use, starting in May and continuing in September is due to one extra vehicle filling hydrogen at the station, making it a total of ten vehicles. The drop seen in December is due to Christmas vacation and downtime due to preparations for the 700 bar system. Hydrogen consumption In total, 730 kg hydrogen was filled in Divided on the number of vehicles the average daily hydrogen consumption was 200g, or the equivalent of 15 km driving. The low average consumption is mainly due to the cars being owned by companies, and thus only used during work hours, and on working days. With the mean driving distance of a car in Norway taken into account (15,000 km), the consumption would have been three times higher. Time of day for refuelling As can be seen from the data in Figure 4, the most fillings at the station are made before working hours and take place in the interval between 06:00 and 07:00. There is a second peak between 09:00 and 10:00, and a third one between 13:00 and 14:00. It is interesting to note that 92 percent of all the fillings are done within the interval of 06:00 and 17:00. This trend can also be attributed to the fact that the cars are mainly used by companies with work hours between 08:00 and 16:00. Figure 4: Time of day for refuelling Filling rate The aim at a hydrogen station is to offer the same convenience for users as they expect from a regular gasoline filling station. The relatively short filling time is an important part of the

7 convenience, and it is an aim to achieve a filling rate equal to a regular filling station, which means 3 5 minutes for a complete filling. The filling rate at HyNor Grenland is on average 0.5 kg/min, ranging from 0.3 to 0.6 kg/min, depending on the total amount of hydrogen filled. The calculated filling rate is a mean across the cascade fillings, and includes pauses between the different cascades. Figure 5: Filling rate as function of total amount hydrogen filled The change in filling rate compared to total amount of hydrogen filled is illustrated in Figure 4. The average filling at the station, around 1.5 kilo of hydrogen, takes about 2.5 minutes, which is acceptable. However, with newer hydrogen cars, the storage tanks have more than doubled, and the general filling rate will thus have to be increased. The increase can be achieved both by increasing the general flow rate to the tank, and making the cascade change more efficient. A typical cascade for a relatively fast filling is illustrated in Figure 5 below. As can be seen, there is a short pulse at the start of the filling. The purpose of the pulse is to evaluate the pressure of the vehicle tank. This lasts about 10 seconds. Then the cascade filling is started, filling in intervals from the different storage tanks. At times only two cascades are used, shortening the total filling time.

8 Figure 6: Typical filling cascade Vehicle experiences Miljøbil Grenland (MG), a local company which deals with leasing eco vehicles, took on the responsibility of leasing hydrogen vehicles in the HyNor project. MG has full ownership rights over the vehicles and leases them on a five year basis to a wide range of customers in the region. The five year limit is due to the vehicles having been approved for a five year period. After five years the vehicles have to be recertified for further use. There has been no special monitoring program for the vehicles, but a user forum has been established. The user forum consists of the vehicle users, MB and Statoil, and they meet four times a year. Since 2007 the vehicles in Porsgrunn have accumulated 150,000 kilometers, ranging from 6,000 to 40,000 kilometers per vehicle. The price for leasing one of the Toyota Prius hydrogen cars is 1,500 euros per month with an advance payment of 25,000 euros for the leasing period. The biggest issue with the hydrogen cars has been water accumulation in the oil, winter being the worst period. This problem has to a large degree been solved by using engine heaters. The leasing period will last until end of All of the vehicles have 350 bar tanks. There are presently no 700 bar vehicles refuelling at the station. MG has no plans as of 2009 to aquire additional hydrogen vehicles for lease. Future plans for the station Located on the site of the filling station are two 2.5 kw tracking solar panels and two 6 kw wind turbines. Hydrogen Technologies are developing electrolysers, and will test and use a small scale 15kW 3 Nm 3 /h electrolyser for hydrogen production based on solar and wind energy. With the current hydrogen consumption the electrolyser would be able to supply the entire demand of the ten cars, if the electrolyser would operate continously. Due to the station working as a testing ground for new technology developments for Statoil, new additions to the system are continously being added.

9 Environmental aspects and safety issues After continuous operation of over two years, and several hundred fillings, there have been no serious incidents. There are many safety barriers when a car is filled, both related to pressure and temperature. It is of great importance that the storage tank in the car is not overfilled. The filling thus immediately stops if the pressure in the tank gets too high. The temperature in the tank should not exceed 85 C, and filling rate is determined thereafter. With current filling procedures the temperature in the tank might be C on a hot summer day. The 400 bar system maintains a very stable temperature due to the storage tanks being located in the water/glycol tank which reacts slowly to diurnal changes in temperature and is not in direct exposure to the sun. During filling, sensors continuously log the pressure. If there is an abrupt drop in pressure, for example, something that might be due to a leak in the tank, the filling is immediately stopped. Also, when changing cascades, the same principle applies to ensure containment of hydrogen should there be a leak somewhere in the system. Other saftety measures at the station are: A 3 meter high steel fence in a 5 meter radius safety zone around H 2 storage Clear markings at the dispenser site When filling, the operator of the dispenser is approximately two meters away from hydrogen nozzle. The filling is activated on a panel beside the dispenser. Permitting In the permitting process, first a detailed quantitative risk analysis (QRA) was carried out. Then, the Directorate for Civil Protection and Emergency Planning was involved. They are the approving organ in Norway for permitting installations where explosive and inflammable material is handled. Other institutions involved in the permitting process were the local government, the Norwegian Metrology Service, Norwegian Public Roads Administration and the local fire and police department. Public Acceptance The public acceptance for the station has been good, in the sense that there has been no opposition to it. The acceptance of the station can in part be attributed to the already existing industrial area at Herøya, and also the relatively large distance between the filling station and residential areas. The hydrogen cars have been used daily by the various local companies who are leasing them, and have thus become a common sight in the area. A user forum was established for the hydrogen car users, and has worked as a meeting place to share experiences, report on incidents and coordinate activities at and around the station. On the official opening of the entire HyNor hydrogen highway in May 2009, a large public event was held at the station, which also was one of the filling points for the EVS Viking Rally; a hydrogen and electric vehicle rally from Oslo to Stavanger, which was held in conjunction with the 24 th EVS symposium in Stavanger. There has also been extensive technotourism from various companies and organizations from all over the world since the station opened in 2007.

10 Lessons learned Safety is the most important aspect of new technology development and market introduction. An absolute minimum of down time at the station is central to the acceptance and goodwill of the lead end users of the hydrogen station. A user forum is helpful in sharing information and experience with regard to the vehicles and leads to larger acceptance of eventual down time at the station. Conclusions Relatively large quantities of hydrogen can be safely stored underground, submerged in liquid, leading to easier leakage monitoring and control. Hydrogen consumption at the station has been relatively low due to hydrogen cars being owned by companies and used mostly during work hours. Availability of hydrogen at station is of paramount importance for the lead end users. References 1 HyNor homepages,

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