Hydrogen Distribution and Transmission UK Hydrogen Energy Network Hydrogen Storage Workshop Stuart Jones 22 November 2000
Presentation Outline Introduce Advantica and some business drivers Touch on Fuelling Options (H 2, methanol, gasoline, NG) Long-distance hydrogen supply routes Distributed generation of hydrogen
Business Perspective
Advantica Technologies Ltd. British Gas privatised in 1986 Competition introduced in 1990 Centrica demerged in 1997 Lattice (Transco) demerged in 2000 Advantica currently part of Lattice Approx. 60m p.a. technology business
Advantica Fuel Cell Programme Focus on: internal reforming gas processing system & engineering design, BOP facility Collaborative programmes on MCFC and SOFC in EU Compact Reformer for PEM in UK with Alstom PAFC Demonstrator in Woking Consultancy services/training courses Identify strategic opportunities for Lattice & BG Group Informed buyer/applier to BG legacy & other businesses
Fuel Cell / Hydrogen Economy Drivers Finite fossil fuel reserves Increased desire for mobility and industrial growth Greenhouse considerations Liberalised energy markets Increased interest in distributed power
Choice of Fuel
Fuel Supply Infrastructure Issues Production Distribution Retail Hydrogen --- --- --- CNG ++ 0 - Methanol - - - Hydrocarbon +++ +++ +++ Source: Shell Global Solutions
Ease of On-Board Reforming Methanol + CNG 0 Liquid Hydrocarbons - (Hydrogen) N/A Source: Shell Global Solutions
Well-Wheels Efficiency / Emissions Issues Energy and Emissions Comparisons Between Car Options (Referenced to Today's Standard Petrol Car) 800 700 Value Relative to Petrol Car (%) 600 500 400 300 200 100 0 NOx SOx CO NMHC CO2 CH4 PM Energy Consumption Battery Car - CCGT Electricity Battery Car - UK Mix Hydrogen Fuel Cell Car Hydrogen Car Natural Gas Car Natural Gas SPFC Vehicle Type Diesel Car Gasoline Fuel Cell Car Methanol SPFC Source: David Hart / ETSU
CH2/LH2 Fuelling Options Compared Fuel Density kg/l Volumetric Energy Density of Fuel kwh/l Gravimetric Energy Density of Fuel kwh/kg Volumetric Energy Density of Fuel & Containment kwh/l Gravimetric Energy Density of Fuel & Containment kwh/kg Fuel and Tank Mass kg Estimated Range for 50l tank km Gasoline 0.8 9.7 12.2 9.5 11.0 50 1000 km FC (700 km for ICE) Methanol 0.72 4.6 6.4 4.4 19.0 46 550 km FC (350 km for ICE) Compressed Hydrogen Liquid Hydrogen Carbon Nanofibre 0.016 0.65 39.7 1.0 5.7 31 160 km FC 2.8 39.7 1.5 17.2 16 230 km FC 1.0 30.0 30.0 13.8 13.8 50 2000 km FC (low estimate) Fe-Ti Hydride 5.8 4.9 0.84 4.0 0.55 290 500 km FC Lead-Acid Battery 2 - - 0.06 0.03 100 15 km battery LH2 represents a viable fuelling in terms of energy density, can be used in an ICEV (BMW) CH2 requires high compression to give rise to 350 mile+ range, implications for cylinder costs
The Chicken and Egg of Hydrogen Supply
Near-Mid Term Availability of Hydrogen Stationary Power Generation: Natural gas cheapest readily available source of H 2, no problems with distribution; adequate reserves for 60 years Limited opportunities for biogas/fuel cell couples Transportation: Natural gas gives best well-wheels SPFC efficiency Both NG and H 2 have low energy densities; issue is then on-board storage which affects range Other hydrogen carriers include methanol, gasoline; issues are then distribution and efficiency, respectively Can truck in hydrogen, or use pipeline Can produce hydrogen on-board, at filling station or remotely Synergies exist with natural gas in storage and distribution
Hydrogen Production Costs 1 (Status) Source: National Hydrogen Association
Hydrogen Production Costs 2 (Volume) Source: Allison Gas Turbine Division / DOE
Hydrogen Distribution Pathways Three basic options: CH2/LH2 by truck/railcar Pipeline delivery (needs market) Hydrogen carriers (NG, MEOH, ammonia, hydrocarbon) LH2
Hydrogen Distribution Pathways (detail) Near Term Options Long Term Options Source: Joan Ogden, Princeton
Truck/Railcar Delivery of LH2/CH2 Merchant Liquid Hydrogen Liquefaction (10-30 tpd) entails up to 40% primary energy loss Established supply market in US, up to 70,000 kg/delivery Controlled boil-off permits up to 6,000 psi CH2 for FCV use Pressurized Liquid Trailers In place of intermediate storage facility Merchant Gaseous Hydrogen Lower energy density restricts application to smaller fleet users Praxair have 250 truck/trailer drivers and 16 railcars, Air Products/BOC/Air Liquide have similar facilities LH2/CH2 costs depends on established supply-demand match and distance from plant, typically $20-30/GJ (pipeline $12-30$ GJ)
Ship Delivery of LH2 Japanese WE-NET Project $3bn budget to 2030 Aims to provide key technologies to enable practical transition to a full hydrogen economy globally within this 30 year period Conceptual design of 200,000 m 3 capacity, 25 knot, LH2 tanker ships Boil-off reduced to 0.2-0.4%/day by use of thick polyurethane foam and super-insulation Euro-Quebec Hydro-Hydrogen Project H 2 produced electrolytically in Canada and shipped to Europe, projected cost $0.054/kWh (cf. petrol then at $0.042/kWh) Solar Hydrogen from Africa Tanker LH2/Piped CH2 possible AMI Methanol tanker fleet paths
Transco Natural Gas Network High pressure (75 bar) transmission pipeline 18,000 km Lower pressure regional (35 bar) and local (2,000-75 mbar) distribution networks 254,800 km Gas throughput 78 bcm (172 bcf) Customers connected 19 million Shipper customers 60
Pipeline Delivery of CH2 US has 2m km natural gas, 720 km hydrogen pipeline H 2 pipelines are of lower diameter (3 ) and operate at lower pressure (20 bar) than NG NG steel pipelines would, in principle, be suitable for transmission of hydrogen, but leaks at joints may occur H 2 embrittlement issue Low pressure distribution utilises plastic pipes, leak issues Can t simply use NG network for direct transmission of hydrogen, demand still exists for NG! Air Products Hydrogen Network But the NG network can be used as a hydrogen vector
FCV Fuel Infrastructure Costs Estimated Infrastructure Costs for Limited and Full Replacement of Gasoline in the US (all Vehicle Types) Fuel Projected Vehicle Type Utilising the Fuel [light duty vehicles] d Volume or Mass of Fuel Required (assumes complete replacement of existing transport fuels) Production Plant Cumulative Capital Cost ($bn) Distribution, Storage and Refuelling Cumulative Capital Cost ($bn) Year 2015 Year 2030 Year 2015 Year 2030 Year 2015 Year 2030 Reformulated gasoline SIDI 70 x 10 3 bbl/d 1.6 x 10 6 bbl/d incremental increase (not calculated) Diesel CIDI 62.9 x 10 3 bbl/d 1.4 x 10 6 bbl/d incremental increase (not calculated) incremental increase (not calculated) incremental increase (not calculated) incremental increase (not calculated) incremental increase (not calculated) incremental increase (not calculated) incremental increase (not calculated) Dimethyl ether CIDI 123 x 10 3 bbl/d 2.8 x 10 6 bbl/d 3 66 0.56 14.85 Hydrogen a FCV 1.3 x 10 9 SCF/d 28.3 x 10 9 SCF/d 10 397 7.78 173.29 Ethanol b SIDI 1.6 x 10 9 gal/yr 36.9 x 10 9 gal/yr 4.5 81 0.33 7.88 Methanol c SIDI and FCV 6.6 x 10 6 t/yr 36.9 x 10 9 t/yr 3.2 84 0.36 9.09 Notes: a. from natural gas in 2015, from solar water electrolysis by 2030 b. from corn in 2015, from cellulosic biomass by 2030 c. from natural gas d. SIDI = spark ignition, direct injection; CIDI = compression ignition, direct injection; FCV = fuel cell vehicle; all 3X (80mpg) Source: Argonne National Lab
Breaking the Chicken and Egg Cycle
The Traditional View of Hydrogen Produced in large plants, little excess capacity Less than two thousand miles pipeline worldwide Construction costs $1-2 million/mile Complete gasoline infrastructure replacement unrealistically high Dominated by compression costs and transport costs Compression/pumping losses (10-20% at 3000 psig) Liquefaction energy costs (30-50% energy loss) Expensive, between $3.50-7.00/gge
A New View of Hydrogen Drive further down the gas value chain, supply hydrogen Reform hydrocarbon fuels at commercial fleet depot & NGV filling stations rather than centrally Same principle as stationary fuel cell front ends, synergistic Example enabling technology: the Advantica Compact Reformer Fuel cost: less than $1.23/gge Fuel Gas Temperature ( C) 1mm Proposed 0.5mm 3mm 800 Less than 1 C 796 Reforming Catalyst Combustion Catalyst Process Gas
The Future is not so far away Munich Airport Integrated Renewable System Hamburg Filling Station CTA/BCT (Translink) trials California Fuel Cell Partnership Iceland Project Xcellcis buses due by 2003 Toyota/GM claims Shell CO 2 sequestration Power grid Electricity Wind turbines Electrolyzer Hydrogen Solar PV arrays Hydrogen ICE/ electrical generator/ fuel cell Competition with other emerging technologies (Prius, Insight, microturbines) Hydrogen storage
End of Presentation