With ethanol’s future uncertain, many commentators see the transportation debate evolving into a war between two other technologies—hydrogen-powered fuel cells and battery powered electric vehicles. Some alternative fuel advocates are putting their support behind hydrogen, the most abundant element on Earth. Water, for example, is composed of hydrogen and oxygen molecules. Hydrogen can be produced from water by electrolysis, which separates the oxygen from the hydrogen. It can be used to power hydrogen fuel cells for vehicles (or to provide heat and electricity for buildings). Hydrogen fuel cells work by recombining hydrogen and oxygen—a process that produces electricity, heat, and water. Hydrogen-powered cars, therefore, could be an ideal transportation solution—nonpolluting, zero-emission vehicles that release only water, a natural and completely safe waste product. Also, fuel cells are highly efficient and powerful, and unlike typical batteries, fuel cells will never lose their charge as long as hydrogen fuel is supplied.

Hydrogen fuel cell technologies, however, must overcome many stubborn challenges before they can become a practical source of energy. Perhaps the biggest obstacle is cost; it currently takes more energy to make hydrogen than is produced, and production relies on expensive catalysts made from platinum, a scarce metal. And like biofuels, hydrogen is currently made using fossil fuels, so it is not emissions-free. In addition, liquid hydrogen fuel is highly flammable and must be stored at very low temperatures or under very high pressure, making transport and storage difficult. Switching vehicles to hydrogen fuel cell power also would require building a whole new infrastructure similar to the chain of gas stations that currently dot the landscape. Researchers are hoping to find answers to these problems by searching for other types of catalysts, studying other ways to improve production, and developing better hydrogen storage options.

Hydrogen researchers, however, have been promising breakthroughs since the 1990s with little progress to show for their efforts. Many observers are thus coming to the conclusion that the hydrogen fuel cell is a technology that will not be perfected in the near future. As physicist and climate expert Joe Romm explains, “Neither government policy nor business investment should be based on the assumption that these technologies will have a significant impact in the near or medium-term.” The Obama administration apparently agrees; it submitted a budget for 2010 that sharply cut back on government support for hydrogen projects. U.S. Energy Secretary Steven Chu explained the administration’s problems with hydrogen technology:

Right now, the way we get hydrogen primarily is from reforming [natural] gas. That’s not an ideal source of hydrogen. . . . The other problem is, if it’s for transportation, we don’t have a good storage mechanism yet. Compressed hydrogen is the best mechanism [but it requires] a large volume. We haven’t figured out how to store it with high density. What else? The fuel cells aren’t there yet, and the distribution infrastructure isn’t there yet. So . . . to get significant deployment, you need four significant technological breakthroughs. That makes it unlikely

Congress promptly reversed President Obama’s decision, however, restoring more than $200 million to 190 hydrogen projects around the country.

Microtechnology-Based Energy and Chemical Systems will most likely employ combustion for driving processes such as vapor generation and vapor barrier, endothermic chemical reactions, and (most notably) fuel reforming. Both fuel reformers and combustors will be of a miniature design relying on embedded catalysts for promoting chemical reactions at moderate temperatures (350–7501C). Many potential configurations exist depending on the application and constraints on the design. Microchannel arrays are a potential configuration; mesh and post architecture is another to achieve the desired surface area and small diffusional lengths necessary. (more…)

The energy efficiencies of various fuel production pathways from well to pump. The efficiencies shown are defined as the energy in a given fuel (available at pumps in vehicle refueling stations) divided by total energy inputs during all Well-to-Pump activities, including the energy content of the fuel. One way to interpret the Well-to-Pump efficiencies in the figure is as the difference between 100% and the energy efficiencies, which roughly represent energy losses during Well-to-Pump stages for making a given fuel available at the pump. As stated in Section 3, Well-to-Pump activities include biomass feedstock production; feedstock transportation and storage; fuel production; and fuel transportation, storage, and distribution. (more…)

There are different types of vehicle propulsion systems and the transportation fuels that have been studied for their potential to power the vehicles. Gasoline, CNG, LNG, LPG, methanol, ethanol, and hydrogen can be used in vehicles equipped with conventional spark-ignition (SI) engines. Interest in developing efficient, low-emission, spark-ignition direct-injection (SIDI) engine technologies has heightened in recent years. (more…)

The commercialization prospects for fuel cell vehicles depend not only on their performance and cost, but also on how well they can compete with other technology options that address similar market and policy needs. While market forces have not traditionally motivated design change for reasons of environmental performance, customer values and expectations can evolve and such characteristics could grow in importance. However, inherent market conservatism will favor less disruptive ways to address evolving needs, which might be met by improved gasoline and diesel vehicles, including hybrid-electric versions. Yet looking over the long run, particularly the need to substantially reducing greenhouse gas emissions, hydrogen fuel cells may well provide a solution that is superior to other alternatives. (more…)

Agricultural and forestry residues provide the largest proportion of biomass used for the production of biomas bioenergy. Some estimates suggest that globally available biomass role in the form of recoverable residues represents about 40 Ejyr -1, enough to meet 10% of the total present energy use of 406 Ejyr -1 . However, realizing this potential is limited by factors such as ease and cost of recovery and environmental concerns relating to sustainable land use practices. (more…)

Researchers at the Institute of Chemical Technology have developed a new catalyst that allows to obtain, from bioethanol, hydrogen for direct use in fuel cells.

According to the researchers note the ITQ, the new catalyst is a new step towards the sustainable production of hydrogen with “interesting applications”, for example, buses, trains or trams based fuel cells.

It is an active catalyst at low temperatures, high selectivity to hydrogen production and low carbon monoxide and methane. These three features can improve both energy and economic efficiency of hydrogen production process. “Hydrogen is currently produced by steam reforming of natural gas that operates at 900 º C, compared to 350 º C to working our catalyst, leading to a major energy savings,” said Antonio Chica, a researcher at the ITQ.

Likewise, the catalyst developed by the ITQ produced “very little” carbon monoxide, which means “breakthrough”, mainly to ensure optimal performance of the fuel cell because the CO is causing the malfunction of the batteries.

Also get “significant benefit” to the process of producing high purity hydrogen because it would involve the partial or total removal of one of the most expensive in the process units (units that use catalysts that are fairly expensive and aimed at the removal of CO by water displacement reactions and preferential oxidation). Similarly, the final stage of purification is simplified both in terms of energy and technology, which would mean “a considerable cost savings,” he said.

“The catalyst that we have developed could have interesting applications in industrial production of hydrogen. It has proven its efficiency in the laboratory, through the study of plant-level scale pilot will have to confirm the good results obtained so far, “said Girl.

The pilot plant for carbon dioxide capture and hydrogen production using combined cycle ELCOGAS Puertollano “will be the first in the world is put into operation next March.”

There is another similar initiative, CO2 capture in a power of the same technology, Buggenum (Netherlands), but construction is delayed by six months regarding the central of Puertollano, according to the company ELCOGAS in a press release. (more…)

Most production systems try to become first full-scale production begins as small toys and devices of concept. The Horizon hydrogen car is an example.

Many people are aware of the need to reduce carbon dioxide emissions. One of the main culprits, of course, are emissions from automotive. (more…)

Scientists at the Carnegie Institution have found that using a high pressure can create a very unique material for storing hydrogen. The discovery opens the door to a whole new way of addressing the problem of hydrogen storage.

Researchers have found that xenon, a noble gas that normally is not reactive, combines with molecular hydrogen (H2) under pressure to form a compound previously unknown. (more…)