Publications

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The goal of the H2FIRST Reference Station Design Task is to accelerate acceptance of hydrogen infrastructure build-out by exploring the advantages and disadvantages of various station designs. It is hoped that these reference designs will help reduce the cost and speed the deployment of hydrogen stations by providing a common baseline with which to start a design. These designs enable quick assessment of the suitability of a particular site for a hydrogen station, and they drive interchangeability of parts and manufacturing scale by employing uniformly-sized components. The station configurations evaluated in this report are not all inclusive. It is not intent to promote any specific station configuration or exclude any designs, but rather provide a rigorous analysis of a subset of likely near-term station configurations.

The US Department of Energy (DOE) Energy Efficiency and Renewable Energy (EERE) Office of Fuel Cell Technologies Office (FCTO) is establishing the Hydrogen Fueling Infrastructure Research and Station Technology (H2FIRST) partnership, led by the National Renewable Energy Laboratory (NREL) and Sandia National Laboratories (SNL). FCTO is establishing this partnership and the associated capabilities in support of H2USA, the public/private partnership launched in 2013. The H2FIRST partnership provides the research and technology acceleration support to enable the widespread deployment of hydrogen infrastructure for the robust fueling of light-duty fuel cell electric vehicles (FCEV). H2FIRST will focus on improving private-sector economics, safety, availability and reliability, and consumer confidence for hydrogen fueling. This whitepaper outlines the goals, scope, activities associated with the H2FIRST partnership.

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Deployed on a commercial airplane, proton exchange membrane (PEM) fuel cells may offer emissions reductions, thermal efficiency gains, and enable locating the power near the point of use. This work seeks to understand whether on-board fuel cell systems are technically feasible, and, if so, if they could offer a performance advantage for the airplane when using today’s off-the-shelf technology. Through hardware analysis and thermodynamic simulation, we found that an additional fuel cell system on a commercial airplane is technically feasible using current technology. Recovery and on-board use of the heat and water that is generated by the fuel cell is an important method to increase the benefit of such a system. Although the PEM fuel cell generates power more efficiently than the gas turbine generators currently used, when considering the effect of the fuel cell system on the airplane’s overall performance we found that an overall performance penalty (i.e., the airplane will burn more jet fuel) would result if using current technology for the fuel cell and hydrogen storage. Although applied to a Boeing 787-type airplane, the method presented is applicable to other airframes as well.

A barge-mounted hydrogen-fueled proton exchange membrane (PEM) fuel cell system has the potential to reduce emissions and fossil fuel use of maritime vessels in and around ports. This study determines the technical feasibility of this concept and examines specific options on the U.S. West Coast for deployment practicality and potential for commercialization.The conceptual design of the system is found to be straightforward and technically feasible in several configurations corresponding to various power levels and run times.The most technically viable and commercially attractive deployment options were found to be powering container ships at berth at the Port of Tacoma and/or Seattle, powering tugs at anchorage near the Port of Oakland, and powering refrigerated containers on-board Hawaiian inter-island transport barges. Other attractive demonstration options were found at the Port of Seattle, the Suisun Bay Reserve Fleet, the California Maritime Academy, and an excursion vessel on the Ohio River.

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