With a persistent image of being a transport fuel that’s years away from commercialisation, hydrogen is finally being adopted in some UK fleets as vehicle choice and infrastructure improves. Amanda Lyne, Vice Chair of the UK Hydrogen Fuel Cell Association, examines the current situation
Hydrogen for transport, primarily reliant on fuel cell technology, has long been heralded as the ultimate green fuel and low emission vehicle solution for a world without carbon based energy. To date, plagued with the challenge of delivering a fully functional, reliable, cost effective and practical alternative to combustion engines, it has proven to be elusive, always ‘ten years away from commercialisation’ and a bit of a great white hope. However, we now sit on the verge of potential revolution, with major OEM’s publicly committing to the launch of vehicles this year and over the next couple of years. What’s more, several regions around the world are deploying extensive networks for refuelling and governments are offering incentives for accelerated deployment.
So what does this mean for UK fleets and how can a manager really get access to this low-carbon option?
How it works
Hydrogen (H2) as a transport fuel can be used in fuel cells to power electric motors or burned in internal combustion engines (ICEs). When burned with oxygen, the only bi-product is water. When burned with air, the additional bi-product NOx is controlled to ensure a clean reaction, giving an otherwise emission free fuel.
When used in fuel cells, hydrogen provides the ultimate solution in energy efficiency, directly converting the hydrogen electrochemically to electricity, heat and water.
As an energy source it is widely and globally available, with millions of tonnes made, captured and used by industry for various applications particularly as a bi-product from hydro-carbon production, chemical production and energy generation technologies.
When produced using renewable energy sources, such as wind, solar or biomass, hydrogen has the potential to be a truly zero-carbon transport fuel. Even when the hydrogen is produced using fossil fuels, it can significantly reduce the overall amount of greenhouse gases and pollutants generated, compared with those emitted by conventionally-powered vehicles.
The hydrogen production mix in the roadmap for 2030 is forecasted to be 51 per cent water electrolysis, 47 per cent steam methane reforming (SMR) and two per cent existing capacities (existing capacities are a mix of SMR and readily available bi-product hydrogen from other processes).
The water electrolysis, using renewable electricity, includes both on-site production at the Hydrogen Refuelling Station (HRS) and centralised production with distribution to the HRS.
In the UK whilst overall carbon dioxide (CO2) emissions have been falling steadily since the 1970s, the proportions of emissions from transport has risen from 10 per cent in 1970 to near 23 per cent in 2012, according to the UK Government. Analysis has shown that the UK’s CO2 emissions from diesel passenger vehicles, using fuel cell technology, would reduce by 60 per cent by 2020 and 75 per cent by 2030 if this section of the market alone was converted to hydrogen.
The same driving behaviour
For the country as a whole, in the ‘battle’ to move away from fossil fuels to renewable energy, towards the electrification of transport, hydrogen offers a way to mitigate against issues such as intermittency, balancing electricity peak loads, and the need for energy storage. It provides a route to distributed energy that addresses grid capacity challenges, and in the process allows vehicle users to stick to normal behaviour patterns. Unlike plug-in electric vehicles, however, as far as the driver is concerned, hydrogen vehicles are refuelled in much the same way as conventional fuel. A full tank for a passenger car is filled in less than five minutes, using safely engineered gas fuelling equipment, at a filling station. The refuelling nozzle locks into place and the rest is taken care of automatically.
For commercial users and fleet managers it enables standard planning and resource management processes, as the vehicles can be used within usual ranges, over normal duty cycles, filling up in minutes, and with no need to adjust loads. Pure electric vehicles may still have their place, particularly for short, urban routes however their application can be limited. In places where hydrogen vehicles have been launched more widely, the feedback from drivers is almost unanimously positive. One online blog from the USA, describes the experience of driving the Hyundai fuel cell electric vehicle, as “exceedingly normal.”
Where’s the catch?
So hydrogen provides a zero-emission fuel that by virtue of the fact that it doesn’t need users to change behaviour, will provide a long-term solution to ultra-low mileage, in the widest range of vehicle types necessary to transform the UK’s road based fleet. So where’s the catch? Well lack of infrastructure mainly.
There’s no denying however that today, hydrogen infrastructure in the UK is almost non-existent, although there are in fact around 12 hydrogen refuelling stations around the country, all be it some are located within University facilities, and not all of them provide the full service standards and public accessible that will be needed when hydrogen infrastructure is ubiquitous.
OLEV, The Office for Low Emission vehicles, recently announced the winners of the first round of grant support for the development of hydrogen infrastructure, as part Ultra Low emission vehicle strategy published by the government, which supports the desires of UKH2Moibility for a national network of 65 filling stations to satisfy the expected UK fleet over the next five years. The recently opened refuelling facility next to the Sainsbury’s forecourt at Hendon, is the UK’s first station with visible public accessibility.
In addition, for back to base fleet owners there remains the option for onsite refuelling; if the hydrogen is generated from renewables such as wind and solar, a viable and practical carbon free fuel could transform the operational cost for commercial fleets, as well as resolving otherwise almost impossible targets for practical, cost effective, carbon reduction.
Vehicle availability
After years of research, false promises and millions of pounds of investment in R&D globally, several OEMs have finally announced firm commitments for launch of passenger vehicles. As part of grant supported projects, the UK is developing a significant fleet, with the first of these, Hyundai’s iX35 FCEV, being available for lease now. In June 2014, Toyota confirmed their plans to launch their fuel cell ‘Sedan’ in Europe this summer (2015), at a price tag of about £40,000. Honda, Daimler, VW and others have made very high profile commitments to fuel cell electric vehicles (FCEV).
ULEMCo’s own approach, launched in 2014, also enables commercial vehicle owners to access the benefits of hydrogen. The company has developed technology to retrofit standard diesel vehicles (Ford Transit etc), to run as combustion hybrids, reducing CO2 emissions to <75kg/km, with no range anxiety, reduction in load space, or need to change driving habits.
Fleets of vehicles include those being run by Swindon Borough Council, Aberdeen City Council and Commercial Group, performing everyday duties and refuelling daily are currently operating based around the hydrogen refuelling stations in their respective areas (Swindon, Aberdeen and London). Data from these vehicles show diesel use at around 150mpg, using 70 per cent energy from hydrogen and achieving an overall efficiency in use of around 25 per cent less than the conventional vehicles.
The approach can be extended to any diesel engine, although taking account of the cost of conversion, the space on board for hydrogen and the value of the desired carbon reduction, it’s generally best suited for larger and heavier duty cycle vehicles such as Refuse trucks, and Agricultural vehicles.
Other than those listed above a number of niche vehicles or SME supplied options include the Symbio FCell HyKangoo converted Renault Kangoo ZE, and for demonstration projects Microcab, RiverSimple and Intelligent Energy have vehicles that help show that the technology is available here and now. The immediate choice remains fairly limited for truly commercial application but it’s very close.
The future for fleet vehicles
In the transition to low‑carbon vehicles, the adage ‘horses for courses’ will become ever more relevant, with vehicle users having to find solutions that meet their particular duty and operational cost requirements. Hydrogen offers a number of options; in the short term for commercial vehicles (light duty trucks, vans, mini buses and delivery vehicles), in the medium term for passenger cars and even motorbikes. In any event the research into hydrogen use has solved the technical challenges required for modern transport expectations, it’s now about commercial exploitation, which with government backing could be a not too distant reality.
A UK example of integrated supply is about to happen under the Scottish government’s energy challenge fund in Fyfe; passenger vehicles, light commercial vans and refuse trucks will all refuel from hydrogen produced locally, which will be optimised in line with renewable generation requirements.
Exciting times, and a possible coming of age for hydrogen in the UK. The industry longs to be free of the ‘10 years away from commercialisation’ adage and now might very well be the time.
Further information
www.ukhfca.co.uk
www.ulemco.com