Hydrogen Energy for Public Transport

Submitted by : Sudhir Singh Patel EM13 Arjyama ChoudhuryEM03

TABLE OF CONTENTS 1. IMPACT OF EMISSIONS FROM TRANSPORT ON ENVIRONMENT 1.1 1.2 1.3 2. HOW TO MITIGATE THE EFFECT 2.1 2.2 2.3 3. WHY HYDROGEN 3.1. SOURCES OF HYDROGEN EXTRACTION 3.2. STORAGE 3.3. TRANSPORTATION 3.4. DELIVERY 4. HOW TO MITIGATE THE EFFECT 4.1. 4.2. 4.3.

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5. CASE STUDY OF HYFLEET- CUTE PROJECT 5.1. HYFLEET PROJECT OVERVIEW 5.2. HYDROGEN INFRASTRUCTURE 5.3. H2 BUS OPERATIONS 5.4. H2 BUSES AND IC ENGINES 5.5. ENVIRONMENTAL IMPACT 5.6. SOCIAL IMPACT 5.7. CONCLUSION AND LESSON LEARNT 6. INDIAN SCENARIO 6.1. TRANSPORT SECTOR 6.2. NEMMP 2020 (NATIONAL HYDROGEN ROAD MAP OF INDIA) 6.3. INDIAN HYDROGEN ECONOMY 6.4. CONSTRAINTS ON INDIAN FIELD 6.5. RECOMMENDATIONS

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7. CONCLUSION SECTION 3.1

IMPACT OF EMISSIONS FROM TRANSPORT ON ENVIRONMENT

The issue of transportation and the environment is paradoxical in nature. From one side, transportation activities support increasing mobility demands for passengers and freight, and this ranging from urban areas to international trade. With a technology relying heavily on the combustion of hydrocarbons, notably with the internal combustion engine, the impacts of transportation over environmental systems has increased with motorization. This has reached a point where transportation activities are a dominant factor behind the emission of most pollutants and thus their impacts on the environment. These impacts, like all environmental impacts, can fall within three categories:

Direct impacts. -The immediate consequence of transport activities on the environment where the cause and effect relationship is generally clear and well understood. Indirect impacts. - The secondary (or tertiary) effects of transport activities on environmental systems. They are often of higher consequence than direct impacts, but the involved relationships are often misunderstood and difficult to establish. Cumulative impacts. - The additive, multiplicative or synergetic consequences of transport activities. They take into account of the varied effects of direct and indirect impacts on an ecosystem, which are often unpredicted.

Fig: Materially open-ended energy systems

The traditional system takes something irrevocable from the earths crust, converts it mechanically, chemically or nuclearly into something else and gives it back to the geosphere; often global distances separate the two locations.

THE TRANSPORT - ENVIRONMENT LINK

The relationships between transport and the environment are multidimensional. Some aspects are unknown and some new findings may lead to drastic changes in environmental policies, as it did in regards of acid rain and chlorofluorocarbons in the 1970s and 1980s. The 1990s were characterized by a realization of global environmental issues, epitomized by the growing concerns between anthropogenic effect and climate change. The main factors considered in the physical environment are geographical location, topography, geological structure, climate, hydrology, soil, natural vegetation and animal life. The global transport sector consumes about 2,200 million tons of oil equivalents (Mtoe) of energy each year. Of this, more than 96% comes from oil, comprising over 60% of the worlds total oil production (see Fig -1). Road transport accounts for the majority of this energy consumption, with light duty vehicles (LDVs) accounting for about 52% of the total, while buses and trucks combined represent a 21% share. While air and marine transport each account for roughly 10% of global transport energy consumption, aviation is by far the fastest-growing sector, with a forecast increase in revenue-tonne-kilometers of ~5.1% per year to 2030. The rail sector accounts for roughly 3% of total transport-related energy consumption

HOW TO MITIGATE THE EFFECT?

At the core of most proposals is the reduction of greenhouse gas emissions through 1. Reducing energy waste. 2. Switching to cleaner fuel like hydrogen, biofuels, etc. 3. Increasing the fuel efficiency of vehicles (often through hybrid, plug-in hybrid, and electric cars and improving conventional automobiles) 4. Individual-lifestyle changes and changing business practices. 5. Newly developed technologies including renewable energy (such as solar power, tidal and ocean energy, geothermal power, and wind power) and more controversially nuclear power. 6. Use of carbon sinks, carbon credits, and taxation mechanism. 7. Reforestation and avoided deforestation. What kind of fuel will we use for our cars tomorrow? Considering the enormous ecological and economic importance of the transport sector this question touches upon a core element of sustainable development. The introduction of alternative fuels together with drastic energy efficiency gainswill be a key to sustainable mobility, nationally as well as globally. The European Commissions White Paper a European Transport Policy for 2010 (2001b) comes to the conclusion that a viable way of reducing greenhouse gas emissions is the introduction of cleaner alternative fuels.
WHY HYDROGEN

Air pollution is a serious public health problem throughout the world, especially in industrialized and developing countries. In industrialized and developing countries, motor vehicle emissions are major contributors to urban air quality. Hydrogen is one of the clean fuel options for reducing motor vehicle emissions. Hydrogen is not an energy source. It is not a primary energy existing freely in nature. Hydrogen is a secondary form of energy that has to be manufactured like electricity. It is an energy carrier. Hydrogen has a strategic importance in the pursuit of a lowemission, environment-benign, cleaner and more sustainable energy system. Combustion product of hydrogen is clean, which consists of water and a little amount of nitrogen oxides. Hydrogen has very special properties as a transportation fuel, including a rapid burning speed, a high effective octane number, and no toxicity or ozone-forming potential. It has much wider limits of flammability in air than methane and gasoline. Hydrogen has become the dominant transport fuel, and is produced centrally from a mixture of clean coal and fossil fuels (with Csequestration), nuclear power, and large-scale renewable. Large-scale hydrogen production is probable on the longer time scale. In the current and medium term the production options for hydrogen are first based on distributed hydrogen production from electrolysis of water and reforming of natural gas and coal. Each of centralized hydrogen production methods scenarios could produce 40 million tons per year of hydrogen. Hydrogen production using steam reforming of methane is the most economical method among the current commercial processes. In this method, natural gas feedstock costs generally contribute approximately 5268% to the final hydrogen price for larger plants, and 40% for smaller plants, with remaining expenses composed of capital charges.

WHAT IS HYDROGEN?

Hydrogen, chemical symbol H, is the simplest element on earth. An atom of hydrogen has only one proton and one electron. Hydrogen gas is a diatomic moleculeeach molecule has two atoms of hydrogen (which is why pure hydrogen is commonly expressed as H2). At standard temperature and pressure, hydrogen exists as a gas. It is colorless, odorless, tasteless, and lighter than air. One of these alternative fuels, hydrogen, has the highest specific energy content of all conventional fuels and is the most abundant element in the universe. Hydrogen will be a key contribution to sustainable development, because in the future it may be produced in virtually unlimited quantities using renewable energy sources (RES). The major future markets for hydrogen depend primarily upon four factors: 1. 2. 3. 4. The future cost of hydrogen. The rate of advances of various technologies that use hydrogen. Potential long-term restrictions on greenhouse gases, and The cost of competing energy systems. Hydrogen comes from the Greek words hydro and genes.

The fact that hydrogen reacts with oxygen to produce energy and water is the basis of the socalled hydrogen energy, H2+ O2 H2O H = - 285.8 kJ/mol at 250C H = - 237.2 kJ/mol at 250C Hydrogen holds the promise as a dream fuel of the future with many social, economic and environmental benefits to its credit. It has the long-term potential to reduce the dependence on foreign oil and lower the carbon and criteria emissions from the transportation sector. Only in the last decade that the idea of a post-fossil fuel hydrogen-based economy started to gain main stream interest. Hydrogen has a high energy yield of 122 kJ/g (kilojoules per gram), which is 2.75 times greater than hydrocarbon fuels.

SOURCES OF HYDROGEN PRODUCTION

Following are the technologies involved in supply chain of hydrogen:

HYDROGEN TECHNOLOGIES
Steam Methane Reforming Non-catalytic Partial Oxidation Hydrogen Production Coal Gasification Biomass Gasification Biomass Pyrolysis Electrolysis Compressed Gas Liquefied Gas Hydrogen Storage Metal Hydride Carbon-Based Chemical Hydrides Hydrogen Transport Pipelines

Truck Transport Rail Transport Ship Transport Proton Exchange Membrane Fuel Cells (PEMFC) Phosphoric Acid Fuel Cells (PAFC) Solid Oxide Fuel Cells (SOFC) Stationary Power Molten Carbonate Fuel Cells (MCFC) Alkaline Fuel Cells (AFC) Gas Turbine Stationary Internal Combustion Engine Hydrogen Fuel Cell Vehicles Hydrogen Internal Combustion Engines Transportation Applications Hybrid Vehicles Onboard Storage Onboard Reforming Refueling Options

5. ECONOMICS OF HYDROGEN

PRODUCTION OF HYDROGEN

One version of the vision for a sustainable energy system that has been able to unite economic growth and environmental concerns is the vision of the hydrogen economy There is no universally accepted definition of the hydrogen economy, but it is generally viewed as the replacement of the vast majority of petroleum fuels used by transportation vehicles of all kinds (automobiles, trucks, trains, and aircraft) with hydrogen that is burned in IC engines, external-combustion (jet) engines, or preferably, used in fuel cells to more efficiently generate power for transportation [66]. A hydrogen economy, the long term goal of many nations, can potentially confer energy security, along with economic and environmental benefits Alternative long-term visions of a hydrogen economy have been articulated based on large-scale use of renewables, a mixture of clean coal and fossil fuels (with C-sequestration) or nuclear power.

Fig: Hydrogen Pathways (Production to Utilization)

After equating the basic data inputs and the assumptions made in estimating the hydrogen production costs and the prevailing prices of various fuel inputs, among the technologies considered for economic analysis, the natural gas option seems to be the cheapest one and the electrolysis is the costliest in terms of cost implications Except for biomass gasification and electrolysis technologies, others depend on fossil fuels for hydrogen production. Either direct or indirect, all these technologies have implications for environmental degradation.

Cost per kg of Hydrogen Rs./kg of H2

250 200 150 100 50 0 25.7 46 57.5 67.5 43.2 231.1 Cost per kg of Hydrogen Rs./kg of H2

STORAGE OF HYDROGEN

The final estimated storage cost is Rs. 101.05 per kg of hydrogen, which is the highest among all the storage technologies. The underground storage cost is the cheapest compared to all other technologies. The estimated unit cost is Rs. 8.63 per kg of hydrogen. Comparing the alternatives of hydrogen storage, metal hydride option appears to be the most expensive one.

Cost of Hydrogen storage Rs./kg of H2

120 100 80 60 40 20 0

101.1 17.9 48 8.6 Cost of Hydrogen storage Rs./kg of H2

HYDROGEN TRANSPORTAT ION

The hydrogen produced from a centralized facility needs to be transported to different end-use locations (refueling stations). The possible alternative modes of transportation are truck, rail, ship and pipeline. The results of economic analysis of alternative modes of hydrogen transportation and the underlying assumptions and information on various basic data inputs are given in Table

200 180 160 140 120 100 80 60 40 20 0 Compressed Hydrogen Liquid Hydrogen 2.16 7.4 35.88 120.11

182.68

Cost per kg of Hydrogen Rs./kg of H2 by truck Cost per kg of Hydrogen Rs./kg of H2 Rail 31.44

Metal Hydride

FIG: HYDROGEN TRANSPORTATION

Finally, one of the most efficient and effective alternatives is delivery of hydrogen through gas pipelines. Even here we have assumed the distance of delivery to be equal to 200 km. The cost inputs, technical details and the estimates are provided in fig. It may be observed from the table that there are many technical parameters need to be used for estimating final costs. The unit cost of hydrogen delivery through pipeline is Rs. 25.85 per kg of hydrogen.
HYDROGEN REFUELING

Three types of refueling alternatives have been considered for economic analysis. Refueling of all the possible forms of hydrogen, i.e., liquid, compressed and gaseous hydrogen are included. Based on the given assumptions there will be a requirement of 411 fueling stations to refuel 135,000 kg of hydrogen per day at a load factor of 70%.

Cost of Hydrogen Fueling Stations Rs./kg of H2

40 35 30 25 20 15 10 5 0

37.95 30.03

33.03

Cost of Hydrogen Fueling Stations Rs./kg of H2

Liquid Hydrogen

Compressed Hydrogen

Gaseous Hydrogen

Fig: Cost of Hydrogen Fueling

Three types of refueling alternatives have been considered for economic analysis. Refueling of all the possible forms of hydrogen, i.e., liquid, compressed and gaseous hydrogen are included. The basic data inputs and assumptions used for economic analysis. Based on the given assumptions there will be a requirement of 411 fueling

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stations to refuel 135,000 kg of hydrogen per day at a load factor of 70%. The design capacity of each station is 470 kg per day per station. The unit cost of liquid hydrogen refueling is Rs. 37.95 per kg, whereas it is Rs. 30.03 per kg for compressed hydrogen refueling and Rs. 33.03 per kg for gaseous hydrogen refueling. Comparison of refueling costs is depicted in Figure.
HYDROGEN SUPPLY PATHWAYS

The multiple combinations of technologies to supply hydrogen are called as hydrogen supply pathways. Depending on the availability of resources, cost implications and technological complexities, it is possible to select best possible supply pathways. In total we have developed 12 major hydrogen supply pathways. In each major pathway, there are six sub-pathways. In other words, with all possible combinations, one can have 72 hydrogen supply pathways which differ in terms of production technologies, transportation alternatives, storage methods and refueling methods.

For example, one supply pathway could be: SMR of natural gas compressed storage Truck transportation Compressed gas refueling. Figure 6 contains the overall cost estimates of all the possible pathways. From the figure, we may observe that the unit cost of delivered hydrogen varies from a low of Rs. 84.54 per kg of hydrogen to a high of Rs. 547.86 per kg of hydrogen. The lowest cost pathway is SMR of natural gas No storage Pipeline transportation Gas refueling and the highest cost pathway is Electrolysis of waterMetal hydride storageRail transportationGas refueling.

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5. CASE STUDY OF H Y FLEET - CUTE PROJECT H Y FLEET PROJECT OVERVIEW

The HyFLEET: CUTE project has involved the operation of 47 hydrogen powered buses in regular public transport service in 10 cities on three continents (see back cover). The Project started in 2006 and concludes at the end of 2009. Its aim was to diversify and reduce energy consumption in the transport system by developing new, fuel efficient hydrogen powered bus technology, plus clean, efficient and safe production and distribution of hydrogen as a transport fuel. HyFLEET: CUTE was co-funded by the European Commission and 31 Industry partners through the Commissions 6th Framework Programme. Project Context Duration of the Project Number of European Cities/Countries Number of Cities outside Europe Numbers of Project Partners Project Investment: Total Project Investment: Industry & Other Organizations Project Investment: European Commission Hydrogen Bus Operations January 2006 December 2009 8 Cities/6 Countries 2 Cities/2 Countries 31 43 million Euro 24 million Euro 19 million Euro Number of Demonstrated H2 Powered Buses

Number of H2 Powered Buses Demonstrated

33 Hydrogen Fuel Cell Buses 14 Hydrogen Internal Combustion Engine Buses

Kilometers Travelled
H2 Fuel Cell Buses1] > 2.1 million km

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 H2 Internal Combustion Engine Buses

> 415 thousand km

Hours of Bus Operation

H2 Fuel Cell Buses1] H2 Internal Combustion Engine Buses > 140 thousand hours > 29 thousand hours

Bus Availability
H2 Fuel Cell Buses1] H2 Internal Combustion Engine Buses2] Number of Passengers Transported1] > 92 % 89% > 8,5 million

Hydrogen Infrastructure
Hydrogen Station Units demonstrated Availability of Hydrogen Station Units Hydrogen Refuelled1] 10 89.8 % > 555 thousand kg

Hydrogen production demonstrated:

On-site water electrolysis

and

supply

paths
4 2 6

On-site LPG/CNG steam reforming External supply

Quality & Safety and Environmental Impact

Accidents (Injury to Humans or the Environment) Diesel Replaced1] Share of renewable energy used for on-site H2 generation Dissemination & Communication Reach Global 79% Nil > 1 million litres

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 Workshops/Forums Web-Site hits

3 on 3 Continents > 67 thousand unique visitors from 92 different countries > 2.000 web viewings; > 500 hard copies distributed

HyFLEET:CUTE Video Viewings

HYDROGEN INFRASTRUCTURE

The hydrogen supply paths used in HyFLEET:CUTE were mostly those implemented in previous hydrogen bus projects. Only the Berlin plant was specifically developed and constructed for HyFLEET:CUTE. The simplest facility consisted of just a Station Unit for compressing, storing and dispensing hydrogen regularly delivered by truck from sources external to the station (Figure)

. However, the majority of the facilities also included an on-site Production Unit. Table 1 outlines the supply pathways. Some sites included an option of using external backup in case of delivery problems with the normal supply path.
Infrastructure Data 555.951 kg 326.468 kg 13.149

Parameter Total Hydrogen dispensed Hydrogen dispensed Number of Refueling H2 dispensed to vehicles outside HyFLEET:CUTE or fed to stationary fuel cells H2 produced on-site H2 delivered to site from external sources Average availability of the Stations Units2]

18.832 kg 158.455 kg 232.322 kg 89.8 %

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H 2 BUS OPERATIONS
The kilometres driven and hours of operation are evidence of the outstanding success of the technology.

H 2 BUSES AND IC ENGINES

Hyfleet : cute project have two types of buses

1. Fuel cell buses 2. IC engines buses

The key technical data for the Fuel Cell buses is provided in H2FC Table. This table includes the data for the Fuel CELL-Hybrid Bus developed and demonstrated during the HyFLEET: CUTE project. The operation of the 33 fuel cell buses within HyFLEET: CUTE was a very successful. The buses performed very well in an extremely wide range of climatic conditions; from hot and dry in Madrid to cold and humid in Reykjavik; from flat in Hamburg to hilly in Luxembourg; from congested in London to full speed in Perth. The ambient air temperatures ranged from - 5 C to 36 C. There were no major breakdowns or problems caused by the fuel cell technology and their components or of the buses themselves.

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MAN Nutzfahrzeuge AG (MAN) developed a fleet of fourteen buses powered by two different hydrogen Internal Combustion Engine (ICE) technologies for operation in regular public transport service. The buses were operated throughout the HyFLEET: CUTE Project by the Berlin Bus Company (BVG Berliner Verkehrsbetriebe). All the buses were based on the standard low floor MAN City Bus Lions City model. 1. The first four buses had naturally aspirated ICE (NA ICE) technology with 150 kW of power. This technology has been progressively developed and improved over the last decade. 2. MAN also developed ten buses for the HyFLEET: CUTE Project with turbo-charged ICE (TC ICE) technology with 200 kW of power. 3. A fifteenth prototype bus was based on the turbo-charged bus technology and incorporated a fuel cell to provide auxiliary power for the bus systems. This bus was constructed in order to demonstrate the possibilities of this technology and was not operated in regular public transport service.

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ENVIRONMENTAL IMPACT

A Well-to-Wheel (WtW) analysis of primary energy demand and greenhouse gas emissions was carried out for three internal combustion based (ICE) technologies: Diesel, CNG and Hydrogen. Figure displays the boundaries of the system under consideration for hydrogen, diesel and CNG production and consumption pathways.

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In summary, the WtW analysis found that: With current production pathways, CNG and diesel are comparable and show the lowest GHG emissions of the pathways analyzed using non renewable resources. Substantial reduction in GHG emissions from hydrogen production can be achieved through fuel supply routes using renewable energy sources (almost 80 % in the case of the TC bus) Improvements in energy consumption in the H2ICE buses can compensate for the less favorable outcomes when using H2 pathways based on fossil fuels. Theoretically, a reduction of 50 % in fuel consumption by the turbo-charged H2ICE bus would achieve comparable GHG emissions to diesel and CNG ICE bus pathways. In the context of these results, it is relevant to note that using hydrogen in powering transport would significantly contribute to the diversification of energy resources (especially the share of renewable resources) and it can play an important role in improving the security of energy supply. Furthermore, it also contributes to an improvement of air quality in urban areas by featuring an almost emission free operation.
SOCIAL IMPACT

A study on customer acceptance assessed the level of acceptance of hydrogen technologies among the general public. In particular, it looked at the level of uncertainty as an area of potential future influence. 2.833 people were personally interviewed in eight cities (Amsterdam, Barcelona, Berlin, Hamburg, London, Luxembourg, Madrid and Reykjavik) between September and October 2006. In addition, 519 people participated in online interviews between August and September 2006. The main results from the Acceptance Study were as follows: Associations with the word hydrogen were positive or neutral in 92 % of the cases. 78 % of the interviewees were aware that hydrogen can be used as a fuel and 72 % of participants agreed that there is a need to find alternative fuels for vehicles.

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The substitution of conventional buses by hydrogen buses in the cities was supported by a large majority of respondents and opposed by only 1 %. The remainder stated that they were indifferent or needed more information to come to a decision. Assuming that people have the choice between a conventional bus and a hydrogen bus under the same conditions (route and ticket price), 76 % would choose the hydrogen bus and 1 % the conventional one. 21 % would have no preference (2 % did not respond). Asked Would raised (ticket) prices for hydrogen buses be justifiable? overall 44 % responded yes and 57 % no. However, some cities showed a greater than 50 % willingness to accept higher prices.

CONCLUSION AND LESSON LEARNT

However, there are a number of challenges that need to be overcome. The bus technology must be able to be operated with minimal special support in a standard public transport bus fleet The purchase price of the buses must be significantly reduced to coincide with commercialization Procurement decisions should not be based only on first cost, but lifetime operational costs including external costs associated with carbon fuels and pollutants Hydrogen must be able to be produced cheaply and through renewable means Hydrogen infrastructure, especially the electrolyser and steam reformer units which are the key components of on-site H2 production and also the hydrogen compressors and dispensing equipment, must be able to operate as reliably as the buses.

Lessons More to include

6. THE INDIAN SCENARIO

TRANSPORT SECTOR

Transport sector accounts for a share of 6.4 % in Indias Gross Domestic Product (GDP). Road transport has emerged as the dominant segment in Indias transportation sector with a share of 5.4 per cent in Indias GDP. Road transport demand is expected to grow by around 10% per annum in the backdrop of a targeted annual GDP growth of 9% during the Eleventh Five Year Plan. The road network can be broadly classified into five broad categories: (1) Expressway (2) National Highways (NHs)

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(3) State Highways (SHs) (4) Other Roads (5) Rural Roads. National Highways comprise less than 2 per cent of the road network, but carry 40 percent of the road-based traffic. State Highways (SHs) and Major District Roads (MDRs) constitute the secondary system of road transportation in the country. The State Highways connect

NEMMP 2020 (THE NATIONAL HYDROGEN ROAD MAP OF INDIA)

National Highways, district headquarters, important towns, tourist locations and minor ports. About 61% of the total road length in India is accounted for by rural roads. The decadal figures of the road network under all these categories are provided in the Table As would be seen from the table, the aggregate length of roads, which was 0.4 million km in 1950-51 has increased more than 10 fold to 4.24 million km by 2009-10.
KEY FEATURES:

With a vision To encourage reliable , affordable and efficient XEVs that meet customer performance and price expectation through Government industry collaboration for promotion and development of indigenous manufacturing capabilities, required infrastructure, consumer awareness and technology; thereby helping India to emerge as a leader in the XEV two wheeler and Four Wheeler. Market in the world by 2020 with total XEV sales of 6-7 million unit thus enabling the Indian Automative Industry to achieve global XEV manufacturing leadership and contributing towards National Fuel Security

Objectives of the National Mission for Electric Mobility (NMEM): National energy security Mitigation of the adverse impact of vehicles on the environment and growth of domestic manufacturing capabilities.

Salient Features of NEMMP 2020: The NEMMP 2020, the mission document for the NMEM that was approved by the National Council for Electric Mobility (NCEM) on 29th August, 2012, sets the vision, lays the targets and provides the joint Government industry vision for realizing the huge potential that exists for full range of efficient and environmentally friendly electric vehicle (including hybrids) technologies by 2020. The NEMMP 2020 is a well researched document and relies on in-depth primary data based study conducted jointly by the Government and the Industry which indicates that high latent demand for environmentally friendly electric vehicle technologies exists in the country. As per these projections, 6-7 million units of new vehicle sales of the full range of electric vehicles, along with resultant liquid fuel savings of 2.2 2.5 million tonnes can be achieved in 2020. This will also result in substantial lowering of vehicular emissions and decrease in carbon dioxide emissions by 1.3% to 1.5% in 2020 as compared to a status quo scenario.

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The NEMMP 2020 projections also indicate that the savings from the decrease in liquid fossil fuel consumption as a result of shift to electric mobility alone will far exceed the support provided thereby making this a highly economically viable proposition. Therefore on all counts encouraging the faster adoption of hybrid & electric vehicles and their manufacture in India is a wise investment for our future generations. NMEM is amongst the most significant interventions of the Government that promises to transform the automotive paradigm of the future by lessening the dependence on fossil fuels, increasing energy efficiency of vehicles and by providing the means to achieve ultimate objective of cleaner transportation that is compatible with sustainable renewable energy generation. This Intervention will also help encourage the Indian Automotive Industry to shift to newer, cleaner technologies so that it builds its future competitive advantage around environmentally sustainable products, high end technologies, innovation and knowledge. The implementation and roll out of the NEMMP 2020 will be done through various specific schemes, interventions, policies that are currently under formulation and will be considered by the Government in the near future.

NMEM provides long term solution to meet growing energy needs of India while ensuring energy security: Identifies paths for gradual introduction of hydrogen energy in the country Accelerate commercialization efforts Facilitate creation of hydrogen energy infrastructure Total systems approach for developing hydrogen energy technologies

Major Initiatives Taken: Two Major Initiatives taken under NMEM are: 1. Green Initiative for Future Transport (GIFT) Demonstrate One Million Hydrogen Vehicles 700,000 two wheelers 50,000 three wheelers 50,000 cars and taxis 100,000 buses and vans

2. Green Initiative for Power Generation (GIP) Set up 1,000 MW Hydrogen Based Power Generation Capacity 50 MW small IC engine stand alone generators 50 MW stand alone fuel cell power packs 400 MW Gas Turbine Based Power Plants

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500 MW Central Fuel Cell Power Plants

INDIAN HYDROGEN ECONOMY

The term hydrogen economy was coined by John Bockris during a talk he gave in 1970 at General Motors (GM) Technical Center. The hydrogen economy is a proposed system of delivering energy using hydrogen. Hydrogen advocates promote hydrogen as a potential fuel for motive power (including cars and boats), the energy needs of buildings and portable electronics. Free hydrogen does not occur naturally in quantity, but can be generated by steam reformation of hydrocarbons, water electrolysis or by other methods. Hydrogen is thus an energy carrier (like a battery), not a primary energy source (like coal). The feasibility of a hydrogen economy depends on issues of electrolysis, energy sourcing, including fossil fuel use, climate change, and sustainable energy generation. A hydrogen economy is proposed to solve some of the negative effects of using hydrocarbon fuels where the carbon is released to the atmosphere.

In the current hydrocarbon economy, transportation is fueled primarily by petroleum. Burning of hydrocarbon fuels emits carbon dioxide and other pollutants. The supply of economically usable hydrocarbon resources in the world is limited, and the demand for hydrocarbon fuels is increasing, particularly in China, India, and other developing countries.

PROGRAMS IN INDIA Prototypes:

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IC Engine based devices Hydrogen fuelled motorcycles, three wheeler & Small Cars

The world's first hydrogen-powered three-wheeler, 'HyAlfa', was launched at the Pragati Maidan on 9th January 2012. United Nations Industrial Development Organization (UNIDO) funded this project to a consortia consisting of IIT Delhi, Mahindra and Air Products (USA). Exhaustive lab tests were carried out on the vehicular engine in the Engines and Unconventional Fuels Lab of Centre for Energy Studies under varying operating conditions. The technical expertise was provided by Prof L.M.Das of Centre for Energy Studies. The test results provided the technical guidelines and thus the existing designs of engines were converted to run on hydrogen. Based on IIT Delhi recommendations, Mahindra had developed hydrogen operated three wheelers for passenger and cargo versions vehicles which were launched at Pragati Maidan during Auto expo 2012, where a hydrogen refueling station has also been set up by Air products. These vehicles are still on road trials in Pragati Maidan after the Auto Expo. Limited field trials in Pragati Maidan show that the hydrogen fueled three wheelers are giving around 85 km per kg of hydrogen consumption.

Ongoing Projects: Hydrogen fueling station by Indian Oil Corporation SIAM Demonstration Project on Hydrogen-CNG vehicles in partnership with five auto majors Near Future - Dedicated Hydrogen IC Engine Projects Designation of Hydrogen and Hydrogen blends as automotive fuel Hydrogen blends as automotive fuel.

CONSTRAINTS ON INDIAN FIELD:

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Despite all advantages there are lots of constraints in implementing Hydrogen as fuel right away. Following are some of the underline reasons:

Higher cost of hydrogen Cost of hydrogen (EUR2000/kWh) from different sources using WT 4.3 and HyWays production mix for 2030 from member state review.

Need to improve production rates from different methods

Development of compact & inexpensive storage capacity Development of high pressure cylinders (~700 bars)

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Capacity of hydrogen storage system to give a range of 150-500 km per charge Development of hydrogen fuelled IC engines with higher life and costs comparable to IC engines. Efficiency improvement for different types of Fuel Cell systems Regulations and codes Vehicles leading regulation.

Key Safety Issues on Hydrogen Fuel (to be elaborate the following a little bit from cng_h2_workshop_9_chenoy.pdf) CNG Lessons Material compatibility Dispensing Stations Vehicular applications IC Engines Fuel Cells Crash Test Post incident procedures

RECOMMENDATIONS
Partnerships are the Enablers.

A collective and co-operative approach from all ends will be required from each of the following sectors: Vehicle & other equipment manufacturers End consumers Hydrogen producers Hydrogen infrastructure: logistics and retail sites Scientific & research organizations Government

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1. Commitment 2. Targets 3. Incentives

International cooperation Idea 1: Collate and Communicate: Report Issues and Concerns Keep developing Best Practices Standard formulation efforts & results Progress in Code development Training & Education: Material & methodology Public outreach programmers Fueling & fleet operations Idea 2: Cooperate and Collaborate: Standard making, ISO, WP 29, Harmonization Code and best practices Development of Testing methodology & centers Accident investigation & analysis In use vehicle monitoring R&D High temperature behavior Two & Three wheelers Pilot programmers Training & Development Idea 3: Continue Dialogue: Evolution of Standards, codes & practices End of life regulation

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 Enforcement Education & Training 5th EFV (Environment Friendly Vehicle) Conference was held in US in September 2012.

BIBLIOGRAPHY

First reference. The text begins at the left margin of the paper. Lines are double-spaced. When the entry is longer than one line, the second line is automatically indented. Additional references.

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