The Hydrogen Economy Opportunities, Costs, Barriers, and R&D Needs (2004) / Chapter Skim
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2. A Framework for Thinking About the Hydrogen Economy
2. A Framework for Thinking About the Hydrogen Economy
Pages 11-24
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natural gas supply in 2025, and liqnation's energy-based goods and services. While the focus uefied natural gas (LNG)
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primary energy consumption, by sector, historical and projected, 1970 to 2025.
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primary energy production and consumption, historical and projected, 1970 to 2025.
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= 1.3 1990 x: (inde 1.2 atior 1.1 Carbon/energy 1.0 0.9 1890 1900 1910 1920 1930 1940 1950 1960 1970 1980 1990 2000 Year FIGURE 2-5 Carbon intensity of global primary energy consumption, 1890 to 1995. SOURCE: Adapted from Arnulf Grübler, data available online at http://www.iiasa.ac.at/~gruebler/Data/TechnologyAndGlobalChange/.
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. Thus, in principle, the 2A gasoline hybrid electric vehicle having fuel economy of 45 miles per gallon would travel as far on 1.67 gallons of gasoline as would a fuel cell 1 Criteria pollutants are air pollutants (e.g., lead, sulfur dioxide, and so vehicle on 1 kilogram of hydrogen, assuming that the efficiency of the latter forth)
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. environmental quality, for example, using natural gas in preference to coal without carbon sequestration as a feedstock SCOPE OF THE TRANSITION TO A HYDROGEN for hydrogen production would result in lower carbon emis ENERGY SYSTEM sions.
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COMPETITIVE CHALLENGES Both the amount of primary energy used and the physical Any future hydrogen energy system will be subject to characteristics of the final energy carrier (e.g., gasoline, market preferences and to competition from other energy methane, electricity, or possibly hydrogen) depend on the carriers and among hydrogen feedstocks.
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If cost-effective and durable fuel cell vehicles can the stored hydrogen could be used to produce electricity durbe developed, they could prove attractive to manufactur- ing times when sunlight or wind was not available. ers, marketers, and consumers insofar as they can achieve Finally, hydrogen might compete directly with electricity the following: as an energy carrier, with each using a separate production
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petroleum, it faces an established infrastructure of 161 oil In contrast, natural gas will increasingly have to be imported, refineries, 2,000 oil storage terminals, roughly 220,000 miles raising new energy security concerns. of crude oil and oil products lines, and more than 175,000 Two salient issues would arise from the use of carbongasoline service stations (NRC, 2002)
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might make distributed production unattractive in a mature hydrogen economy. During a transition period, however, the carbon from distributed production could simply be vented Midsize Scale while the economic advantages of scalability and demand At midsize scale, a few tens of megawatts, both natural gas following investment served to start the hydrogen economy.
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makes more than transitional use of carbonaceous fuels. The history of radioactive waste disposal suggests that dedicated opposition can overcome general public acceptance of a techSubsidies nology and its waste disposal plan.
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Thus, if molecular hydrogen were tions among the possible combinations of energy carriers widely available as a fuel source for light-duty vehicles, the and technologies. Storage on board the vehicle, with peri competition would be between fuel cell vehicles and internal odic refueling, has been the norm for personal passenger combustion vehicles using hydrogen, and perhaps other techvehicles, trucks, buses, and aircraft, and that is the com nologies that use hydrogen as a fuel.
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In particular, the committee focused on hydrogen to remain cost-competitive? The entire future of the competition between vehicles with on-board storage: carbonaceous fuels in a hydrogen economy may depend on fuel cell vehicles supplied by molecular hydrogen in com- the answer.
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24 THE HYDROGEN ECONOMY: OPPORTUNITIES, COSTS, BARRIERS, AND R&D NEEDS On-Board Energy Carrier Conversion Motor Combustion ICE Petroleum Electric motor/ Electromechanical generator Combustion ICE Nonpetroleum hydrocarbons and alcohol fuels Electric Electromechanical motor/ generator study in Electric Electricity Electromechanical motor Compared Combustion ICE Hydrogen: Direct Electric OR via on-board Electromechanical motor/ reforming of generator various fuels Electrochemical fuel cell Electric motor FIGURE 2-9 Combinations of fuels and conversion technologies analyzed in this report. The committee conducted cost analyses of hydrogen fuel converted electrochemically in fuel cells versus gasoline use in internal combustion engines (ICEs)
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