Todd Ramsden

PEM Electrolysis H2A Production Case Study Documentation

This report documents the development of four DOE Hydrogen Analysis (H2A) case studies for polymer electrolyte membrane (PEM) electrolysis. The four cases characterize PEM electrolyzer technology for two hydrogen production plant sizes (Forecourt and Central) and for two technology development time horizons (Current and Future).

Controlled Hydrogen Fleet and Infrastructure Demonstration and Validation Project

Graphs of composite data products produced by DOEs Controlled Hydrogen Fleet and Infrastructure Demonstration and Validation project through September 2010.

Learning Demonstration Interim Progress Report -- July 2010

This report discusses key results based on data through December 2009 from the U.S. Department of Energys (DOE) Controlled Hydrogen Fleet and Infrastructure Validation and Demonstration Project, also referred to as the National Fuel Cell Electric Vehicle (FCEV) Learning Demonstration. The report serves to help transfer knowledge and lessons learned within various parts of DOEs hydrogen program, as well as externally to other stakeholders. It is the fourth such report in a series, with previous reports being published in July 2007, November 2007, and April 2008.

DOE’s National Fuel Cell Vehicle Learning Demonstration Project: NREL’s Data Analysis Results

Publisher Summary This chapter presents the National Fuel Cell Vehicle Learning Demonstration Project of the U.S. Department of Energy which seeks to validate vehicle and infrastructure systems using hydrogen as a transportation fuel for light-duty vehicles. The role of the National Renewable Energy Laboratory (NREL) in this project is to generate the maximum value for the U.S. Department of Energy (DOE) and the automobile industry from the data produced in the project. Fuel cell vehicles (FCVs) and hydrogen refueling infrastructure under real-world conditions are validated by using multiple sites, varying climates, and a variety of sources for hydrogen. The specific objectives of the project include validating hydrogen vehicles with more than a 250-mile range, 2,000 h fuel cell durability, and a

Controlled Hydrogen Fleet and Infrastructure Analysis

3 per gasoline gallon equivalent hydrogen production cost (based on modeling for volume production). The four industry teams for the project include Chevron/Hyundai-Kia, Daimler/BP, Ford/BP, and GM/Shell. The five geographic regions in the United States selected for the project include the San Francisco to Sacramento region (California), the Los Angeles metropolitan area (California), the Detroit metropolitan area (Michigan), the Washington, D.C., to New York region (Northeast U.S.), and the Orlando metropolitan area (Florida). The findings suggest that the fuel cell system efficiency for both first- and second-generation systems was close to or exceeded the targets.This chapter presents the National Fuel Cell Vehicle Learning Demonstration Project of the U.S. Department of Energy which seeks to validate vehicle and infrastructure systems using hydrogen as a transportation fuel for light-duty vehicles. The role of the National Renewable Energy Laboratory (NREL) in this project is to generate the maximum value for the U.S. Department of Energy (DOE) and the automobile industry from the data produced in the project. Fuel cell vehicles (FCVs) and hydrogen refueling infrastructure under real-world conditions are validated by using multiple sites, varying climates, and a variety of sources for hydrogen. The specific objectives of the project include validating hydrogen vehicles with more than a 250-mile range, 2,000 h fuel cell durability, and a

Current and Future United States Light-Duty Vehicle Pathways: Cradle-to-Grave Lifecycle Greenhouse Gas Emissions and Economic Assessment

3 per gasoline gallon equivalent hydrogen production cost (based on modeling for volume production). The four industry teams for the project include Chevron/Hyundai-Kia, Daimler/BP, Ford/BP, and GM/Shell. The five geographic regions in the United States selected for the project include the San Francisco to Sacramento region (California), the Los Angeles metropolitan area (California), the Detroit metropolitan area (Michigan), the Washington, D.C., to New York region (Northeast U.S.), and the Orlando metropolitan area (Florida). The findings suggest that the fuel cell system efficiency for both first- and second-generation systems was close to or exceeded the targets.

Early Fuel Cell Market Deployments: ARRA and Combined (IAA, DLA, ARRA); Quarter 3 2012 Composite Data Products

This project overview was presented at the 2012 DOE Annual Merit Review and Peer Evaluation Meeting in Washington, DC. It provides project objectives, relevance and targets for the Fuel Cell Electric Vehicle (FCEV) Learning Demo, a 7-year project and the largest single FCEV and infrastructure demonstration in the world to date. The presentation includes: timelines, major milestones, infrastructure status, accomplishments, highlights of collaborations, and future work.

All Composite Data Products: National FCEV Learning Demonstration With Updates Through January 18, 2012

This article presents a cradle-to-grave (C2G) assessment of greenhouse gas (GHG) emissions and costs for current (2015) and future (2025-2030) light-duty vehicles. The analysis addressed both fuel cycle and vehicle manufacturing cycle for the following vehicle types: gasoline and diesel internal combustion engine vehicles (ICEVs), flex fuel vehicles, compressed natural gas (CNG) vehicles, hybrid electric vehicles (HEVs), hydrogen fuel cell electric vehicles (FCEVs), battery electric vehicles (BEVs), and plug-in hybrid electric vehicles (PHEVs). Gasoline ICEVs using current technology have C2G emissions of ∼450 gCO2e/mi (grams of carbon dioxide equivalents per mile), while C2G emissions from HEVs, PHEVs, H2 FCEVs, and BEVs range from 300-350 gCO2e/mi. Future vehicle efficiency gains are expected to reduce emissions to ∼350 gCO2/mi for ICEVs and ∼250 gCO2e/mi for HEVs, PHEVs, FCEVs, and BEVs. Utilizing low-carbon fuel pathways yields GHG reductions more than double those achieved by vehicle efficiency gains alone. Levelized costs of driving (LCDs) are in the range

DOE’s National Fuel Cell Vehicle Learning Demonstration Project

0.25-

Early Fuel Cell Market Deployments: ARRA; Quarter 2 of 2010; Composite Data Products, Final Version April 14, 2010

1.00/mi depending on time frame and vehicle-fuel technology. In all cases, vehicle cost represents the major (60-90%) contribution to LCDs. Currently, HEV and PHEV petroleum-fueled vehicles provide the most attractive cost in terms of avoided carbon emissions, although they offer lower potential GHG reductions. The ranges of LCD and cost of avoided carbon are narrower for the future technology pathways, reflecting the expected economic competitiveness of these alternative vehicles and fuels.