E-MOBILITY
during the day when there is typically an excess of sunlight, idling at night when grid load can only be served by fossil fuels, nuclear and other sources of energy. IEA estimates show the global
energy use of heavy-duty vehicles is roughly three times the total global production of hydrogen. Clearly this imbalance needs addressing. Still, most planning scenarios have yet to fully recognise the potential impact and growth of on-site hydrogen production. This will change the game.
Electrolysers are benefi cial for fl eet operators in remote locations
creation of its own electrolyser solution. With this technology, the company now has a stronger understanding of hydrogen powered fl eets and what’s needed to make them a success. So, what are the learnings from this work?
DECENTRALISATION WILL BE CRITICAL Centralised hydrogen production would look similar to the way grid electricity is generated and distributed today. In theory, each country would have one or a handful of large-scale facilities dedicated to making the fuel, which would then be transported via pipework or delivery vehicles. Basic economics tells us that production costs tend to decrease with scale and hydrogen is no exception to the rule. At fi rst, this appears the best argument in favour of the centralised model, removing aff ordability as one of the major barriers to widespread adoption. Working this way, however, increases storage and transportation costs. Decentralisation, on the other
hand, would see a vast network of smaller-scale hydrogen production facilities aided by on-site electrolysers. Production costs would be higher in this scenario but the cost of storage and transportation would be lower. It’s not diff icult to see the advantages this off ers commercial transport, which relies on consistent supplies of fuel across large geographical areas to succeed. Electrolysers running on renewable electricity off er one viable route for the acceleration of low-carbon transport. New proton
exchange membrane (PEM) models, such as those developed by IMI, are capable of responding quickly to the changing profi les of available power, making them ideal partners for intermittent renewable energy sources. They also create relatively pure hydrogen, which is needed for both fuel cells and H2 combustion engines. These arguments seem convincing
but there is still some way to go before they are undeniable. Renewable contributions to the grid continue to rise and both businesses and local authorities are beginning to understand the opportunities presented by distributed energy resources (DERs) and microgrids. Yes, capacity needs to increase substantially, but the direction of travel is promising for decentralised hydrogen production in service of low- carbon commercial transport.
A DIVERSE VEHICLE MIX Increasing the share of fuel cell vehicles would create knock-on benefi ts for existing infrastructure. Electrifi cation driven by the growth of battery-powered transport will place beleaguered national grids under extra pressure. The UK’s grid, for instance, has been stretched to the point where it’s now having a measurable impact on economic development. Green hydrogen still requires renewable electricity and the wide-scale deployment of electrolysers would certainly contribute to increased demand. However, decentralised assets using solar power could be used
ON-SITE PRODUCTION It’s important to point out that electrolyser technology is already having an impact at larger industrial facilities. However, the size of these solutions – operating at 10MW up to 1GW – mean they are only suitable to the biggest names in industry. As such, modularity, scalability and aff ordability will be key to ensuring clean hydrogen can be fully harnessed in the transport and logistics sector. This is why electrolysis, made
possible with turnkey solutions, will be critical moving forward. Some PEM electrolysers, such as those from IMI, can be implemented in modular turnkey confi gurations with the addition of fuel cells and storage systems depending on customer specifi cations and local regulations. This is an advantage for fl eet operators in remote locations as it eliminates the need for fuelling infrastructure to develop before hydrogen can be used. It also helps in urban environments, where limited space, planning and major groundworks can all present a signifi cant challenge. Storage of this kind can also make
the hydrogen market more resilient to the kind of shocks seen throughout the energy market in 2022. Decentralising production lowers the supply chain’s exposure to unforeseen changes, giving businesses access and guarantee of a minimum service level even when market conditions are unfavourable.
Andrea Pusceddu is Business Development Director at IMI
www.imi-critical.com
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