Amid the speculation of the next clean energy source, hydrogen is a key player in the race. While it may seem far-fetched that a simple fuel like hydrogen could be the replacement for petroleum, the element’s properties give it some advantages over fossil fuels. Although there is little development thus far in the hydrogen energy industry, the alternative fuel shows hope that the future is not all doom and gloom. It is important to recognize both the opportunities and challenges offered by the expansion of hydrogen powertrain, and that no singular solution to sustainable transportation is the be-all end-all.
Despite being in its budding stages, hydrogen power displays promising incentives that will be beneficial to users and the environment. In vehicles, hydrogen power can come in two forms: fuel cell vehicles (FCVs) and hydrogen combustion engines (H2ICEs). This dual-nature of hydrogen power can be beneficial to manufacturers because the two methods are better for different applications. Fuel cells tend to be more effective in small vehicles with light loads, while H2ICEs tend to be more beneficial for heavy duty applications. In other words, FCV technology would be better suited for family cars, while H2ICE engines would be better suited for commercial trucks. Furthermore, the use of hydrogen fuel promotes environmental sustainability in two ways. First, hydrogen fuel would decrease the necessity to use nonrenewable energy sources. Elemental hydrogen is the most abundant element in the universe, so engaging in large-scale hydrogen consumption would be less impactful on the Earth’s natural resource base (Shadid, et al.). And although hydrogen is not typically found in its elemental form, it can be extracted from other materials on earth, including methane. One such production process to create hydrogen fuel is called steam methane reforming. This process entails reacting gaseous methane with steam, and doing so creates hydrogen in a two-step process (Shadid, et al.). Although this method does emit carbon dioxide, it can be paired with carbon capture technology to result in net zero carbon emissions. By doing so, blue hydrogen is created, signifying that the fuel was synthesized through carbon-emitting processes that are negated with the capture processes. Another viable alternative is electrolysis, which uses energy to separate water molecules into hydrogen and oxygen atoms. If this method is powered by renewable sources like nuclear, wind, or solar, it is free of emissions (Shadid, et al.). Lastly, researchers are pursuing greater knowledge in the field of microbial biomass conversion. This technique entails feeding microbes, which generate hydrogen as a byproduct of their consumption. What makes this technique interesting to scientists is the microbes’ ability to extract hydrogen from materials such as wastewater (Shadid, et al.). The latter methods of hydrogen production generate green hydrogen, which is made from completely sustainable methods.
Moreover, hydrogen combustion engines exhibit hope for an economically beneficial clean power source. Because automotive manufacturers have been manufacturing internal combustion engines for over a century, H2ICEs can share certain parts with existing engines, which cuts the cost of implementing a hydrogen-focused powertrain. For instance, fossil fuel burning engines fall into the categories of compression ignition (diesel) and spark ignition (gasoline) engines, and hydrogen power has been tested on both forms of engine. Largely, the success has been found with hydrogen spark ignition engines (Shadid, et al.). However, for heavy duty applications, compression ignition engines are preferred, due to their greater power generation and reliability. Although the hydrogen technology is not at the level it needs to be to implement a viable compression ignition engine, there is potential for an effective solution in the near future.
In spite of its hopeful advantages, much still remains for scientists, engineers, and lawmakers to decide upon. Much of the complications surrounding hydrogen exist due to the element’s chemical nature. Because hydrogen is able to burn in lower concentrations than gasoline and diesel, and given that hydrogen boils at below negative two hundred fifty degrees celsius, fuel systems need to be precise. Any slight leak or permeation in a fuel line could lead to combustion, so heavy regulations have been implemented by the TSCA Inventory and OSHA to ensure operator safety (Hosseini & Butler). Perhaps the greatest challenge, however, is storing the fuel. Hydrogen has a low density in standard conditions, so maintaining a sufficient quantity of fuel to power a vehicle would require extensive storage or other measures. Some of the most promising options of storing the fuel would be in a gas container under high pressure or in a cryogenic tank. Both methods are far-reaching: an optimal storage pressure for hydrogen is upwards of ten thousand pounds per square inch, while a cryogenic tank would need to be fourteen times the size of a gasoline tank to harbor the same energy (Hosseini & Butler). To put this in perspective, a fueling station compatible with a current gas station would require fourteen truckloads of liquid hydrogen to serve its customers. Branching off of storage is transportation, which can also be a challenge. The main methods to transport masses of hydrogen fuel are via pipeline or cryogenic tanker vehicles. Although both methods are feasible, they hold drawbacks that would restrict them from being developed further in reality. Pipelines would be effective for long distance travel, but they would require specific, high quality materials to ensure the security of the hydrogen gas. Doing so would incur high startup costs, which deters investors (Hosseini & Butler). On the other hand, cryogenic tanks, which could be implemented into trains, ships, and trucks, would entail high running costs, as liquifying hydrogen is a costly, energy-consuming process (Hosseini & Butler). Despite these challenges, however, it is important to keep in mind that hydrogen power, whether in the form of FCVs or H2ICEs, is still a viable option for the future of the transportation industry. At the moment, there is no sustainable solution that outperforms everything else, and developments are in full swing. Most importantly, the industry needs innovation. Whether it be in the hydrogen, electric, or biofuel fields, research and testing must be done to ensure the most beneficial form of powertrain hits the market.
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I’ve never really put much thought into the potential that hydrogen has as a fuel source. I’m not particularly proficient in chemistry, but I guess that I’ve just written off the first element on the periodic table–after all, how much potential does just a singular proton have? Apparently, a lot. I wonder how gas stations, for example, would have to change in order to accommodate hydrogen fuel. It might end up resulting in a similar issue faced by electric vehicles, where the recharging/fuel source is difficult to implement, resulting in a potential logistical issue. I also like how you brought up a solution to the most common downside noted for Hydrogen power: the massive CO2 production. It really does just show that with enough investment and work, almost any problem can be worked around or solved.
I have heard of many alternative fuel sources such as water but hydrogen is definitely the most interesting. One of the major advantages that I noticed from your post is that there will be a decrease in the use of nonrenewable fuel sources due to hydrogen-powered fuel sources. I also liked how you discussed the disadvantages of hydrogen fuel, which is the transportation of the fuel. It has many complex components to ensure that the fuel is being transported and secured safely, which can make it harder for this fuel to actually become a reality. Overall, I love the idea of using hydrogen as a fuel source, but I agree that it has many drawbacks but can be very beneficial if it becomes a reality.