By Carl T. Hall
09-02-04
Despite all the promise of pollution-free vehicles, a transportation system
based on hydrogen fuel cells is anything but a sure bet, members of a National
Academy of Sciences panel concluded. Even if the most optimistic predictions
prove true, and the first hydrogen fuel cell vehicles reach commercial showrooms
by 2015, it would take at least another quarter-century before they have a major
impact on the market, the panel concluded. "This is a tremendously important, transforming opportunity we are
talking about, but it's not going to happen with current technology and current
knowledge," said Dan Sperling, a panel member and director of the Institute
of Transportation Studies at UC Davis. The report was designed mainly to guide research programs and set priorities
for hydrogen development at the US Department of Energy. Backed by a year of
study, the report is perhaps the most comprehensive non-partisan attempt yet to
analyse hydrogen's potential, along with its drawbacks. Both President Bush and
Gov. Arnold Schwarzenegger have pinned their energy policies on a quest to
develop hydrogen, touted as the "fuel of the future," capable of
ending our dependency on foreign oil imports while greatly reducing tailpipe
emissions of greenhouse gases. In his recent budget message to Congress, Bush called for a $ 228 mm hydrogen
program in fiscal 2005, a 43 % increase from 2004, aimed at developing hydrogen
fuel cell cars and the roadside infrastructure needed to keep them running. Meanwhile, Schwarzenegger wants the state to turn its freeways into
"hydrogen highways," tempting motorists to make the switch with a
network of 200 fuel-cell replenishment stations. Details are expected to be
announced in March along with an executive order from the governor's office. "It will be an order for the state to march aggressively forward, using
all available state resources and interaction with all public agencies and
public-private partnerships," said Alan Lloyd, chairman of the California
Air Resources Board. Against the background of hydrogen's true believers, the National Academy of
Sciences report seemed calculated to stay reasonably optimistic despite a host
of reasons to be sceptical. Experts said those reasons involve basic performance
and cost issues that will take research breakthroughs to solve: Hydrogen, usually stored as an odourless gas under high pressure, needs
specialized tanks and pipelines. Handling it raises some difficult safety
issues, including the scary prospect of leaky tanks and exploding garages in the
suburbs. The National Academy of Sciences panel, which included representatives
from oil companies, car markers, environmental groups and academia, agreed with
the politicians and manufacturers on one point: The most ubiquitous element in
the universe, if harnessed here on Earth, has tremendous potential. The scientists worked out what they considered to be an optimistic
"upper bound" scenario for this transition to occur, using projections
based on how quickly motorists are embracing the gas-electric hybrids now on the
market, a much easier transition than the switch to hydrogen. After the first hydrogen car is ready for showrooms, "it will take at
least 25 years before it will have any big impact," said Michael Ramage,
chair of the academy panel and a former executive vice president for technology
programs at ExxonMobil. "Even if the cars are introduced in 2015, which is
the president's vision, to get those cars intothe market, and the infrastructure
built, is a long process." Given the risks of the hydrogen bubble bursting, the academy panel urged the
Bush administration to adopt a "balanced portfolio" of energy research
projects as a fallback. Also, the entire hydrogen program should be re-evaluated
by outside experts every two years, and the program stopped and resources
diverted elsewhere, if the many "challenges" turn out to be impassable
barriers. Joseph Romm, a former Energy Department official during the Clinton
administration and author of an upcoming book called "The Hype About
Hydrogen," referred to hydrogen cars as "everybody's favourite
techno-miracle." The National Academy of Sciences panel stopped short of writing off hydrogen,
however. The birth of the hydrogen economy "won't be quick," saidpanel
member James Sweeney, an economist at Stanford University. But he called it
"a grand challenge" well worth taking up. The experts insisted that
hydrogen fuel cells are the only futuristic energy carrier with a real chance of
supplanting the internal combustion engine.
Source: San Francisco ChronicleTransportation system based on hydrogen fuel cells will take time
-- For starters, fuel cells, which convert chemical energy into electricity,
have a short lifespan and cost at least 10 times too much to present a
cost-effective alternative in the consumer market.
-- A fuel-cell vehicle's driving range is only about half that of conventional
cars.
-- Hydrogen must be manufactured, stored and transported using other energy
sources, whether natural gas or coal or renewable generation strategies such as
wind or biomass, which is made up of organic materials such as rice straw,
switch grass, orchard prunings, agricultural waste and even dedicated crops.
-- There is no supply and manufacturing system capable of serving a mass
market,and it's unclear how to bring such a system into existence.
Hydrogen "could fundamentally transform the US energy system," the
panel concluded. It's only a matter of time. Lots of time.
As the scientific panel noted, "there will likely be a lengthy transition
period during which fuel cell vehicles and hydrogen are not competitive with
internal combustion engine vehicles, including conventional gasoline and diesel
fuel vehicles, and hybrid gasoline electric vehicles."
Optimistically, assuming hydrogen fuel cell cars hit the US market around 2015,
as Bush suggests is possible, the panel concluded that hydrogen cars still would
claim only a 25 % share by 2027 or so. Production of hydrogen for transportation
would amount to 9 mm tpy by then, or just 8 % of the 110 mm tons needed to fuel
a complete changeover from gasoline to hydrogen on the nation's roadways.
By 2040, perhaps, hydrogen cars may have taken over new-car showrooms. Yet that
might be too late to inoculate the United States against the vagaries of Middle
East oil producers and reduce noxious fossil-fuel emissions in time to arrest
devastating global climate changes.
"The bottom line is that it's going to be at least two or three decades
before there's any significant number of fuel cell vehicles out there being
bought by the public, and that's the optimistic scenario, if all goes well and
the research challenges are met," said Antonia Herzog, a staff scientist
with the Natural Resources Defence Council in Washington, DC, who served as a
member of the academy panel.
Because of the high cost of generating hydrogen from "green" renewable
energy sources, some environmentalists accuse the Bush administration of
overselling hydrogen as a fix to problems that would be addressed better with
here-and-now answers, such as better fuel efficiency or reductions in carbon
emissions.
Romm drives a hybrid, which he said is the best practical alternative now.
Hydrogen is "a post-2030 technology," he said. "If your concern
is global warming, hydrogen cars are not what you'll be doing for the next 30
years."
"Hydrogen is not going to happen in a major way tomorrow," Sperling
said. "But if you look long term, at least for the transportation sector,
there is no other good option."