Alternative Fuels

The UK produces about 700,000 tonnes of hydrogen each year. Most of this is made from natural gas using a process called Steam Methane Reforming (SMR).

SMR involves exposing methane to high-temperature steam and a catalyst, such as nickel, creates a chemical reaction that produces hydrogen gas and carbon monoxide. The carbon monoxide is then processed with more steam, generating additional hydrogen and carbon dioxide.

Hydrogen from the vehicle’s tank is separated into protons and electrons by a fuel cell. As the electrons travel through an external circuit, they create electricity which can then be used to power the vehicle’s motor. Once the electrons complete their circuit, they reunite with the protons and combine with oxygen from the ambient air. The fuel cell converts this mixture into water vapour, which can be expelled through a tailpipe or dedicated vent.

Using a similar process to petrol engines, Hydrogen from the tank is mixed with air and then compressed. This increases the pressure and temperature to a point where it can be ignited by a spark. The hydrogen then reacts with oxygen from ambient air and the rapid expansion of gases delivers the necessary force to drive the piston and power the vehicle.

Based on current technology, fuel cells are more efficient and greener at the point of use than hydrogen combustion. However, once you factor in the environmental and financial costs of sourcing materials, manufacturing fuel cells, and producing hydrogen, it becomes far more complex. The question of which is better partly depends on what you are trying to achieve and how the technology and infrastructure develop over the next few years.

The most common method of hydrogen production relies on fossil fuels and less than 0.04% of total hydrogen production can currently be labelled as ‘green’.

A number of alternatives are being developed, including electrolysis, which uses electricity to split water into hydrogen and oxygen. How green this process is largely depends on how the electricity is generated in the first place.

Another serious option is ‘blue hydrogen’, which uses the same basic process of steam methane reforming (SMR) as deployed in current hydrogen production, but the CO₂ produced is captured and, potentially, re-used by converting it into plastics, concrete, or biofuels etc.

Nuclear power plants can also produce green hydrogen using various forms of electrolysis and small modular reactor technologies.

Calculating the running costs of a hydrogen vehicle is a complex equation with lots of variables to consider, including the efficiency of the vehicle, access to infrastructure, total cost of ownership etc. Hydrogen has the potential to be markedly cheaper than either petrol or diesel and could even be cheaper than battery electric vehicles, but it largely depends on how the competing technologies develop and the scale of adoption.

For hydrogen to be a viable alternative to battery-based technology, the UK needs to significantly expand its hydrogen production capability, integrate it with Carbon Capture, Usage and Storage (CCUS) facilities and connect it to a reliable source of renewable energy. There also needs to be a nationwide delivery network and strategically located hydrogen-equipped fuel stations.

The Hydrogen Council was launched at the World Economic Forum in Davos in January 2017. Its membership includes major manufacturers such as Audi, BMW, Honda, and Toyota, along with BP, Shell, Michelin, and Microsoft. Their objective is to facilitate international collaboration and pave the way for the deployment of reliable, large-scale, hydrogen solutions.

Globally, just under 800 hydrogen projects will be fully or partially deployed by 2030, with up to £250b of direct investment announced so far. Here in the UK, the government recently announced £2 billion in government funding over the next 15 years, including backing for 11 major projects aimed at producing ‘green’ hydrogen.

There are already c.300 hydrogen vehicles on the road today, the majority of which are passenger cars and buses. Any significant increase in these numbers will depend on the development or expansion of major hydrogen production facilities and a national hydrogen transportation network.

No one can say for sure but it’s clear that to meet the government’s target of net-zero emissions by 2050, battery electric vehicles (BEVs) will be a major part of the solution. In the long term, the UK is likely to rely on a mix of energy sources and technologies which are selected according to their cost, efficiency, carbon credentials, and practicality.

Whatever the future holds, you can be sure that Novuna Vehicle Solutions has the expertise to help you make decisions that are right for your business, drivers, and customers. To find out more about how we can help you decarbonise your fleet, just get in touch.