Professional Documents
Culture Documents
Vikram M.Gosavi
Roll No.110810012
GUIDE
Mrs. P.H.SELMOKAR
Examiner
________________________
________________________
Supervisor
Declaration
I declare that this written submission represents my ideas in my own words
and where others' ideas or words have been included, I have adequately cited and
referenced the original sources. I also declare that I have adhered to all principles
of academic honesty and integrity and have not misrepresented or fabricated or
falsified any idea/data/fact/source in my submission. I understand that any
violation of the above will be cause for disciplinary action by the Institute and can
also evoke penal action from the sources which have thus not been properly cited
or from whom proper permission has not been taken when needed.
Vikram M.Gosavi
(MIS No. 110810012)
Acknowledgement
I have taken sincere efforts in completing my seminar.
However, it would not have been possible without the kind
support and help of many individuals. I would like to extend my
sincere thanks to all of them.
I am highly indebted to my seminar guide, Prof. Mrs. P.H.
Selmokar
(Muley),
Associate
Professor
in
Mechanical
of
Mechanical
Engineering
Department,
College
of
Vi
kram M. Gosavi
(MIS NO.110810012)
Final Year, B.
Tech.
Mechanical
College of
Engineering,
Pu
ne.
causes the gasoline to undergo pre-fame reactions. Among the main prefame reaction products are the highly temperature- sensitive peroxides. If
these exceed a certain critical threshold concentration, the end gas will
spontaneously ignite even before the arrival of the fame front emanating
from the sparking plug, thus causing detonation or knocking. On the other
hand, if the fame front reaches the end gas zone before the build up of the
critical threshold peroxides' concentration, the combustion of the gasoline
air mixture will be without knock. The various types of hydrocarbons in
gasoline behave differently in their pre-fame reactions, and hence the
differences in their tendency to knock. The octane number of a fuel is a
measure of the knock rating of a gasoline, and is expressed as the
percentage by volume of iso- octane (octanenumber100,bydefnition) in a
mixture of iso- octane and normal heptane(octanenumber0,bydefnition),
that has the same knock characteristics as the gasoline being assessed.
Normal heptane and normal pentane, both paraffns , have anti- knock
ratings(octane numbers) of 0and 61.9,respectively.
Flashpoint :- This is defned as the minimum temperature at which the
vapors from an oil sample will give a momentary fash on application of a
standard fame under specifc test conditions. Abel fash point apparatus, Pen
skyMartens closed cup apparatus and C level and open cup apparatus are
the test apparatuses frequently used for the measurement of the fash point.
Flash point is a parameter that can predict the possible fre hazards during
transportation, handling, and storage of a fuel.
Volatility :- The volatility of a liquid is its tendency to change from the liquid
to the vapor or gaseous state. It is a primary and necessary characteristic of
most liquid gasoline fuels. The distillation profle is also a measure of the
relative amounts of the gasoline constituents in petroleum. The volatility of
gasoline affects the performance of the engine in a number of ways, the
chief ones of which are ease of starting, rate of warm-up, vapor lock,
carburetor icing, and crank case dilution(the dilution of the engine lubricating
oil with the higher-boiling constituents of the gasoline)
The gasoline must be suffciently volatile to give easy starting, rapid
warmup, and adequate vaporization for proper distribution between the
cylinders. At the same time,it must not be so volatile that vapor losses from
the gasoline tank are excessive or that vapor is formed in the gasoline line,
causing vapor lock that may impede the fow of gasoline to the carburetor.
Auto ignition temperature :-
The auto ignition temperature is a property of the fuels in gaseous and vapor
forms. It is defned as the temperature at which the vapor ignite
spontaneously in a confned space.There are standard test methods, such as
the one described in the Interna- tional Electrotechnical Committee
Standards(IECStandard60079- 4, 1975), which usually use a small conical
glass fask as the test apparatus together with some other accessories. As
the ignition is driven by the exothermic heat of oxidation, there action
progresses to ignition only if the heat losses are less than the heat produced.
Within a large space, the cooling is much lower than in a small fask, so the
auto ignition temperature becomes lower. Thus, safety concerns can become
serious at larger scales of storage of infammable fuels.
Properties of hydrogen :Hydrogen is the lightest of all elements and is considered to be a primitive
substance from which all matter and other elements have evolved. It is found
in three isotopic forms: protium(or hydrogen)with an atomic mass
1.0079,deuterium with a mass of 2.0142, and tritium with a mass of
3.0144.In natural hydrogen, 99.985% is protium and 0.015% deuterium.
Tritium is an unstable radioactive element with a half-life of 12.26 years.
Hydrogen comprises of more than 75% of matter in the universe. In nature, it
occurs in combination with other elements. The most abundant source of
hydrogen
is
water(containing
11.2%
by
weightof
hydrogen),biomass(containing varying amounts of hydrogen, depending
upon the nature of biomass),natural gas and coal. For hydrogen to be used
as a fuel, it must be obtained as free hydrogen from these resources. It has
the lowest molecular weight which gives it extreme properties such as high
thermal velocity and conductivity and lowest viscosity and density. It has
very low ignition energy and a wide fammability range. These properties,
especially the high heat of combustion and low molecular weight of the
product gases have made hydrogen a fuel of choice for rocket propulsion.
Hydrogen can be converted to the liquid form for convenience in storage, use
and transport. Liquid hydrogen is colorless in nature with a liquefaction
temperature of 20.3K. It can be stored in containers, pumped through
pipelines, metered, and restricted by valve of usual design. Among known
fuels, hydrogen has the highest energy content per unit of weight. When
burnt in an engine, it produces effectively zero emission and in case of
powering of a fuel cell, water is its only waste . All these properties of
hydrogen, combined with the fact that combustion of hydrogen does not
produce the greenhouse gas, namely carbon dioxide will make hydrogen a
popular alternative fuel of the future. However, there is one more aspect
related to the use of hydrogen as an alternative to conventional fuels that
should be given a very serious thought. Hydrogen is one of the two natural
elements that combine to make water. It is one of the most plentiful
elements on earth, and has an immense potential of becoming the energy
carrier that will fuel our culture far in to the future, if it could be produced in
a cost-effective manner in the short run and if it is not lost from our planet in
the long-term scenario. The last part of the last statement be taken in the
spirit of a very important historical statutory warning, with no less
implication than the possibility of extinction of the entire life on our lonely
planet. Water has probably existed on many heavenly bodies, with the most
recent proof coming from the investigations of Curiosity on Mars. And, we
have very little evidence for its present-day existence on other planets or
their satellites. If in the known universe, there is a tendency for water to
leave its host in the long run it becomes even more critical that our human
interventions ought not result in acceleration of that process especially
because no chemical process or operations of storage, handling and
transportation are hundred percent effcient either from the conversion or
leakage points of view, respectively. Life on earth in all likelihood would be a
very sensitive function of the amount of water present on it, and even small
percentage depletion might result in an irreparable and irreversible damage
to this unique, or at least very rare, existence of consciousness. This
seemingly over-cautious philosophy must be the corner-stone of all
hydrogen-economy initiatives of all governments in the present or in the
future. We owe it to the posterity that present human greed does not lead to
the vanishing of the human future. Time scales involved might become a
subject of scientifc debate, but errors of calculation in this delicate play with
nature might be potentially too risky even to attempt their practice. Looking
back, it could be incomparably worse than the creation of the global warming
effects of our historical choice of petroleum economy. We are at the crossroads of an immense signifcance, and a mistake here and now could well be
tantamount to unplugging of all life on earth! Should these concerns be
wrong, hydrogen does have a number of advantages to make it an attractive
alternative fuel.
Flammability limit :Flammability limit gives the proportion of combustible gases in a mixture;
between these limits ,this mixture is fammable. From it is seen that the
fammability of hydrogen in air (mixture) is at 475% which gives hydrogen
Minimum ignition energy :Minimum ignition energy is the minimum amount of energy required to ignite
a combustible vapour or gas mixture. At atmospheric conditions, the
minimum ignition energy of a hydrogenair mixture is an order of magnitude
lower than for the mixtures of iso-octaneair and methaneair. For hydrogen
concentrations of 2226% only 0.017 MJ is obtained. Normally, capacitive
spark discharge is used to measure minimum ignition energy, and thus is
dependent on the spark gap .The values quoted in Table 1 are for a 0.5 mm
gap. The minimum ignition energy can increase about 0.05 MJ and more or
less constant for hydrogen concentrations between 10% and 50% when
using a gap of 2 mm. The benefts for having minimum ignition energy to
enable hydrogen engine to ignite lean mixture and ensure prompt ignition
[18]. But having minimum ignition energy will increase possibility for
hydrogen air mixture in the combustion chamber to be ignited by any other
source (hot spot) rather than spark plug .
Small quenching distance :As compared to gasoline and other fuels, hydrogen has small quenching
distance. the quenching distance for hydro- gen is about 0.64 mm compare
to methane which is 2.03 mm and Iso-octane 3.5 mm. This parameter
measures how close hydrogen fames can travel closer to the cylinder wall
before they extin- guish. The smaller the distance, more difficult to quench
the fame and this will increase the tendency for backfre. Experimentally,
from the relation between minimum ignitions energy and the spark gap size
quenching distance can be derived or can be measured directly .
High autoIgnition temperature :Referring to Table 1, taken from hydrogen has relatively high auto-ignition
temperature as compared to methane and iso- octane which is 858K. This
high auto-ignition is important parameter to determin eengine compression
ratio, since during compression, the temperature is is pertained
tothecompres- sion ratiowhenconsideringOttocycle as showninthe Eq.
(1)below.
c
T2 = t1( r )^(k-1)
High fame speed, high diffusivity and low density :At stoichiometric ratios,hydrogen acquires high fame speed as shown which
is about 1.85ms_1 compared to methane andiso-octane which is 0.38ms_1
and 0.370.43ms_1, respectively. Having high fame speed, hydrogen
engines can more be similar to the thermodynamically ideal engine cycle.
However, the fame velocity goes to decreases signifcantly at leaner
mixture, Hydrogen also possesses remarkably high diffusivity, which is its
capability to disperse in air more than methane and iso-octane. This shows
that hydrogen can form uniform mixture of fuel and air, and if hydrogen
leaks, it will disperse rapidly and leaking hydrogen is not a pollutant to the
environment. Low density of hydrogen will result in two problems of IC
engine. Large volume needs to store more hydrogen to provide sufficient
driving range and reduce power output due to low energy density.
Abnormal combustion :The main problem to use hydrogen as a fuel in internal combustion engine, is
to control the undesired combustion phenomena due to low ignition energy,
wide fammability range and rapid combustion speed of hydrogen that
causes mixture of hydrogen and air to combust easily . In this section the
Pre ignition :Pre-ignition is one of the undesired combustion that needs to be avoided in
hydrogen engine. During the engine compression stroke, these abnormal
combustion events occur inside the combustion chamber, with actual start of
combustion prior to spark timing . Pre-ignition event will advance the start of
combustion and produce an increased chemical heat-release rate. In turn,
the increased heat-release rate results in a rapid pressure rise, higher peak
cylinder pressure, acoustic oscillations and higher heat rejection that leads to
rise in cylinder surface temperature. The start of combustion can further be
advanced by latter effect, which in turn can be led to run away effect, and
will cause the engine failure if unchecked . It is observed from, that as the
stoichiometric condition (j1) is approached from the lean side(jo1), the
minimum ignition energy for hydrogen is a strongly decreasing function of
the equivalence ratio with the minimum at jE1 This trend shows that It is
extremely difficult to operate an H2ICE at or near the stoichiometric
condition in the absence of frequent preignition events. Therefore, the
maximum j and, consequently, peak power output can be limited by the preignition limit for practical application. Stock hausenetal report a pre-ignition
limit of jE0.6 for a 4-cylinder 2.0-l engine at an engine speed of 5000 rpm.
Although the pre-ignition limit is engine specifc, the consistent trends with
variations in engine properties and operational conditions have been found
the pre-ignition limited j decrease monotonically with increased compression
ratio(CR) and increase mixture temperature . An effect on engine speed has
also been shown but due to the coupled effect of residual mass fraction the
trend is more complicated. From above description, it is clearly seen that preignition limit will border on the peak power output of hydrogen engine and
this will decrease the performance of H2ICE powered vehicle in comparison
to its gasoline equivalent . Therefore, deter- mining the mechanism of preignition, practical operational limits, and control strategies has been a
primary focus of many research studies. Unfortunately, there are still no
guaranteed preventive steps, but identifcation of pre-ignition source has
provided the necessary minimizing steps. Source of pre-ignition; _ Hot spark
plugs or spark plug electrodes. Hot exhaust valves or other hots pots in the
combustion chamber. Residual gas or remaining hot oil particles from
previous combustion events. _ Combustion in crevice volumes .
Backfre :-
Injection strategies that allow pure air to fow into the combustion
chamber to cool potential hotspots before aspirating the fuel-air
mixture. _
The possibility of backfring mainly depends on the concentrations of
H2 residual at intake ports in a manifold injection H2ICE, and the
leaner the concentration of the residual, the lower the possibility of the
backfre.
Optimization of the fuel-injection strategy in combination with variable
valve timing for both intake and exhaust valves allow operation of a
port injected hydrogen engine at stoichiometric mixtures over the
entire speed range.
Hydrogen storage :-
detonate even if not confned. This will produce overpressure effects much
greater than those of any traditional fuel.
Liquefed hydrogen(LH2) :Liquefed hydrogen boils at about 20.3K,at atmospheric pressure, and is
stored at about that temperature, but under a nominal pressure to minimize
the boiling . It has a nominal density of about 0.0077 kgm_3 at its triple point
of 13K . Clearly, many of the fammability aspects of LH2 are the same as
those of compressed hydrogen, but the low storage temperature adds more
hazards. It is below that of the freezing point of both oxygen and nitrogen, so
there is the potential for solid oxygen or nitrogen to form in a LH2 system.
Also the maximum temperature excursions that a storage system would
undergo from an ambient temperature of about 40 1C to the storage
temperature of about 13 K amounts to a difference of about 300 1C. This
imparts high thermal and mechanical loads on the pipe- work, vessels, and
fanges, and the cool-down has to be controlled to minimize the potential for
leakage due to uneven contraction of the system. This will also apply to
gaskets and seals. Liquefed hydrogen has the potentiall problem of causing
hydrogen embrittlement of metallic components in the system. This can,
however, be countered by using appropriate materials of construction. LH2
spillages are of a different nature as the gaseous hydrogen readily disperses
in the open air due to its extremely low density. The liquid spilled being
extremely cold, any spillage rapidly evaporates and cools the ground on to
which it falls. This produces ara pid puff of expanding vapor which rises
rapidly and disperses. The high turbulence generated by the sudden
expansion of vapor from the liquid mixes hydrogen with air, and the gas
cloud typically expands by a factor of fve. Itis expected that as LH2 has
similar effects as Liquifed Natural Gas(LNG), an explosion may occur if LH2
is spilled onto water.
LH2 as a fuel
The above-mentioned disadvantages of LH2 compared to jet A fuel could
affect its safety. The most important include its ignition energy (about one
tenth as compared to other fuels), limit of fammability (4.0e75.0 vs 0.6e4.7
vol %), volatility, and burning velocity (265e325 vs 18 cm/s). In addition, the
presence of even very small quantities of air and/or moisture could freeze
and thus cut-up LH2 fows in any circuit (the freezing point of LH 2 is 14.4 K
compared to 233 K for jet A fuel). Furthermore, due to the very low
temperatures, the materials in contact with LH 2 (including thee insulation)
should be compatible. Nevertheless, advantages in this context could include
the thermal energy radiated from burning LH 2, which is lower than that of jet
A fuel (17e25% vs 30e42%). This implies that the safe area without any
other activities could be smaller (usually of the radius distance of about 100
m).
Reasons for promoting the use of biofuels and hydrogen :Biofuels and hydrogen have characteristics that are benefcial in principle.
Their use is advantageous compared to fossil fuels:
1) Biofuels and hydrogen may reduce the external energy dependence.
They could be produced domestically in the EU, reducing petroleum
imports, improving the balance of payments, improving domestic
energy security, and reducing the reliance on petroleum from unstable
areas of the world.
2) Biofuels and hydrogen may help to stabilize fossil fuel prices.
Petroleum prices are volatile and expected to increase over time.
However, biofuels are a backstop technology, potentially constraining
the growth in petroleum prices.
3) Biofuels and hydrogen may help to reduce the emission of greenhouse
gases (GHG) and other emissions. Biofuels recycle carbon from the
atmosphere and have cleaner emissions, thus reducing GHG emissions
and mitigating climate change.
4) Biofuels may be an additional source of income for the primary sector.
Biofuels are renewable and increase the demand for agricultural
commodities, thus potentially boosting agricultural producers income
and prices.
Each of these aspects is further discussed below.
a) Reduced reliance on foreign oil :Europe is highly dependent on external energy sources. In 2007, the most
dependent EU Members were Cyprus (100%), Portugal (99.4%), Luxembourg
(99%), Latvia (94%) and Ireland (90.2%). The less dependent were United
Kingdom (13%), Poland (18.4%), Estonia (33.9%), Czech Republic (37.6%)
and the Netherlands (38.9%). Denmark is an exception in Europe because it
produces more energy than it needs; it is a net energy exporter ,Let us
analyze the Spanish case. Spain is highly dependent on external energy
sources.
The only fully domestic primary energy is the renewable power plants
(6.95%). Biofuels represent 0.26% of the total energy consumed in Spain.
Nuclear power plants represent 9.75% of primary energy. Official data
consider this source as a domestic one. Since 2002 all the fuel used in the
nine nuclear power plants existing in Spain is imported Regarding coal, 56%
was imported in 2005 and this fgure grows every year.
Spain primary energy sources in 2007 (in thousands of ktoe).
Coal
20,236
Oil
70,848
48.11%
Methane
31,602
21.46%
Nuclear
14,360
9.75%
Renewable
10,229
6.95%
147,275
100.00%
Total
13.74%
Almost all fuel oil and natural gas are imported, so the Spanish self-energy
supply is only 22.49% considering nuclear fuel as domestic. Otherwise, the
self-energy supply is 12.74%. These data show that Spain is seriously
vulnerable from the energy point of view.
Fossil fuels for vehicles are produced from oil to an extent of almost 100%.
Spain imports almost all the oil it consumes and the tendency for self-supply
is to decrease (from 0.5% in 2001 to 0.2% in 2007). As a consequence of this
energy dependence, Spain suffers from signifcant trade defcits.
A biofuel industry could help the EU to import less petroleum, because
producers grow and manufacture the biofuels domestically. This issue has
already been studied for the U.S. market.
In Spain, biofuel consumption (ethanol and biodiesel) has increased from
228 ktoe in 2004 to 382 ktoe in 2007. The percentage of energy from
biofuels over the total energy is small (0.2% in 2004 and 0.3% in 2007) but
in the future, if the biofuel and/or hydrogen consumption increases more
than the energy consumption, the percentage of imported oil would decline.
Table 2 shows the origin of oil imported by Spain.
Importing large quantities of oil especially from certain countries creates
the problem that these regions are politically unstable.
On the other hand, it is necessary to analyze the origin of the raw material
used for obtaining biofuels from plants. Spain is one of the largest producers
of those cereals and vegetables that can be used as raw materials for
biofuels. Its primary sector is strong.
Table 2
Source of oil imported by Spain in 2007 (in thousands tons).
Russia
Mexico
Saudi Arabia
Iran
Libya
Nigeria
Iraq
Venezuela
United Kingdom
13,433
7,180
5,468
4,512
4,511
4,402
3,254
2,124
722
24.47%
13.08%
9.96%
8.22%
8.22%
8.02%
5.93%
3.87%
1.32%
Algeria
Others
Total
395
8,886
0.72%
16.19%
54,887
100.00%
Table 3 shows data from the 20072008 crop campaign which can be used
to produce ethanol.
From Table 3, it is deduced:
Spain is a net importer of cereals.
Although 4.02% of cereal production (1,260,000 tons) is used to produce
ethanol, Spain imports large quantities of cereals:
11,874,000 tons of wheat, barley, maize and sorghum are imported.
8,774,000 tons are from countries that do not belong to the European Union.
595,000 tons of barley are exported and 200,000 tons are used to produce
ethanol.
Table 3
Production and consumption of cereals (thousand tons) 20072008 Campaign.
Production
Raw material to produce ethanol
Wheat
5036
60
Imports
EU countries
Non-EU countries
2324
1500
824
0
Exports
Source: [16].
Barley
11,161
200
Maize
3391
650
Sorghum
155
350
Other
2,440
0
Total
22,183
1,260
100
100
0
7000
1500
5500
2450
0
2450
228
178
50
12,102
3,278
8,824
595
230
825
account the nature of the production of raw material. This is because it is not
the same to create new crops than to use crop surpluses or to use waste
when evaluating the mass balance and energy. In the frst case the
absorption of CO2 in the mass balance must be taken into account but not in
the second and third cases.
When hydrogen reacts with oxygen, there are no CO 2 emissions. The result
is water and the generation of heat (it is an exothermic reaction). The only
byproduct is produced by some airhydrogen proportions and is the emission
of NOx.
Producing hydrogen demands energy and in order to consider the whole
life cycle, it is necessary to take into account the CO 2 emissions when
generating this energy. These emissions depend on the way this energy is
produced.
C
in terms of
O2 volume
C in terms of
O2 energy
g/MJ
Gasoline 95
Gasoil
E85
Biodiesel
2356 g/L
73.15
2744 g/L
1644 g/L
2514 g/L
75.73
74.31 g/MJ
71.74 g/MJ
g/MJ
was developed
with the aim of promoting the use of biofuels as a substitute for diesel or
gasoline among European Union countries as well as to contribute to fulflling
the commitments on climate change, security of supply in environmentally
friendly conditions and the promotion of renewable energy sources.
In order to achieve these goals, the directive forces all EU members to
ensure that before December 31 of 2010, at least 5.75% of all gasoline and
diesel fuels sold for transport purposes are biofuels. European Union
countries have social and economic characteristics unique to themselves.
The energy dependence from foreign sources, the features of the agricultural
sector or the degree of industrialization varies greatly from one country to
another. In this context, it is questionable whether the obligation imposed by
this directive applies to achieve uniform and/or identical goals in each of the
countries involved and whether the actions of the various governments are
also aligned with these goals.
For instance, 72,483 thousand tons of oil were consumed in Spain in 2008.
44.32% (32,126 tons) were to produce automotive fuels (gasoline and diesel
fuel). Thus, the goal for Spain is to replace the equivalent to 1847 thousand
tons of oil (5.75%).
Being a compulsory directive for all EU members, individual EU
governments are encouraging actions to comply with it. It is however
important to note that the actions of governments are perhaps aimed at
fulflling the obligations fxed by the Directive but not at fulflling its own
unique objectives.
The European Union is made up of 27 countries that have specifc social
and economic characteristics. Energy dependence or degree of
industrialization varies greatly from one country to another. In this context, it
is necessary to consider:
-
Hence, the match point offer-demand is for a point that increases the price
and diminishes the quantity. The fossil fuels are highly taxed: for gasoline
and gasoil, almost half of the prices are taxes.
Some European countries are supporting biofuels by taxing them much
less than fossil fuels. For instance, in Spain, biofuels do not bear the
hydrocarbons special tax that is supported by fossil fuels. Law 53/2002 of 30
December on fscal, adminis-trative and social order adds a new Article 50a
in order to make a total exemption from taxation for biofuels (ethanol,
methanol and vegetable oil) until 2012. This exemption is made with the aim
of promoting the use of energy and environmental benefts of fuels from
agricultural sources, compensating their higher produc-tion costs.
It has low LHV per unit of volume. This means using high volume and
heavy canisters.
Transportation and storage are expensive and complex.
As an emerging technology, there are certain problems that have not yet
been resolved and that affect functioning, especially in the operating life.
Obviously this has an impact on the commercialization.
There is a low demand for fuel cells. Hence, the unit price cannot compete
with conventional technologies. It is expected that prices will be lower as
demand increases.
Fuel cells are sensitive to catalytic poisons. The electrodes incorporate
catalysts used to increase the performance of electrochemical reactions. The
contact of these substances with known catalytic poisons causes irreversible
deactivation of the fuel cell. Nowadays the replacement of these catalysts by
more durable materials is being considered.
Analysis of hydrogen as automotive fuel :Variable chosen for the economic comparison
The best variable for the economic comparison is the energy price contained
in the LHV. Gasoline and gasoil fgures are shown in Table 5.
Table 6 shows the maximum and minimum oil quotation between July 2003
and March 2009. Oil is quoted in dollars. This means that is necessary to take
into account the rate of euro-dollar change at the time of the transaction. It
also means that the maximum and minimum quotations do not have to
match in time.
Gasoline
95
Gasoil
LHV (per
43.53
42.69
mass)
MJ/kg
MJ/kg
0.740
0.865
Density
kg/L
kg/L
LHV (per
volume)
Source: [27].
Maximum Oil
price (Brent)
Minimum Oil
price (Brent)
32.21 MJ/L
36.93
MJ/L
$133. (Jul/08
19 )
$40.4 (Dec/
4 08)
85.14 s
(Jun/08)
24.31 s
(Dec/03)
Gasoline Gasoi
95
l
Minimum cost
21.18
22.28
without taxes (Jul/08)
s/GJ
s/GJ
Maximum cost
without taxes
8.97
7.75
(Dec/03)
s/GJ
s/GJ
Source: [28].
Table 7 shows maximum and minimum costs for gasoline and gasoil
between July 2003 and March 2009. These values do not match in time with
the maximum and minimum oil quotation.
An alternative fuel or biofuel should have equivalent or lower costs than
gasoline and gasoil to be proftable. In this report, authors consider:
-
(MSR) causes specifc emissions of 103 g CO 2 eqv/MJ, i.e. some 18% higher
than the gasoline/diesel fuel chain. As the fuel cell propulsion system
promises to be some 3040% more efficient than the conventional ICE, an
overall (well-to-wheel) reduction of GHG emissions takes place. In the case of
stretched introduction in combination with improvements in fuel cell vehicle
efficiency consistent with the trend line, the MSR path will lead to a decrease
of GHG emissions by nearly 8% compared to the BAU case (72.6 million tons
vs. 78.7 million tons by 2050). In a scenario that ignores the issue of
resource availability in the phase of transition, the use of natural gas as a
feedstock for hydrogen production will induce slightly positive effects without
substantially con-tributing to the ambitious targets for climate change
mitigation.
In the long run, however, hydrogen production based on fossil energies is
not an option. For implementing a climate-friendly and sustainable hydrogen
system it will be essential at what time and to what degree RES can cover
transport-related energy demands. RES, however, cannot be examined from
the isolated perspective of the transport system. Interactions with other
areas need to be taken into account. A holistic energy system analysis
reveals that the near future is rather less bright where hydrogen is
concerned.