You are currently viewing New ICCT Report On European Trucking Has Deadly Flaw Favoring Hydrogen

New ICCT Report On European Trucking Has Deadly Flaw Favoring Hydrogen

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The Worldwide Council on Clear Transportation (ICCT) tries to do good and unbiased work. Lately it failed badly, reporting that hydrogen gasoline cell vehicles in some classes might attain parity with diesel in 2030, and have parity and even be cheaper in 2040. Additional, it acknowledged that by 2040, for some use circumstances it will be aggressive with battery electrical vehicles.

The issue is that the underlying value of electrical energy for hydrogen and for charging batteries was not the identical, not even remotely, regardless of each situations utilizing electrical energy at charging or refueling stations. It was completely different by an element of three.

A examine by the ICCT from February 2022 by Yuanrong Zhou and Stephanie Searle discovered that the worth of inexperienced hydrogen manufactured regionally at hydrogen refueling stations might attain €6 per kilogram in 2030. Whereas a conclusion of the report, that manufacturing hydrogen on web site from grid-delivered electrical energy could be least expensive, was correct the assumptions that led to the worth level are unsupportable. The authors used country-specific wind and solar energy buy settlement costs with restricted adders as an alternative of economic or industrial grid costs for electrical energy. Because of this, their worth per kWh for electrical energy was effectively below €0.10, probably within the €0.06 – €0.07 vary. The report itself excludes the precise numbers that they used.

Underlying prices per kilogram of hydrogen from that modeling have been utilized in a simply launched ICCT report by two completely different ICCT researchers, Hussein Basma and Felipe Rodríguez. That report in contrast the whole prices of possession of various vitality pathways for trucking in Europe, with a deal with figuring out what probably the most value efficient pathway for decarbonization could be.

Unsurprisingly, they discovered that battery electrical trucking was least expensive in all classes. Very surprisingly, they discovered that hydrogen gasoline cell trucking was very low cost as effectively. Hydrogen Perception’s headline is pretty much as good because it will get given the failings:

Hydrogen vehicles shall be dearer to personal and function than battery equivalents in Europe till at the very least 2040: report
However fuel-cell vehicles will attain value parity with diesel as quickly as 2030, says Worldwide Council on Clear Transportation paper

Hydrogen Perception is by far probably the most balanced of the hydrogen-specific media retailers, and it’s merely reporting what the report says. Sadly, the report is improper, so the headline is improper.

Basma and Rodríguez relied on their colleague’s value of hydrogen when manufactured, saved and compressed on the refueling station for his or her report. And for battery electrical vehicles, they relied on the business or industrial common value of electrical energy per kWh, between €0.21 and €0.24.

Because of this, their value of vitality for hydrogen at precisely the identical level within the distribution grid utilizing precisely the identical electrons is a 3rd or 1 / 4 of the price of the vitality for battery electrical automobiles.

That one thing was deeply improper ought to have been clear to Basma, Rodríguez and their reviewers, Chelsea Baldino, Oscar Delgado, Peter Mock, Tianlin Niu, Rohit Nepali, and Nikita Pavlenko. The first interactive diagram that the ICCT created confirmed that the price of vitality per kilometer for battery electrical was €0.11 in comparison with €0.17 for hydrogen in a single case in 2030 and dropped to €0.11 to €0.12 in 2040 in one other case, a mere 10% dearer for the vitality.

Graphic of electric vehicle vs hydrogen fuel cell vehicle efficiency courtesy Transport & Environment
Graphic of electrical automobile vs hydrogen gasoline cell automobile effectivity courtesy Transport & Atmosphere

As a reminder, the perfect case state of affairs for manufacturing inexperienced hydrogen has an effectivity of roughly 70%. When 100 kWh of electrical energy is used to show hydrogen into water, in different phrases, solely 70 kWh of electrical energy is embodied within the hydrogen. After which in probably the most environment friendly gasoline cell, solely 60% of the vitality within the hydrogen is returned as electrical energy to drive the wheels.

Ignoring all different course of losses and capital prices, that signifies that at greatest 42% of the vitality within the electrical energy could possibly be returned to the wheels. In actuality, it’s worse.

The Transport & Atmosphere graphic above exhibits the precise effectivity losses for inexperienced hydrogen. Even assuming that the manufacturing it regionally on the hydrogen refueling station reduces the 26% vitality losses of transmission, distribution and storage right down to 10%, the absolute best case state of affairs is 27% of the vitality returned, in comparison with the 73% for battery electrical automobiles.

The absolute best case utilizing precisely the identical electrical energy in precisely the identical place because the ICCT report does ought to present that the price of vitality for a hydrogen gasoline cell automobile is thrice greater than for a battery electrical automobile.

There may be actually no means round this elementary thermodynamic actuality with out rewriting the legal guidelines of physics. And but the ratio of vitality prices within the ICCT report simply launched present vitality prices which might be just one.5 instances as excessive and even 1.1 instances as excessive. This can be a manifestly apparent visible anomaly that the ICCT authors and all of their reviewers missed. Eyeballing it ought to have made them notice that there was an issue.

And to be clear, making storing, compressing and pumping hydrogen requires rather more costly capital prices on the refueling station than for battery electrical automobiles. Electrolyzers are very costly at current, and even when they fall in worth drastically, they’ll nonetheless be dearer than any part at an present truck refueling station. The pumps which can pressurize the hydrogen to 700 instances the stress of the ambiance at sea stage are additionally very costly. The pumps that drivers use to pump hydrogen into their vehicles are additionally very costly (and as a result of nature of the interplay, freeze stable to the automobile a exceptional proportion of the time).

Megachargers for electrical energy energy supply, by comparability, are less expensive. And earlier than anybody says, “What concerning the grid enlargement essential to supply the electrical energy!”, do not forget that in each ICCT situations, electrical energy is being delivered to the refueling station, however within the hydrogen case, thrice as a lot electrical energy is being delivered. The price of beefing up the distribution grid assuming a hydrogen for vitality use case is considerably greater than for a battery electrical use case.

Equally, leveling electrical energy demand throughout a 24/7 cycle to do value arbitrage and scale back peak demand additionally favors battery electrical use circumstances. The capital value of the electrolyzer requires excessive utilization, so it could’t be run at instances of low electrical energy charges with out rising the associated fee per kilogram of hydrogen considerably. As such, the identical or bigger battery buffer would probably be required to stability demand with least expensive provide as for the battery electrical trucking resolution.

It’s unlucky that the ICCT has made this apparent and fundamental mistake and didn’t catch it. As famous, they attempt to do good work, and usually are not one of many many hydrogen for vitality biased organizations trying to shoehorn hydrogen into use circumstances that it can’t and by no means will be capable to compete in, like trucking. However this report used electrical energy a 3rd the worth for hydrogen and because of this provides care and feeding to the biased organizations pushing it, even when it nonetheless discovered batteries have been cheaper.

The ICCT and authors ought to publicly retract this report. They need to assess all lifecycle trucking experiences to see if the error is pervasive and withdraw any which have additionally made this error. They need to rework their numbers and difficulty a brand new and correct report. I belief that they’ll.

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