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The Future of Hydrogen Chapter 5: Opportunities for hydrogen in transport, buildings and power 85 million and light commercial truck sales of 10 million in 2017. These light-duty vehicles require a system consisting of a single fuel cell stack, with a peak power of 80–100 kW per vehicle. Achieving a market share of 5% of the global car market would require 40 fuel cell manufacturing plants, each with an average output of 100 000 units a year. Storage tank costs and potential for cost reduction On-board storage tank costs are determined by expensive composite materials and are expected to fall at a slower pace than fuel cells. On-board storage of hydrogen requires it to be compressed at 350–700 bar for cars and trucks, and this uses the equivalent of 6–15% of the hydrogen energy content.45 The costs of current on-board storage systems (including fittings, valves and regulators) are estimated at USD 23/kWh of useable hydrogen storage at a scale of 10 000 units per year, decreasing to USD 14–18/kWh at a scale of 500 000 units per year (Vijayagopal, Kim and Rousseau, 2017). The US DOE has an ultimate target of USD 8/kWh. For a car with a range of 600 km, this implies costs of around USD 3 400 today and USD 1 800 in the long term for a tank of 225 kWh. For a heavy-duty truck with a range of 700 km, it implies costs of USD 27 700 today and a potential reduction to USD 16 700 for a tank of 1 800 kWh, compared with USD 100 000 – 150 000 for the full cost of a conventional diesel truck tractor. Refuelling infrastructure costs and potential for cost reduction The roll-out of hydrogen refuelling infrastructure is a key requirement for FCEVs. Hydrogen refuelling takes almost as little time as refuelling conventional liquid transport fuels. Supplying refuelling stations with hydrogen, however, may require more time and labour than is the case for conventional transport fuels. Validation of cost estimates is difficult because there are fewer than 400 hydrogen refuelling stations around the world and because their data are usually not disclosed. However, investment costs for hydrogen refuelling stations are estimated to be in the range of USD 0.6–2 million for hydrogen at a pressure of 700 bar, and USD 0.15–1.6 million at 350 bar (Figure 53). The lower end of these ranges is for stations with a capacity of 50 kgH2/day while the upper is for 1 300 kgH2/day.46 The two largest cost components are the compressor (which can be up to 60% of the total cost when the delivery pressure is 700 bar) to achieve the delivery pressure, and the storage tanks (which are relatively large due to lower hydrogen density). The actual cost of building a station varies considerably across countries, mainly as a result of different safety and permitting requirements. There are strong economies of scale. Increasing the capacity from 50 to 500 kgH2/day would be likely to reduce the specific cost (i.e. the capital cost per kg of hydrogen dispensed) by 75%. Larger capacity stations of up to a few 1 000 kgH2/day are being planned, especially for heavy-duty applications, and these offer potential for further economies of scale. There is also potential for costs to be reduced through a shift to more advanced supply options (such as very high pressure or liquid hydrogen) and through scale-up in the manufacturing of refuelling station products (via mass production of components, such as the compressors). 45 Even at 700 bar it is important to note that hydrogen storage needs seven times more space to achieve the same range as conventional diesel technology. 46 The total cost of the engineering, construction and general overheads for hydrogen refuelling stations with the capacity to deliver 130 kg to 350 kg per day of hydrogen falls in a higher range (USD 2.4–USD 3.2 million) (Baronas et al., 2017) PAGE | 132 IEA. All rights reserved.PDF Image | The Future of Hydrogen 2019
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