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The Future of Hydrogen Chapter 5: Opportunities for hydrogen in transport, buildings and power Figure 53. 6 5 4 3 2 1 0 Benchmarking hydrogen refuelling station capital costs as a function of capacity Limited learning and design optimisation Lower pressure (35 MPa) 500 750 1 000 1 250 1 500 1 750 Capacity (kg/day) Campíñez-Romero et al. 2018 IEA 2005 HRSAM DoE (Compressor and dispenser) H2 TCP - Task 28 Industry data NREL 2015 NREL 2017 (California) Robinius 2018 0 250 Sources: Campíñez-Romero et al. (2018), “A hydrogen refuelling stations infrastructure deployment for cities supported on fuel cell taxi roll-out”; IEA (2005), Prospects for Hydrogen and Fuel Cells; Pratt et al. (2015), H2FIRST Reference Station Design Task; US DOE (2018) HRSAM DoE; industry data, Robinius et al. (2018), “Comparative analysis of infrastructures: Hydrogen fueling and electricity charging of vehicles”. The costs of providing hydrogen to FCEVs can be brought down by building larger refuelling stations as long as expected hydrogen demand allows. Risks related to the tension between refuelling station size, the cost of hydrogen and hydrogen demand are among the barriers to rapid hydrogen uptake for transport. Small stations make more economic sense in the initial deployment phase as they are more likely to secure higher capacity utilisation rates when demand for hydrogen from transport vehicles is limited, but they come at higher cost per unit of hydrogen delivered. Once sufficient demand volumes have been established, larger stations become more economic and can help reduce the cost of hydrogen for the end users. The cost of delivered hydrogen will also depend on whether the hydrogen is produced locally or delivered from centralised production facilities. The cost advantages of centralised production may be outweighed by the cost of distribution to the refuelling station by truck or pipeline (Chapter 3). The cheapest option will be determined case by case. Despite higher initial costs than BEV charging infrastructure, hydrogen refuelling stations can offer significant advantages when deployed at scale, such as faster refuelling and space requirements around 15 times lower, as well as potentially lower final investment costs (FCH2 JU, 2019). In the longer term over 400 refuelling stations would be needed to service a fleet of 1 million hydrogen FCEVs if the ratio of refuelling stations to cars were similar to that for today’s oil-powered car fleet (FuelsEurope, 2018; ACEA, 2018; Robinius et al. 2018). This compares to almost 1 million private charging stations and at least 10 000 fast-charging public stations that would be needed for a fleet of 1 million BEVs. To meet the needs of a growing FCEV fleet, policy makers will need to ensure investment flows at the right times. Most fuelling stations serving non-captive fleets in the early stages of FCEV deployment will be small (< 200 kgH2/day), and the total investment needed to build these PAGE | 133 IEA. All rights reserved. Capital costs (million USD/station)PDF Image | The Future of Hydrogen 2019
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