THE H TEAM - Hydrogen Student Design Contest the hydrogen plant. The H Team opted to use the ... for...

THE H TEAM

2007-2008 Hydrogen Design Contest:

Hydrogen Applications for Airports

Wayne State University, Detroit, Michigan, Team 2

Edwards, Donald

Elder, Roxane

Gupta, Reema

Lascu, Dan

Singh, Amandeep

Winston, Mark

Faculty Advisor: Dr. Monier B. Botros, PhD, P.E.

The H-Team

Wayne State University

College of Engineering

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Executive Summary

The Columbia Metropolitan Airport (CAE) in South Carolina faces several challenges in airport

operations and the surrounding environment as air travel increases. The H Team focused on

implementing hydrogen technologies to control issues such as noise pollution, air and water

quality, and energy efficiency, while spending less than $3 million. The H Team’s design

followed codes and standards to ensure the safety and security of the hydrogen plant to the

airport. The proposed design is realistic and available for installation by January 2009. The

objective is to secure the environment while simultaneously enhancing the quality of the airport

operations.

The H Team from Wayne State University in Detroit, Michigan, is proposing to utilize a fuel cell

system that delivers about 250 kW of power, provides hot water at 110ºF, and supplies 12.94 kg

of gaseous hydrogen per day. This amount of hydrogen that is generated in an electrolyzer, is

used to fuel three modified 2008 Chevrolet Silverado vehicles that can replace three of the

airport service vehicles.

The H Team’s system consists of a DFC300®MA

TM fuel cell system from FuelCell Energy,

which has a molten carbonate fuel cell (MCFC), a steam-methane reformer, and a direct current

(DC) to alternative current (AC) inverter. The South Carolina Electric and Gas Company

(SCE&G) provides the natural gas utilized by the fuel cell system. Additionally, a heat

exchanger will employ the exhaust from the fuel cell system to heat the utility water for the

airport use. The electrolyzer is connected to a compressor, three-bank storage vessel system, and

a dispenser, respectively, to supply hydrogen gas to the airport vehicles at 5,000 PSI.

The overall system efficiency is calculated to be 62.5%. The cost of the system including all the

components, installation, and infrastructure costs is estimated to be about $2.86 million. In the

end, the airport will save about $113,400 per year. The fuel cell system provides a 42%

reduction in carbon dioxide emissions for the 250 kW replaced.

The H Team designed this plant to ensure the safety of the airport and all its patrons. Alarm

systems are on all components to alert maintenance and control personnel instantly of potential

problems. Panic buttons exist for automatic system shut down in case of extreme emergency

situations. Surveillance cameras and key-card access help prevent any potential terrorist attacks

on the hydrogen plant.

The H Team opted to use the current CAE tour and information center, in addition to other

marketing forms, to enhance public awareness about hydrogen. The hydrogen internal

combustion engine (HICE) vehicles will be a focal point of the tour, along with emphasis on the

fuel cell stack, heated water, and electricity production. Pamphlets and presentations on LCD

televisions are also part of the overall H Team marketing strategy. This report presents the

proposed design incorporating the technical design, safety analysis, cost analysis, environmental

analysis, and energy efficiency.

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Contents

Executive Summary .................................................................................................................... i Contents ..................................................................................................................................... ii

List of Tables ............................................................................................................................ iii List of Figures ........................................................................................................................... iii

List of Acronyms ...................................................................................................................... iv 1.0 Technical Design .................................................................................................................1

1.1 Site and Building Plan ..................................................................................................1 1.2 Mechanical Design .......................................................................................................3

1.2.1 Fuel Cell System .................................................................................................5 1.2.1.1 Steam Methane Reformation .................................................................5

1.2.1.2 Fuel Cell and Heat Exchanger Description .............................................6 1.2.2 Deionizer Water System (DI) ..............................................................................7

1.2.3 Electrolyzer .........................................................................................................7 1.2.4 Compressor .........................................................................................................7

1.2.5 Storage ................................................................................................................8 1.2.6 Dispenser ............................................................................................................8 1.2.7 Hydrogen Internal Combustion Engine (ICE) Vehicles .......................................9

1.3 Electrical System ..........................................................................................................9 2.0 Safety Analysis .................................................................................................................. 12

2.1 System Process Safety ................................................................................................ 12 2.2 Significant Failure Modes ........................................................................................... 14

3.0 Cost Analysis ..................................................................................................................... 15 3.1 Capital Costs .............................................................................................................. 15

3.2 Building and Installation Costs ................................................................................... 16 3.3 Operational Costs ....................................................................................................... 16

3.4 Cost Savings ............................................................................................................... 17 4.0 Environmental Analysis ..................................................................................................... 19

4.1 Fuel Cell System......................................................................................................... 19 4.2 Co-Generation ............................................................................................................ 20

4.3 Hydrogen ICE ............................................................................................................ 20 4.4 Energy Balance........................................................................................................... 21

5.0 Marketing and Educational Plans ....................................................................................... 23 5.1 Guided Tours .............................................................................................................. 23

5.2 Educational Materials ................................................................................................. 23 5.3 Visual Ads .................................................................................................................. 23

6.0 References ......................................................................................................................... 26 Appendix

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List of Tables

Table 1.1: Component summary .................................................................................................3 Table 1.2: Major Standards and Codes for Design Components

2 .................................................3

Table 1.3: Specifications for fuel cell options2 ............................................................................5

Table 1.4: Storage Vessel Specifications.....................................................................................8

Table 1.5: Existing Columbia Metropolitan Airport End-Use Electrical Loads.......................... 11 Table 1.6: New Electrical Loads ............................................................................................... 11

Table 1.7: Hydrogen Electrical Power Supply........................................................................... 11 Table 2.1: Major Failure Modes ................................................................................................ 14

Table 3.1: Complete cost breakdown for the H Team design..................................................... 15 Table 3.2: Infrastructure costs .................................................................................................. 16

Table 3.3: Summary of Operating Costs for the Hydrogen System............................................ 17 Table 3.4: Current Cost of Electricity and Gas .......................................................................... 17

Table 3.5: Cost Savings for Implementing the Hydrogen Power Plant ...................................... 18 Table 4.1: Emissions reduced by the proposed designed ........................................................... 19

Table 4.2: CAE vs. fuel cell system emission reduction ............................................................ 20 Table 4.3: Emissions comparison of gasoline vs hydrogen vehicles

18 ........................................ 21

Table 4.5: SMR heat requirements ............................................................................................ 22

List of Figures

Figure 1.1: Airport Aerial View with Plant Location1 ................................................................1

Figure 1.2: Floor Plan of Equipment Building ............................................................................2 Figure 1.3: Hydrogen Plant Schematic........................................................................................4

Figure 1.4: Electrical System Block Diagram ............................................................................9 Figure 3.1: Monthly Utility Charges for the Hydrogen Power Plant .......................................... 16

Figure 4.1: Emissions comparison of Columbia Metropolitan Airport ...................................... 20 and fuel cell system (FCS) ........................................................................................................ 20

Figure 4.2: GSE Emission Comparison18

.................................................................................. 21 Figure 4.3: Energy Balance for the hydrogen plant

2, 5, 6 ............................................................ 22

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List of Acronyms

AC Alternating Current HICE Hydrogen Internal Combustion

Engine ADG Anaerobic Digester Gas

ASME American Society of Mechanical

Engineers

Hz Hertz

ICE Internal Combustion Engine

ASTM American Society of Testing and

Materials

kg Kilogram

KVA Kilovolt Amperes

ATS Automotive Transfer Switch kW Kilowatt

BOP Balance of Plant kWh Kilowatt hour

BTU British Thermal Unit LCD Liquid Crystal Display

CAE Columbia Metropolitan Airport MCFC Molten Carbonate Fuel Cell

CARB California Air Resources Board N2 Nitrogen

CCR California Code of Regulations NFPA National Fire Protection Association

CH4 Methane NG Natural Gas

CO Carbon Monoxide NOx Nitric Oxide

CO2 Carbon Dioxide PAFC Phosphoric Acid Fuel Cell

CSA Canadian Standards Association PSA Pressure Swing Adsorption

dBA Decibels (Acoustic) PSI Pounds per square Inch

DC Direct Current SCE&G South Carolina Electric & Gas

Company DFC Direct Fuel Cell

DI Deionizer scfm Standard Cubic Feet per Minute

FC Fuel Cell SMR Steam Methane Reformer

FCS Fuel Cell System SO Sulfur Oxide

FMEA Failure and Safety Modes Analysis SOFC Solid Oxide Fuel Cell

GGE Gallons of Gasoline Equivalent UL Underwriters Laboratories

GSE Ground Support Equipment UPS Uninterrupted Power Supply

H2 Hydrogen VA Volt Amperes

H2O Water VAC Volts Alternating Current

HC Hydrocarbon WGS Water Gas Shift

HDS Hydrodesulphurization WSU Wayne State University

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1.0 Technical Design

The H Team has designed a system that will supply 250 kW of electrical power and 12.94 kg H2

per day to Columbia Metropolitan Airport. A molten carbonate fuel cell system (MCFC) is

utilized to reform methane internally to produce hydrogen to generate electricity. An

electrolyzer will produce hydrogen, which will be compressed and stored at 6,000 PSI. Three

gasoline internal combustion engine (ICE) vehicles will be converted to hydrogen ICE vehicles

and will use the hydrogen produced by the electrolyzer as fuel. The fuel cell system and

hydrogen production equipment will be housed in a building on the Columbia Metropolitan

Airport grounds. Details of the technical design are described in the following sections.

1.1 Site and Building Plan

The components for the H Team’s design will be located in a building on the airport property.

The building will serve to protect the equipment from the weather and increase security of the

site. Figure 1.1 below shows the top view plan for the location of the new building. The

hydrogen plant is located 300 feet (ft) west of the airport main terminal building and has an area

of 2,500 ft2.

Figure 1.1: Airport Aerial View with Plant Location

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Figure 1.2 shows the layout of the equipment in the building. The brick building will have three

entrances with two of the doors constructed of reinforced steel. The third entrance is a garage

door, which allows entrance to the building for Hi-Los and other large maintenance vehicles. All

entrances have keypad locks to increase security of the building.

The building has venting spaces located around the perimeter of the building near the ceiling,

which prevents a buildup of natural gas or hydrogen in case of a leak. Adequate space is

provided near all equipment to allow for maintenance access. The dispenser is located outside

the building and close to the hydrogen storage. Safety posts located around the dispenser and the

safety wall located to the left of the dispenser provide protection from accidental collision.

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Figure 1.2: Floor Plan of Equipment Building

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Hydrogen System Component Summary

Component Inputs Conditions Outputs Conditions

FuelCell Energy

DFC300MA Fuel Cell

System

Natural

Gas

638 kW, 39 scfm Electricity 3-phase, 300 kW,

480 VAC

Water 545 L/hr Exhaust 371oC, 1793.3

kg/hr

Electricity 70 kW for 72 hour

start up

Noise 72 dBA at 3.05 m

Heat Exchanger Exhaust 371

oC, 1793.3 kg/hr Water 43

oC, 3648 kg/hr

Water 10oC, 3648 kg/hr

Hogen 6m

Electrolyzer

Water 5.50 L/hr Hydrogen 99.9999% purity,

6 Nm3/hr, 218 PSI

Electricity 40.8 kW

Compressor and

Dispenser Hydrogen 218 PSI Hydrogen 6000 PSI

Hydrogen ICE Trucks Hydrogen 10.5 kg, 5,000 PSI Mileage 15.2 to 27

miles/GGE

Table 1.1: Component summary

Table 1.1 summarizes the technical specifications of major components shown in Figure 1.2.

Table 1.2 lists some of the significant standards and codes for the major components. Upon

installation, the fuel cell system will be in compliance with UL 1741 (Standard for Power

Conversion Systems) and NFPA 853 (Standard for Installation of Fuel Cell Power plants).

Components Safety Codes and Standards

Electrolyzer NFPA 69 and EN 1127-1

Compressor NFPA 50A

Piping system ASME piping design codes

Storage Vessels NFPA 86C

Fuel Cell System CSA-FC1, UL 1741, CARB 07 (CCR 94200-94214).

Table 1.2: Major Standards and Codes for Design Components2

1.2 Mechanical Design

Figure 1.3 shows the process flow for the H Team’s hydrogen plant. Natural gas (NG) and water

acquired from the pipelines enters the water purification and steam-methane reformer (SMR)

unit. Hydrogen is produced in the SMR is sent to the fuel cell. The fuel cell takes in air along

with the hydrogen, and produces direct current (DC) electricity. The DC electricity goes to a

DC-to-AC inverter which outputs alternating current (AC) power of 300 kW at 480 VAC.

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Figure 1.3: Hydrogen Plant Schematic

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Approximately 250 kW of the power produced is sent to the airport’s electrical grid. The fuel

cell also produces high temperature exhaust, which is utilized in a heat exchanger to heat the

utility cold water. The cooled exhaust is then vented to the atmosphere, and the hot water is sent

to the airport.

The some of the remaining power from the fuel cell system (41 kW) is used by an electrolyzer,

which produces hydrogen at a rate of 12.94 kg/day. The hydrogen is compressed and stored.

Finally, a dispenser provides the compressed hydrogen to two hydrogen ICE vehicles. The

system requires 72 hours to start up and will operate continuously after that period. The

following sections explain the design in detail.

1.2.1 Fuel Cell System

One of the H Team’s objectives is to provide at least 250 kW of clean power to the airport. The

DFC300MA™ fuel cell system manufactured by FuelCell Energy2 meets the H Team’s

specifications and is commercially available. The system comprises three components: a steam

methane reformer (SMR), molten carbonate fuel cell (MCFC), and a DC to AC converter. A net

power of 300 kW, 3-phase at 480 VAC is produced by the system. The following sections provide

an explanation of the system specifications and principles. The system specifications are

presented in Table 1.3. Note that the listed efficiency does not include co-generation with the

heat exchanger. Sections 1.2.1.1, 1.2.1.2, and 1.3 discuss the system in detail.

Specifications FuelCell Energy DFC300MA

Fuel Cell Stack MCFC

Reformer Steam-Methane

Input Natural Gas

Power Output 300 kW

Natural Gas (NG) Used 638 kW, 39 scfm

Hydrogen Produced/Used 5.36 kg/hr

NG to Electricity Efficiency 0.47

Exhaust Gas 1,793.3 kg/hr

Exhaust Temperature 644K

Noise (dBA) 72 at 3.05 m

Cost ($)/kW 3,600

Total Cost ($) 1,080,000

Table 1.3: Specifications for fuel cell options2

1.2.1.1 Steam Methane Reformation

Steam methane reforming is a process of producing hydrogen utilizing methane and steam. The

first step of generating hydrogen in the SMR involves a chemical reaction between methane

(CH4) and steam (H2O). The ideal chemical equation for this reaction is shown in equation 1.1:

4 2 2CH H O CO 3H . 1.1

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The products of this reaction are carbon monoxide (CO), hydrogen (H2), and in practice, a small

amount of unreacted steam and methane. This step produces the majority of the hydrogen. The

CO produced during this reaction goes through a secondary reaction called the water gas shift to

eliminate its emission with the exhaust. The chemical reaction is shown in equation 1.2:

2 2 2H O CO H CO 1.2

This reaction produces an additional amount of H2 and carbon dioxide (CO2).

In a small-scale reformer, similar to the one used in the fuel cell system, natural gas is treated to

remove sulfur compounds in order to prevent poisoning of the catalyst in the fuel cell system.

This treatment process takes place in a hydrodesulphurization (HDS) pre-heater where the gas is

heated to about 475oC (730 degree Kelvin).

The water is pumped into a steam boiler and is preheated for the SMR reaction. The steam and

the purified methane streams proceed to the SMR, which is heated by a gas burner. A typical

SMR process uses 73% of the preheated methane. Hydrogen, carbon monoxide, and excess

methane and steam gases exit the reformer at a temperature of 1073 K. The effluent stream

flows back through the HDS pre-heater in a heat exchanger and a reformer cooler, where the

stream is cooled down to 722 K.

The cooled gas then enters the water gas shift chamber where it undergoes the second chemical

reaction. The stream then moves to the condenser where the excess water is removed. Finally,

the remaining hydrogen, methane, and carbon dioxide undergo pressure swing adsorption (PSA)

and hydrogen purification in order to isolate the hydrogen. The gases extracted from the

hydrogen stream are recycled for use as fuel gas during the subsequent set of SMR processes.3

The fuel cell system intakes about 637 kW of natural gas at 39 standard cubic feet per minute

(scfm) and 545 kg/hr of water, and outputs 5.63 kg/hr of hydrogen2. A sizable amount of the

natural gas is used in the pre-heating stage. The DFC300MATM

fuel cell system has the ability to

intake either natural gas or anaerobic digester gas (ADG). The H Team searched for nearby

sources of ADG but discovered that the local wastewater treatment facility does not collect the

gas they produce. If in the future, however, the local wastewater treatment does decide to collect

the ADG, this may prove to be a renewable source for the methane needed in the reformer.

1.2.1.2 Fuel Cell and Heat Exchanger Description

The DFC300MATM

fuel cell system runs on a molten carbonate fuel cell (MCFC). The anode

and cathode half reactions for a MCFC are:

2

2 3 2 22 2 2 2 4H CO H O CO e 1.3

2

2 2 32 4 2O CO e CO 1.4

The catalysts and membranes in a MCFC are resistant to poisoning due to carbon monoxide

intake. In fact, the MCFC reaction uses both oxidized carbon monoxide and carbon dioxide in

the cathode without deactivating or degrading the catalyst. The output of the fuel cell system is

300 kW and 480 VAC, which is equivalent to 375 kVA.

(Anode)

(Cathode)

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The MCFC exhaust contains a significant amount of energy due to its high temperature. This

energy is recovered by attaching a heat exchanger to the fuel cell system exhaust outlet chamber.

This allows the H Team to provide heated utility water to the airport. According to the

manufacturer, the exhaust temperature must be lowered to 250oF (121

oC) for an optimum energy

release of 480,000 BTU/hr (140 kW). The water enters the heat exchanger at about 50oF (10

oC).

With a heat exchanger efficiency of 75%, the exhaust energy is transferred to the utility water,

raising the temperature to 110oF (43

oC), for a water flow rate of 2,737 kg/hr. Utilizing the heat

exchanger will optimize the overall energy efficiency of the system.

1.2.2 Deionizer Water System (DI)

An external deionizer (DI) water system is required to supply purified water to the electrolyzer.

The H Team has selected the ELGA, Purelab Option S7 deionizer, which comprises a three-stage

water purification process4. In the first stage, the water is sent through a pre-treatment cartridge.

The second stage utilizes reverse osmosis cartridges to further purify the water. The last stage

includes the ion exchange cartridges, which de-ionizes the water. The final product is sent to the

electrolyzer to produce hydrogen at a rate of 7 L H20/hr. The power service requirement is

120/240 VAC, 43 VA.

The Option S7 deionizer meets the ASTM Type I standard for water purification to be less than

0.1 micro-Siemens per cm. Furthermore, if the water quality falls below the minimum

specification, a sensor will detect the discrepancy and activate an alarm. In order to maintain

water purity, it is crucial to use non-corrosive piping materials to transport the DI water to the

electrolyzer. Therefore, the H Team selected polypropylene plastic tubing to pipe the DI water.

1.2.3 Electrolyzer

The electrolyzer is used to produce the hydrogen necessary for the hydrogen ICE vehicles. The

Hogen H6m electrolyzer manufactured by Distributed Energy5 is used in the H Team’s design.

The system incorporates polymer exchange membrane (PEM) technology to produce hydrogen.

The PEM electrolysis of water uses electricity to divide water into its elements of hydrogen and

oxygen. This occurs through the passage of an electric current between the anode and the

cathode of the electrolyzer, which are immersed in an electrolyte solution. The two elements are

separated in the electrically charged electrolyte.

The system will use DI water at a rate of 5.5 L H2O/hr. The H6m has a built in 10-gallon DI

water storage tank, which will store excess water produced by the deionizer. Furthermore, the

electrolyzer consumes 40.8 kW of electricity provided by the fuel cell system. The H6m

produces 99.9995% pure hydrogen at a rate of 12.95 kg/day.

1.2.4 Compressor

The compressor is used to raise the pressure of the hydrogen gas allowing it to be dispensed to

the HICE vehicles. The compressor chosen for the H Team’s design is manufactured from RIX

Industries 4VX6. This unit is selected due to its capability to increase the hydrogen pressure

from 218 PSI to 6,000 PSI using only 2 kW of power. The HICE vehicles can store hydrogen up

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to 5,000 PSI. The compressor raises the hydrogen pressure to 6,000 PSI providing a large enough

pressure difference to allow the HICE vehicles to completely fill their storage tanks. The

compressor operates at speeds of 300-1,100 revolutions per minute (RPM) and is a three-stage

design. Furthermore, the compressor requires 30 kW of power to compress gaseous hydrogen at

a maximum flow rate of 65 scfm.

1.2.5 Storage

The storage unit will house a combined 36 kg of hydrogen. The C-31738 storage unit comprises

three stationary ASME seamless pressure vessels manufactured by CP Industries.7 Each vessel

has the capability to store hydrogen at pressures as high as 6,672 PSI. The vessels include a 5

percent notch ultrasonic inspection, a 0.75 inch NGT outlet plug on both ends, and an exterior

coat of primer. Table 1.4 shows additional specifications for the storage vessels:

Specifications

Safety Factor 3 to 1 for dry gas, non-corrosive service

Design temperature -20 °F to +200 °F.

Vessel material SA372 Grade J, Class 70

Size 16" OD x 1.250" MW x 18' 0" Long /406 mm x 31.75 mm x 5.5 m

Design Pressure 6,667 PSIg / 460 bar

Vessel Water Volume 15.8 cu. ft. / 447 liters

Vessel Capacity 5,087 scf H2 @ 6,000 PSIg / 12 kg H2 @ 414 bar

Vessel Weight 4,017 lbs / 1,822 kg

Table 1.4: Storage Vessel Specifications

The three-bank storage unit is implemented to dispense hydrogen to the airport vehicle tanks at a

pressure of 5,000 PSI. The storage unit uses a cascading method to fill the hydrogen effectively.

Each vessel will have pressure sensors to segregate the vessels as high, medium, and low.

During hydrogen dispensing, the pressure differences between each of the vessels and the vehicle

tank will be analyzed by a control panel to determine the appropriate vessel compatible with the

vehicle tank.

1.2.6 Dispenser

The dispenser will distribute hydrogen to the hydrogen ICE vehicles. The H Team’s design uses

the CH350A hydrogen dispenser manufactured by General Hydrogen8. The dispenser has

separate electrical and gas enclosures in order to comply with emerging safety codes and

standards. The system has SAE J2601 fueling communication capabilities. This will allow for

communication between the dispenser and vehicle for information such as vehicle diagnostics.

The system delivers hydrogen at 5,000 or 6,250 PSI, which allows different types of vehicles to

refuel at the station. This will prevent the system from becoming quickly outdated, since

hydrogen technology improves at a rapid rate.

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1.2.7 Hydrogen Internal Combustion Engine (ICE) Vehicles

The purpose of using hydrogen ICE vehicles is to reduce emissions generated by the airport.

Gasoline or diesel ICE vehicles contribute to air pollution at Columbia Metropolitan Airport.

The H Team has decided to have three 2008 Chevrolet Silverado gasoline ICEs converted into

hydrogen ICEs by ETEC Roush Industries9. The trucks will replace three vehicles currently

used at the airport. The converted vehicles will have 6.0 liter supercharged and inter-cooled

engines. Hydrogen fuel will be electronically injected by a custom Engine Control Unit

specifically tuned for hydrogen fuel consumption.

Three aluminum-lined, carbon fiber wrapped hydrogen storage tanks will be located in the bed of

the truck. Their combined storage capacity is 450 liters or 10.5 kg of hydrogen at 5,000 PSI. The

vehicle fuel economy is rated at 15.2 miles per gallons of gas equivalent (GGE) for the SAE

J1634 driving cycle. However, the fuel economy climbs up to 27 miles/GGE at a constant

driving speed of 45 mph9. The H Team has estimated that each vehicle can run on one fill-up for

about two days if the vehicles run for two hours per day.

1.3 Electrical System

The fuel cell system is directly connected to the grid and draws 150 kW, 3-phase, 480 VAC

during the 72 hour startup time. After the first 72 hours, the system provides for its own power

requirements. The fuel cell system produces DC electricity, which is converted to AC power by

an internal three phase inverter. The system outputs AC power at 300 kW, 60 Hz with a process

efficiency of 97%. Figure 1.4 shows the block diagram of the electrical system for power service

and distribution.

Figure 1.4: Electrical System Block Diagram

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Electrical output from the fuel cell system will supply electrical loads to the CAE main terminal,

main lobby, terminal front ticket counter, lighting, and security rooms that run at 3-phase, 480

VAC. These loads require a total power supply of 244 kW and the distribution is shown in Table

1.5. The remaining 56 kW of electricity produced by the fuel cell system power the hydrogen

production and distribution subsystems. The individual power requirements for these subsystems

are shown in Table 1.6.

There are two operating scenarios for the hydrogen power plant. In the first scenario, all

hydrogen production components, such as the electrolyzer and compressor, are powered by the

fuel cell system inverter bus. This system also supplies power to the hydrogen power plant

building and to three airport loads: the main lobby, terminal ticket counter, and security room

east dock.

In second operating scenario, the fuel cell system inverter bus supplies electrical power to the

main lobby, terminal front ticket counter, lighting and ticket counter, security room east dock,

and security room west dock located at CAE. All hydrogen production subsystems (listed in

Table 1.6) are powered by the Columbia Metropolitan Airport electrical grid. Electrical

schematics of both operating scenarios are shown in the Appendix.

The first scenario is recommended by the H Team and is primarily used in the system. However,

the electrolyzer still has the option, via manual switch, to connect to the grid. This will act as a

back-up electrical supply source in case the fuel cell system fails or is shut down for

maintenance. This allows the electrolyzer to continue producing hydrogen for use in the

hydrogen ICE vehicles.

In the event of fuel cell system failure, automatic transfer switches (ATS), will transfer the

electrical load to the grid, providing an uninterrupted power supply (UPS). Circuit breakers are

installed on all circuits for over-current protection. The electrical system will provide safe

disconnect circuits and lockout protection in case of emergencies or for maintenance purposes.

Tables 1.5, 1.6, and 1.7 provide a total accounting of the electrical power service. Parameters

that were not provided by the equipment manufacturers were calculated using the following

formulas:

PF (Power Factor) = True Power (kW) / Apparent Power (kVA) 1.6

I kW 1000 / E 1.73 PF 1.7

kW E I 1.73 PF /1000 1.8

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CAE Load

Description

Existing CAE

Transformer VAC Phases Amps kW

Power

Factor KVA

Main Lobby Square D, 34349-17212-064 480 3 90 64 0.85 75

Terminal Front

Ticket Counter Square D, 34349-17212-065 480 3 90 64 0.85 75

Lighting and

Ticket Counter Square D, 34349-17212-066 480 3 90 64 0.85 75

Security Room

East Dock Square D, 33349-17212-055 480 3 36 26 0.85 30

Security Room

West Dock Square D, 33349-17212-055 480 3 36 26 0.85 30

Table 1.5: Existing Columbia Metropolitan Airport End-Use Electrical Loads

Item Model VAC Phases kW

Power

Factor kVA

Electrolyzer HOGEN, H6m 480 3 40.8 0.85 48

H2 Compressor PDC Ins., PDC-3-

600/3000 480 3 2 0.85 2.35

480 volt feed to a new 25

kVA transformer 480 3 21 0.85 25

DI Water System Elga, Purelab Option S7 120 1 0.037 0.85 0.04

H2 Dispenser General Hydrogen,

CH350A 120 1 2 0.85 2

H2 Storage Tanks CP Industries 120 1 1 0.85 1

Building Lighting GE (12 Fixtures, 2-4' T8

Lamps) 120 1 0.7689 0.85 0.91

2 Building Power Outlets Rated at 15 amperes each 120 1 5 0.85 6

Miscellaneous Pumps 120 1 1.5 0.85 2

Miscellaneous Controls

& Sensors 120 1 1.5 0.85 2

Table 1.6: New Electrical Loads

Item Model VAC Phases Amps kW Power Factor KVA

Power Plant FCE DFC300MA 480 3 425 300 0.85 352.9

Table 1.7: Hydrogen Electrical Power Supply

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2.0 Safety Analysis

Utilizing hydrogen technologies safely at the Columbia Metropolitan Airport will promote

acceptance of a hydrogen economy. Sources of potential danger were carefully analyzed and

controlled to ensure the safety of the surrounding environment and the system itself. These

detection devices include pressure sensors, thermocouples, pH meters, flow meters, H2 gas

detectors, smoke detectors, H2 flame detectors, and surveillance cameras positioned at specific

locations to optimize operations. In the event of an unusual behavior detected in the system,

visual and sound alarms will identify the failure, and the system will shut down.

The subsystems are regularly tested for normal operation conditions, as specified by the various

manufacturers. Maintenance checks will verify system corrosion, damage, wear, and low level

of fluids that could cause a decrease in the system performance. Additionally, periodic oil

changes, catalyst replacements, and resin refills are implemented to maintain equipment quality

and maximize the design life.

2.1 System Process Safety

The system layout is designed to prevent potentially hazardous situations. The following list

displays each process of the system design that has been analyzed to enhance safety and security.

Note that the numbers in brackets after the bullet point corresponds to the three zone

designations in Figure 1.3.

[1] The steam methane reformer within the fuel cell system has a RTD thermocouple to help

measure and control operating temperature. Flow meters at the natural gas inlet and H2 outlet

will initialize both a visual and an audio alarm when hydrogen outlet from the reformer is

less than 5.4 kg H2/hr.

[2] The electrolyzer features a pressure sensor, which will initiate an alarm for pressures

below 11 Bar, and a pH meter. The pH meter monitors impurity levels of water used in the

electrolyzer to prevent the resin death. Fluoride and chloride ions regularly exist in normal

tap water. The presence of these ions leads to the water being slightly acidic. The ions need

to be removed in the deionizer to create pH neutral water into the electrolyzer. If the resin

fails, then the pH meter will read out an acidic pH less than 7. Flow meters will help ensure

constant water flow rate of 5 L/hr, with alarms issuing a warning for lower flows.

[2] The compressor is equipped with a pressure sensor, which initiates an alarm when the

hydrogen pressure is below 5,800 PSI. A hydrogen detector will be installed close to

interconnections, which are high risk leakage areas.

[2] Because the compressor is designed to compress hydrogen to 6,000 PSI, a pressure

greater than 6,000 PSI is not possible. Storage tanks are made of stainless steel for its

compatibility with hydrogen and strength at high pressures. The site of the storage vessels is

determined based on the hydrogen quantity stored. Possible proximity hazards include

danger to electrical, thermal, mechanical devices, and the safety of the public. The storage

tanks will be installed in a well-ventilated area, following the criteria given by the Safety

Standards of NASA:

o 6.1 m (20ft) from stored flammable materials

o 7.6 m (25ft) from open flames, electrical equipment or other sources of ignition

The H-Team



13

o 15.2 m (50ft) from ventilation intakes and air conditioning systems

o 15.2 m (50 ft) from other flammable gas storage (NG).

o 7.6 m (25ft) – from concentration of peoples

[3] The dispenser operates using pressure sensors to calculate the pressure difference

between the vehicle tank and the three storage vessel banks. The pressure sensors are located

at the hydrogen inlet to the dispenser and before the dispenser hose. Also, a thermocouple is

positioned at the outlet of the refrigerator inside the dispenser. If the hydrogen temperature

rises above ambient temperature, the dispenser will initiate a visual and audio alarm, and will

shut off. The dispenser will not restart operations until the faulty condition is corrected and a

manual override lever/button is engaged. The dispenser will be protected at the sides and the

four corners by steel pillars to prevent damage in the event of a vehicle careening into it.

[1] A thermocouple is used to monitor water temperature at the heat exchanger outlet, and

will generate a safety message in the monitoring system for a temperature above 125oF

(52oC).

[1, 2,3] Piping systems, valves, and fittings were chosen based on their compatibility with

hydrogen to prevent possible hydrogen embrittlement. The pipes will be installed above

ground to prevent hazardous leakage and buildup of gases underground. The connecting

fittings are of compression type rated for hydrogen usage. Shut off valves, pressure relief

valves in the storage vessels and fuel cell system, and flow regulators are employed in the

design to allow modular connectivity of subsystems, protect the system from overpressure,

and adjust flow. The control valves and pressure sensors located at the inlets and outlets of

certain subsystems are used to stabilize and manage the flow of the various gases involved.

The maintenance crew will carry portable hydrogen detectors.

[2] A filtering system will ensure hydrogen purity. The filtering system will have a

differential pressure sensor to indicate a decrease in the filtering performance and the need of

filter replacement. Shut off valves will be installed before and after the filter to allow safe

and timely filter exchange.

[1] Electrical systems will be installed at a specified distance from the hydrogen systems to

prevent fire or explosion. Electrical devices will be grounded to avoid sparking with

hydrogen, and the inert gas purge boxes will be located around electrical equipment and

connections.

[1, 2,3] The facility building material is noncombustible, to prevent fire spreading to adjacent

buildings or systems. To reduce sabotage risks, the access to the plant is limited to

authorized personnel. Badges will be used for door access. Emergency exits are located

throughout the building in case of hazardous situations. To prevent accidents, work on

hydrogen will be started only after the hydrogen in the system has been purged and diluted

with nitrogen. The system’s control and detection is connected to the airport control system,

and the necessary training is provided to the operator to monitor and keep the plant

continuously safe.

The aforementioned metering and sensor additions to the process components means the system

can autonomously and safely run continuously. The components needed to generate, store,

transport, dispense, and utilize hydrogen and electricity are designed using the current safety

codes and standards for hydrogen applications to minimize any chances of leakage, explosion,

and other hazardous conditions. Finally, the DFC®300MA

TM fuel cell system already contains

methods to regulate itself for continual operation.

The H-Team



14

2.2 Significant Failure Modes

The Table 2.1 displays the four most significant major failure modes and ways they are

contained and prevented in the design.

Potential

Failure

Mode

Potential

Effect(s) of

Failure

Potential Cause(s)/

Mechanism(s) of

Failure

Current Controls

- Prevention

Current Controls

- Detection

Dispenser

pressure

lower than

5,000 PSI

Limited

hydrogen

dispensing

Isolation valve or

nozzle damage

Ensure the proper

connection of nozzle,

vehicle tank, and

valves.

Train the operator

Hydrogen detection

sensors, leak

checks prior to

each fill.

Electrolyzer

produces less

than 12.94

kg H2/day

Limited

hydrogen

dispensing

Electrolyzer PEM

degrading

Replace PEM after

3600 operating hours

NFPA 69 and EN

1127-1

Pressure sensors to

detect outlet H2

pressure, alarms

sound when

pressure is below

11 Bar.

Compressor

outputs

pressure

below 5,800

PSI

Hydrogen not

dispensing

Hydrogen or air

leakage from

inlet/outlet pipe,

inlet/outlet valve, or

cylinder

Weekly leak checks.

Oil Changes after

1400 operating hours.

Pressure sensors to

detect outlet H2

pressure, below

5,800 PSI.

Fuel cell

system

outputs less

than 300 kW

electricity

Draw

electricity

from grid for

airport and

electrolyzer

Reformer and fuel

cell catalyst

degradation

Catalyst replacement

cycles of about 3

years, as manufacturer

specifies.

Adheres to the

following codes and

standards: CSA-FC1,

UL 1741, CARB 07

(CCR 94200-94214),

and California Rule

21.

Thermocouples

located inside the

Steam Methane

Reformer, and

Molten Carbonate

Fuel Cell.

Alarm for detection

of temperature

change.

Flow meters for

methane and

hydrogen (135 kg

H2/day).

Table 2.1: Major Failure Modes

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15

3.0 Cost Analysis

The H Team has $3 million at its disposal to implement a design at the Columbia Metropolitan

Airport. These funds are used to cover the cost of purchasing equipment and installing it at the

build site. Operation and maintenance of the system will also incur costs. These recurring

charges are accounted for separately from the $3 million budget. Table 3.1 shows where the H

Team is spending their funds. The majority of the funds are spent on system equipment. Other

costs include the cost for infrastructure, which covers building costs. Installation costs cover the

charge for installing the equipment at the build site. The following sections will discuss in detail

the cost breakdown for all the sections of the H Team’s design.

System Components Cost

Fuel Cell $1,080,000

Electrolyzer $180,000

Di System $6,000

Heat Exchanger $100,000

Compressor $50,000

Hydrogen Storage $64,300

Hydrogen Dispenser $100,000

ICE Vehicles $483,000

Infrastructure $100,000

Installation $500,000

Marketing $200,000

Total $2,863,300

Table 3.1: Complete cost breakdown for the H Team design.

3.1 Capital Costs

Capital costs comprise the cost of all equipment purchased by the H-Team. The total capital

costs of the design amount to $2,863,300. The fuel cell system provided by FuelCell Energy is

the most expensive component of the entire design and makes up more than half of the

equipment cost. The total cost is $1,080,000 but this amount covers several areas including an

SMR system, the fuel cell, and power inverter. Purchasing this system allows the H Team to

save money since they will not have to buy individual parts.

The H Team is also converting two trucks into hydrogen internal combustion engine vehicles

(ICE). Three 2008 Chevrolet Silverado 1500 series pickup trucks must be purchased. One truck

ranges in price from $38,000 to $41,00010

. The conversion process carried out by ETEC costs

$120,000 per vehicle11

. Assuming that the trucks are purchased for $41,000, the total cost for the

hydrogen ICE vehicles amounts to $483,000.

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16

3.2 Building and Installation Costs

Installation costs cover the cost of installing the equipment and construction of the building. The

total amount set aside for this purpose amounts to $500,000. Approximately $100,000 has been

set aside for infrastructure costs. Table 3.2 outlines the components of the infrastructure. This

includes the cost of piping, laying the foundation, and the building that houses the entire system.

The building is simple in design, acting as an enclosure for the equipment and protection from

the weather. The building is not heated or cooled in order to minimize costs. Installation costs

are estimated at $500,000. This amount will cover the cost of installation of all the equipment,

including $1,000/kW for the fuel cell system. Detailed costs for the electrical wiring can be

found in the appendix.

Unit Material Quantity Cost/Quantity Total Cost

Electrical Wiring Copper 4500 ft Varies/ft $4,212.00

Transformer N/A 1 $1,500/Unit $1,500.00

Piping12

Stainless Steel 640 ft $62/ft $39,680.00

Valves12

Stainless Steel 12 ft $375/ft $3,300.00

Building Walls12

Concrete 77 yd3 $70/yd

3 $5,390.00

Building Foundation12

Concrete 186 yd3 $70/yd

3 $13,020.00

Miscellaneous N/A N/A N/A $30,000.00

Total $97,102.00

Table 3.2: Infrastructure costs

3.3 Operational Costs

The H Team’s design uses resources from utilities in several components of the design. The

main components analyzed are the electrolyzer and the fuel cell system. The electrolyzer uses

electricity provided by the fuel cell and water. The fuel cell system requires water and natural

gas. Figure 3.1 shows the monthly utility charges based on the electrolyzer and fuel cell system

resource consumption and Table 3.3 gives a summary all operating costs.

Monthly Utility Charges for System Operation

$0

$500

$1,000

$1,500

$2,000

$2,500

Jan

Feb Mar

Apr

May Ju

nJu

lAug

Sep O

ctNov

Dec

Natural Gas Cost

Water & Sewage

Cost

Figure 3.1: Monthly Utility Charges for the Hydrogen Power Plant

The H-Team



17

Average Monthly Cost Yearly Cost 5 Year Cost 10 Year Cost

Natural Gas $1,139.43 $13,673.19 $68,365.95 $136,731.90

Water/Sewage $1,904.94 $11,429.66 $57,148.28 $114,296.56

Total $3,044.37 $25,102.85 $125,514.23 $251,028.46

Table 3.3: Summary of Operating Costs for the Hydrogen System

The fuel cell system operation requires natural gas for the SMR process. Bills provided by

Columbia Metropolitan airport were used to determine the cost of natural gas throughout the

year13

. This information was used to estimate the cost of natural gas used in the fuel cell system.

The electrolyzer and the fuel cell system both require water for operation. Sewage rates are based

on water consumption. Water and sewage rates were acquired from the city of Cayce and used

to determine the operating cost of the system14

. The city of Cayce bills for water and sewage bi-

monthly. The total yearly operation cost for these components amounts to $25,100.

The cost per kWh of electricity was also determined for the hydrogen power plant using equation

3.1

0.125CC 3.412FC O&M

COEH H

, 3.1

where COE is the cost of electricity, CC is the capital cost, FC is the fuel cost, O&M is the

operating and maintenance cost, H is the annual operating hours, and ε is the efficiency15

. The

cost per kW for the H Team’s system is 0.203 $/kWh.

3.4 Cost Savings

Table 3.4 shows the current cost to purchase 225 kW of electricity and provide gasoline for three

vehicles.

Utility Avg. Monthly Cost Yearly Cost 5 Year Cost 10 Year Cost

Purchasing 250 kW $9,999.78 $119,997.31 $599,986.55 $1,199,973.10

Gasoline for 3 Vehicles $1,539.84 $18,478.13 $92,390.65 $184,781.30

Total $11,539.62 $138,475.44 $692,377.20 $1,384,754.40

Table 3.4: Current Cost of Electricity and Gas

Electricity charges were determined using a rate schedule provided by South Carolina Electricity

and Gas (SCE&G), the company that provides electricity to Columbia Metropolitan Airport16

.

The total electricity cost includes the demand and energy charges. If the airport were to purchase

250 kW of power from SCE&G, the cost would be approximately $10,000 per month.

The monthly gasoline expense for three vehicles was determined for a truck with an average fuel

economy of 16 mpg. If the vehicles operated for two hours per day with an average speed of 45

mph, gasoline would cost $1,540 per month when the price per gallon is $3.00. The total cost of

the current infrastructure to produce the equivalent of the hydrogen power plant would be

approximately $11,900 per month.

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18

The difference between operating costs of the current infrastructure and the proposed hydrogen

power plant results in a cost savings outlined in Table 3.5.

Average Monthly Yearly 5 Years 10 Years

Current Costs $11,539.62 $138,475.44 $692,377.20 $1,384,754.40

Hydrogen Costs $2,091.90 $25,102.85 $125,514.23 $251,028.46

Total Savings $9,447.71 $113,372.59 $566,862.97 $1,133,725.94

Table 3.5: Cost Savings for Implementing the Hydrogen Power Plant

The total yearly savings are $113,400. Specifications for the boilers currently installed at

Columbia Metropolitan airport are needed in order to be able to determine the money saved by

heating water with the heat exchanger. This will further decrease the airport’s operational costs.

The hydrogen power plant provides monetary, environmental, and educational value. Columbia

Metropolitan Airport will save money in their monthly operating expenses. The power plant also

provides educational opportunities to the community, providing tours and information about the

benefits of hydrogen technology. The system also has value for the environment due to the

reduction in emissions provided by the technology used. Detailed information on the marketing

and environmental aspects will be provided in the following sections.

The H-Team



19

4.0 Environmental Analysis

Given the increase in air travel, Columbia Metropolitan Airport is committed to reducing the

emissions produced by its operations by employing hydrogen technologies. The technologies

chosen by the H Team minimize the CAE’s carbon footprint and to improve water quality.

The fuel cell system will reduce the overall airport CO2 emissions, due to electrical power

consumption, by 42% for the 250 kW replaced. The co-generation system will recover the

exhaust thermal energy from the fuel cell system and will heat water to be used at the airport

main terminal. This process will reduce CO2 produced by natural gas combustion to heat water

by 223 tons a year. To reduce the environmental impact with the ground support equipment

(GSE), three vehicles will be retrofitted with hydrogen ICE to reduce emissions. This change

will reduce CO2 emissions by 63 tons/yr for the three vehicles. The reduction of emissions with

the proposed design is presented for each subsystem in Table 4.1 on a daily and yearly basis.

Emissions reduction with proposed design

Proposed Systems

CO2 (kg) NOx (kg) SO2 (kg)

Day Year Day Year Day Year

Fuel Cell

System 2,304.9 841,275.4 15.7 5,728.5 9.5 3,451.2

Co-Generation

(Hot Water) 611 222,859 0.5 175 0.01 1.9

HICE

Vehicles 173.487 63,322.65 0.01 4.2278 NA NA

Total Reduction 3,089.4 1,127,457.0 16.2 5,907.8 9.5 3,453.1

Table 4.1: Emissions reduced by the proposed designed

4.1 Fuel Cell System

The DFC300MA fuel cell system employs an internal natural gas reformer to produce the

hydrogen used in the fuel cell to generate the electricity supplied at the main terminal and the

electrolyzer. Considering the emissions generated by the coal power plants, the fuel cell system

will reduce emissions by 42% for the 250 kW replaced, and by 5% for the entire airport electrical

consumption.

South Carolina Electric and Gas Company (SCE&G) provides electricity and natural gas to

Columbia Metropolitan Airport. The total charges, electrical power consumption, and emission

are tabulated for the year 2006 and can be found in the appendix in Table A.117

.

Table 4.2 and Figure 4.1 show a comparison between yearly emissions using electrical power

provided by SCE&G and electrical power from the proposed fuel cell system for the 250 KW

replaced.

The H-Team



20

Proposed Systems

CO2 (kg) NOx (kg) SO2 (kg)

Day Year Day Year Day Year

Power plant emissions to

generate 250 KW16

5,436 1,984,140 16 5,752 9.5 3,452

Fuel Cell System2 3,131 1,142,864 0.1 23.8 0.0 1.2

Reduction (%) 42.4 42.4 99.6 99.6 100 99.97

Table 4.2: CAE vs. fuel cell system emission reduction

Current CAE vs Proposed FCS emissions for the

250 KW replaced

CO2-CAECO2-FCS

NOx-CAE

NOx-FCS

SO2-CAE

SO2-FCS

0.1

1

10

100

1000

10000

100000

1000000

10000000

1

Em

isio

ns

[kg

/year]

CO2-CAE

CO2-FCS

NOx-CAE

NOx-FCS

SO2-CAE

SO2-FCS

Figure 4.1: Emissions comparison of Columbia Metropolitan Airport

and fuel cell system (FCS)

4.2 Co-Generation

The co-generation system employs the MCFC exhaust thermal energy, to heat the water to be

used at the main terminal. This approach will offset part of the natural gas currently consumed

with the water boilers, and with it the emissions produced. The MCFC available exhaust heat is

480,000 Btu/hr (140 kWh), which amounts to 516 ft3/hr of natural gas considering an energy of

930 Btu/ ft3 of natural gas. This system will reduce CO2 by 223,000 kg/yr, NOx by 155 kg/yr and

SO2 by 2 kg/yr.

4.3 Hydrogen ICE

Airport Ground Support Equipment (GSE) at CAE contributes to airport emissions of CO2, NOx,

CO and HC (hydrocarbon). Airport GSE includes pickup trucks, maintenance and fuel trucks,

belt loaders and snow removal equipment. Conversion of gasoline ICEs to hydrogen ICEs for

three pick-up trucks (Chevrolet Silverado 1500, 6.0L,V8) provides a lean-burn strategy to

achieve very low NOx, CO and no CO2 and HC emissions.

The H-Team



21

The comparison of gasoline ICE and hydrogen ICE emissions for the 3 vehicles replaced is

shown in Table 4.3 and Figure 4.2.

Gasoline vs. Hydrogen Vehicles emission

Vehicle Type CO2 (Kg) NOx (Kg) CO (Kg) THC (Kg)

Day Year Day Year Day Year Day Year

Gasoline ICE

vehicles 173.54 63341.37 0.03 10.54 0.39 143.88 0.03 12.45

H2 ICE vehicles 0.05 18.72 0.02 6.32 0.01 5.20 0.00 0.09

Reduction % 99.97 99.97 40.09 40.09 96.38 96.38 99.29 99.29

Table 4.3: Emissions comparison of gasoline vs hydrogen vehicles18

Gasoline vs Hydrogen ICE emissions

NOx-H

CO2-G

CO2-H

NOx-G

CO-G

CO-H

THC-G

THC-H

0.00

0.01

0.10

1.00

10.00

100.00

1000.00

10000.00

100000.00

1000000.00

1

Em

iss

ion

s [

kg

/ye

ar]

CO2-G

CO2-H

NOx-G

NOx-H

CO-G

CO-H

THC-G

THC-H

Figure 4.2: GSE Emission Comparison

18

From the Figure 4.2, it can be predicted that hydrogen ICE vehicles result in a significant

reduction in emission levels, specifically greenhouse gases.

The fuel cell system DFC300MA is designed with noise level of 65dB at 10 feet from the plant

perimeter. The HOGEN H series electrolyzer for hydrogen production produces less than 70dB

noise level at a distance of one meter. Both the fuel cell system and the electrolyzer comply with

the FAA noise standards.

4.4 Energy Balance

The system inputs and outputs were analyzed to determine the overall efficiency of the hydrogen

plant. The energy inputs to the plant are natural gas, electrical loads from electrolyzer and

compressor. An additional 1 kW of power was considered for miscellaneous loads. The

contributors to the energy output are the fuel cell system electrical output and the exhaust heat

used for cogeneration. The energy content of the hydrogen produced by the electrolyzer was also

The H-Team



22

considered. The following diagram presents the input and output energies for an overall

efficiency of 62.5%.

Overall Effeciency

62.5 %

Fuel Cell Ouput

300 [KW]

Hydrogen produced by

the electrolyzer

21.28 [KW]

Energy recover with

co-generation

105 [KW]

Electrolyzer Load

40.8 [KW]

Compressor Load

2 [KW]

Miscellaneous Loads

1 [KW]

Natural Gas

638 [KW]

Figure 4.3: Energy Balance for the hydrogen plant 2, 5, 6

The H Team performed detailed energy balance calculations for a small scale reformer similar to

the one present in the fuel cell system. The calculations involve determining the energy used

during the chemical reaction as well as the energy used to heat or cool excess materials. Heat

losses out of the reaction chambers are assumed to be negligible in order to simplify calculations.

Equation 4.1 is used to determine the energy and power requirements.

prod reactQ H H 4.1

The H Team determined that in order to produce about 5.69 kg/hr of hydrogen, 15.5 kg/hr of

methane and 60.14 kg/hr of water are required for a typical SMR reaction. Table 4.5 shows the

heat required for each section of the SMR process. Calculations were determined using standard

quantities found in the textbook “Thermodynamics: An Engineering Approach” 19

.

Boiler

HDS

Pre-heater

Steam Methane

Reformer

Reformer

Cooler

Water Gas

Shift Reactor Condenser

Heat

Required 2.878 kJ/s 55.53 kJ/s 80.11 kJ/s -20.34 kJ/s -35.91 kJ/s -10.22 kJ/s

Table 4.5: SMR heat requirements

The H-Team



23

5.0 Marketing and Educational Plans

Public acceptance of hydrogen technologies is the goal of the H Team’s marketing and education

plan. Marketing and education programs have been developed to inform the public of the

benefits of implementing hydrogen technologies at the CAE. The marketing plan consists of

three key strategies: guided tours, educational materials, and visual ads.

5.1 Guided Tours

Columbia Metropolitan Airport presently provides tours of the facility. The H Team proposes to

extend the current tour to include the hydrogen plant and the hydrogen ICE vehicles, and an

introductory movie. The movie will describe and show how the hydrogen facility was

constructed, and outline its advantages. After the tour group is shown the video, they will be

brought to the hydrogen plant where the tour guide will show them the equipment and explain

the function of each component. The dispenser will be explained and one of the hydrogen ICE

vehicles will be shown, highlighting the hydrogen tanks located in the truck bed. Finally, the

guide will demonstrate how the vehicle is refueled. At the end of the tour, the patrons will be

guided to a gift shop where they can purchase items, which will further promote hydrogen

technologies.

The goal of this tour is to show the public that hydrogen technology is safe and clean. The guide

will highlight the reduced emissions of the system. Education is an important part of promoting

and fulfilling a hydrogen economy. This program will encourage school field trips to teach

environmental responsibility and showcase hydrogen technologies that lead to a better

environment. The airport will also host an annual hydrogen technology fair. The fair will allow

students to take tours of the facilities, compete in contests and games (for example hydrogen

jeopardy), and take part in a hydrogen science competition where students can display their

research into hydrogen technologies accomplished during the school year.

5.2 Educational Materials

Columbia Metropolitan Airport already has an education center, which the H Team will expand

to include materials on the hydrogen technology implemented at the site. A series of pamphlets

will be created that give detailed information on the major components of the system such as the

fuel cell, electrolyzer, and hydrogen ICE vehicles.

5.3 Visual Ads

The H Team will use several ads to promote awareness of the improvements implemented at the

airport. Posters will be placed throughout the terminals that outline the benefit of using

hydrogen technology and briefly describe the advantages of using the technology at the airport.

The H Team will also purchase four LCD screens to place around the airport terminals. The

screens will repeatedly play an advertisement that describes the hydrogen power plant and its

benefits to the airport and the community.

The H-Team



24

Since people frequently use their laptops in the airport terminals, the H Team has decided to

replace the electrical outlet covers at the airport with covers that say hydrogen generated

electricity. When people plug in their laptops, they will immediately see where the electricity is

coming from. Air-brushed signs, saying “H2” in green, will be placed on the sides of the

hydrogen ICE vehicles making them a moving advertisement.

The H-Team will also advertise the hydrogen power plant through the internet and the local

newspaper. Prior to the completion of the power plant, ads will be placed in the local newspaper,

as shown on the next page, and on the airport website to show that state of the art hydrogen

technology is being installed at the airport.

A sample ad is presented on the following page. The ad is meant to peak the interest of the

viewer by showing them that hydrogen technology means the protection of the earth. Aspects of

the design are shown with the intent highlighting the free tour that the reader should take

advantage of.

The H-Team



25

H2

Come join the H Team on our

journey to the hydrogen future

at Columbia Metropolitan

Airport.

Experience our new hydrogen

powered 2008 Chevy Silverados

& take a tour of the

revolutionary hydrogen fuel cell

power plant!

PROTECT YOUR FUTURE WITH HYDROGEN!

THE PATH TO HYDROGEN

The H-Team



26

6.0 References

1. Live Search Maps. 2007. Microsoft Corporation. 30 Nov. 2007 <http://maps.live.com/>.

2. DFC300MA ™ Standard Powerplant Specification Summary. FuelCell Energy, Inc.,

2006.

3. Myers, Duane B., Brian D. James, John S. Lettow, C.e. Thomas, and Reed C. Kuhn.

"Cost and Performance Comparison of Stationary Hydrogen Fueling Appliances."

Directed Technologies, Inc. Apr. 2002. 10 Nov. 2007

<http://www.directedtechnologies.com/pages/p_fuel_options.html>.

4. PURELAB Option-S 7/15: Operator Manual. Lowell, MA: Vivendi Water Systems Ltd.,

2000.

5. HOGEN Hydrogen Generation System Technical Specifications. Wallingford:

Distributed Energy Systems, 2007.

6. "RIX 4VX Industrial Gas/Air Compressor Oil-Free Gas or Air Compression to 6000

Psig." RIX Industries. Aug. 2000. 30 Nov. 2007

<http://www.rixindustries.com/pdf/4vx.pdf>.

7. Ponist, Mark. "Quote Request." Email to the author. 21 Nov. 2007.

8. "Hydrogen Dispensers." General Hydrogen. 30 Nov. 2007

<http://www.generalhydrogen.com/fueling_dispensers.shtml>.

9. HICEV America US DOE Advanced Vehicle Testing Activity. Electric Transportation

Applications, 2005.

10. "Shop GM Vehicles." General Motors. 30 Nov. 2007

<http://www.gm.com/shop/results.jsp?bodyStyle=11&bodyStyle=12&bodyStyle=04&bo

dyStyle=05&bodyStyle=03&bodyStyle=13&bodyStyle=01&lowPrice=10000&highPrice

=65000&fuel=E85&fuel=HYBRID&fuel=DIESEL&fuel=30MPG&fuel=GAS&>.

11. Morrow, Kevin. "Hydrogen ICE Quote." Email to the author. 06 Nov. 2007.

12. Peters, Max S., Ronald E. West, and Klaus D. Timmerhaus. Plant Design and Economics

for Chemical Engineers. 5th ed. New York: McGraw Hill, 2003.

13. "Frequently Asked Questions." The Hydrogen Education Foundation's Hydrogen Student

Design Contest 2007/2008: Hydrogen Applications for Airports. 2007. Technology

Transition Corporation. 30 Nov. 2007 <http://www.hydrogencontest.com/faq.asp>.

14. "Utilities Department." City of Cayce South Carolina. 30 Nov. 2007

<http://www.cityofcayce-sc.gov/utilities.aspx>.

The H-Team



27

15. "Fuel Cell Handbook (Seventh Edition)." National Energy Technology Laboratory. Nov.

2004. EG&G Technical Services. 10 Oct. 2007

<http://www.netl.doe.gov/technologies/coalpower/fuelcells/seca/pubs/FCHandbook7.pdf

>.

16. " Rate 24 Time-of-Use Large General Service (2007)." South Carolina Electric & Gas

Company. 30 Nov. 2007 <http://www.sceg.com/en/commercial-and-

industrial/rates/electric-rates/>.

17. "Electric Power Pollution Calculator." Texas State Energy Conservation Office. 29 Nov.

2007. 29 Nov. 2007 <http://www.infinitepower.org/calc_pollution.htm>.

18. Morrow, Kevin. "Chevrolet Silverado/GMC Sierra HICE Conversion." ETEC. Roush. 17

Nov. 2007 <http://www.etecevs.com/hydrogen_ICE_vehicles/HICE_conversion.php>.

19. Cengel, Yunus A., and Michael A. Boles. Thermodynamics: an Engineering Approach.

4th ed. McGraw-Hill, 2001. 824.

20. Wiring info

The H-Team



Appendix - 1

Appendix

The wiring cost breakdown is shown in Tables A.1 and A.2.

Cable Routing Cable Type* Cable Cost/

1000 ft

Design

Length (ft)

Cost/

300ft

From CAE 480volt Buss to

Electrolyzer 3-#2, 1-#4 $ 1,726 300 $ 518

From CAE 480volt Buss to

Electrolyzer Cooling System 3-#4, 1-#4 $ 1,459 300 $ 438

From CAE 480volt Buss to H2

Compressor 3-#4, 1-#4 $ 1,459 300 $ 438

From CAE 480volt Buss to SMR 3-#4/0, 1-#2/0 $ 3,526 300 $ 1,058

From CAE 480volt Buss to a new

25kVA transformer to a new

120/240volt Panel

3-#2, 1-#4 $ 1,726 300 $ 518

From the Inverter Buss to existing

transformer for the Main Lobby 3-#2, 1-#4 $ 1,726 300 $ 518


transformer for the Terminal Front

Ticket Counter

3-#2, 1-#4 $ 1,726 300 $ 518


transformer for the Lighting and

Ticket Counter

3-#2, 1-#4 $ 1,726 300 $ 518


transformer for the Security Room

East Dock

3-#4, 1-#4 $ 1,459 300 $ 438


transformer for the Security Room

West Dock

3-#4, 1-#4 $ 1,459 300 $ 438


transformer for the Parking Garage 3-#4, 1-#4 $ 1,459 300 $ 438


transformer for the Parking Garage 3-#4, 1-#4 $ 1,459 300 $ 438

*Southwire, Quadruplex, 600volt,

Sureseal20

$ 3,304

Table A.1

The H-Team



Appendix - 2

Cable Routing from New 120/240volt

Panel

Conduct Type Cable Cost/

1000 ft

Design

Length (ft)

Cost/

300ft

From the new 120/240 volt panel to

the DI Water System

#12 Romex

NM-B with

ground

$ 785 100 $ 78


the H2 Dispenser

#12 Romex

NM-B with

ground

$ 785 100 $ 78


the H2 Storage Tanks

#12 Romex

NM-B with

ground

$ 785 100 $ 78


the Building Lighting

#12 Romex

NM-B with

ground

$ 785 100 $ 78


the Building Power Outlets (4) *3-#4, 1-#4 $ 1,459 300 $ 438


Miscellaneous Pumps

#12 Romex

NM-B with

ground

$ 785 100 $ 78


Miscellaneous Controls & Sensors

#12 Romex

NM-B with

ground

$ 785 100 $ 78

$ 908

Table A.2

The H-Team



Appendix - 3

Operating Scenario 1

Shown below, the DC/AC inverter (highlighted in blue) supplies electrical power to the

electrolyzer, two electrolyzer balance of plant loads, and three CAE existing loads. The CAE

480volt buss supplies electrical power (highlighted in red) to a new 25 kVA transformer and

120/240 VAC circuit breaker panel which has 7 loads. The CAE 480volt buss supplies electrical

power to a 4 CAE loads and the SMR system.

Figure A.1

CA

E

48

0V

AC

Bu

ss

, 3P

CA

E

48

0V

AC

Bu

ss

, 3P

480 V

AC

3P

Inve

rter

DC

/AC

480 V

AC

3P

Inve

rter

DC

/AC

CA

E

48

0V

AC

Bu

ss

, 3P

CA

E

48

0V

AC

Bu

ss

, 3P

480 V

AC

3P

Inve

rter

DC

/AC

480 V

AC

3P

Inve

rter

DC

/AC

480 V

AC

3P

Inve

rter

DC

/AC

480 V

AC

3P

Inve

rter

DC

/AC

480 V

AC

3P

Inve

rter

DC

/AC

480 V

AC

3P

Inve

rter

DC

/AC

The H-Team



Appendix - 4

Operating Scenario 2

Shown below, the DC-to-AC inverter (highlighted in blue) supplies electrical power to seven

CAE existing loads. The CAE 480volt buss suppliers electrical power (highlighted in red) to a

new 25 kVA transformer and 120/240 VAC circuit breaker panel which has 7 loads, the SMR

system, the electrolyzer, and two electrolyzer balance of plant loads

Figure A.2

CA

E

48

0V

AC

Bu

ss

, 3P

CA

E

48

0V

AC

Bu

ss

, 3P

480

VA

C

3P

Inve

rter

DC

/AC

CA

E

48

0V

AC

Bu

ss

, 3P

CA

E

48

0V

AC

Bu

ss

, 3P

480

VA

C

3P

Inve

rter

DC

/AC

CA

E

48

0V

AC

Bu

ss

, 3P

480

VA

C

3P

Inve

rter

DC

/AC

480

VA

C

3P

Inve

rter

DC

/AC

The H-Team



Appendix - 5

The following table shows that for the electrical power consumed, the carbon dioxide (CO2)

emissions are the major contributor to air pollution at Columbia Metropolitan Airport. Emissions

reach peak values during summer months when the electrical power consumption is highest for

the whole year.

CAE Air Pollution

Month

Total Energy Consumption Charges ($)

Total Energy Consumption

(kWh)

Greenhouse Gases (CO2),

lb/month

Nitrogen Oxides (NOx),

lb/month

Sulfur Dioxide (SO2),

lb/month

Jan 48,438 736,670 1,438,717 2,348 8,745

Feb 47,073 715,912 1,398,176 2,282 8,499

Mar 49,231 748,730 1,462,270 2,386 8,888

Apr 48,457 736,960 1,439,283 2,349 8,748

May 57,471 874,052 1,707,024 2,786 10,376

Jun 56,979 866,564 1,692,399 2,762 10,287

Jul 60,871 925,766 1,808,021 2,950 10,990

Aug 58,963 896,742 1,751,337 2,858 10,645

Sep 54,836 833,974 1,628,751 2,658 9,900

Oct 52,351 796,178 1,554,936 2,537 9,451

Nov 50,149 762,701 1,489,555 2,431 9,054

Dec 47,162 717,259 1,400,807 2,286 8,515

Average 52,665 800,959 1,564,273 2,553 9,508

Table A.3: Simulated results of current total electric charges and emission levels17

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