NREL Gap Analysis
Karen Hall, National Hydrogen Association

The National Renewable Energy Laboratory (NREL) has published a new report entitled: Vehicle Codes and Standards: Overview and Gap Analysis.

The report covers six alternative fuels in an effort to provide a coordinated approach to alternative fuel vehicle technologies codes and standards.

The six fuels covered are:

  1. Biodiesel
  2. Natural Gas (NG)
  3. Electricity
  4. Ethanol
  5. Hydrogen
  6. Propane

The report is available online at http://www.nrel.gov/docs/fy10osti/47336.pdf. 

The Value and Necessity of Regulatory Affairs
Robert Wichert, U.S. Fuel Cell Council

Regulatory Affairs provides a basis for product safety and commercialization by ensuring manufacturers the ability to sell products that comply with local, national and international laws as well as helping to minimize legal risks associated with product safety. No company wants to sell an unsafe product. National and international standardization allows all stakeholders to provide their input to safety, interchangeability and performance standards for the benefit of everyone. In North America, standards provide the basis for the UL, CSA and other laboratory listing and labeling required to satisfy insurance underwriting concerns for the entire distribution chain without excessive laboratory investigation fees, saving money for manufacturers compared to “going it alone”. Standards and recommended practices also provide the basis for achieving compliance with regulations such as Federal Motor Vehicle Safety Standards; Building and Fire Code Regulations; Consumer Product Safety Commission Regulations; National and International Air, Ground and Sea Transport Regulations; as well as local, state, national and international laws regarding occupational safety, consumer protection, hazardous materials, recycling, waste disposal and more. Fuel quality and accuracy of fuel dispensing for all fuels, not just gasoline and hydrogen, is a vital consumer protection function and such quality and accuracy is mandated throughout the world.

International Standards provide the basis for compliance with European Directives and other laws that regulate products and services in Europe and Asia. The “CE” certification requires such compliance and international standards are a recognized path to compliance. Japanese standards are harmonized with international standards for this reason.

The risk of recalls and litigation is minimized by having proper safety standards developed by stakeholders in such a manner that the products are designed properly and manufactured in compliance with recognized industry guidance.

When tax legislation, government incentives, Energy Star certification or other performance requirements need to be met, industry developed performance standards provide a level playing field for everyone. In addition, performance standards provide guidance for consumers, allowing them to choose the best products to suit their needs and their budget.

Interchangeability standards can provide access to markets for component manufacturers as well as access to low cost components for manufacturers where they deem it appropriate.

The Value and Necessity of Regulatory Affairs
Robert Wichert, U.S. Fuel Cell Council

Regulatory Affairs provides a basis for product safety and commercialization by ensuring manufacturers the ability to sell products that comply with local, national and international laws as well as helping to minimize legal risks associated with product safety. No company wants to sell an unsafe product. National and international standardization allows all stakeholders to provide their input to safety, interchangeability and performance standards for the benefit of everyone. In North America, standards provide the basis for the UL, CSA and other laboratory listing and labeling required to satisfy insurance underwriting concerns for the entire distribution chain without excessive laboratory investigation fees, saving money for manufacturers compared to “going it alone”. Standards and recommended practices also provide the basis for achieving compliance with regulations such as Federal Motor Vehicle Safety Standards; Building and Fire Code Regulations; Consumer Product Safety Commission Regulations; National and International Air, Ground and Sea Transport Regulations; as well as local, state, national and international laws regarding occupational safety, consumer protection, hazardous materials, recycling, waste disposal and more. Fuel quality and accuracy of fuel dispensing for all fuels, not just gasoline and hydrogen, is a vital consumer protection function and such quality and accuracy is mandated throughout the world.

International Standards provide the basis for compliance with European Directives and other laws that regulate products and services in Europe and Asia. The “CE” certification requires such compliance and international standards are a recognized path to compliance. Japanese standards are harmonized with international standards for this reason.

The risk of recalls and litigation is minimized by having proper safety standards developed by stakeholders in such a manner that the products are designed properly and manufactured in compliance with recognized industry guidance.

When tax legislation, government incentives, Energy Star certification or other performance requirements need to be met, industry developed performance standards provide a level playing field for everyone. In addition, performance standards provide guidance for consumers, allowing them to choose the best products to suit their needs and their budget.

Interchangeability standards can provide access to markets for component manufacturers as well as access to low cost components for manufacturers where they deem it appropriate.

Fuel Cell and Hydrogen Cargo Shipping – An update:

The US Fuel Cell Council has continued our successful multi-year effort to obtain standardized international regulatory approval for cargo shipment of fuel cells and fuel cell vehicles, and approval to carry fuel cells and their fuels on passenger aircraft as carry-on baggage. The ICAO and the UN recognize the USFCC as the voice of the industry. The USFCC has consultative status at the United Nations Sub-Committee of Experts on the Transport of Dangerous Goods (UN SCETDG) and participatory observer status at the International Civil Aviation Organization Dangerous Goods Panel (ICAO DGP). The ICAO Technical Instructions for the Safe Transport of Dangerous Goods by Air now allow passengers and crew to bring on board all fuel types and their fuel cell devices as carry-on baggage. This change, obtained through the efforts of the USFCC in 2007, took effect on January 1, 2009. This change has also been adopted in the US, partly through the efforts of the USFCC. The ICAO DGP approved changes to the ICAO Technical Instructions proposed by the USFCC in November of 2009 that will allow most fuel cell fuel cartridges to be carried as checked baggage, starting in 2011.

The ICAO DGP also approved changes to the ICAO Technical Instructions proposed by the USFCC in November of 2009 that will allow fuel cell cartridges to be shipped as “limited quantities” under certain circumstances to make shipping of these small quantities easier while not increasing risk to the public. 

The ICAO DGP also approved changes to the ICAO Technical Instructions co-authored by the USFCC in cooperation with IATA in November of 2009 that will allow fuel cells using “satellite cartridges” to be carried on board as carry-on baggage, along with their cartridges. 

In addition to changes to the ICAO Technical Instructions involving small fuel cells and fuel cell cartridges discussed above, the ICAO DGP also approved changes to the ICAO Technical Instructions in November of 2009 that will allow fuel cell vehicles and fuel cell engines to be treated the same as other vehicles and engines using similar fuels. This equitable treatment for fuel cell vehicles and fuel cell engines was preceded by changes to the United Nations Recommendations on the Transport of Dangerous Goods, Model Regulations, proposed by the USFCC in 2008 and approved by the UN SCETDG in December of 2008.

The ICAO DGP also agreed in November of 2009 to revise the ICAO Technical Instructions to allow routine shipment of hydrogen stored in metal hydrides, without special permits or special permissions from the various country authorities. This change followed successful proposals made by the USFCC to the UN SCETDG in December of 2008. All of the changes to the ICAO Technical Instructions discussed above will take effect on January 1, 2011.

The International Maritime Organization Dangerous Goods Code was also recently revised using suggested language from the USFCC, along with revisions already accomplished by the USFCC at the UN SCETDG, to provide for proper treatment of fuel cell vehicles and fuel cell engines when transported by seagoing vessel. The US Fuel Cell Council has continued our successful multi-year effort to obtain standardized international regulatory approval for cargo shipment of fuel cells and fuel cell vehicles, and approval to carry fuel cells and their fuels on passenger aircraft as carry-on baggage. The ICAO and the UN recognize the USFCC as the voice of the industry. The USFCC has consultative status at the United Nations Sub-Committee of Experts on the Transport of Dangerous Goods (UN SCETDG) and participatory observer status at the International Civil Aviation Organization Dangerous Goods Panel (ICAO DGP). The ICAO Technical Instructions for the Safe Transport of Dangerous Goods by Air now allow passengers and crew to bring on board all fuel types and their fuel cell devices as carry-on baggage. This change, obtained through the efforts of the USFCC in 2007, took effect on January 1, 2009. This change has also been adopted in the US, partly through the efforts of the USFCC. The ICAO DGP approved changes to the ICAO Technical Instructions proposed by the USFCC in November of 2009 that will allow most fuel cell fuel cartridges to be carried as checked baggage, starting in 2011.

The ICAO DGP also approved changes to the ICAO Technical Instructions proposed by the USFCC in November of 2009 that will allow fuel cell cartridges to be shipped as “limited quantities” under certain circumstances to make shipping of these small quantities easier while not increasing risk to the public. 

The ICAO DGP also approved changes to the ICAO Technical Instructions co-authored by the USFCC in cooperation with IATA in November of 2009 that will allow fuel cells using “satellite cartridges” to be carried on board as carry-on baggage, along with their cartridges. 

In addition to changes to the ICAO Technical Instructions involving small fuel cells and fuel cell cartridges discussed above, the ICAO DGP also approved changes to the ICAO Technical Instructions in November of 2009 that will allow fuel cell vehicles and fuel cell engines to be treated the same as other vehicles and engines using similar fuels. This equitable treatment for fuel cell vehicles and fuel cell engines was preceded by changes to the United Nations Recommendations on the Transport of Dangerous Goods, Model Regulations, proposed by the USFCC in 2008 and approved by the UN SCETDG in December of 2008.

The ICAO DGP also agreed in November of 2009 to revise the ICAO Technical Instructions to allow routine shipment of hydrogen stored in metal hydrides, without special permits or special permissions from the various country authorities. This change followed successful proposals made by the USFCC to the UN SCETDG in December of 2008. All of the changes to the ICAO Technical Instructions discussed above will take effect on January 1, 2011.

The International Maritime Organization Dangerous Goods Code was also recently revised using suggested language from the USFCC, along with revisions already accomplished by the USFCC at the UN SCETDG, to provide for proper treatment of fuel cell vehicles and fuel cell engines when transported by seagoing vessel. 

International Working Group on Hydrogen Refuelling Stations Meets in Paris
Karen Hall, National Hydrogen Association

On February 24-25, ISO/TC 197 Working Group (WG) 11 met in Paris to address the Compilation of Comments from circulation of the Committee Draft. The meeting also provided an opportunity to update the WG in progress from the two active Task Groups:

  • Task Group 1 on separation distances
  • Task Group 2 on dispensing

Highlights of Discussion and Issues
At the 2009 Plenary meeting, ISO/TC 197 changed the scope of ISO 20100 as follows:

This international standard specifies the design, operation and maintenance characteristics of standalone outdoor public and non-public, and indoor warehouse fuelling stations that dispense gaseous hydrogen used as fuel onboard land vehicles of all types.

Residential and home applications to fuel land vehicles are excluded from this technical specification.

The fuelling station may comprise, as applicable, the following as shown in Figure 1:
  • Delivery of hydrogen by pipeline, trucked in gaseous and/or liquid hydrogen;
  • On-site hydrogen generators using water electrolysis process or hydrogen generators using fuel processing technologies;
  • Liquid hydrogen storage, pumps and vaporizer;
  • Gaseous hydrogen compression and purification systems;
    NOTE When the fuelling station comprises an on-site hydrogen generator, a compressor/purifier system is commonly integrated into it.
  • Gaseous hydrogen buffer storage;
  • Pre-cooling device;
  • Gaseous hydrogen dispensers.

The addition of "standalone" in the scope creates an issue because the aim is to integrate hydrogen with other fuels. This was added because of ISO timetable and plans to include integration issues. It was noted during the WG 11 meeting that energy companies have no use for a document for standalone hydrogen stations. As the hydrogen processing equipment is standalone, the WG need only address integrating the dispensers – deal with safety distances and hazard zones. Task Group (TG) 2 could look at this work, since it is about dispensers.

The WG discussed the opportunity to apply the SD table (Standard safety distances for passive gaseous hydrogen systems – NEW) to integrated hydrogen refuelling stations – TG 2 took this action item and agreed to work with TG 1 on layouts.

The table created by TG 2 will be retained as an Annex. TG 2 is to complete detailed review to ensure all elements of the table are reflected in the text of Chapter 7 and Chapter 11.

The addition of indoor refuelling is to be addressed by TG 1 prior to circulation of the Draft International Standard. 

Since operations and maintenance was added to the scope of the document, an issue was raised of the need to avoid replacing hoses with hoses not fit for hydrogen use, or maintenance personnel accidentally replacing a 350 bar hose and nozzle assembly onto a 700 bar dispenser. If this were to occur, a 350 bar car would be able to connect and overpressure could occur. The question was raised: Do we need unique standardized fittings for all connection points?

An additional call for experts is needed to address the change in scope. Participating countries are asked to seek representation with operation and maintenance expertise, and report back to the convener. 

Next Meeting
The WG is looking for an opportunity to meet in September in Japan. The Japanese experts are to consult with their national committee and propose a date and location.

New International Working Group Holds Kick-Off Meeting in Tokyo
Karen Hall, National Hydrogen Association

ISO/TC 197 Working Group (WG) 14 held its first meeting on March 5th in Tokyo. This new working group is developing ISO 14687-3: Hydrogen fuel — Product Specification — Part 3: Proton exchange membrane (PEM) fuel cells applications for stationary appliances.

Discussion and Issues
Stationary PEM fuel cells do not require the same level of purity of hydrogen as PEM fuel cell road vehicles, although the constituents of the impurity are still important.

The new working group discussed the merits of having all grades of hydrogen in a single document ultimately, but agreed the scope of the task at hand is to define requirements for hydrogen quality and sampling for PEM stationary fuel cell systems.

WG 14 began refining the draft scope of the standard as follows:

This international Standard specifies the quality characteristics of hydrogen fuel in order to assure uniformity of the hydrogen product for utilization in stationary proton exchange membrane (PEM) fuel cell power systems.

This standard covers stationary PEM fuel cell power systems that are connected and fixed in place, and is applicable to:
  • distributed power generation
  • back-up power generation
  • remote power generation
  • power generation for telecom applications; and
  • cogeneration for residential and commercial applications.
This standard applies when the supplier and the system manufacturer agree on the hydrogen specification as described herein. This standard does not apply to micro, portable, and motive applications.

Feedback on the proposed scope is being sought. There is interest in ensuring the standard will not be mandatory unless both supplier and manufacturer agree. The wording needs to cover the case where individual contracts take precedence over standards as well as the case where adopted standards may carry the force of law.

The working group agreed to harmonize with ISO 14687-2 as much as practical. It was noted that the hydrogen supply methods for stationary applications will be different than for hydrogen refueling stations. In addition, cycle times and anticipated system lifetimes will be different for the two applications. Therefore the constituent limits and method of testing fuel quality would need to be different between stationary applications and vehicle refueling.

The WG recognizes that the hydrogen supply for stationary applications may include reformate, hydrogen produced following pressure swing absorption (PSA) of reformate, and hydrogen produced from electrolysis. Therefore the WG may create multiple specifications that relate to the feedstock for the stationary fuel cell system.

An appropriate boundary point would be defined where the hydrogen quality sample will be taken. This will be between the final production and the fuel cell, and will relate to the stationary fuel cell system. 

The WG agreed to work on pipeline hydrogen first, then consider hydrogen cylinder (remote power) applications.

There was also agreement to start work with impurities composition of single-pass gas flow before discussing that of recycle gas flow.

The activity will begin with systems assuming 40,000 hours of life, and then consider other lifetimes.

Water content is to be reported, but not specified. The table is based on dry hydrogen.

The work is preliminary, and countries are now encouraged to provide additional experts. In particular, hydrogen supply and gas distribution experts are needed.

Date of Next Meeting
The WG desires a meeting in September in Canada. If Canada is unable to host, the meeting may take place in the US. 

International Short Course and Advanced Research Workshop: Hydrogen and Fuel Cell Technologies and Case Studies
Joan Casey, HySAFER Centre

You are invited to attend the 7th International Short Course and Advanced Research Workshop in the popular series 'Progress in Hydrogen Safety', Hydrogen and Fuel Cell Technologies and Case Studies organised by the HySAFER Centre at the University of Ulster. 

This course will be delivered by keynote speakers who are experts in their field from: Japan, Russia, France, Germany and UK who will present on the state of the art development in hydrogen and fuel cell technologies. The brochure, programme and registration form can be downloaded athttp://hysafer.ulster.ac.uk/phs/

Workshop Facts

WHAT: Hydrogen and Fuel Cell Technologies and Case Studies. Seventh in the series "Progress in Hydrogen Safety" 

WHERE: University of Ulster, Jordanstown, Belfast, UK

WHEN: 26 - 30 April 2010

COST: £950 GBP (£250 GBP for 1 days attendance)
PgCert/PgDip/MSc in Hydrogen Safety

ISO/TC 197 Meeting to be Held in Essen, Germany

It has recently been announced that the 2010 ISO/TC 197 Plenary will be held in Essen, Germany on Sunday May 16, in conjunction with the World Hydrogen Energy Conference (WHEC).

For more information on WHEC 2010, please the following website:www.whec2010.com.

Working group meetings may also be scheduled during WHEC. Details are not yet available.