report on hydrogen-fueled transportation network in ...the city is the largest and most populous...

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Report on

Hydrogen-Fueled Transportation Network in Auckland, New Zealand

Submitted to Professor Jeonghwan Jin

Introduction to Engineering Design 100_010

03 MAY 2011

By: Group 7

Ashley Weaver Josh Looney Dan Strivelli Jinwen Zhu

As part of the Engineering Design 100 curriculum at the Pennsylvania State University, and in

collaboration with Air Products, each design team was tasked with the generation, transport,

storage, and dispense of hydrogen fuel in the context of a specific city’s transportation network.

Costs, both financially and environmentally, were considered. This report will focus on the

processes involved in large-scale hydrogen penetration in Auckland, New Zealand to determine

whether it is a feasible model for future consideration.

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TABLE OF CONTENTS

LIST OF FIGURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

ABSTRACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

I. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

a. Mission Statement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

b. Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

c. Auckland, New Zealand . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

i. Geography and Demographics . . . . . . . . . . . . . . . . . .7

ii. Why Auckland? . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

1. Transportation Nightmare . . . . . . . . . . . . . . . .8

2. Natural Resources . . . . . . . . . . . . . . . . . . . . . .9

3. World Power . . . . . . . . . . . . . . . . . . . . . . . . .10

II. DEMAND ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

III. PRELIMINARY CONCEPT DEVELOPMENT . . . . . . . . . . . . .12

a. Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

b. Concept Selection Matrix . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

IV. DETAILED CONCEPT DESCRIPTION . . . . . . . . . . . . . . . . . .14

a. Progression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

i. Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

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ii. Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18

b. Station Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20

V. SAFETY AND SUSTAINABILITY . . . . . . . . . . . . . . . . . . . .24

a. Safety Concerns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24

b. Environmental Concerns . . . . . . . . . . . . . . . . . . . . . . . . . .25

VI. ECONOMICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

VII. CONCLUSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28

a. Summary of Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28

b. Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29

c. Acknowledgments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29

VIII. WORKING BIBLIOGRAPHY . . . . . . . . . . . . . . . . . . . . . .30

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LIST OF FIGURES

Figure Page

1. Public Transportation Patronage 8

2. Concept Selection Matrix 13

3. Cost Analysis 26

Image Page

1. Arial View of Auckland Area 7

2. System Schematic 14

3. Location of the Mill Industrial Park 14

4. Location of Nga Awa Purua 15

5. Steam Methane Reformation Process 17

6. Pipeline Installation 18

7. Arial View of Car Fueling Station 20

8. Entire Station 21

9. Vacuum & Air 21

10. Convenient Store 22

11. Pumps 23

12. Overhead View of Station 23

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ABSTRACT

The objective of this project was to explore the engineering design process in the creation of a

hydrogen-centered transportation network in Auckland New Zealand. Generation, transport,

storage, and dispensing methods were explored and critiqued in order to determine the most

beneficial process in terms of cost and sustainability.

Through selection methods it was determined that, due to ample geothermal resources on the

North Island of New Zealand, geothermal energy would be utilized for the electricity needs of

our hydrogen production. A steam methane reforming plant located 27 km from Auckland City

would produce hydrogen at a rate of 481,200 kg per day. Once created, this hydrogen would be

transported via pipeline to Auckland City, dispersing to 33 small-vehicle stations and 3 public

transportation stations. At each station, the hydrogen would be compressed and cooled, allowing

for both 350 BAR and 700 BAR hydrogen to be dispensed. Each station would also provide

standard amenities such as a convenient store, window wash, air, vacuum, and trash receptacles.

Additionally, the proposed stations feature LCD touch screens and RFID readers (which would

correlate with ID chips in each hydrogen car). Given current monetary values, the initial cost of

the proposed process comes to $713,582,720 and the annual cost comes to $3,266,964,786.

Profit after 10 years is $7,659,340,397, putting the profit rate at 93%.

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I. INTRODUCTION

a. Mission Statement

The goal of this project was to design a hydrogen-dependent transportation network in an

existing city, providing the means for production, transport, storage, and distribution of the

hydrogen through renewable and sustainable techniques. With the characteristics and needs of

the city in mind, a standardized fueling station for both private vehicles and mass transit was to

be designed and modeled.

b. Design Criteria The fueling stations were to be designed to supply both pure H2 and compressed natural gas

blends (HCNG) to support both the public and private transportation sectors. The process was

encouraged to be facilitated by as many renewable components as possible, developing a system

in parallel with Air Products’ commitment to safety, sustainability, and the environment.

Logistically, each station was to provide hydrogen at both 350 BAR and 700 BAR pressure for

commercial vehicles and cars respectively. Natural Gas blends, which contain 30% hydrogen,

would also be supplied at 250 BAR pressure for public transit. In designing the stations at hand,

considerations had to be made in terms of where the hydrogen was coming from, as well as how

to store and dispense the hydrogen/HCNG once it arrived on-site.

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c. Auckland, New Zealand

i. Geography and Demographics

The recipient city of the proposed ‘H2 Renaissance’ is Auckland, New Zealand. Known by the

locals as the City of Sails, Auckland is located on the country’s Northern Island on an isthmus

between the Manukau Harbor on the Tasman Sea and the Waitemata Harbor on the Pacific

Ocean.

NASA Earth Observatory

The city is the largest and most populous urban center in the country, home to 1,461,900

residents (Statistics New Zealand). In terms of land encompassed, Auckland City covers an area

of 1,086 km2 with a considerably light population density of 1,247.6 per 1 km2 (Statistics New

Zealand).

Image [1] Aerial View of Auckland Area

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ii. Why Auckland?

a. Transportation Nightmare

Auckland City is a viable candidate for this project for several reasons, all of which will impact

the country and the world on a large scale. First and probably the most pertinent motive is the

city’s excessive private transportation sector. Currently, according to the North Shore City

Council, “Auckland now has the second highest vehicle ownership rate in the world, with around

578+ vehicles per 1000 people (North Shore City Council).” There are approximately 652,000

private cars registered in the city (Dearnaley). And, this number is only growing larger as the

public transportation system fails to create enough presence. The chart below shows the trend:

public transportation patronage levels have fallen by almost 50% within the last 25 years

(Ministry of Economic Development).

Because options like developing more roads to facilitate the growing demand are considered

impossible due to hideous costs, “geographical constraints”, and increased community and

Public Transportation Patronage

Figure [1] Transportation Patronage

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environmental impacts”, emphasis on public transit is the necessary step in improving intense

traffic issues and CO emissions that have arisen (Rudman).

With transportation reform on the brain, city officials will be ready to talk about the hydrogen

initiative. In decreasing the number of cars, putting considerably more emphasis on building up a

public transportation fleet, and eliminating gasoline from the picture, Auckland will be on its

way to developing an environmentally savvy city that mirrors its picturesque landscape.

b. Natural Resources

The Auckland area is overflowing with natural resources that would be perfect sources of energy

to facilitate the hydrogen-production process. Most notably are New Zealand’s potentials for

ample hydroelectric, wind, geothermal, and even ocean energy generation efforts. Currently, the

Auckland area’s primary renewable resource utilized is hydroelectric. However, because of New

Zealand’s concentration of volcanic potential, geothermal energy is looking like an extremely

attractive option. Mighty River Power, one of New Zealand’s largest energy providers and an

activist for renewable energy generation, believes that Auckland’s energy future lies in

geothermal energy. Joan Withers, Mighty River Power Chair, states,

“We are seeing the importance of geothermal, at a company level in broadening and

diversifying Mighty River’s predominately renewable generation base – reducing

exposure to the risks of weather and hydrology. And, for New Zealand Inc, this is an

important story both in increasing generation from renewables and opening up new

growth options offshore. Over the past decade, by using new technologies to tap deep

reservoirs that enable sustainable use of this country’s geothermal reservoirs, geothermal

has gone from a minor fuel (around 5%), to significantly reducing the requirement for

New Zealand to burn coal and helping to reduce greenhouse gas emissions from

electricity generation (Mighty River Power).”

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Wind is also viable due to New Zealand’s “hilly topography and long coastline”, as is

ocean power (an underdeveloped resource) (Mighty River Power). Opportunities are available to

support hydrogen production in a sustainable, low-emission approach

c. World Power

In the 2008 World Cities Study Group’s inventory, Auckland City was classified as an Alpha

World City, placing it on the list of the world’s top economic, political, cultural, and

infrastructural influences (GaWC). With this in mind, it is clear that investing in a Hydrogen

City initiative here in Auckland would be a strategic marketing tool for the rest of the globe. A

city of the predicted caliber would outshine other powerful cities in terms of progressivism and

sustainability, therefore pulling the rest of the world into a much needed competition towards

reducing worldwide carbon footprint. It is an important move, one that will have much impact on

the course of a ‘Better Fuel’ campaign.

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II. DEMAND ANALYSIS

Because the Auckland City area encompasses such a large population and their personal

transportation vehicles, the demand for hydrogen fuel would be very high. And, it is important to

note the light population density. The majority of those who work within the Auckland City

Central Business District, the hub and business center of the country, live outside the district’s

limits, thus presenting a need for fueling station dispersion and availability. With the assumption

that, on average, most people will be using their cars solely to travel back and forth from work, it

was estimated that each private vehicle will fill up every 7 days. And, it was predicted that, like

most average buses, each bus will have to fill its tank once every day.

Number of Private Vehicles – 652 000 Number of Buses/Public Transport Vehicles – 1 700 In determining how to approach such a congested area, some predictions were made in terms of

future transportation developments. Because of the predicted continued growth of car ownership

within the city, it was obvious that some initiative had to intervene in order to stop the climb.

This will only be possible with an increased emphasis on building up the public transportation

bus fleet. It was inferred that, in projected years, such encouragement and distribution of funds

will keep the number of cars stagnant at 652 000 (before a decrease can occur in subsequent

years), as well as add an additional 1 000 buses to the fleet.

These are the numbers used in following calculations in order to show the ‘decongestion’ efforts

that are expected within years to come.

Additionally, it is important to note that, in terms of seasonal changes throughout the year,

Auckland climate does not merit concern in this area. Temperatures hover right around 70

degrees all year round, thus posing no real influence on car usage in one season verses another.

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III. PRELIMINARY CONCEPT DEVELOPMENT

a. Calculations

Before it could be decided which progression of hydrogen production would be used, some vital

calculations were made to determine 1) how much hydrogen would be needed to support such a

large transportation network and 2) how much electricity, water, and/or natural gas would be

required in each case. Through this set of criteria, it was decided which methods could facilitate

this development.

Privately-Owned Vehicles:

Public Transit:

Totals:

# of cars/7 days = 652 000/7 ~ 93 000 cars per day

12 pumps per station x 10 cars per hour per pump x 24 hours per day = 2 880 cars per station per day

93 000 cars per day / 2 880 cars per station per day ~ 33 stations

93 000 cars per day * 5 kg H2 per car = 465 000 kg H

2 per day

2700 buses per day

12 pumps per station x 4 buses per hour per pump x 18 hours per day = 864 buses per station per day

2700 buses per day / 864 buses per station per day ~ 3 stations

2700 buses per day * 30 kg HCNG per bus * 0.2 hydrogen content = 16200 kg H2 per day

2700 buses per day * 30 kg HCNG per bus * 0.8 natural gas content = 64800 kg natural gas per day

Total Hydrogen Required = 481200 kg H2 per day

Total Natural Gas Required (Not counting SMR) = 64800 kg natural gas per day

Total Electricity Required = 391.3 GWh electricity yearly

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a. Concept Selection Matrix

Criteria Selection Criteria

Weight (1-5)

A. Wind B. Hydroelectric C. Geothermal D. Ocean

Feasibility of Cost

4 3 x 4 4 x 4 4 x 4 2 x 4

Availability of Source

5 4 x 5 4 x 5 5 x 5 5 x 5

Environmental Impact

4 4 x 4 2 x 4 4 x 4 2 x 4

Efficiency

3 3 x 3 4 x 3 4 x 3 4 x 3

TOTAL 57 56 69 53

Figure [2] Concept Selection Matrix

To determine which renewable method of producing electricity would be used, a selection matrix

was utilized. Each criterion was denoted a weight or importance factor from 1 through 5 (5

having the most importance and 1 having the least importance). As can be seen from the chart,

geothermal energy was figured as the most reasonable choice given the present condition of the

country. It is doable in terms of cost, is amply available in many areas due to volcanic activity

and hot springs, makes little negative effects on the environment, and is a fairly efficient energy

source.

IV. DETAILED CONCEPT DESCRIPTION

To support the hefty amounts of hydrogen needed to support our transportation system

decided to convert methane to hydrogen by steam methane reforming which is the most efficient

way to produce hydrogen now. Since

currently in use, we would be required

Industrial Park, located 27 km away from

Image [3] Location of The Mill Industrial Park in 14

DETAILED CONCEPT DESCRIPTION

a. Progression

the hefty amounts of hydrogen needed to support our transportation system


way to produce hydrogen now. Since Auckland does not have a methane reforming plant

currently in use, we would be required to build our own. The plant would be built in The Mill

located 27 km away from Auckland city.

The Mill Industrial Park

Image [2] System Schematic

Image [3] Location of The Mill Industrial Park in Relation to Auckland

the hefty amounts of hydrogen needed to support our transportation system, we


not have a methane reforming plant

built in The Mill

We found BOC Gas New Zealand, Limited, a gas company which supplies

gas straight to the industrial park. To produce hydrogen, we need electricity to run the

system. For this part, it was decided

source. One of the largest energy produce

called Nga Awa Purua (located North of Taupo, New Zealand)

to generate electricity. Basically, we would

This geothermal plant produces about

need for one year is about 391.3 GWh.

plant.

After hydrogen is produced, it would go through

the outer rim of the Auckland and then use finger pipes (~10 cm

station.

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We found BOC Gas New Zealand, Limited, a gas company which supplies pipelines

. To produce hydrogen, we need electricity to run the

system. For this part, it was decided to use a renewable energy ---geothermal, which is an ample

source. One of the largest energy producers in New Zealand, Mighty River Power, runs a

(located North of Taupo, New Zealand) which uses geothermal

Basically, we would let the electricity go through wires reaches the plant.

about 1,100 GWh of electricity annually. The total electricity we

need for one year is about 391.3 GWh. We can get enough electricity from this geothermal

would go through pipes (~40 cm diameter) from the plant to reach

d and then use finger pipes (~10 cm diameter) to disperse it to each

Image [4] Location of Nga Awa Purua

pipelines of natural

. To produce hydrogen, we need electricity to run the whole

, which is an ample

s in New Zealand, Mighty River Power, runs a plant

geothermal reservoirs

wires reaches the plant.

100 GWh of electricity annually. The total electricity we

geothermal

from the plant to reach

diameter) to disperse it to each

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i. Generation

Steam Methane Reformation

Our proposed method of hydrogen production involves a very modern process called Steam

Methane Reforming (SMR) otherwise known as Fossil Fuel Reforming. The process involves

using existing hydrocarbons that are present in fossil fuels, mainly natural gas, and through

treatment and other chemical reactions produces pure hydrogen stock. This method of hydrogen

production is the most cost effective and is generally about seventy [70] percent efficient (Smart

Energy). The process exists with 4 main phases: pretreatment, reformation, gas shift, and

purification.

Pretreatment

At the beginning of the SMR procedure lines of natural gas are fed into quartz-lined drums with

leak proof valves. The natural gas contains main hydrocarbons that will be used in the

reformation stage. The most desirable and efficient compound in the feedstock is Methane

(CH4). The natural gas is diffused through carbon filters that are layered through the filtration

drum which removes catalytic elements that prohibit the reaction from starting.

Reformation

After the methane is extracted amongst other small-quantity hydrocarbons, the gaseous mixture

makes its way through more piping into a reactor. The new titanium barrel is pressurized to

approximately 200 bar before steam is introduced for the reaction. After pressurization, high

temperature steam (750ºc - 850ºc) flows into the barrel and a synthetic gas known as Syngas is

formed. The molecular makeup of this compound is (H2 + CO). This Syngas mixture is rich in

poisonous carbon monoxide which must be removed for safety reasons. The gas is allowed to

cool to prepare for the gas shift phase of the process.

Water-Gas Shift

When the Syngas enters the next phase it is very dense with carbon monoxide. For safety

reasons, the mixture is again reacted with steam in two stages. In the first stage called Low

Temperature Shift (LTS) the mixture is reacted through nickel plated pipes (which act as a

catalyst) with lower temperature steam (180º

quickly flashed with higher temperature steam (325º

Temperature Shift (HTS) again using nickel catalysts to allow for the output to be collected

efficiently. From this stage of the

to a new gaseous mixture composed of hydrogen and carbon dioxide (CO

is a usable compound, the mixture moves into the last stage, purification.

Purification

In the purifying stage, the mixture of H

form. The SMR plant then employs a complex process known as Pressure Swing Absorption

(PSA) to remove the CO2 from the mixture leaving behind 99.99% pure H

to use, this causes somewhat of a problem in that trying to

by-product being carbon dioxide.

emissions)

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catalyst) with lower temperature steam (180ºc - 200ºc). After this mixture is in a stable state, it is

quickly flashed with higher temperature steam (325ºc - 400ºc) in the second stage known as High


efficiently. From this stage of the reformation process the carbon monoxide rich gas has shifted

to a new gaseous mixture composed of hydrogen and carbon dioxide (CO22). As carbon dioxide

is a usable compound, the mixture moves into the last stage, purification.

g stage, the mixture of H2 and CO2 is pressurized and cooled until it is in liquid


from the mixture leaving behind 99.99% pure H2. In the plant we

to use, this causes somewhat of a problem in that trying to reduce carbon emissions has le

product being carbon dioxide. (See Environmental Concerns for plan to deal with such

Image [5] Steam Methane Reformation Process


in a stable state, it is

in the second stage known as High


reformation process the carbon monoxide rich gas has shifted

2). As carbon dioxide

is pressurized and cooled until it is in liquid


. In the plant we plan

reduce carbon emissions has led to a

(See Environmental Concerns for plan to deal with such

Pipelining

After the SMR process, which separates fossil fuels such as natural gas into carbon dioxide and

pure hydrogen, the hydrogen must be transported from our production plant to the central city

where it will be used in our hydrogen pumps.

trucking fuel into the cities, we assume that this project involves long

technology will be used from the time of installation forward. For this reason, we have decided it

would be most cost-effective to install pipelines from the SMR plant to the metropolis area.

To transport the fuel, we are given two main options in what form we should move the fuel. To

move liquid hydrogen, you would need to

methane reforming process and would need to keep it cooled from the point or origin to the

hydrogen stations. Although the technology exists to make this happen, it is costly and

unnecessary for this project operation. Instead we chose to transport the fuel in the gas phase.

The pipes we will use will be crafted from schedule 40 welded steel tubes. The first set of pipes

in the two-part pipeline infrastructure will be 40.64 cm in diameter and will run 25.6 k

outskirts of the city. When the fuel enters the pipelines it will maintain a steady pressure of 70

bar until it reaches the second set of pipes at the city.

will be 10.16 cm in diameter. We estimate that

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ii. Transport



where it will be used in our hydrogen pumps. Although the most short-term solution involves

trucking fuel into the cities, we assume that this project involves long-term planning in that this


effective to install pipelines from the SMR plant to the metropolis area.

transport the fuel, we are given two main options in what form we should move the fuel. To

move liquid hydrogen, you would need to cool the gaseous output produced during the steam



t operation. Instead we chose to transport the fuel in the gas phase.


part pipeline infrastructure will be 40.64 cm in diameter and will run 25.6 k


econd set of pipes at the city. The second set of pipes, the finger pipes,

will be 10.16 cm in diameter. We estimate that we will need approximately 25 km of pipes run to

Image [6] Pipeline Installation



term solution involves

term planning in that this


effective to install pipelines from the SMR plant to the metropolis area.

transport the fuel, we are given two main options in what form we should move the fuel. To

cool the gaseous output produced during the steam



t operation. Instead we chose to transport the fuel in the gas phase.


part pipeline infrastructure will be 40.64 cm in diameter and will run 25.6 km to the


, the finger pipes,

we will need approximately 25 km of pipes run to

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account for twists and turns toward each station. Between the two sets of pipes an intermediate

step is required.

When the fuel reaches the outskirts of the city, we will use gas condensers to pressurize the 70

bar fuel to the necessary 350 bar fuel that will be used for fuel cell based vehicles. The 700 bar

fuel will come from future pressurizing at the station. In terms of safety, we have considered a

very plausible solution to prevent leaks and possible explosions from ruptures in the pipelines.

The pipeline infrastructure will use 8 meter segments connected together to form a long chain of

pipes. Each segment will feature hydro-cemented seals at each end with carbon forged air

bladders that will inflate if a loss of pressure is sensed. This will prevent large leaks in the

system and will lower the dangers involved with transporting hydrogen

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b. Station Design

The design for our filling station is a rather traditional design with some major technology. The

biggest thing that sticks out when you first look at the station is the massive solar panels. Our

station is positioned in an east-west direction so that the curved overhang and movable solar

panels on the building can take full advantage of the sun from dawn to dusk. We did not include

these in our cost analysis, because at this time it would not make economic sense to have solar

panels. However, as technology increases and solar panels become more efficient and cheaper,

we have no doubt that these future solar panels will be able to provide all of our electricity at a

low cost.

Image [7] Ariel View of Car Fueling Station

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Some of the other things that really stick out are our air and vacuum services as well as our

convenience store. The air and vacuum sections feature tire air pumps and vacuums in each of

the four parking spaces. However, this feature could easily be changed into a carwash or

additional parking spaces depending on the area, need, and traffic.

The convenience store is not just a place where you can pay for gas, but it also has a lot of the

basic food needs as well as all the things you will need for a long trip. Stores like Sheetz have

really perfected this by consistently having good selection and service, and most importantly:

Image [8] Entire Station

Image [9] Vacuum & Air

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clean bathrooms. Our station would strive to be the same, and in the process make a lot of money

from the mark up of drinks and food.

At the heart of the station are the pump and the hydrogen. Due to space and safety issues,

our group decided the best place to keep things like the compressors and storage tanks would be

underground. This is not a new concept. State law has made all gas station put fuel pumps and

storage tanks underground for decades. This frees up parking/building area and decreases the

likelihood of vandalism, corrosion, and unforeseen accidents. The gas pump that people will see

will be a sleek, white stainless steel body with nothing but a hydrogen hose and a LCD

touchscreen staring back at them. With the touch screen the user would be able to select exactly

how much hydrogen they want either by kilogram or by cost. Simple features like pay at the

pump would be available as well. The hose would be the universal standard and would be easy to

Image [10] Convenient Store

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use and move about. One last feature we would really like to implement into our gas station is an

RFID reader. With this, if the car had a chip, our reader could get information that would make

the user experience easier. Things like car tank size and type, as well as possibly debit card

information to make the check-out process easier.

Image [11] Pumps

Image [12] Overhead View of Station

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V. Safety and Sustainability

a. Safety Concerns

At the station itself, there are many safety concerns surrounding hydrogen. Most of this is

because it is odorless, colorless, and highly flammable. To make detection easier, we would like

to add a chemical that would make the hydrogen have a distinct odor (much like the natural gas

for a house stove). However, studies would have to be done to make sure that the chemical

doesn’t affect the performance of the hydrogen. For the underground storage of the hydrogen,

good ventilation will be key. This will ensure no large buildups of the gas occur that would result

in an explosion. At the pump we would have advanced pressure sensors to make sure there is a

proper seal with the tank before fueling begins and to make sure there is no gas leaking from the

hose and attachment. For the station itself, many safety signs would be put up regarding the

proper procedure for fueling as well as signs for no smoking or open flames. Emergency

generators will also be put in place to run essential systems and emergency lights in the event of

an outage. Finally, electronic “sniffers” would be installed in many places throughout the station.

These devices will make sure the hydrogen level in the air stays below a certain level. This will

increase safety as well as the efficiency of the station because it will be another safeguard against

leaks.

Additionally, as mentioned, great lengths will be taken to ensure that the newly installed

pipelines are equipped with the proper technology to prevent/sequester any hydrogen that might

leak. (see Transport section for additional information)

b. Environmental Concerns

There are definitely a lot of environmental concerns in any project of this size. Our main concern

for this project is the carbon dioxide by product of our steam methane reformation process. In

efforts of reducing the harmful effects that carbon dioxide can have on the atmosphere a method of

carbon dioxide removal known as carbon sequestration is employed. This technique involves taking the

carbon compound and pumping it into saline aquifers that exist well below the surface. This type of

carbon removal is known as subterranean injection. As the carbon dioxide is shot into the aquifer (about

25

800 meters below sea level) a brine solution is injected behind it to act as a trap for gaseous leaks. Once,

the carbon dioxide has descended into the aquifer, is state is known as a supercritical fluid, an unknown

distinction between gas and liquid. This is due to the high pressure down the well. From there, it can be

used for micro processes in breaking down minerals for extraction (using catalysts) or it can be used to

aid crude oil recovery operations. This is the reason why oil wells are typically drilled near saline aquifers

when possible.

Of course with operations like this come some dangers. With natural movement and energy

shifts due to tectonic activity, sedimentary range faulting, and rock fissures can lead to carbon

leaks that have some impact on the soil around it. Also, the carbon could work its way back up

the well eventually gasifying and return to the atmosphere. These dangers very seldom happen

but are real possibilities.

Additionally, the second biggest concern is the installation of the hydrogen pipeline network.

This pipeline has the potential to disrupt the natural habitats of animals, as well as tear up

landscapes and residents’ backyards. Therefore, we would like to work with many environmental

agencies and groups to make sure that we are causing as little disturbance as possible.

In terms of capital costs, allotments have been

(installation cost), on-going cost and the final analysis.

First, the Steam Methane Reforming Plant would have to be constructed.

for the world’s biggest methane reforming plant in Germany, the installation cost of a SMR plant

that could generate enough hydrogen to support the city was inferr

Additionally, to appropriately install the pipeline infrastructure, the total cost

$801,686.49. This includes labor, materials, and rights to land.

26

VI. ECONOMICS

In terms of capital costs, allotments have been separated into three parts which are first cost

going cost and the final analysis.

First, the Steam Methane Reforming Plant would have to be constructed. Based on some records

reforming plant in Germany, the installation cost of a SMR plant

that could generate enough hydrogen to support the city was inferred to be about $50,000,000.

Additionally, to appropriately install the pipeline infrastructure, the total cost would be

This includes labor, materials, and rights to land.

Figure [3] Cost Analysis

into three parts which are first cost

Based on some records

reforming plant in Germany, the installation cost of a SMR plant

about $50,000,000.

would be

27

Lastly, costs must be considered for each of the 2 types of fueling stations. To build a car fueling

station, it would cost $17,617,783 and for bus fueling stations, it would cost $52,853,349 each.

In total, we have 33 car fueling stations and 3 bus fueling stations, and we added the cost for land

and furnish. Each square meter would cost $50 and the constructing would cost $3000 per square

meter. After making final calculations, the first cost comes out to $694,632,180.80.

For the on-going cost, we considered the cost for electricity, labor, natural gas and maintenance.

To generate enough hydrogen to serve Auckland city, 878,737,500 m3 natural gas is needed.

Based on the research, each cubic meter of natural gas would cost $0.35. The capital cost on fuel

per year is $307,558,125. To use that natural gas generating hydrogen, electricity is needed to

operate the system. The consumption of 0.45 m3 of natural gas needs 0.2 kWh electricity,

totaling 390.5 GWh annually. Electricity is also needed to run all the stations. To go through the

compress and dispense progress, the annual cost of electricity would be $34,695,024.19. It was

assumed that each car fueling station has 15 workers work 8 hours a day; each worker was paid 7

dollars per hour and for bus fueling station, we assume 10 workers per day working 9 hours a

day and was paid 8 dollars an hour. Adding the expense for the maintenance, the overall capital

cost for on-going consumption is $374,577,399.20.

The final cost analysis is just putting first cost, on-going cost and the annual income together.

The annual income is the income of selling hydrogen which we assume it would be sell at 5

dollar/kg. We also assume there is a discount rate at 5%. Based on that, we calculate the profit

with 93.3% in the long run for ten years.

28

VII. CONCLUSIONS

a. Summary of Design

The design presented in this report is a theoretical model that, in the face of current technologies

and feasibility, could not be implemented without considerable innovation. However, in an ideal

world where hydrogen cars penetrated the market at 100%, it is believed that the model created

would be an achievable and vendible one. Not only does it rely on the utilization of geothermal

and solar sources, it implements a permanent infrastructure that encourages the sustainability

sought after by Air Products and investors in Auckland City.

Beginning with electricity from Nga Awa Purua geothermal plant, as well as natural gas from the

BOC natural gas plant, hydrogen is produced at a rate of 481200 kg per day. Once created, this

hydrogen is transported via pipeline to Auckland City, dispersing to each of the 33 small-vehicle

stations and 3 public transportation stations. At each station, the hydrogen is compressed and

cooled, allowing for both 350 BAR and 700 BAR hydrogen to be dispensed. Each station will

also provide standard amenities such as a convenient store, window wash, air, vacuum, and trash

receptacles. Additionally, the proposed stations feature LCD touch screens and RFID readers

(which would correlate with ID chips in each hydrogen car). Each will introduce state-of-the-art

and updated machinery for use in this technological age. Given current monetary value, the

initial cost of the proposed process comes to $713,582,720 and the annual cost comes to

$3,266,964,786. Profit after 10 years is $7,659,340,397, putting the profit rate at 93%.

The question that arises now is how to make this system a more sustainable option today. This

can only be achieved by encouraging this concept now, proving to society that hydrogen fuel is a

viable option. Without their support, 100% penetration will never be possible, and, thus never

sustainable. Additionally, the use of public transportation must be pushed. With our current

methods of using steam methane reforming to create hydrogen, carbon dioxide is still a

byproduct. If the use of cars was decreased and hydrogen-fueled buses were the bulk of

transportation (especially around large cities), the initiative would be sustainable and

environmentally savvy, ready to take on a new area of decreased carbon footprint.

29

b. Applications

This project was truly an excellent opportunity to take on a real-life issue, allowing us to stretch

our legs in utilizing the design process. We were able to develop teamwork skills, as well as

practice speaking effectively in front of a group to present our ideas. Lastly, it allowed us to

learn how much research must really go into a project of such caliber. We were forced to contact

people in the energy industry, as well as make extensive calculations. In short, it really showed

us what it takes to take an involved issue from start to finish.

c. Acknowledgements

We would like to say a quick thank you to Mr. Jin for his constant assistance and support. His

briefs were always informative and were able to lead us in the right direction in our research. It

was truly a big help.

30

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