Emissions of anthropogenic hydrogen to the atmosphere during the potential transition to an increasingly H2-intensive economy

Bond, S. W.; Gül, Timur; Reimann, Stefan; Buchmann, B.; Wokaun, Alexander

doi:10.1016/j.ijhydene.2010.10.016

Cited by 22 publications

(23 citation statements)

References 30 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Results for the years 2000, 2005, and 2010 are given in Table 3 and show declining traffic H 2 emissions and increasing relative contributions from diesel, which however remain below 2 % of the total traffic emissions. Our estimates are in agreement with those derived by Vollmer et al (2007) and Bond et al (2011a). Our estimates on H 2 emissions from traffic are based on a temporally constant H 2 /CO in the "average" world fleet.…”

Section: Transportation Emissionssupporting

confidence: 89%

Molecular hydrogen (H<sub>2</sub>) combustion emissions and their isotope (D/H) signatures from domestic heaters, diesel vehicle engines, waste incinerator plants, and biomass burning

Vollmer¹,

Walter²,

Mohn³

et al. 2012

Preprint

Self Cite

View full text Add to dashboard Cite

Molecular hydrogen (H₂), its stable isotope signature (δD), and the key combustion parameters carbon monoxide (CO), carbon dioxide (CO₂), and methane (CH₄) were measured from various combustion processes. H₂ in the exhaust of gas and oil-fired heaters and of waste incinerator plants was generally depleted compared to ambient intake air, while CO was significantly elevated. These findings contradict the often assumed co-occurring net H₂ and CO emissions in combustion processes and suggest that previous H₂ emissions from combustion may have been overestimated when scaled to CO emissions. For the heater exhausts, H₂ and δD generally decrease with increasing fuel-to-air ratio, from ambient values of ∼0.5 ppm and +130‰ to 0.2 ppm and −206‰, respectively. These results are interpreted as a combination of an isotopically light H₂ source from fossil fuel combustion and a D/H kinetic isotope fractionation of hydrogen in the advected ambient air during its partial removal during combustion. Diesel exhaust measurements from dynamometer test stand driving cycles show elevated H₂ and CO emissions during cold-start and some acceleration phases. Their molar H₂/CO ratios are <0.25, significantly smaller than those for gasoline combustion. Using H₂/CO emission ratios, along with CO global emission inventories, we estimate global H₂ emissions for 2000, 2005, and 2010. For road transportation (gasoline and diesel), we calculate 8.6 ± 2.1 Tg, 6.3 ± 1.5 Tg, and 4.1 ± 1.0 Tg, respectively, whereas the contribution from diesel vehicles has increased from 5% to 8% over this time. Other fossil fuel emissions are believed to be negligible but H₂ emissions from coal combustion are unknown. For residential (domestic) emissions, which are likely dominated by biofuel combustion, emissions for the same years are estimated at 2.7 ± 0.7 Tg, 2.8 ± 0.7 Tg, and 3.0 ± 0.8 Tg, respectively. Our wood combustion measurements are combined with results from the literature to calculate biomass burning emissions. For these estimates, we propose a molar H₂/CH₄ ratio of 3.3, when using CH₄ emission inventories. When using this approach, our resulting global biomass burning H₂ emissions agree well with published results, suggesting that CH₄ emissions may be a good proxy for H₂ emissions

show abstract

Section: Transportation Emissionssupporting

confidence: 89%

Molecular hydrogen (H<sub>2</sub>) combustion emissions and their isotope (D/H) signatures from domestic heaters, diesel vehicle engines, waste incinerator plants, and biomass burning

Vollmer¹,

Walter²,

Mohn³

et al. 2012

Preprint

Self Cite

View full text Add to dashboard Cite

show abstract

“…Tromp et al, 2003), we assume that for financial reasons the losses will be limited to a lower level of 4% in a mature technology. Our high leak rate (4%) is consistent to the estimates of Bond et al, 2011. The 0.1% leak rate is very optimistic, but it is considered achievable by some authors, as it is already attainable in some of the presentday technical systems e e.g., the H 2 distribution grid in Germany (Bond et al, 2011;Lovins, 2003;Zittel and Altmann, 1996).…”

Section: Emission Scenariossupporting

confidence: 85%

“…Emissions of H 2 from fossil fuel road traffic were computed based on the emissions rates per vehicle category available in literature (Bond et al, 2011 and references therein). For the categories for which no emission rates were available (most of the pre-Euro 3 vehicles), H 2 emissions were computed by scaling the CO emissions with a factor of 0.55 mol:mol (Bond et al, 2011;Vollmer et al, 2007). Only gasoline and gasfueled vehicles are assumed to emit relevant amounts of H 2 ; Diesel vehicles emit negligible amounts of H 2 (Bond et al, 2010(Bond et al, , 2011.…”

Section: Implementation Of H 2 In Lotos-eurosmentioning

confidence: 99%

Impact of a future H 2 transportation on atmospheric pollution in Europe

Popa

Segers

Gon

et al. 2015

Atmospheric Environment

View full text Add to dashboard Cite

“…A recently published paper by Bond et al 8 (2011) upscaled projections for global H 2 production and consumption for direct energy and industrial end-uses until 2100 based on 2008 estimations from Suresh et al 53 (2010). They estimate a production of 225 Tg yr À1 for 2050 and a maximum production of 1692 Tg yr À1 for 2100.…”

Section: Possible Future Hydrogen Production and Emission Scenariosmentioning

confidence: 99%

“…However, H 2 leakages caused by a possible future global hydrogen economy [1][2][3][4][5][6][7][8] could yield a significant increase in stratospheric water vapor concentrations. 9 An increase of stratospheric water vapor has, in turn, an impact on surface climate and the stratospheric ozone layer, which is of societal relevance.…”

Section: Introductionmentioning

confidence: 99%

Impact of a possible future global hydrogen economy on Arctic stratospheric ozone loss

Vogel¹,

Feck²,

Grooß³

et al. 2012

Energy Environ. Sci.

View full text Add to dashboard Cite

Emissions of anthropogenic hydrogen to the atmosphere during the potential transition to an increasingly H2-intensive economy

Cited by 22 publications

References 30 publications

Molecular hydrogen (H<sub>2</sub>) combustion emissions and their isotope (D/H) signatures from domestic heaters, diesel vehicle engines, waste incinerator plants, and biomass burning

Molecular hydrogen (H<sub>2</sub>) combustion emissions and their isotope (D/H) signatures from domestic heaters, diesel vehicle engines, waste incinerator plants, and biomass burning

Impact of a future H 2 transportation on atmospheric pollution in Europe

Impact of a possible future global hydrogen economy on Arctic stratospheric ozone loss

Contact Info

Product

Resources

About

Emissions of anthropogenic hydrogen to the atmosphere during the potential transition to an increasingly H2-intensive economy

Cited by 22 publications

References 30 publications

Molecular hydrogen (H&lt;sub&gt;2&lt;/sub&gt;) combustion emissions and their isotope (D/H) signatures from domestic heaters, diesel vehicle engines, waste incinerator plants, and biomass burning

Molecular hydrogen (H&lt;sub&gt;2&lt;/sub&gt;) combustion emissions and their isotope (D/H) signatures from domestic heaters, diesel vehicle engines, waste incinerator plants, and biomass burning

Impact of a future H 2 transportation on atmospheric pollution in Europe

Impact of a possible future global hydrogen economy on Arctic stratospheric ozone loss

Contact Info

Product

Resources

About

Molecular hydrogen (H<sub>2</sub>) combustion emissions and their isotope (D/H) signatures from domestic heaters, diesel vehicle engines, waste incinerator plants, and biomass burning

Molecular hydrogen (H<sub>2</sub>) combustion emissions and their isotope (D/H) signatures from domestic heaters, diesel vehicle engines, waste incinerator plants, and biomass burning