APPENDIX -VIII

REPORT ON

INTELLECTUAL PROPERTY RIGHTS,

PUBLIC PRIVATE PARTNERSHIP,

SAFETY, STANDARDS, AWARENESS

AND

HUMAN RESOURCE DEVELOPMENT FOR

HYDROGEN ENERGY AND FUEL CELLS

Prepared by

Sub-Committee on IPR, PPP, Safety, Standards, Awareness

and HRD for Hydrogen Energy and Fuel Cells of

Steering Committee on Hydrogen Energy and Fuel Cells

Ministry of New and Renewable Energy,

Government of India, New Delhi

June, 2016

PREFACE

In today's automotive and industrialized World, it is needed to adopt

eco-friendly technologies to prevent climate change, reduce the toxic

emissions and enhance energy security. This is all possible, if it is innovated

to develop new technologies related to hydrogen energy and fuel cells.

Hydrogen gives water vapors while releasing energy on combustion /

oxidation. Therefore, it has been recognized as the most appropriate fuel for

future in view of the reduction of the dependence on fossil fuels, conservation

of green environment and reduction in greenhouse effect. Fuel cell

technologies have a bright future and may be deployed in automobiles for

transportation as well as power generation for centralized, decentralized,

portable and micro applications. The important dimensions for the

introduction of hydrogen and fuel cell technologies are Intellectual Property

Right (IPR), Public Private Partnership (PPP), Safety, Awareness, Standards

and Human Resource Development (HRD), which are to be given adequate

emphasis to promote this technology in the society.

India being a highly populated country is also concerned about its

contribution to climate change and therefore has been giving significant

importance to development and commercialization of new and renewable

energy technologies e.g. solar and wind. Hydrogen energy has also been a

focus of attention for quite some time. Unfortunately, required emphasis could

not be given primarily due to resource crunch and therefore the progress is

lagging far behind in the global race. Under this premises, the Ministry of New

and Renewable Energy, Government of India, New Delhi constituted a high

power Steering Committee to prepare a status report and way forward for

hydrogen energy and fuel cell technology in this country. One of the five Sub-

Committees of the Steering Committee was entrusted under my leadership

with the responsibility of preparing this particular document concerning IPR,

PPP, Safety, Awareness, Standards and HRD with regard to hydrogen energy

and fuel cells.

I express my sincere gratitude to the members of the Sub-Committee

on IPR, Safety, Awareness, Standards and HRD with regard to hydrogen

energy and fuel cells, other experts (Dr. K. S. Dhathathreyan, Centre for Fuel

Cell Technology, Chennai) for their contribution, Dr. M. R. Nouni, Scientist ‘G’,

Ministry of New and Renewable Energy and also the officials of the Project

Management Unit – Hydrogen Energy and Fuel Cells at the Ministry, Dr. Jugal

Kishor and Dr. S. K. Sharma in particular for their active role in organizing

meetings and preparing this document. Special thanks goes to Dr. S. S.

Thipse, Deputy Director, Indian Automotive Research association, Pune, who

helped me in collecting additional material, integrating it and finalizing the

report.

June, 2016

Mrs. Rashmi Urdhwareshe,

Chairman, Sub-Committee on IPR,

PPP, Safety, Standards, Awareness, and HRD

with regards to Hydrogen and Fuel Cells

Contents

S. No. Subject Page No.

I Composition of Sub-Committee on IPR, PPP, Safety,

Standards, Awareness, and HRD

i

II Terms of Reference iii

III Details of Meetings iv

1 Executive Summary 1

2 Introduction 25

3 Intellectual Property Rights -Hydrogen and Fuel Cells 37

4 Hydrogen Storage Regulations 61

5 Safety Aspects of Hydrogen 79

6 Standards on Hydrogen 101

7 Human Resource Development for Hydrogen and Fuel

Cells

113

8 Awareness about Hydrogen and Fuel Cells 129

9 Public-Private Partnership for Hydrogen Energy and

Fuel cells

137

10 Gap Analysis – Indian vs. International Scenario 145

11 Action Plan and Time Schedule of Activities 155

12 Financial Projections 163

13 Identification of Institutions and Infrastructure 167

14 Centre of Excellence on Hydrogen Vehicle Certification

@ ARAI

171

15 Conclusions and Recommendations 177

16 Bibliography 183

i

I. Composition of Sub-Committee on IPR, PPP, Safety,

Standards, Awareness, and HRD of Hydrogen and Fuel

Cells

1. Mrs. Rashmi H. Urdhwareshe, Director, Automotive Research

Association of India, Pune - Chairman

2. Ms. Varsha Joshi, Joint Secretary / Shri A. K. Dhussa, Adviser

(December, 2013 to March, 2015) / Dr. Bibek Bandyopadhyay, Adviser

(upto December, 2013), MNRE

3. Ms. Iren Cherian, Deputy Secretary (Motor Vehicle Legislation) / Shri U.

D. Bhargava (transferred in October, 2014), Ministry of Road Transport

and Highways, Government of India, New Delhi

4. Shri. Alok Sharma, Deputy General Manager (Alternate Energy), IOCL

R&D, Faridabad - Representative of Ministry of Petroleum and Natural

Gas, Government of India, New Delhi / Also representative of Dr. B.

Basu, Executive Director IOCL R&D, Faridabad (after his retirement on

30.06.2014), Member of this Committee

5. Shri Sanjay Bandyopadhyay, National Automotive Testing and R&D

Infrastructure Project (NATRIP), New Delhi / Shri Neeraj Kumar, Deputy

Secretary, Ministry of Heavy Industries & Public Enterprises,

(Repatriated to Parent Department in January, 2015) / Shri Nitin R.

Gokarn, NATRIP, New Delhi (Repatriated in June, 2014 to Parent Cadre)

– Representative of Ministry of Heavy Industries & Public Enterprises

6. Dr. Hari Om Yadav, Scientist, Council of Scientific Industrial Research,

New Delhi

7. Dr. S. Aravamuthan, Deputy Director, Vikram Sarabhai Space Centre,

Indian Space Research Organization, Thiruvanathapuram

8. Shri P. C. Srivastava, Deputy Chief Controller of Explosives, Petroleum

Explosive & Safety Organization (PESO), Nagpur

9. Prof. Debbrata Das, Indian Institute of Technology Kharakpur, Kharakpur

10. Shri R. K. Jha, Scientist ‘F, Chemical Engineering Department; / ’Shri T.

V. Singh, Scientist ‘F, Mechanical Engineering Department, Bureau of

Indian Standards, New Delhi

ii

11. Mr. Saurabh Rohilla, Shri Jaishankar, Toyota Kirloskar Motors Limited,

Shri. M. Ravi, Ashok Leyland & - Representatives of Society of Indian

Automobile Manufacturers, New Delhi

12. Dr. R.R. Sonde, Executive Vice President, Thermax India -

Representative of Confederation of Indian Industry

13. Executive Director, Centre for High Technology, Noida

14. Shri. Ravi Subramaniam / Shri Piyush Katakwar, Air Products, Pune

15. Dr. S.S. Thipse, Deputy Director, Automotive Research Association of India, Pune

iii

II. Terms of Reference

1. To review present status of filed/granted patents and to suggest the ways

to encourage generation of more intellectual property rights under the R&D

and demonstration projects being supported by Government of India.

2. To guide development of safety measures/ manuals, codes and standards

in accordance with international practices for production, storage,

distribution and handling of Hydrogen as a fuel for various applications.

3. To suggest policy initiatives and financial/ fiscal / regulatory measures

including other measures for promotion of Hydrogen as a clean fuel.

4. To give suggestions for creating awareness among different stakeholders

in the area of Hydrogen energy and fuel cells in the country.

5. To review availability of trained human resource in the area of Hydrogen

energy and fuel cells in the country and suggest ways and means for

development and training of adequate skilled manpower in this emerging

technological area in India and abroad for meeting the requirement of R&D

institutions and the industry in the years to come.

6. To suggest strategy to take up projects in Public-Private Partnership mode

for the development of technologies based on transparency, accountability

and commitment for deliverables.

7. To revisit National Hydrogen Energy Road Map with reference to IPR,

public-private partnership, safety, standards, awareness & HRD.

iv

III. Details of Meetings

The Sub-Committee on IPR, PPP, Safety, Standards, Awareness, and

HRD met on 16.12.2013. Detailed presentations were made and discussions

were held on the activities relating to Intellectual Property Rights (IPR), Public

Private Partnership (PPP), Safety, Standards, Awareness and Human

Resource Development (HRD). The second meeting was held on 31.10.2014

to discuss input write-ups (for the preparation of the draft report) submitted by

the Expert Members of the Sub-Committee. Based on the input material, the

report was drafted and presented in the 4th meeting of Steering Committee on

Hydrogen Energy and Fuel Cells held on 10.07.2015 in MNRE. The Steering

Committee gave some suggestions, which were incorporated in the draft

report. The report was further modified as per the suggestions given and

decisions taken in the meeting of the Chairpersons of all five Sub-Committees

on various aspects of Hydrogen energy and fuel cells viz. Hydrogen

Production; Fuel Cell Development; Transportation through Hydrogen fueled

Vehicles; Hydrogen Storage & Applications other than Transportation and

IPR, Safety, Standards, PPP, Awareness & HRD vehicles held on

11.09.2015, 16.12.2015 and 18.01.2016.

1

EXECUTIVE SUMMARY

2

3

1.0 Executive Summary

1.1 Introduction

1.1.1 Hydrogen is being explored as a fuel for passenger vehicles. It can be

used in fuel cells to power electric motors or burned in internal combustion

engines (ICEs). It is an environmentally friendly fuel that has the potential to

dramatically reduce our dependence on imported oil, but several significant

challenges must be overcome before it can be widely used. This report

focuses on the important dimensions with respect to introduction of Hydrogen

and fuel cell technology namely IPR, Safety, Standards, Awareness and HRD.

1.1.2 A Hydrogen internal combustion engine (ICE) vehicle uses a traditional

ICE that has been modified to use Hydrogen fuel. One of the benefits of

Hydrogen-powered ICEs is that they can run on pure Hydrogen or a blend of

Hydrogen and compressed natural gas (CNG). That fuel flexibility is very

attractive as a means of addressing the widespread lack of Hydrogen fuelling

infrastructure in the near term. The Vehicle Testing has to provide pure

Hydrogen or Hydrogen/CNG blends to the various internal combustion engine

vehicles test. The Vehicle Testing Activity evaluates Hydrogen and HCNG

internal combustion engine vehicles in closed-track and laboratory

environments (baseline performance testing), as well as in real-world

applications – including fleet testing and accelerated reliability testing

(accumulating life-cycle vehicle mileage and operational knowledge within 1 to

1.5 years). Emission testing is also conducted as per Euro norms as notified

in CMVR. Testing Hydrogen internal combustion engine vehicles also

supports development of the Hydrogen infrastructure needed for fuel cell (FC)

vehicles.

1.1.3 Fuel cell vehicles (FCVs), which run on Hydrogen, are currently more

expensive than conventional vehicles, and they are not yet available for sale

to the general public. However, costs have decreased significantly, and

commercially available FCVs are expected within the next few years. It is

clearly seen that the research activities in the field of Fuel Cell & Hydrogen

4

are still in their early phase compared to other nations. Since the activities of

fuel cell and Hydrogen are in early stages, it is inevitable to have more focus

on creating indigenous technology for its commercialization and

industrialization in India. To promote fuel cell technology based innovation,

there must be proper strategies and plans which enhance IPR activities in

India in those specific fields.

1.2 Intellectual Property Rights

1.2.1 As efforts for commercialization of patented technologies have

increased, greater focus has been placed on Manufacturability at volume and

cost effectively- patents have been generated in this area e.g. reducing

components, alternative and cheaper materials, and manufacturing process

driven improvements. It is easier to identify where innovation is likely,

possible, required rather than which patents might be filed. There remains

scope for innovation around durability, performance and cost reduction. They

will be iterative changes unless and until someone identifies a real game

changing step. Innovation is also likely to center around what technology is

being used and for which applications. If a country focuses on automotive

then the innovation will differ and probably be more focussed on the auto

challenges than if, say, the focus is on distributed power which has a wider

scope and is likely to see innovation across a wider spectrum of technologies

and end uses. Innovation is also possible in relation to deployment of FCs in

particular environments and uses- e.g. integration with other technologies or

into particular applications.

1.2.2 Patents tend to be clustered in areas where there has been significant

research, development and investment to date. These include Japan (the

auto and large technology companies), US (auto companies, large technology

companies, military applications) and Europe (auto, technology combined

heat & power applications, electrolyzer technology). Most countries have 1.5

to 2.7 times more fuel cell applications than granted patents on hydrogen.

Reasons for this could be manifold, such as applications filed to block others

5

from taking advantage of a technology or simply a greater amount of research

producing results which are worthy of a patent application.

1.2.3 It is clearly seen India is lagging in IP on Hydrogen and Fuel Cells and

that the research activities in the field of Hydrogen and Fuel Cells are still in

their early phase in India as compared to other nations. Since the activities of

fuel cell and Hydrogen are in early stages, it is inevitable to have more focus

on creating indigenous technology for its commercialization and

industrialization in India. To promote fuel cell technology based innovation

there must be proper strategies and plans which enhance IPR activities in

India in those specific fields.

1.3 Storage

1.3.1 The Gas Cylinders Rules, 2004 are required to be amended for

incorporation of Hydrogen dispensing layout/facilities once Government of

India permits inclusion of Hydrogen as an automotive fuel and CMVR are

suitably amended in this regard. The international standard ISO: 20012 -

Gaseous Hydrogen – Fuelling Station may be useful for establishment of

fuelling stations in the country on trial basis. At present ISO: 15869 is in the

draft stage for Gaseous Hydrogen and Hydrogen blend – Land Vehicle Fuel

Tanks. Since ISO: 15869 (ISO/TC-197) is going to be internationally accepted

code, the same may also be followed in this country as India being ‘P’

Member of the ISO/TC-197 Committee. IS: 15490 & IS: 7285(Part 2) are also

required to be suitably amended for to incorporate Hydrogen-CNG blend and

Hydrogen as automotive cylinders. Further, the following ISO standards may

be useful for Hydrogen storage and dispensing system:-

I. ISO: 13984 – Liquid Hydrogen – Land Vehicle Fuelling System

Interface.

II. ISO: 13985 - Liquid Hydrogen – Land Vehicle Fuel Tanks and PDTS

16111 – Transportable Hydrogen gas storage devices.

III. ISO: 15869 – Gaseous Hydrogen and Hydrogen Blends – Land

Vehicle Fuel Tanks.

IV. ISO: 20012 - Gaseous Hydrogen – Fuelling Station.

6

1.3.2 Compressed hydrogen gases filled in metallic container pose potential

hazard and threat to public life and property let the container explode. Hence,

the Govt. of India vide Notification No.M-1272(1) dated 28/09/1938 has

declared compressed gas filled in a metallic container to be deemed to be an

explosive under Section 17 of the Explosives Act, 1884. Subsequently, in

exercise of powers vested in Section 5 & 7 of the Act, the Govt. framed the

Static & Mobile Pressure Vessels Rules, 1981 to regulate filling, possession,

transport and import of compressed gases in pressure vessels. Vessels of

water capacity exceeding 1000 liters intended for the storage and transport of

compressed gas which is subjected to internal pressure exceeding 1

Atmosphere (Gauge) at maximum working temperature of 55°C including

cryogenic pressure vessel are covered under SMPV(U) Rules, 1981. Under

the SMPV (U) Rules, 1981, it is obligatory to obtain necessary approval/

license for the following:-

i) Manufacture of pressure vessels and their fittings.

ii) Storage of compressed gas in pressure vessels.

iii) Transport of compressed gas in pressure vessels.

iv) Permission for import of pressure vessels.

1.3.3 The Hydrogen safety system design should ensure the safe operation

of the equipment, within design parameters like pressure, temperature,

gas/liquid flow etc. and hence of preventing fire, explosion, release of toxic

materials or criticality which may lead to loss of material and property. This is

achieved by a built-in safety system incorporated in the design to ensure that

operating parameters are not exceeded beyond safety limits through

interlocks which control process parameters and alert operating staff by

audio-visual signals, or by action such as switching off power supply, cutting

off feed etc.

1.3.4 The Government of India has authorized the Petroleum and Explosives

Safety Organization (PESO), Nagpur to administer responsibilities delegated

under the Explosives Act 1884 and Petroleum Act 1934 and the rules made

thereunder related to manufacture, import, export, transport, possession, sale

and use of Explosives, Petroleum products and Compressed gases.

7

Provisions have been made for hydrogen cylinders, valves including

hydrogen dispensing under Gas Cylinders Rules, 2004 and Static & Mobile

Pressure Vessels (Unfired) Rules, 1981.

1.3.5 Rules related to Compressed Natural Gas (CNG) have already been

amended for the mixture of Hydrogen & Methane as automotive fuel.

However, the Gas Cylinders Rules, 2004 as well as Central Motor Vehicle

Rules are yet to be amended to incorporate Hydrogen as automotive fuel.

The approval of cylinder and valve is accorded as per Indian Standards. In

case of foreign manufacturers, only with proven track record, rich

manufacturing experience and a widely distributed market share in developed

countries are only considered for approval.

1.3.6 Type 1 cylinders conforming to IS:7285 (Part 2) 2004/ ISO:9809-1 &

Type 3 cylinders conforming NGV2-2000, EC 79/2009, EN:12245 or any other

internationally recognized standard approved by PESO are permitted for

Hydrogen service. Type 2 & 4 cylinders are not being considered at this stage

owing to various safety issues. Type 3 cylinders manufactured by M/s.

Dynetek are already permitted for Hydrogen application on trial basis.

However, the connecting equipment, valves including Hydrogen dispensing

stations shall be designed and constructed so as to be compatible with the

working pressure of the cylinders.

1.3.7 Components that are in contact with gaseous hydrogen have to be in

conformity with ISO:11114-1 & ISO:11114-2 to ensure suitability of material.

Testing may be carried out as specified in ISO:11114-4 to evaluate material of

construction, so that resistive material may be selected for hydrogen

embrittlement.

1.3.8 The Gas Cylinders Rules, 2004 are required to be amended for

incorporation of Hydrogen dispensing layout/facilities. Once Government

permits to use Hydrogen as an automotive fuel and CMVR are suitably

amended in this regard. The ISO:20012 - Gaseous Hydrogen – Fuelling

Station may be followed for establishment of fuelling stations in the country.

8

1.3.9 At present ISO:15869 is in the draft stage for Gaseous Hydrogen and

Hydrogen blend – Land Vehicle Fuel Tanks. IS:15490 & IS:7285(Part 2) are

also required to be suitably amended for to incorporate Hydrogen-CNG blend

and Hydrogen as automotive cylinders. Further, there are a few ISO

standards (ISO:13984, 13985, 15869, 20012, 5869.3, 22734-1, 17268 -2,

15594:2004 and EIGA DOC 06/02/E, which are useful for hydrogen storage

and dispensing system.

1.3.10 PESO has accorded approval for hydrogen storage (Steel Tube

Cylinders, Type 3 Composite Cylinders including steel cylinder) and

dispensing facilities in the country to various OEMs like M/s. Tata Motor Ltd.,

ISRO/HAL, Mahindra & Mahindra for R&D and demonstration purposes. M/s.

Everest Kanto Cylinders Ltd. is an approved manufacturer for tube cylinders

of water capacity up to 2500 liters for type 1 cylinders conforming to

ISO:11120. M/s. Dynetek, Germany and M/s. Luxfer Gas Cylinders, USA are

also approved manufacturers for Type 3 composite cylinders with working

pressure 350 bar, test pressure 525 bar.

1.3.11 There are many international organizations, which are working closely

for the development hydrogen standards, codes and regulations. In order to

implement hydrogen program in India, testing facilities, standards codes and

regulations for cylinders, components, vehicles and fuel need to be developed

in line with international regulations.

1.3.12 The Bureau of Indian Standards (BIS) under the aegis of Ministry of

Consumer Affairs, Food & Public Distribution, Government of India is engaged

in the formulation, setup and implementation of the Indian Standards for the

Hydrogen as a fuel and its storage. BIS has formed the Gas Cylinders

Sectional Committee MED 16 and Industrial Gases Sectional Committee CHD

6 for formulation of standards. The International and Indian standards are

available on gas cylinders and components, liquid hydrogen, hydrogen fuel,

safety aspects, transportable gas storage devices, fuelling facility operations,

vehicle refueling connection devices, hydrogen generators and metal

9

hydrides. There is no gap between the relevant Indian and International

standards. Indian standards are either adoption of ISO or international

standards used as base standard.

1.4 Safety

1.4.1 In order to ensure safety of vehicles and for technical solutions to these

issues following regulations and standards are critical. Government has

identified the development of regulations and standards as one of the key

requirements for commercialization of Hydrogen-fuelled vehicles. Regulations

and standards will help to overcome technological barriers to

commercialization, facilitate manufacturers’ investment in building Hydrogen-

fuelled vehicles and facilitate public acceptance by providing a systematic and

accurate means of assessing and communicating the risk associated with the

use of Hydrogen vehicles, be it to the general public, consumer, emergency

response personnel or the insurance industry.

1.4.2 Hydrogen is a flammable fuel with backfire and pre-ignition tendencies

and safety aspects are critical in safe handling of the fuel. Hydrogen contains

much less energy than gasoline or diesel on a per-volume basis, making it

difficult to store enough Hydrogen onboard an FCV to go as far as a

comparable gasoline vehicle. Hydrogen standards are being framed globally

which include ISO standards on Hydrogen components and storage. Similar

standards need to be developed in India. Facilities required for Hydrogen

vehicle certification are also covered in the report.

1.4.3 Only a small number of Hydrogen and fuel cell systems and

components required for the Hydrogen economy are in operation today.

Consequently, only limited data is available on the operational and safety

aspects of these new technologies and research is required to understand

Hydrogen’s behaviour as a fuel for both vehicles and stationary applications,

and to support the development of technologies for the detection and safe

management of unscheduled Hydrogen releases or incidents involving

Hydrogen systems. The relevant properties of Hydrogen differ considerably

10

from conventional fuels and the derivation of rules for its safe usage is not

straight forward but relies on careful interpretation of the interacting effects.

Therefore, it is necessary to build trust by demonstrating safety not only in the

large demonstration projects but also by the way in which this vital topic is

addressed. Understanding Hydrogen and Hydrogen system safety needs is

critical for local government officials, fire officers, and the general public.

Emergency personnel must be informed of the special properties of Hydrogen

and trained in the methods used to respond to accidents involving its use.

Public perception and confidence in Hydrogen relies on credibility,

transparency and individual benefit. Improving the understanding of

Hydrogen’s physical properties will help to communicate safety on a technical

and objective basis.

1.5 Standards

1.5.1 Lack of Codes and standards have repeatedly been identified as a

major institutional barrier to deploying Hydrogen technologies and developing

a Hydrogen economy. International Hydrogen Industry has come a long way

in the past 10 years identifying needed standards for commercialization of

Hydrogen energy systems, and participating with Standards Development

Organizations to develop Hydrogen standards. In India development of

standards to allow the installation of Hydrogen energy systems, including

stationary applications and Hydrogen refuelling stations is required. These

efforts, of course, must continue to meet commercialization timeframes. Some

Hydrogen requirements are based on other fuels, such as natural gas, or

based on industrial quantities and uses for Hydrogen. Research is needed to

complete some of the developing codes and standards, and to validate

requirements for the intended quantities and uses. Concurrent with continued

development of appropriate codes and standards, it is important to ensure

high levels of safety and environmental protection. India must now review the

current state of regulations that pertain to the transport of hazardous materials

and determine whether they are adequate for the envisioned Hydrogen

economy.

11

1.5.2 The transition in vehicle fuels from liquid hydrocarbons to gaseous

Hydrogen requires an adaptation of automobile design and safety technology

to the special properties of Hydrogen. In contrast to LPG and gasoline vapor,

Hydrogen is extremely light and rises rapidly in air. In the open this is

generally an advantage, but it can be dangerous in buildings that are not

designed for Hydrogen. Many countries’ building codes, for instance, require

garages to have ventilation openings near the ground to remove gasoline

vapor, but there is often no high level ventilation. Hydrogen released in such a

building collects at ceiling level, and a resulting explosion can be extremely

destructive. Hydrogen has been used widely for more than a hundred years in

large-scale industrial applications. There have been incidents with Hydrogen,

as there have been with other materials including gasoline, LPG and natural

gas. In general, though, experience shows that Hydrogen can be handled

safely in industrial applications as long as users stick to the appropriate

standards, regulations and best practices.

1.5.3 Several organizations are involved in new standards activity in response

to the growth of interest in Hydrogen as a fuel. The National Hydrogen

Association has created Codes and Standards Working Groups on topics

such as hydride storage, electolysers for home use, transportation

infrastructure issues and maritime applications. The Society of Automotive

Engineers, through a Fuel Cell Standards Forum Safety Task Force is

collaborating with the National Highways Authority of India (NHAI) on the

transportation issues. Much of these standards writing is taking place at the

International Organization for Standardization (ISO) level in ISO Technical

Committee 197 (Hydrogen Technologies) with input through the national

organizations. The International Electrotechnical Committee, IEC TC 105

(Fuel Cells}, ISO TC 197, and ISO TC22 SC 21 (Electric Vehicles) are all

involved in fuel cell standards activities.

1.6 Human Resource Development

1.6.1 Human resource development is the key to sustained R&D program on

Hydrogen. Hydrogen and fuel cells are considered in many countries as an

12

important alternative energy vector and a key technology for future

sustainable energy systems in the stationary power, transportation, industrial

and residential sectors. The realization of Hydrogen based economy can

generate a lot of employment throughout the country. Hydrogen production

process and Fuel cell technology requires expertise from various fields such

as electrical, mechanical, chemistry, physics, biotechnology, management

etc. In order to produce skilled manpower resource training needs have to be

identified. It is recommended to constitute Hydrogen chair faculty positions in

IITs for professors working on Hydrogen technologies for the duration of 3

years. Further 50 fellowships should be given to bright scholars for pursuing

their masters or doctoral programs related to Hydrogen technologies. Awards

should be constituted on a national scale with prizes around 1 lakh for

professionals and academia working in promotion of Hydrogen.

1.6.2 Hydrogen fuel cell technologies have the potential to provide significant

employment, economic, and environmental benefits on a national scale. It is

expected that Indian industries would soon participate in the hydrogen

technology development and commercialization which will open up

employment opportunities both in manufacturing of fuel cell systems as well

as their maintenance and also in hydrogen production and delivery

businesses. Many of these jobs require engineering and science backgrounds

related to product and technology development [Chemical engineers,

Electrical engineers, Mechanical engineers, Design Engineers, Application

developers , Product engineers, Materials scientists, Chemists , Laboratory

technicians, Machinists, Power plant and Hydrogen production plant operators

& maintenance staff , Bus, truck and other fleet drivers & maintenance team

of workers.

1.6.3 Adaptation of the hydrogen technologies can proceed effectively only

when all sections of public accept the same. To make it acceptable to general

public, training the decision makers and educating the next generation of

students is an important prerequisite for the long-term success of hydrogen

energy technologies. For this, it is necessary to create a well-trained human

resource base. Educational programs along with demonstration programs will

13

help to achieve high levels of penetration of these technologies. Such

programs should include a hydrogen education program for school teachers

and students providing them with educational materials, training program and

curricula evaluation.

1.7 Awareness

1.7.1 Hydrogen and fuel cells are considered in many countries as an

important alternative energy vector and a key technology for future

sustainable energy systems in the stationary power, transportation, industrial

and residential sectors. The realization of Hydrogen based economy can

generate a lot of employment throughout the country. Hydrogen production

process and Fuel cell technology requires expertise from various fields such

as electrical, mechanical, chemistry, physics, biotechnology, management

etc. A center for excellence is needed for each of the sector associate with

Hydrogen and Fuel Cells production. Employment would increase with

penetration of these technologies in transportation sector and energy sector.

This gives an added boon to the society in terms of decreasing in carbon

footprint. However, as with any major changes in the energy industry, the

transition to a Hydrogen economy will require several decades. Awareness

campaigns are required to inform the general public on the benefit of using

clean fuel like Hydrogen considering the elimination of carbon based

emissions. HRD aspect of Hydrogen technology involves introducing

information on Hydrogen fuel in school curriculum as well as training

programs for technicians and engineers working on the Hydrogen fuel cell

vehicles. Research and development is the key to generate IPR in this

evolving field, which would ultimately benefit the country.

1.7.2 The most important factor for fostering support and decreasing

opposition to the introduction of Hydrogen technologies is increased

knowledge. The general public must be given further education, along with

decision-makers within government and industry, regulators and policy

developers, academics etc. Therefore, information as well as an active

demonstration projects for use of Hydrogen is necessary. Results from

14

previous projects have shown that more extensive information efforts are

needed in conjunction with demonstration projects, such as Hydrogen bus

trials, fork lifts, stationary power etc. In order to maximise the acceptability of

Hydrogen technologies. Several such projects are ongoing across the world.

1.7.3 Awareness resources include traditional print materials, such as fact

sheets, and information available on the Web, and via other forms of media

including audio, CD, and video. Careful attention must be given to cost and to

traditional forms of media/information delivery to which target audiences are

accustomed. The primary distribution mechanism for education and outreach

materials will be the Program Website, via Web pages, databases, electronic

documents, and other interactive tools and resources.

1.8 Public Private Partnership

1.8.1 Coordination between industry and government can facilitate smooth

commercialization of Hydrogen and fuel cell systems. By working together,

timely priorities can be identified to promote commercial deployment of

Hydrogen technologies. Continuation of dialog among all stakeholders, as

well as applicable state agencies, to study the range of codes, standards, and

regulatory activities that are needed to ensure a smooth transition to a

Hydrogen economy, as well as the research to support them is the key.

Through continued coordination, research funding can be targeted at areas

with the greatest needs, consistent with commercialization time frames, and

consistent to support related research work timetables, reducing the need for

duplication of effort.

1.8.2 The public-private partnership focused on advancing Hydrogen

infrastructure to support more transportation energy options for consumers,

including Hydrogen and fuel cell electric vehicles (FCEVs) is the need of the

hour. New partnerships brings together automakers, government agencies,

gas suppliers, and the Hydrogen and fuel cell industries to coordinate

research and identify cost-effective solutions to deploy infrastructure that can

deliver affordable, clean Hydrogen fuel for vehicles. Hydrogen and Fuel cell

15

technologies are an important part of approach to diversify transportation

sector, reduce the dependence on foreign oil and increase competitiveness in

the global market. By bringing together key stakeholders from across the fuel

cell and Hydrogen industry, the partnership will help advance affordable fuel

cell electric vehicles that save consumers money and give drivers more

options. Partnerships bring experts together to identify and solve key

infrastructure challenges, including leveraging low cost gas resources.

1.9 Gap Analysis

1.9.1 From the above, it is clearly seen that the research activities in the field

of Fuel Cell & Hydrogen are still in their early phase compared to other

nations. Since the activities of fuel cell and Hydrogen are in early stages, it is

inevitable to have more focus on creating indigenous technology for its

commercialization and industrialization in India. To promote fuel cell

technology based innovation, there must be proper strategies and plans which

enhance Hydrogen activities in India in those specific fields.

1.9.2 Following are some specific gap issues between India and the

developed countries.

1.9.2.1 After Market Vehicle Enforcement

It is to be noted how regulations will be enforced on after-market

repairs and end-of-vehicle life. For example, Hydrogen storage tanks may not

be returned to service without requalification following a crash or at the end of

the tank service life. Vehicle tanks should not be moved between vehicles,

although it cannot really be prevented in practice. State periodic vehicle

inspection is one option, which is recently launched in India in form of

Inspection and Maintenance (I&M) regime. Tanks may have a certain number

of fills before they “expire”. This is also a concern for stationary tanks. Tanks

may be requalified. Some vehicle repair facility issues are best handled by the

states, although the central government may have a role in some cases.

Industry and government in India need to think about repair facilities, repair

16

personnel, and enforcement, and develop appropriate safeguards and

education. Fuelling station codes {similar to the International Code

Council (ICC) or the National Fire Protection Association (NFPA) codes and

Canadian Standards Association (CSA) dispenser standards} should be

operative by the time vehicles are truly commercially available in the

marketplace. There are numerous recommended practices and technical

reports being developed by the Society of Automotive Engineers (SAE).

Hydrogen and Fuel Cell Standards Committee seeks input from Original

equipment manufacturers (OEMs), fuel cell developers and on-board storage

system manufacturers. Most of this material on safety and its technical

justification may be of use to India as regulations are developed.

1.9.2.2 Hydrogen Infrastructure

Bulk Hydrogen suppliers face the road block in the development of

infrastructure to support Hydrogen vehicle fuelling. The challenge is the

shipping of the samples with small quantities of Hydrogen, which needs to be

analysed for verifying Hydrogen quality at fuelling stations. Existing shipping

procedures are recognized as difficult to implement. The quantities allowed to

be shipped are small (typically 1 litre, at 350 bar or less). Industry should be

able to ship the samples via common carriers. Special permits and CMVR

rules will be required for shipping of Hydrogen canisters to support fuel quality

testing.

1.10 Action Plan

i.) Development of on board safety systems for Hydrogen vehicles

Includes development of safety devices such as flame traps, leak

detectors, alarms, OBD etc.

ii.) After treatment solutions for Hydrogen vehicles

Includes development of NOx control strategies as well as arresting

engine oil based particulates and nano particles.

17

iii.) Development of Indigenous sensors for fuel cell vehicles

Includes development of indigenous low cost sensors such as

antiknock sensor, lambda sensor, etc.

iv.) Advanced combustion HCCI engines for Hydrogen fuel

Includes development of high efficiency IC Engines based on

advanced combustion concepts using Hydrogen fuel.

v.) Development of Hydrogen fuel cell demonstration kits for schools

Includes development of kits which could create awareness on

Hydrogen as a fuel and also demonstrate properties of Hydrogen and

explain working of fuel cell.

vi.) Enhancement of Fire Safety Measures for Hydrogen Vehicles

Includes development of fire -fighting equipment including flame

retardant materials.

vii.) CFD simulation of Hydrogen release patterns

Includes simulation studies to assess impact of Hydrogen leaks.

1.11 Institutions for Hydrogen

A comprehensive testing facility for high pressure fuel storage cylinders

used for compressed Hydrogen and compressed natural gas automotive fuel

systems requires following laboratory setups:

1.11.1 High Pressure Component Testing Laboratory

For high pressure component testing requirements, design qualification

and performance tests on compressed Hydrogen automotive fuel system

components such as pressure regulators, solenoid valves, check valves,

PRDs, etc. are required. Additionally, standard and customized durability and

destructive tests of high pressure components up to 100 MPa (1,000 bar) are

required to be carries out.

18

1.11.2 Vehicle Fuel System Testing Laboratory

Qualified engineers and technologists are required to develop and

conduct vehicle fuel system tests. The capabilities to test to custom OEM

specifications to support vehicle fuel system design validation and lifetime

endurance are required. A typical facility is equipped to perform fueling

studies, and to perform severe abuse tests of vehicle fuel systems at

pressures up to 100 MPa (1,000 bar).

1.12 Centre of Excellence

1.12.1 Development of national facility for certification of Hydrogen and fuel

cell vehicles as per future CMVR norms is need of the hour. It should include

facilities such as

1 No. Chassis Dynamometer for HCV/LCV Vehicles – suitable for both

Hydrogen and Fuel cell buses

2 Nos. Chassis Dynamometer for SUV/Passenger Cars/SCV

1 No. Chassis Dynamometer for 2/3 Wheelers

1 No. Transient dynamometer - 550 kW

2 Nos Transient dynamometers up to - 300 kW

Hydrogen Cylinder Storage and Dispensing Facility

Hydrogen Component Certification facilities

Hydrogen engine combustion development and simulation centre

1.12.2 As a multidisciplinary testing and research facility, this centre should

have leadership role in the development of clean energy solutions, such as

Hydrogen fuel. To support technology advances, this centre should provide

services in Hydrogen testing, certification and prototype development.

19

1.12 Time Plan

Sr. No. Year 2016 2017 2018 2019 2020 2021 2022

Mission Mode Projects

1 Development of National

Hydrogen Vehicle Certification

and Research Laboratory

Chassis Dynamometer for HCV/LCV

Vehicles – suitable for both hydrogen and

Fuel cell buses -1 Nos.

Chassis Dynamometer for

2/3 Wheelers - 1 Nos

Transient dynamometers, 550 kW

capacity -1 Nos.

Transient dynamometers upto 300

kW - 2 Nos.

Chassis Dynamometer for

SUV/Passenger Cars/SCV -

2 Nos.

Hydrogen Cylinder Storage and Dispensing

Facility

Hydrogen Component Certification Equipment

Hydrogen fuel quality testing and material embrittlement testing

Hydrogen engine combustion development and simulation centre

20

Sr. No. Year 2016 2017 2018 2019 2020 2021 2022

2 Research & Development

Projects

3 Basic / Fundamental

Research Projects

Development of on board safety

systems for hydrogen vehicles

After treatment solutions for

hydrogen vehicles

Development of Indigeneous sensors for fuel cell

vehicles

Development of materials for lightweight hydrogen cylinders

Advanced combustion HCCI engines for hydrogen fuel

Development of hydrogen fuel cell

demonstration kits for schools

Enhancement of Fire Safety Measures for

Hydrogen Vehicles

CFD simulation of hydrogen release

patterns

Optical engine studies on Hydrogen Combustion

Suitable odorants and dyes for hydrogen fuel

Study of hydrogen regulations and projection of

requirement of regulation in near future

Awards, Scholarships, Training, Awareness Seminars, Advertisements

Hydrogen flame studies - Visualisation

21

1.14 Financial Implications

S. No. Activity Budgeted

Amount

(INR Crore)

A HR Activity Budget

1 Standards and Regulations Development 20

2 Awards and Scholarships for Students 30

3 Training and Awareness Seminars for

Manpower Development

50

4 Hydrogen Chair in IITs 25

5 IPR Budget 100

6 Hydrogen demo Kit for schools 25

Subtotal A 250

B Mission Mode Project

1 National Hydrogen Vehicle Certification Facility

- Upgradation of Chassis dynamometer.

- Engine Dynamometers Test Cell - 350 kW

- Upgradation of EV Facility for fuel cell

- Mobile cascade fuel facility

- Liasion office for standards, awareness &

Training

- Simulation and sensor HIL development

- Hydrogen Component certification facility at

ICAT

- Test track for Hydrogen Stability

- Cylinder testing duly approved

4

10

5

1

1

4

10

5

10

Subtotal B 50

C Research and Development Projects

1 Development of on board safety systems for

Hydrogen vehicles

40

2 After treatment solutions for hydrogen vehicles 20

22

3 Advanced combustion HCCI engines for

Hydrogen fuel

40

Subtotal C 100

D Basic Research

1 Optical Engine Studies on Hydrogen engine 70

2 Hydrogen Flame Studies 20

3 Odorants for Hydrogen 10

Subtotal D 100

Grand Total (INR Crore) 500

Cash Outlay per year

SN Year Budgeted Amount

(INR Crore)

1 2016-2017 200

2 2017-2018 100

3 2018-2019 75

4 2019-2020 50

5 2020-2021 50

6 2021-2022 25

Grand Total (INR Crore) 500

1.15 Conclusions and Recommendations

Notification of Hydrogen as a fuel in India

Promote and strengthen R&D activities on Hydrogen, fuel cells, safety

& manufacturing by providing necessary autonomy and freedom for

all academic and R&D institutions, while ensuring social responsibilities

and commitments

Establishment of Centre of excellence at ARAI for Hydrogen vehicle

certification and research.

23

Development of facilities for Hydrogen component and cylinder

evaluation

Accelerate business innovation with the R&E tax credit

Rewards can be given at various stages like filing, grant and

commercialization of patents by companies to promote activities in the

area of Hydrogen and Fuel Cell.

Conduct strategic, selective demonstrations of innovative technologies

Industry cost share and potential to accelerate market transformation

Continue to conduct key analyses to guide R&D and path forward –

Life cycle cost; economic & environmental analyses, etc.

Support and protect effective intellectual property rights

Leverage activities to maximize impact and facilitating

commercialization of IPRs

Training and education: To train enforcement officers, in-house

counsels, and school students.

Faculty Chair positions in major technological institutions on Hydrogen

research.

50 scholarship awards for students related to Hydrogen research.

MNRE sponsored workshops for spreading Hydrogen awareness.

Promote foreign exchanges and cooperation in IP, stepping up forecast

of IP related information on external trade and domestic markets and

the maintenance of IP.

Unleash a clean energy revolution: For our national security, economy,

and environment, it is crucial to develop clean energy technologies.

Promote energy efficient industries, Invest in clean energy solutions

and Spur innovation through new energy standards.

Awards for technical developments related to Hydrogen fuel

Tax benefits for Hydrogen vehicle technologies

Encouragement of Hydrogen vehicle demonstration projects

Indigenous Fuel cell stack development

Promotion of fuel cell equipment such as forklifts.

Assistance for participation in international standard body ISO TC 197

meetings related to Hydrogen technology.

24

Development of BIS standards on Hydrogen technologies

PPP programs for development of solar based Hydrogen stations

Standards for fuel dispensing and composite cylinders

Constitution of a nodal committee for implementation of Hydrogen

technologies

Funding of academia basic research projects including IITs through

Grants

Providing funds to government institutions like ARAI, IOC, BHEL for

commercial Hydrogen research projects

Dissemination of Hydrogen literature and books.

Conferences on Hydrogen technology with international experts.

Collaborations with foreign institutions for information and technology

exchange on Hydrogen.

Visits to international Hydrogen R&D centres for first hand assessment

of activities and possible collaborations.

Student exchange programs with international universities on Hydrogen

technology.

25

INTRODUCTION

26

27

2.0 Introduction

A Hydrogen vehicle is a vehicle that uses the gaseous fuel Hydrogen

as its onboard fuel for motive power. Hydrogen vehicles include automobiles

and other transportation vehicles. Hydrogen vehicles convert the chemical

energy of Hydrogen to mechanical energy either by burning Hydrogen in an

internal combustion engine, or by reacting Hydrogen with oxygen in a fuel cell

to run electric motors. Widespread use of Hydrogen vehicles for fueling

transportation is a key element of the Hydrogen economy. A summary of the

various Hydrogen testing requirements, standards, safety codes and

regulations is covered.

2.1 Issues with Hydrogen Fuel

• Safety is critical due to high flammability of the fuel. Adequate safety

equipment such as flame traps is required.

• Maintaining the quality of Hydrogen through production is an issue.

• Low energy density makes vehicle range a problem.

• Leakage tendency of Hydrogen is higher.

• No distribution infrastructure.

• Metal Embrittlement tendency requires changes in engine parts and

storage.

• Backfire and preignition are some more technical issues.

2.2 Need for Hydrogen Standards and Regulations

In order to ensure safety of vehicles and for technical solutions to these

issues following regulations and standards are critical: Governments have

identified the development of regulations and standards as one of the key

requirements for commercialization of Hydrogen-fuelled vehicles. Regulations

and standards will help overcome technological barriers to commercialization,

facilitate manufacturers’ investment in building Hydrogen-fuelled vehicles and

facilitate public acceptance by providing a systematic and accurate means of

assessing and communicating the risk associated with the use of Hydrogen

28

vehicles, be it to the general public, consumer, emergency response

personnel or the insurance industry.

2.3 Hydrogen as a Fuel: Standards

ISO TC 197 is the international committee that deals with standards

related to Hydrogen. The structure of the committee is given in Figure 2.1.

Figure 2.1: ISO TC 197 Committee structure for Hydrogen.

ISO/TC 197 was created to promote the increased use of Hydrogen as an

energy carrier and fuel. Standardization is required in the field of systems and

devices for the production, storage, transport, measurement and use of

Hydrogen. The standardization efforts of the technical committee ISO/TC 197

will facilitate the emergence of a renewable, sustainable energy system based

upon Hydrogen as an energy carrier and fuel. As standardization is

undertaken simultaneously with technology development, ISO/TC 197 work

facilitates the early demonstration and implementation of the Hydrogen

technologies that will be required to move Hydrogen into widespread energy

applications. India is a member of this committee.

29

2.4 Hydrogen Vehicle Testing

A Hydrogen internal combustion engine (ICE) vehicle uses a traditional

ICE that has been modified to use Hydrogen fuel. One of the benefits of

Hydrogen-powered ICEs is that they can run on pure Hydrogen or a blend of

Hydrogen and compressed natural gas (CNG). That fuel flexibility is very

attractive as a means of addressing the widespread lack of Hydrogen fuelling

infrastructure in the near term. The Vehicle Testing has to provide pure

Hydrogen or Hydrogen/CNG blends to the various internal combustion engine

test vehicles. The Vehicle Testing Activity evaluates Hydrogen and HCNG

internal combustion engine vehicles in closed-track and laboratory

environments (baseline performance testing), as well as in real-world

applications – including fleet testing and accelerated reliability testing

(accumulating life-cycle vehicle mileage and operational knowledge within 1 to

1.5 years). Emission testing is also conducted as per Euro norms. Testing

Hydrogen internal combustion engine vehicles also supports development of

the Hydrogen infrastructure needed for fuel cell vehicles.

2.5 Facilities Required for Hydrogen Vehicle Testing

The facilities required for Hydrogen testing are provided in the

figures below (USDOE). Testing facilities include vehicle fuel cylinder

testing, setups for sensor testing, virtual testing, and vehicle emission

using chassis dynamometer, engine dynamometer, noise and vibration

testing. Such facilities need to be developed in India as shown in Figure

2.2.

30

Figure 2.2: Hydrogen Vehicle Testing Facilities

A comprehensive testing facility for high pressure fuel storage cylinders

used for compressed Hydrogen and compressed natural gas automotive fuel

systems requires following laboratory setups:

2.6 High Pressure Cylinder Testing Laboratory

Comprehensive testing facility is required to provide a variety of

services to global equipment suppliers, automotive OEMs, and regulatory

authorities. Testing services for high pressure fuel storage cylinders used for

compressed Hydrogen vehicles is required. The laboratory can conduct an

array of standard and customized durability and destructive tests of high

pressure cylinders up to 280 MPa (2,800 bar).

2.7 High Pressure Component Testing Laboratory

For high pressure component testing requirements, design qualification

and performance tests on compressed Hydrogen automotive fuel system

31

components such as pressure regulators, solenoid valves, check valves,

PRDs, etc. are required. Additionally, standard and customized durability and

destructive tests of high pressure components up to 100 MPa (1,000 bar) are

required to be carries out.

2.8 Vehicle Fuel System Testing Laboratory

Qualified engineers and technologists are required to develop and

conduct vehicle fuel system tests. The capabilities to test to custom OEM

specifications to support vehicle fuel system design validation and lifetime

endurance are required. A typical facility is equipped to perform fueling

studies, and to perform severe abuse tests of vehicle fuel systems at

pressures up to 100 MPa (1,000 bar).

2.9 Hydrogen Embrittlement Testing

To evaluate the durability of the high pressure Hydrogen cylinders, and their

susceptibility to Hydrogen embrittlement, testing services to assess the

material’s performance in a pressurized Hydrogen atmosphere up to 70 MPa

(700 bar) are included in this facility. Hydrogen testing facility offers

independent testing and certification services to international codes and

standards and to customer requirements as shown in Figure 2.3

Figure 2.3: Hydrogen Vehicle Development facilities

32

2.10 Hydrogen Vehicle Type Approval

EEC 79 / 2009 is an European regulation for type approval of

Hydrogen vehicles. Similar regulation is required in India. Some Salient

Provisions of EEC 79/2009 are

Hydrogen system installation must be remote from heat sources.

Hydrogen container should not be installed in engine compartment and be protected

against corrosion

Measures to prevent misfuelling of vehicle and leakage

The refueling connector should be protected and should have a non-return valve

Hydrogen container should be mounted and fixed properly

Hydrogen fuel system should contain an automatic shut off valve mounted on the

cylinder

In case of accidents, the shut off valve should interrupt fuel flow

Hydrogen components should not project beyond outline of the vehicle

Hydrogen system installation must be safe from damage

Hydrogen components must not be located near vehicular exhaust

Ventilation system for Hydrogen leakage should be provided

In case of accidents, the pressure relief device should function normally.

Passenger compartment must be isolated from Hydrogen

Hydrogen components should be enclosed by gas tight housing

Electrical devices should be isolated and Hydrogen fuel system should be

grounded.

Labels should be provided to identify the Hydrogen vehicle

2.11 Hydrogen Cylinder Testing Facilities:

Test facilities for Hydrogen cylinder testing including gunfire,

environmental chamber, Hydrogen cycling, bonfire and burst testing as shown

in Figure 2.4

33

Figure 2.4: Hydrogen Cylinder Testing Facilities

2.12 Fuel Cell Vehicle Standards

Fuel cell vehicles use fuel cells which produce an electric current that

runs a motor which drives the vehicle. IEC/TC 105 is the international

committee on fuel cells. There are important standards regarding fuel cell

technologies and infrastructure. IEC 62282 is a globally accepted standard for

fuel cell vehicles consists of the following parts under the general title Fuel cell

technologies:

Part 1: Terminology.

Part 2: Fuel cell modules.

Part 3-1: Stationary fuel cell power plants – Safety.

Part 3-2: Stationary fuel cell power plants – Test methods for performance.

Part 3-3: Stationary fuel cell power plants – Installation.

Part 4: Fuel cell system for propulsion and auxiliary power units.

Part 5: Portable fuel cell appliances – Safety and performance requirements.

34

Part 6-1: Micro fuel cell power systems – Safety1.

Part 6-2: Micro fuel cell power systems – Performance1.

Part 6-3: Micro fuel cell power systems – Interchangeability1.

Part 7: Single Cell Test Method for Polymer Electrolyte Fuel Cell (PEFC).

2.13 Cryogenic Liquid Hydrogen standards

Hydrogen can be stored as a cryogenic liquid at -259°C.

European Standards for cryogenic liquid Hydrogen are as follows:

Directive 97/23/EC and Harmonised Standard EN 13458 provide

framework requirements for the pressure protection of cryogenic storage

tank systems.

i) EN 13458-1, Cryogenic vessels - Static vacuum insulated vessels -Part

1: Fundamental requirements.

ii) EN 13458-2, Cryogenic vessels - Static vacuum insulated vessels -Part

2: Design, fabrication, inspection and testing.

iii) EN 13458-3, Cryogenic vessels - Static vacuum insulated vessels -Part

3: Operational requirements.

iv) EN 14197-3, Cryogenic vessels – Static non vacuum insulated

vessels–Part 3: Operational.

v) EN 13648-3: Cryogenic vessels – Safety devices for protection against

excessive pressure – part 3: Determination of required discharge

capacity and sizing for relief devices.

2.14 Hydrogen Stations

Hydrogen stations are to be considered as subject to a particular risk of

fire and explosion. The degree of risk influences the type of electrical

installation. The installation and operation of electrical systems in Hydrogen

stations must be in accordance with the Regulations, Standards and Codes of

Practice of each country. UK Directive 99/92/EC (also known as 'ATEX 137' or

the 'ATEX Workplace Directive') and Directive 94/9/EC (also known as 'ATEX

35

95' or 'the ATEX Equipment Directive') on minimum requirements for

improving the health and safety protection of workers potentially at risk from

explosive atmospheres should be followed. Following international

organizations work closely for Hydrogen standards, codes and regulations as

shown in Figure 2.5

Figure 2.5: Hydrogen International Regulatory Bodies

2.15 Hydrogen Codes

The major themes in Hydrogen standards, codes and regulations involve:

Hydrogen leak, dispersion, and ignition research (modelling and

testing)

Enhancing existing Hydrogen vehicle and container fire (bonfire) test

methodologies

Modelling and/or testing to improve specifications

Compressed Hydrogen container ruptures in the event of pressure

relief device (PRD)

Failure (testing to determine consequences)

36

General Hydrogen vehicle safety research (fuel cell safety, safety and

risk analysis,

Vehicle demonstration programs, and codes and standards)

Hydrogen cylinder design and testing

Fast-fuelling of 70 MPa compressed Hydrogen containers (modelling

and testing of thermal loads)

Liquefied Hydrogen (LHYDROGEN) storage system components and

vehicles (design, testing, and demonstration)

2.16 Conclusions:

In order for the Hydrogen program to be successful in India,

development of required testing facilities, standards codes and

regulations for cylinders, components, vehicles and fuel need to be

developed in line with international regulations.

37

INTELLECTUAL PROPERTY RIGHTS

- HYDROGEN AND FUEL CELLS

38

39

3.0 Intellectual Property Rights (IPR) - Hydrogen and

Fuel Cell

3.1 Introduction

The concern and support for the clean and renewable energies has

been become a necessary need of the hour for sustainable growth of the

human as well as nation development. Fuel cell technology, Hydrogen

production & storage technology have become one of the main streams of

clean energy because of the attractive probabilities of becoming one of the

major future energy sources replacing crude oil. Although these technologies

are still in the nascent phase of their commercialization, interest in fuel cells

and Hydrogen is global, with more than $1 billion in public investment in

RD&D annually [1]. Major Private Organizations which include the supply

chain industry, automotive and power equipment manufacturers, energy and

chemical companies, electric and natural gas utilities, universities, national

laboratories are playing a major role in the RD&D and working towards

commercialization of these technologies. In the process of this research and

innovation, IPR’s filed by different organizations have been increasing year by

year.

This review presents and analyzes both granted patents and patent

applications published in this area of research. The fuel cell patent numbers

reported here reflect the continued technological progress in the industry, and

the advent of commercialization in some fuel cell applications. This report

would also give some preliminary information on Journal papers published

which is also one of the forms of IPR’s. The information incorporated would be

useful to compare Indian Research activities with the rest of the world and

would be utilized in analyzing and planning the proper steps to be taken to

encourage the generation of more IPR in India.

Intellectual property (IP) refers to creations of the mind, such as

inventions; literary and artistic works; designs; and symbols, names and

images used in commerce. IP rights are legally recognized exclusive rights to

40

creations. Under intellectual property laws, owners are granted certain

exclusive rights to a variety of intangible assets, such as musical, literary, and

artistic works; discoveries and inventions; and words, phrases, symbols, and

designs. Common types of intellectual property rights include copyright,

trademark, patents, industrial design rights, trade dress, and in some

jurisdictions trade secrets.

Although many of the legal principles governing intellectual property

rights have evolved over centuries, it was not until the 19th Century that the

term intellectual property began to be used, and not until the late 20th Century

that it became common place in the majority of the world. The British Statute

of Anne (1710) and the Statute of Monopolies (1624) are now seen as the

origins of copy right and patent law respectively. Until recently, the purpose of

intellectual property law was to give as little protection possible in order to

encourage innovation. Historically, therefore, they were granted only when

they were necessary to encourage invention, limited in time and scope.

3.2 Objectives

The stated objective of most intellectual property law (with the

exception of trademarks) is to "Promote Progress”. By exchanging limited

exclusive rights for disclosure of inventions and creative works, society and

the patentee / copyright owner mutually benefit, and an incentive is created

for inventors and authors to create and disclose their work. Some

commentators have noted that the objective of intellectual property legislators

and those who support its implementation appears to be "absolute protection".

"If some intellectual property is desirable because it encourages innovation,

the reason, more is better. The thinking is that creators will not have sufficient

incentive to invent unless they are legally entitled to capture the full social

value of their inventions". This absolute protection or full value view treats

intellectual property as another type of "real" property, typically adopting its

law and rhetoric. Other recent developments in intellectual property law, such

as the America Invents Act, stress international harmonization.

41

3.3 Financial Incentive

These exclusive rights allow owners of intellectual property to benefit

from the property they have created, providing a financial incentive for the

creation of an investment in intellectual property, and, in case of patents, pay

associated research and development costs. Some commentators, such

as David Levine and Michele Boldrin, dispute this justification. In 2013 the

United States Patent & Trademark Office approximated that the worth of

intellectual property to the U.S. economy is more than US$ 5 trillion and

creates employment for an estimated 18 million American people. The value

of intellectual property is considered similarly high in other developed nations,

such as those in the European Union. In the UK, IP has become a recognized

asset class for use in pension-led funding and other types of business

finance. However, the UK Intellectual Property Office stated: “There are

millions of intangible business assets whose value is either not being

leveraged at all or only being leveraged inadvertently”.

3.4 Economic growth

The WIPO treaty and several related international agreements are

premised on the notion that the protection of intellectual property rights is

essential to maintaining economic growth. The WIPO Intellectual Property

Handbook gives two reasons for intellectual property laws. One is to give

statutory expression to the moral and economic rights of creators in their

creations and the rights of the public in access to those creations. The second

is to promote, as a deliberate act of Government policy, creativity and the

dissemination and application of its results and to encourage fair trading

which would contribute to economic and social development.

Economists have also shown that IP can be a disincentive to

innovation when that innovation is drastic. IP makes excludable non-

rival intellectual products that were previously non-excludable. This creates

economic inefficiency as long as the monopoly is held. A disincentive to direct

resources toward innovation can occur when monopoly profits are less than

the overall welfare improvement to society. This situation can be seen as a

market failure and an issue of appropriate ability.

42

3.5 Types of IPR

Common types of intellectual property rights include patents, copyright,

industrial design, rights, trademarks, trade dress, and in some

jurisdictions trade secrets. There are also more specialized varieties of sui

generis exclusive rights, such as circuit design rights (called mask work rights

in U.S. law, protected under the Integrated Circuit Topography Act in

Canadian law, and in European Union law by Directive 87/54/EEC of 16

December 1986 on the legal protection of topographies of semiconductor

products), plant breeders' rights, plant variety rights, industrial design

rights, supplementary protection certificates for pharmaceutical products

and database rights (in European law).

3.6 Trade secrets

A trade secret isformula, practice, process, design, instrument, pattern,

or compilation of information which is not generally known or reasonably

ascertainable, by which a business can obtain an economic advantage over

competitors or customers. In the United States, trade secret law is primarily

handled at the state level under the Uniform Trade Secrets Act, which most

states have adopted, and a federal law, the Economic Espionage Act of 1996,

which makes the theft or misappropriation of a trade secret a federal crime.

This law contains two provisions criminalizing two sorts of activity. The first

criminalizes the theft of trade secrets to benefit foreign powers. The second

criminalizes their theft for commercial or economic purposes. The statutory

penalties are different for the two offenses. Trade secret law varies from

country to country. Infringement, misappropriation, and enforcement

Unauthorized use of intellectual property rights, called "infringement"

with respect to patents, copyright, and trademarks, and "misappropriation"

with respect to trade secrets, may be a breach of civil law or criminal law,

depending on the type of intellectual property, jurisdiction, and the nature of

the action.

Patent infringement typically is caused by using or selling a patented

invention without permission from the patent holder. The scope of the

43

patented invention or the extent of protection is defined in the claims of the

granted patent. There is safe harbor in many jurisdictions to use a patented

invention for research. This safe harbor does not exist in the US unless the

research is done for purely philosophical purposes, or in order to gather data

in order to prepare an application for regulatory approval of a drug. In general,

patent infringement cases are handled under civil law (e.g., in the United

States) but several jurisdictions incorporate infringement in criminal law also

(for example, Argentina, China, France, Japan, Russia, South Korea).

Copyright infringement is reproducing, distributing, displaying or

performing a work, or to make derivative works, without permission from the

copyright holder, which is typically a publisher or other business representing

or assigned by the work's creator. It is often called "piracy". While copyright is

created the instance a work is fixed, generally the copyright holder can only

get money damages if the owner registers the copyright. Enforcement of

copyright is generally the responsibility of the copyright holder. The ACTA

trade agreement, signed in May 2011 by the United States, Japan,

Switzerland, and the EU, requires that its parties add criminal penalties,

including incarceration and fines, for copyright and trademark infringement,

and obligated the parties to active police for infringement. There is a safe

harbor to use copyrighted works under the fair use doctrine.

Trademark infringement occurs when one party uses a trademark that

is identical or confusingly similar to a trademark owned by another party, in

relation to products or services which are identical or similar to the products or

services of the other party. As with copyright, there are common law rights

protecting a trademark, but registering a trademark provides legal advantages

for enforcement. Infringement can be addressed by civil litigation and, in

several jurisdictions, under criminal law. In the United States, the Trademark

Counterfeiting Act of 1984 criminalized the intentional trade in counterfeit

goods and services and ACTA amplified the penalties.

Trade secret misappropriation is different from violations of other

intellectual property laws, since by definition trade secrets are secret, while

patents and registered copyrights and trademarks are publicly available. In

the United States, trade secrets are protected under state law, and states

44

have nearly universally adopted the Uniform Trade Secrets Act. The United

States also has federal law in the form of the Economic Espionage Act of

1996, which makes the theft or misappropriation of a trade secret a federal

crime. This law contains two provisions criminalizing two sorts of activity. The

first criminalizes the theft of trade secrets to benefit foreign powers. The

second criminalizes their theft for commercial or economic purposes. The

statutory penalties are different for the two offenses.

In Commonwealth common law jurisdictions, confidentiality and trade secrets

are regarded as an equitable right rather than a property right but penalties for

theft are roughly the same as the United States.

As of 2011 trade in counterfeit copyrighted and trademarked works was

a $600 billion industry worldwide and accounted for 5 – 7% of global trade.

India's Council of Scientific and Industrial Research (CSIR) has a

specialized service Unit for Research and Development of Information

Products (URDIP) which is involved in the pre-research and pre-development

phase of the research projects by providing intellectual property and techno-

commercial information services. URDIP provides value added information

services to wide array of clients including start-up companies, SMEs,

Research Institutes within and outside CSIR, large Indian Corporate and

Multinational Corporations. Its primary clients include R&D, legal, new

business development and multi-functional corporate teams. Patent mapping

is also being done which is very important component to know whether one

has got freedom of practice for a particular patent or not.

In India, the Office of the Controller General of Patents, Designs &

Trade Marks (CGPDTM) is located at Mumbai. The Head Office of the Patent

office is at Kolkata and its Branch offices are located at Chennai, New Delhi

and Mumbai. The Trade Marks registry is at Mumbai and its branches are

located in Kolkata, Chennai, Ahmedabad and New Delhi. The Design Office is

located at Kolkata in the Patent Office. The Offices of The Patent Information

System (PIS) and National Institute of Intellectual Property Management

(NIIPM) are at Nagpur. The Controller General supervises the working of the

Patents Act, 1970, as amended, the Designs Act, 2000 and the Trade Marks

45

Act, 1999 and also renders advice to the Government on matters relating to

these subjects. In order to protect the Geographical Indications of goods a

Geographical Indications Registry has been established in Chennai to

administer the Geographical Indications of Goods (Registration and

Protection) Act, 1999 under the CGPDTM.

Patents

Designs

Trade Marks

Geographical Indications

National Institute of Intellectual Property Management(NIIPM)

Patent Information System

Annual Reports

Result Framework Document (RFD)

Request for Proposal (RFP)

Office of the Controller General of Patents, Designs & Trade Marks

Bhoudhik Sampada Bhavan,

Antop Hill, S.M. Road, Mumbai - 400 037

Intellectual Property Office

Intellectual Property Office Building,

Plot No. 32, Sector 14, Dwarka, New Delhi-110075

Phone: 011-28034304-05

Filing Date, Number of Patents & Average Growth Projections

Figure 3.1 shows the clean energy patent growth index. Fuel Cells and

Hydrogen shows a modest growth in scientific literature and high levels of

growth in patent output in the past five years, indicating a shift from

fundamental research towards more commercial applied applications.

46

Fig. 3.1: Comparison of No. of patents granted in clean energy sector by

USPTO [2]

3.7 Fuel Cell

Fuel cell sectors have impressive run of year to year increases dating

back to 2002 with small dips in 2005, 2007 & 2011 while dominating the other

technologies until the rapid ascent of solar technology patents starting in

2009.

Table 3.I : Comparison of granted patents and applications from USPTO

Year

Total

Patents

(Global)

%

growth

Total USPTO

+

EPO Patents

%

growth

Actual

Fuel

Cell

Patents

% Growth in

fuel cell

Patents

2010 908600 - 278395 - 1806 -

2011 996800 9.7 286086 2.8 2732 51

47

Table 3.2 : Comparison of granted patents and applications from EPO [3]

Year

Total

Applications

(Global)

%

growth

Total USPTO

+

EPO

Applications

%

growth

Actual

Fuel

Cell

Appli-

cations

%

Growth

in

fuel cell

Apps

2010 1985300 - 641300 - 3634 -

2011 2140600 7.8 646392 0.8 5734 57.8

In fuel cell technology, the US and European patent offices published

a combined total of 2,732 granted fuel cell patents, equating to growth in fuel

cell related intellectual property (IP) of 51% during year 2011. This growth

compares favorably to growth in the total number of granted patents published

by these two offices in 2011, which amounted to only 3% (Table 3.1 & 3.2).

.

Figure 3.2: Application filing date for fuel cell patents granted in 2011

USPTO & EPO [3]

Figure 3.2 above illustrates the filing year of the 2,732 fuel cell patents

granted in 2011, indicating how many of these were applied for in each

preceding year. A patent application may take several years to be granted as

a patent. The number of granted patents reflects the level of research and

development activity that took place some years previously.

48

3.8 Country of Origin

As shown in the Figure 3.3 U.S. and Japan, followed by Korea and Germany

have dominated the fuel cell patents since 2002. U.S. leads the world with

43% of total fuel cell patents followed by Japan (33%), Korea (8%) and

Germany (6%) respectively.

Figure 3.3: Geographic distribution of cumulative fuel cell patents

granted by USPTO since 2012-13 [2]

Figure 3.4: Geographic distribution of fuel cell patents granted by

USPTO since 2012-13 [2]

49

Table 3.3 and Figure 3.4 shows Japan and the USA continuing to lead

the world in terms of granted fuel cell patents, Japan (1,040) has accelerated

in the past year putting it further ahead of the USA (841) in 2011. The top ten

countries in list agree with similar analysis published by WIPO.

Japanese interest originates from two main applications, automotive

development and residential micro-combined heat and power (micro-CHP).

Leading Japanese companies make up half of the top ten global holders of

granted patents in 2011.

In the USA, General Motors heads the list of granted patents for 2011

with 23% of the Country’s total and in Germany, Daimler and Siemens are the

leading contributors. South Korea remains fourth in the list, with Samsung

accounting for 80% of granted patents in the country. In Canada, Versa

Power Systems who develop 2 to 10 kW stationary systems for CHP

applications is leading with 20% of total patents.

Table 3.3 shows the ratio of granted patents to patent applications for

the top ten countries in terms of applications and give an impression of

success of applications filed. While there is no direct relationship between the

number of granted patents and patent applications in a given year, the ratios

in Table 3.3 show that, in 2011, most countries on this list had 1.5 to 2.7 times

more fuel cell applications than granted patents. Reasons for this could be

manifold, such as applications filed to block others from taking advantage of a

technology or simply a greater amount of research producing results which

are worthy of a patent application; time will tell if this results in an increase in

granted patents in the future.

Fuel Cell today has known about the dominance of Japan in fuel cell

technology for many years, both as a patenting force and commercially, but

the role of China in international fuel cell patent activities is low compared to

the rest of the world, but it is growing and it is expected to increase further in

the future. Looking back over the past ten years, no international activity was

seen in 2000, with applications being logged in 2005 but none granted. In

2010, application activity continued and it was observed that the international

50

patents being granted with China as the priority country. In 2010 and 2011,

with 78% and 49% respectively of granted patents included China. This shift

highlights the importance of the Chinese market and shows manufacturers

are keen to protect their intellectual property there.

Table 3.3: Comparison of granted patents and applications based upon the

country of origin. USPTO & EPO [3]

Country

Applied

Patents

2010

Granted

patents

2010

Ratio Applied

patents

2011

Granted

patents

2011

Ratio

Japan 1374 617 2.2 2376 1,040 2.3

USA 1080 598 1.8 1495 841 1.8

Germany 341 187 1.8 552 285 1.9

South

Korea

206 177 1.2 418 240 1.7

France 126 45 2.7 179 72 2.5

Canada 67 32 1.8 120 47 1.5

India 3 2 1.5 5 1 5

Total

(globally)

3561 1806 2 5734 2732 2

3.9 Assignees

The below Table 3.4 is the list of top ten companies in terms of

granted patents during 2010 and 2011 by USPTO & EPO. It confirms the

continued dominance of automotive companies: 40% of the top ten assignees

in 2010 and 50% in 2011.

Assignees for these patents were dominated by those from Japan and

the USA, accounting for 69% of the granted patent total in 2011. Half of the

top ten companies were from the automotive sector, highlighting their

51

continued commitment to fuel cell technology. Other leading companies in

2011 were Panasonic and Samsung, each a well-known household name.

Table 3.4 : Top ten assignees of fuel cell patents granted in 2010&2011,

USPTO & EPO

Rank 2010 2011

1 Samsung,Korea 68 Honda Motor co., Japan 217

2 Honda Motor co.,

Japan

50 GM,US 194

3 GM,US 48 Samsung, Korea 191

4 Toyota Motor Corp.,

Japan

26 Toyota Motor Corp.,

Japan

188

5 Panasonic Corp.

Japan

24 Panasonic Corp. Japan 92

6 Nissan Motor

Ltd.,Japan

22 Nissan Motor Ltd.,Japan 87

7 Hitachi Ltd. Japan 22 Hitachi Ltd. Japan 36

8 Delphi

Automotive,U.K.

17 Delphi Automotive,U.K. 33

9 Toshiba Corp.

Japan

16 UTC Power, U.S. 35

10 Canon Inc. ,Japan 12 Daimler 32

Figure 3.5 depicts the decline in the number of patents granted to

Ballard Power Systems with just two patents granted in each year may be

because of the corporate transformation which Ballard undertook which

shifted company’s focus away from long-term automotive fuel cell R&D to

concentrate on near-term commercial markets for its fuel cell products.

52

Figure 3.5: Assignees of fuel cell patents granted by USPTO since 2012-13[2]

Looking ahead, It would be expected a sustain growth in fuel cell

related granted patents, especially since the development of new commercial

products is continuing and new applications for fuel cells are entering the

market. The discovery and inclusion of advanced materials and High-

performance catalysts are just a few of the ways in which research efforts will

further help the commercialization of fuel cell technology and this will be

reflected in the patent literature.

Overall the patent landscape in relation to fuel cells is quite congested;

fuel cells have been around a long time and a lot of people have tried to

commercialize them, some successfully and some not.

Patents tend to be clustered in areas where there has been significant

research, development and investment to date. These include Japan (the

auto and large technology companies), US (auto companies, large technology

companies, military applications) and Europe (auto, technology combined

heat & power applications, electrolyzer technology).

Many patents have generic fuel cell applications but others are more specific-

e.g. large SOFC units are on the rise in the US and there are various patents

relating to that development, in Japan there has been success with CHP units

53

using SOFC, most auto patents relate to PEMFC if they are specific to a fuel

cell type.

As commercialization efforts have increased, greater focus has been placed

on:-

Manufacturability at volume and cost effectively- patents have been

generated in this area- e.g. reducing components, alternative and

cheaper materials, manufacturing process driven improvements

Involvement of industry OEMs is critical to assure large scale patent

activity. Particularly automotive OEMs play a critical role.

Durability- a key to commercialization. Patents on materials and

controls to manage and improve durability

Performance- things like power density improvements, materials,

consistency

Infrastructure and Fuelling- automotive fuelling related innovation like

storage tanks, interfaces, measuring and quality devices, portable

storage devices for non-auto applications

3.10 Hydrogen production and storage technologies

The number of patent applications related to Hydrogen energy

increased dramatically between 1998 and 2002 but have leveled off more

recently. Overall, these applications have been distributed relatively equally

between Hydrogen production and Hydrogen storage technologies, at 47

percent and 53 percent, respectively as shown in Figure 3.6. However, patent

applications for Hydrogen production were filed primarily before 2000, while

applications for Hydrogen storage have become predominant since then.

A number of research institutes as well as companies in the energy

and automotive industries have launched research and development

programs generally with the support of national governments. Among the

means for producing Hydrogen that are being investigated are water

electrolysis using electricity generated from solar heat, wind power,

geothermal heat, or other types of alternative energy and natural gas

54

reforming methods that can be integrated into conventional Hydrogen

production methods. Among the technologies being researched for Hydrogen

storage are methods involving low-temperature liquid Hydrogen, metal

hydrides, and carbon nanotubes. Metal-organic frameworks and clathrate

hydrates are also being investigated as storage materials to improve safety

and storage efficiency.

Figure 3.6 Applications for Hydrogen technologies

Table 3.4: Number of Patent Families per Country, 1995-2011

Country Hydro

gen

Produ

ction

H2

storage

PEM

FC

SOF

C

DMFC Fabrica

tion

and

testing

Electrod

e

catalyst membra

nes

U.S 6300 1372 2881 1523 514 2680 2654 2451 2638

Japan 10473 3653 11529 3502 1792 9223 9736 7587 4406

South

Korea

1590 569 1294 521 367 1995 1504 1125 1255

India 39 9 10 2 0 7 7 4 8

Table 3.4 above shows the number of patents in each category and

from each of the nations in the different areas of Fuel Cell and Hydrogen

Technology and the time period of 1995-2011. India is far behind in the list

55

less than 100 patents during the period in various facets of Hydrogen and fuel

cells.

3.11 Journal Paper Activity in Fuel Cell and Hydrogen

This part of the report would give the basic information on Scientific

Journal papers published in the area of Fuel cells and Hydrogen.

Fig. 3.7 Number of Scientific Papers per Pair of Technology Categories

Figure 3.7 visualizes the relationship between the high level energy

technology segments. The diagram can be used to quickly understand which

combinations of technology are the most popular focal points of fundamental

research in Energy. Equally, the diagram can also be used to understand

which combinations have been relatively lightly researched. Combustion has

high overlap with Fuel cells and Hydrogen. Similarly energy storage also has

good overlap with Hydrogen and fuel cell area.

The Table 3.5 above shows the number of scientific papers in each

category and from each of the nations in the different areas of Fuel Cell and

Hydrogen Technology.

56

Table 3.5 Number of Papers per Country, 1995-2011

Hydro

gen

Produ

ction

H2

storage

PEM

FC

SOFC DMFC Fabricati

on and

testing

electr

ode

cataly

st

mem

bran

es

U.S 8293 3077 2811 2836 786 1170 1189 3342 3461

China 5490 3807 1647 1913 1020 649 813 2239 3107

Japan 4196 1532 1281 1573 371 366 628 1259 1521

South

Korea

1574 734 1087 661 579 310 411 1259 1165

India 1587 520 313 285 168 101 184 397 432

3.12 Scope for the future

This is difficult as it requires innovation in order to generate patents.

So it is easier to identify where innovation is likely, possible, required rather

than which patents might be filed.

There remains scope for innovation around durability, performance and

cost reduction. They will be iterative changes unless and until

someone identifies a real game changing step.

Innovation is also likely to center around what technology is being used

and for which applications. If a country focuses on automotive then the

innovation will differ and probably be more focussed on the auto

challenges than if, say, the focus is on distributed power which has a

wider scope and is likely to see innovation across a wider spectrum of

technologies and end uses.

Innovation is also possible in relation to deployment of FCs in particular

environments and uses- e.g. integration with other technologies or into

particular applications

3.13 Strategies for encouraging generation of more IPR’s in India

From the above reports it is clearly seen that the research activities in

the field of Fuel Cell & Hydrogen are still in their early phase in India as

57

compared to other nations. Since the activities of fuel cell and Hydrogen are in

early stages, it is inevitable to have more focus on creating indigenous

technology for its commercialization and industrialization in India. To promote

fuel cell technology based innovation there must be proper strategies and

plans which enhance IPR activities in India in those specific fields.

The objective of the IPR strategy is to transform India into an

innovative economy as would reflect in high rankings in appropriate

development and innovation indices from a global standpoint and develop,

sustainable and innovation-promoting IPR management system in India while

ensuring that the IP system continues to have the appropriate checks and

balances conducive to social and economic welfare, and to a balance of rights

and obligations. Besides measures that need to be taken, the strategy also

needs to have an implementation matrix and a time bound schedule. The

aforementioned objectives are proposed to be addressed through the

following four-pronged approach.

a. Promoting respect for Intellectual Property and stimulating creation of IP

Rights

b. Creation of new IP regimes to address the specific needs of the country

and the existing gaps

c. Strengthening protection of IP

d. Facilitating Commercialization of Intellectual Property

The detailed strategies for promotion of Hydrogen IPR are as follows:

1. The Indian academia, industry, the innovator/entrepreneur community

ought to be increasingly made aware of the value of IPRs both from national

and global contexts.

2. Further, there is a need to develop a general understanding of different

processes involved in creation of IP assets.

3. With increasing globalization, there is an immediate need to encourage the

MSMEs to protect their IP through formal methods. A healthy mix of education

58

and incentives is needed to encourage MSMEs to create new IP and to

formalize the existing ones based on expert advice.

4. The Govt. intervention in existing mechanisms like the setting up of IP

facilitation centres would have to be significantly scaled up to improve impact.

5. Access to Database on patent and non-patent literature to enable prior art

search should be provided to premier institutions such as, inter alia, IITs,

National Institutes of Technology by the Government free of cost.

6. Favourable tax treatment for R& D Expenditures incurred could play a

positive role in incentivizing innovation and IP creation.

7. Since innovations and creation of IP comes at a cost, state support

mechanisms need to be tailored towards offsetting bonafide IP costs and in

facilitating technology transfer including through in-licensing from publicly

funded research institutions.

8. Indian researchers/ innovators must be made aware of basic precautions

that need to be exercised before applying for a patent, such as not publishing

or demonstrating their research/invention to the public before filing for a

patent and also by sensitizing them about not selling out their early stage

research to companies/organizations.

9. Talented scientists and engineers ought to be motivated to create

intellectual property and be encouraged to license technologies/partake in

creation of technology ventures Promoting university start-ups can also be an

effective technology transfer mechanism.

10. IP creation in sponsored/collaborative research and technology

development/transfer should be made a component of the scientific role of a

research institution. This should be included as a key performance indicator

for the institution.

11. Basic concepts of IP creation and respect for IP needs to be introduced as

a component of formal education at school, college, university and at

vocational level thereby fostering a culture of creativity in future generations.

Such education should focus on the economic and the social aspects of IP.

12. Large organizations have the know-how and the resources required for

creation and protection of IP. With increasing globalization, their key

challenge will be to create world-class IP and utilize this IP for both

organizational and national benefits. Moreover, the Government should

59

encourage these organizations to share their expertise and resources for

national benefit through public-private partnerships.

13. Research led organization should be guided into strategic tie-ups with

Government to foster co-creation of critical IP. A mechanism similar to

corporate social responsibility may be encouraged in the country to foster a

culture of open innovation.

14. While synergy and close interaction between universities, research

institutions and innovation driven industry units is extremely important for

promoting techno entrepreneurs, following measures may need to be taken to

boost this interaction:

i) Information dissemination and delivery mechanism for support services

including venture capital funding ought to be made expedient.

ii) Dedicated public institutions which offer end to end support for creation,

protection and commercialization of IP is vital for start ups. There is need to

identify such institutions and enhance their ability to provide such services.

iii) procedural mechanism adopted for giving financial support for patent filings

should be made smoother and quantum of assistance provided should be

augmented.

15. Protection of Intellectual Property is both a scope and a depth issue.

While establishing new instruments and addressing gaps in the available

instruments is a scope issue, efficiency and strength of institutions that

grant/protect IPR and extent of protection available is the depth issue.

Therefore strengthening of IP protection regime will involve improvement in

the institutions that grant IPRs and in those that are responsible for its

enforcement as also expansion of rights to include new IPRs.

16. National research laboratories, academia and other public funded

institutions should stimulate commercialization of their research resultants.

They ought to be suitably state-supported in the development and deployment

of their intellectual property and know-how in the market place – more

particularly their application into industrial production.

60

61

HYDROGEN STORAGE REGULATIONS

62

63

4.0 Hydrogen Storage Regulations

With an overall objective of ensuring safety and security of public and

property from fire and explosion, the Department of Industrial Policy

& Promotion, Ministry of Commerce and Industry, Government of India

entrusted the Petroleum Explosives Safety Organization, Nagpur,a statutory

authority to administer the Explosives Act, 1884 (Explosives Rules, 2008; Gas

Cylinder Rules, 2004; Static & Mobile Pressure Vessels (Unfired) Rules,

1981; Ammonium Nitrate Rules, 2012; Notification No. GSR 625(E) dated

07.08.1983 regarding Acetylene Generation); Petroleum Act, 1934 (Petroleum

Rules, 2002; Calcium Carbide Rules, 1987; Cinematography Film Rules,

1948) ; and Inflammable Substances Act, 1952.

4.1 Gas Cylinders Rules, 2004 – Applicable Provisions

4.1.1 The cylinders containing compressed gas are declared as an

‘explosives’ under Section 17 of the Explosives Act, 1884. The filling,

possession, import and transport of the gas cylinders meant for compressed

gases is governed under the Gas Cylinders Rules, 2004 framed under

Explosives Act, 1884. Only containers having a volume exceeding 500ml but

not exceeding 1000 liter intended for the storage and transport of compressed

gas including LPG containers, CNG cylinders fitted to a motor vehicle as its

fuel tank are covered as per the definition of ‘gas cylinders’ under rule 2(xxi)

of the Gas Cylinders Rules, 2004. The definition of ‘gas cylinders’ also include

composite cylinder and the cylinders used for storage of CNG, Nitrogen,

Compressed Air, etc. having water capacity 1000 liter to 2500 liter provided

that the diameter of such cylinders does not exceed 60cm.

4.1.2 Rule 2(viii) of the said rules has already been amended for the definition

of Compressed Natural Gas (CNG) to incorporate mixture of Hydrogen &

Methane as automotive fuel. However, the Gas Cylinders Rules, 2004 as well

as Central Motor Vehicle Rules are required to be amended to incorporate

Hydrogen as automotive fuel.

64

4.1.3 The approval of cylinder and valve is accorded under Rule 3 of the Gas

Cylinders Rules, 2004. The cylinders and valves, conforming to Indian

Standards, manufactured indigenously are covered under BIS Certification

Marks Scheme. The details of the approved manufacturers of the cylinders

and valves are specified in Schedule I of the Gas Cylinders Rules, 2004. New

Indian applicant is required to submit the particulars set forth under Schedule

III to the aforesaid rules and scrutiny fee as specified in Schedule V to the

Chief Controller of Explosives, Nagpur while forwarding the design drawing

and design calculation through Bureau of Indian Standards. After scrutiny of

the design and infrastructure created by the application, and if found

adequate, necessary permission is accorded for prototype production of the

cylinders/valves. The manufacture, inspection and testing of prototypes

cylinders and valves are witnessed by joint inspection team from PESO &

BIS. On receipt of the satisfactory joint inspection report confirming the

capability of the firm to undertake the manufacture of the product, necessary

approval is accorded under Gas Cylinders Rules, 2004 and thereafter BIS

also grant a licence for the particular product under BIS Certification Marks

Scheme. For any subsequent changes in the design drawing, a fresh approval

is required to be obtained under the said rules.

4.1.4 In case of foreign manufacturers, documents and information are

called for under Schedule III of the said rules. Foreign manufacturers only with

proven track record, rich manufacturing experience and a widely distributed

market share in developed countries are only considered for approval under

the said rules after duly following the procedure as stated in the above. The

design drawing and design calculation of the cylinders and valves

manufactured as per recognized international standards duly endorsed by

reputed third party inspection agency along with type test reports are also

required to be furnished by the foreign manufacturer for considering approval

under the said rules.

4.1.5 License for import of any filled cylinders or empty cylinders intended

to be filled with any compressed gas is governed under Rule 29 of the Gas

65

Cylinders Rules, 2004. The following documents are required to be submitted

to the Chief Controller of Explosives, Nagpur for grant of import license:-

i) An application in form ‘B’ duly filled in and signed.

ii) Copy of Chief Controller of Explosives approval letter in respect of

the manufacturer of the cylinders/valves under Rule 3.

iii) Manufacturers test & inspection certificate complete in all respects

pertaining to each lot of cylinder and valve.

iv) In case cylinders are desired to be imported duly filled with gas,

filler’s certificate in respect of item 3(vi), (vii), (ix) of the form ‘B’.

v) Demand draft drawn for the amount as shown in Schedule V drawn

on any Nationalized Bank in favor of Chief Controller of Explosives

payable at Nagpur.

vi) Copy of DGFT licence.

vii) Details of the storage licence in Form ‘F’ of the Gas Cylinders

Rules, 2004.

viii) The details of the end user and their storage licence particular

under the Gas Cylinders Rules, 2004.

ix) The available infrastructure for safe handling and storage with the

importer and user.

x) Details of emergency handling facility and equipment available in

case of leakage.

xi) Details of technical experienced and trained manpower available for

handling and storage of cylinders as per the provisions of the Gas

Cylinders Rules, 2004.

xii) The copies of the re-export bond where applicable, shall also be

furnished along with such intimation.

4.1.6 A licence for filling and possession of gas cylinders is obligatory under

Rule 43 of the Gas Cylinders Rules, 2004. The documents required to be

submitted by the applicant to the Chief Controller of Explosives for grant of

licence to fill and store any compressed gas in any cylinder is specified under

Rule 47, 49 & 50 of the said rules.

66

4.1.7 It is mentioned that only Type 1 cylinders conforming to IS:7285 (Part 2)

2004/ ISO:9809-1 & Type 3 cylinders conforming NGV2-2000, EC 79/2009,

EN:12245 or any other internationally recognized standard approved by Chief

Controller of Explosives are permitted for Hydrogen service in the interest of

safety. Type 2 & 4 cylinders are not being considered at this stage owing to

various safety issues. In case of Type 1 cylinder, the tensile strength of the

finished cylinder shall be restricted to 950 MPa. Yield and tensile ratio of the

finished cylinder shall not exceed 0.9. However, for design purpose the said

ratio shall not be more than 0.85. The Hydrogen cylinders for cascade shall

conform to IS:7285 (Part 2)2004 or any other recognized international code

i.e. ISO:9809-1, etc. approved by the Chief Controller of Explosives. Type 3

cylinders manufactured by M/s. Dynetek are already permitted for Hydrogen

application on trial basis. The office may consider approval of Hydrogen

cylinders of Type 1 & 3 manufactured by approved manufacturer for various

ranges of water capacities, filling & working pressure on submission of

relevant documents as required under Gas Cylinders Rules, 2004. However,

the connecting equipments, valves including Hydrogen dispensing stations

shall be designed and constructed so as to be compatible with the working

pressure of such cylinders.

4.1.8 Components that are in contact with gaseous Hydrogen have to be

sufficiently resistance to their chemical and physical action under normal

conditions to maintain operational and pressure containment integrity.

ISO:11114-1 & ISO:11114-2 may be used to ensure suitability of material

where applicable. The quality of Hydrogen is considered to be a critical issue

to combat the Hydrogen embrittlement and should conform to IS:14687 or as

appropriate. The material of cylinder/container is required to be resistance to

Hydrogen embrittlement, Hydrogen attack and reactivity with contained

material and maintain their integrity for the service life of the cylinder.

Recognized test methods such as those specified in ISO:11114-4 may be

used to select metallic material resistance to Hydrogen embrittlement.

Alternatively, materials known to be resistance to Hydrogen embrittlement

may be used.

67

4.1.9 The Gas Cylinders Rules, 2004 are required to be amended for

incorporation of Hydrogen dispensing layout/facilities once Government of

India permits inclusion of Hydrogen as an automotive fuel and CMVR are

suitably amended in this regard. The international standard ISO: 20012 -

Gaseous Hydrogen – Fuelling Station may be useful for establishment of

fuelling stations in the country on trial basis.

At present ISO: 15869 is in the draft stage for Gaseous Hydrogen and

Hydrogen blend – Land Vehicle Fuel Tanks. Since ISO: 15869 (ISO/TC-197)

is going to be internationally accepted code, the same may also be followed in

this country as India being ‘P’ Member of the ISO/TC-197 Committee. IS:

15490 & IS: 7285(Part 2) are also required to be suitably amended for to

incorporate Hydrogen-CNG blend and Hydrogen as automotive cylinders.

Further, the following ISO standards may be useful for Hydrogen storage and

dispensing system:

I. ISO: 13984 – Liquid Hydrogen – Land Vehicle Fuelling System

Interface.

II. ISO: 13985 - Liquid Hydrogen – Land Vehicle Fuel Tanks and

PDTS 16111 – Transportable Hydrogen gas storage devices.

III. ISO: 15869 – Gaseous Hydrogen and Hydrogen Blends – Land

Vehicle Fuel Tanks.

IV. ISO: 20012 - Gaseous Hydrogen – Fuelling Station.

3 ISO/TC 197 N 391 New Work item proposal (NWIP) on road

vehicles – compressed gaseous Hydrogen (CGH2) and

Hydrogen/methane blends fuel system components.

4 ISO: 5869.3 - Gaseous Hydrogen and Hydrogen blends – Land

vehicle fuel tanks.

5 vii) ISO: 22734-1 - Hydrogen generators using water electrolysis

process – Part 1: Industrial and commercial applications.

6 ISO: 17268 -2: Gaseous Hydrogen Land Vehicle Refueling

Connection Devices.

7 EIGA DOC 06/02/E – Safety in Storage, Handling & Distribution of

Liquid Hydrogen.

68

8 ISO:15594:2004 – Airport Hydrogen Fueling Facility Operations

4.1.10 PESO has accorded approval for Hydrogen storage and dispensing

facilities in the country to various OEMs for R&D and demonstration purposes

only, as detailed below -

a) M/s. Tata Motor Ltd., ISRO and HAL have jointly developed Hydrogen

fuelled fuel cell bus and undertook successful trial run at ISRO/HAL premises

comprising of type 3 cylinders conforming to NGV2-2000 manufactured by

M/s. Dynetek Industries Ltd., inspected and certified by M/s. Powertech Labs

Inc., Canada and valves conforming to ISO:15500 and NGV 3.1.

b) M/s. Mahindra & Mahindra has also conducted trials of Hydrogen

fuelled IC vehicles for demonstration-cum-experiment purpose at Pragati

Maidan, New Delhi under a joint project titled “Development and

Demonstration of Hydrogen fuelled three wheeler vehicles” with partners, viz.

United Nations Industrial Development Organisation, Indian Institute of

Technology Delhi, Air Products, Indian Trade Practise Organisation &

Mahindra & Mahindra. The Type 3 cylinders conforming to NGV2-2000

manufactured by M/s. Dynetek Industries Ltd., inspected and certified by M/s.

Powertech Labs Inc., Canada fitted in such vehicles were filled at M/s. Air

Product’s Hydrogen dispensing premises within Pragati Maidan, New Delhi

approved by the Chief Controller of Explosives for the purpose.

4.1.11. PESO has also approved Steel Tube Cylinders, Type 3

Composite Cylinders including steel cylinder for Hydrogen application:-

i) M/s. Everest Kanto Cylinders Ltd. is already an approved

manufacturer for tube cylinders of water capacity up to 2500 liters

for type 1 cylinders conforming to ISO: 11120.

ii) M/s. Dynetek, Germany is an approved manufacturer for Type 3

composite cylinders of working pressure 350 bar, test pressure 525

bar

iii) M/s. Luxfer Gas Cylinders, USA is also an approved manufacturer

for Type 3 composite cylinders.

69

4.2. STATIC AND MOBILE PRESSURE VESSELS (Unfired) Rules,1981

{SMPV} – Applicable Provisions

4.2.1 Compressed gases filled in metallic container pose potential hazard

and threat to public life and property let the container explode. Hence, the

Govt. of India vide Notification No.M-1272(1) dated 28/09/1938 has declared

compressed gas filled in a metallic container to be deemed to be an explosive

under Section 17 of the Explosives Act, 1884. Subsequently, in exercise of

powers vested in Section 5 & 7 of the Act, the Govt. framed the Static &

Mobile Pressure Vessels Rules, 1981 to regulate filling, possession, transport

and import of compressed gases in pressure vessels.

4.2.2 Vessels of water capacity exceeding 1000 liters intended for the

storage and transport of compressed gas which is subjected to internal

pressure exceeding 1 Atmosphere (Gauge) at maximum working temperature

of 55°C including cryogenic pressure vessel are covered under SMPV(U)

Rules, 1981.

4.2.3 Under the SMPV (U) Rules, 1981, it is obligatory to obtain necessary

approval/ licence for the following:-

i) Manufacture of pressure vessels and their fittings.

ii) Storage of compressed gas in pressure vessels.

iii) Transport of compressed gas in pressure vessels.

iv) Permission for import of pressure vessels.

Exemptions:

Under rule 3, certain vessels are exempted from these rules:

If the vessel(s) under consideration forms part of a processing plant,

If some unit process or unit operation is carried out in the vessel(s)

under consideration

70

If the compressed gas is received in the vessel(s) under consideration

from the same processing plant, and consumed in the same

processing plant,

If the holding capacity of the vessel(s) under consideration at the

maximum working pressure is not be more than 16 hours of

consumption in the process plant at the designated flow rate

Note: For qualifying the exemption, all the aforesaid four conditions need to

be satisfied.

4.2.4 Form of licenses, purpose and authority:

Form of

licence

Purpose Authority

Form III Storage of compressed gas

in pressure vessels in an

installation.

Chief Controller of

Explosives

Form IV Transport of compressed

gas in Mobile pressure

vessels mounted on vehicle

Chief Controller of

Explosives or Joint Chief

Controller of Explosives (duly

authorized)

4.2.5 Procedure adopted for grant of licenses under SMPV (U)

Rules,1981:

For filling of compressed gas in any pressure vessel and

storage/transportation of compressed gas contained in a pressure vessel,

the licence under these rules is obligatory (rule 4), except the exemptions

given for process as per rule 3.

No person shall deliver or dispatch any compressed gas filled in a

pressure vessel to any person other than the holder of a licence

issued under the rules.

71

Pressure vessels used for storage/transportation of compressed gas

shall be of a design approved in writing by Chief Controller of

Explosives and shall be fabricated by an approved manufacturer

under inspection of third party inspection agency.

Under the SMPV(U) Rules, 1981, different types of licenses are

granted for different purposes. The license for storage in static

vessels is granted in Form III. The license in Form IV is granted for

transportation of compressed gas in mobile tankers. The license for

auto LPG dispensing station is granted in Form V.

4.2.6 Licence in Form III

To Store Compressed Gas in Pressure Vessels in an Installation

A) Approval

Any person desiring to install pressure vessel for storing compressed gas is

required to obtain a prior approval from Chief Controller of Explosives by

submitting following documents:

1) Application Letter Duly Signed

2) Scrutiny fee of Rs 100/-

3) Land /Plot acquisition documents copy

4) Company/Firm Registration document

5) Brief description of the proposal/project.

6) Site Plan : Four copies of the site plan showing the location of the

proposed installation and facilities and other protected works within 100

mtrs. on all sides.

7) Layout plan: Four copies showing details of layout, foundation,

installation of pressure vessel, name of the gas, pump compressor

house, tank truck loading/unloading area, route of pipelines, brief

specification of pressure vessels and pipelines and electrical fittings

8) In case of toxic and flammable gas installations, Chief Controller of

Explosives may call for additional documents like risk analysis report,

72

Environment Impact Assessment Report, copy of on-site emergency

plan.

Each vessel is to be fitted with at least two independent safety valves whose

set pressure shall not exceed 110% of the design pressure, pressure gauge,

drain, content gauge, temperature gauge and shut-off valves. The isolation

valves of such individual safety valve shall be kept open under normal

conditions.

In case of flammable or toxic gases of liquid (more than 3mm. dia ) and

vapour (8mm. dia) connections except relief valves and drains shall have

emergency shut-off valves, such as excess flow valve or automatic /remotely

operated control valve (refer rule 18). Pressure vessel shall be installed on a

proper design foundation taking into consideration static loading, test

loading, mean loading & operational loading (refer rule 23). In case of

flammable gases, the vessels and handling areas should be protected with

water sprinklers and sufficient number of fire hydrants/monitors connected to

an independent fire water tank should be provided and shown. Minimum

clear distances from the vessel and other facility for various types of gases

are given below:-

TABLE 4.1 Minimum safety distances for corrosive, toxic and permanent

flammable gases

Sl. No. Water capacity

of vessel (in

litres)

Minimum distance

from building or

group of buildings or

line of adjoining

property

Minimum distance

between pressure

vessels

(i) Not above 2000 5 meters 1 meter

(ii) Above 2000 but

not above 10,000

10 meters 1 meter

(iii) Above 10,000 but

not above 20,000

15 meters 1.5 meters

73

(iv) Above 20,000 but

not above 40,000

20 meters 2 meters

(v) Above 40,000 30 meters 2 meters

B) Grant of Licence

After completion of the installation as per approved plan, the applicant

is to submit to Chief Controller of Explosives the following

documents:-

1. Application in form I duly filled and signed

2. Test and inspection certificates under Rule 12 (certificate of

control) issued by recognized 3rd party inspecting agency (Original

+ 2 copies).

3. Safety certificates under rule 33 issued by recognized competent

person (original + 2 copies)

4. Certificate of periodic tests of vessels and safety valve under Rules

18 & 19 (Not required for new vessels) (original + 2 copies).

5. Original no objection certificate from District Authority Under Rule

46 A of SMPV (U) Rule 1981 along with a site plan endorsed by

him ( not required for nontoxic and non-flammable gas)

6. Specimen signatures of persons authorized to make

correspondence in future with PESO.

7. Four copies of P & I Drawings

8. Four copies of replicated approved Drawings(as built)

9. Four copies of fabrication drawings of Vessel(s) duly attested by

the certifying inspector

10. Four copies of the as built installation drawings in Cad / Blue print

11. Certificate of Registration / firm Registration Copy. Land acquisition

/ allotment document Copy.

12. Requisite Licence fee drawn in as Demand Draft as calculated

below-

Rs.1000/- for first 5000 litres

74

Rs. 500/- for every additional 1000 litres of the water capacity of

the vessel/fabricated vessel subject to a maximum of Rs.10,000/-

per year. Licence can be granted for a maximum 3 years period.

4.2.7 Approval of shop for manufacture of Pressure Vessels, LPG

vaporizer and Safety Fittings (Safety valve/safety relief valve / Excess

flow valve)

Any person desiring to manufacture pressure vessels/ safety fittings

should submit the following documents to Chief Controller of Explosives for

approval of the shop :-

(a) Application in Appendix I in duplicate.

(b) Scrutiny fee of Rs.500/-

NOTE: The required details as per the Appendix I should be given in

separate annexure wherever necessary. The details of Bio-data of qualified

engineers for manufacture, quality control, testing etc., and particulars of

plant, equipments & machineries should be submitted. In addition, the

following documents are required to be submitted:

1. Three copies (Blue print) of detailed layout showing the various

equipments and machineries installed therein along with dimension of

the shed. The complete address of the manufacturing site shall be

incorporated.

2. Three copies of site plan showing approach road and various facilities

existing from the proposed fabrication shop.

3. The details of the make, model and capacity of various machines /

equipments and quality control equipments.

4. Details of material testing /radiography facilities including NDT.

5. The details of the stress relieving facilities, mechanical testing and dish

end formation facilities available.

6. The details of the calibration schedule of various instruments.

7. The preformat of various tests and inspection certificates shall be

furnished.

75

8. Details of in-house facilities available for fabrication, inspection and

testing.

9. Manufacturer, inspection and testing scheme proposed to be followed

for fabrication of pressure vessel right from raw material to finished

vessel.

10. Details of hydro test facilities available.

11. Details of qualified welders clearly indicating their name, qualification,

test passed, tests conducted, (WPS under Section IX of ASME Code).

12. Details of head of quality control section, number of quality control

engineers employed by you indicating details of ANST level II, III

qualification possessed by them with documentary evidence.

13. Details of design engineers, draftsman with documents evidence in

support of their qualification and experience.

14. Please specify the methodology proposed to be adopted for

maintenance / retrieval of records including design details, etc.

15. Details of third party inspection agency which are being engaged by

your to undertake manufacturer of pressure vessels.

16. Details of technical personnel along with their qualification, experience

& documentary evidence in support of qualification.

17. Details of technical manpower along with documentary evidence

available including quality control department for review, interpretation,

evaluation and acceptance of the reports.

18. Details of Memorandum of Article of Association of the company

including CST and VAT registration details.

19. The details of maintenance and retrieval of test and inspection reports

including traceability of the pressure vessels during manufacturer and

as end product.

20. Details of various standards/codes available with you.

On scrutiny of the documents, if the proposal appears to be in order,

Chief Controller of Explosives may call the applicant for technical

presentation in the office on the subject before referring the case to the

concerned Circle/Sub-circle office for inspection of the facilities and

appraisal of the capabilities of the applicant for manufacturing of pressure

76

vessels. On receipt of the satisfactory report of inspection and appraisal,

approval is granted in favor of the applicant. In case, the facilities of the

applicant are not adequate or if there are other deficiencies either during

scrutiny of initial proposal or during inspection of the site, the same is

communicated to the applicant.

4.2.8 Approval of design of Pressure Vessels

The pressure vessel shall be manufactured only by company/shop which is

already approved for such purpose. The design of each type/model of

pressure vessel to be manufactured by fabricator should be approved by

Chief Controller of Explosives. The design of Pressure vessel conforming to

IS:2825, ASME Sec VIII div1 or any other internationally recognized code

approved by the Chief Controller of Explosives may be considered for

Hydrogen service.

Documents required to be submitted are as follows:-

1) Three copies (static vessel)/ Seven copies (for mobile vessel) duly

vetted by the inspecting agency under whose supervision the vessel

is to be manufactured.

2) Design drawings showing the design particulars, code, methods of

construction, nozzles etc.

3) The design calculation as per the code duly vetted by the inspecting

agency.

4) Safety valve sizing calculation.

5) Scrutiny fee of Rs. 500/- for each design of vessel.

On scrutiny of the documents submitted, if the design is found in order, the

same is approved. In case of any deficiency, the matter is pointed out to the

fabricator/inspector. In case of manufacture of fittings initially a few prototype

fittings are allowed to be manufactured and subjected to inspection and

testing by the inspecting agency jointly with the field officer of the

77

Department and on receipt of the report of inspection/testing final approval is

granted.

4.2.9 Import of Pressure Vessels:

Any person intended to import pressure vessels is required to submit

to Chief Controller of Explosives the following documents:-

a. Two copies of test & inspection certificate including design

calculations of the vessel duly endorsed by the third party inspecting

agency of the country of origin.

b. Credentials of the manufacturer of the vessel.

c. Design details of the vessel, its fittings and particulars of

specifications of material used for construction.

d. Scrutiny fee of Rs. 500/-.

On scrutiny of the documents, if the design is found to be a particular

standard, international design and safe for the compressed gas in Indian

condition, permission to import the pressure vessel and approval of the said

pressure vessel is granted by the Chief Controller of Explosives.

It is mentioned that various liquid Hydrogen static and mobile vessel

have already been approved of water capacity ranging from 45M3 to 100M3

for ISRO’s Satish Dhawan Space Center with design pressure 13.7 Kg/cm2,

MOC S-304L conforming to ASME Section VIII Div. 1 and GOST Russian

standards.

78

79

SAFETY ASPECTS OF HYDROGEN

80

81

5.0 Hydrogen Safety

5.1 Introduction

Hydrogen has a long history of safe use in the chemical and aerospace

industries. An understanding of Hydrogen properties, proper safety

precautions, and established rules, regulations and standards are the keys to

this successful track record. Although Hydrogen has been safely produced,

distributed and used in chemical industry since many decades, the developed

safety procedures and technologies provide only limited guidance for mobile

Hydrogen applications. Safety will be a major issue from the standpoint of

commercialization of Hydrogen-powered vehicles. Much evidence suggests

that Hydrogen can be manufactured and used in professionally managed

systems with acceptable safety, but experts differ markedly in their views of

the safety of Hydrogen in a consumer-centered transportation system. A

particularly salient and under explored issue is that of leakage in enclosed

structures, such as garages in homes and commercial establishments.

Hydrogen safety, from both a technological and a societal perspective, will be

one of the major hurdles that must be overcome in order to achieve the

Hydrogen economy.

5.2 Properties of Hydrogen

Hydrogen is an odorless, colorless gas, with molecular weight of 2.016.

Hydrogen is the lightest element. Its density is about 14 times less than air

(0.08376 kg/m3 at standard temperature and pressure). Hydrogen is liquid at

temperatures below 20.3 K (at atmospheric pressure). Hydrogen has the highest

energy content per unit mass of all fuels - higher heating value is 141.9 MJ/kg,

almost three times higher than gasoline. Some important properties of Hydrogen

are compiled in Table 5.1.

Like any other fuel or energy carrier Hydrogen poses risks if not

properly handled or controlled. The risk of Hydrogen, therefore, must be

considered relative to the common fuels such as gasoline, propane or natural

gas. The specific physical characteristics of Hydrogen are quite different from

those common fuels. Some of those properties make Hydrogen potentially

82

less hazardous, while other Hydrogen characteristics could theoretically make

it more dangerous in certain situations.

Table 5.1: Selected properties of Hydrogen

Molecular weight -- 2.016

Density kg/m3 0.0838

Higher heating value MJ/kg 141.90

MJ/m3 11.89

Lower heating value MJ/kg 119.90

MJ/m3 10.05

Boiling temperature K 20.3

Density as liquid kg/m3 70.8

Critical point

temperature K 32.94

pressure bar 12.84

density kg/m3 31.40

Self-ignition temperature K 858

Ignition limits in air (vol. %) 4-75

Stoichiometric mixture in air (vol. %) 29.53

Flame temperature in air K 2,318

Diffusion coefficient cm2/s 0.61

Specific heat (cp) kJ/(kg ·K) 14.89

Since Hydrogen has the smallest molecule it has a greater tendency to

escape through small openings than other liquid or gaseous fuels. Based on

properties of Hydrogen such as density, viscosity and diffusion coefficient in

air, the intensity of Hydrogen to leak through holes or joints of low pressure

fuel lines may be only 1.26 to 2.8 times faster than a natural gas leak through

83

the same hole. Experiments have indicated that most leaks from residential

natural gas lines are laminar. Since natural gas has over three times the

energy density per unit volume the natural gas leak would result in more

energy release than a Hydrogen leak.

For very large leaks from high-pressure storage tanks, the leak rate is limited

by sonic velocity. Due to higher sonic velocity (1308 m/s) Hydrogen would

initially escape much faster than natural gas (sonic velocity of natural gas is

449 m/s). If a leak should occur for whatever reason, Hydrogen will disperse

much faster than any other fuel, thus reducing the hazard levels. Hydrogen is

both more buoyant and more diffusive than gasoline, propane or natural gas.

Table below compares some properties and leak rates for Hydrogen and

natural gas.

Table 5.2: Properties and leak rates of Hydrogen and natural gas

Hydrogen Natural gas

Flow parameters

Diffusion coef. (cm2/s) 0.61 0.16

Viscosity (-poise) 87.5 100

Density (kg/m3) 0.0838 0.651

Sonic velocity (m/s) 1308 449

Relative leak rates

Diffusion 3.80 1

Laminar flow 1.23 1

Turbulent flow 2.83 1

Sonic flow 2.91 1

84

Hydrogen/air mixture can burn in relatively wide volume ratios,

between 4% and 75% of Hydrogen in air. Other fuels have much lower

flammability ranges, viz., natural gas 5.3-15%, propane 2.1-10%, and

gasoline 1-7.8%. However, the range has a little practical value. In many

actual leak situations the key parameter that determines if a leak would ignite

is the lower flammability limit, and Hydrogen’s lower flammability limit is 4

times higher than that of gasoline, and 1.9 times higher than that of propane

and slightly lower than that of natural gas.

Hydrogen has a very low ignition energy (0.02 mJ), about one order of

magnitude lower than other fuels. The ignition energy is a function of fuel/air

ratio, and for Hydrogen it reaches minimum at about 25%-30% Hydrogen

content in air. At the lower flammability limit Hydrogen ignition energy is

comparable with that of natural gas. Hydrogen has a flame velocity 7 times

faster than that of natural gas or gasoline. A Hydrogen flame would, therefore,

be more likely to progress to a deflagration or even a detonation than other

fuels. However, the likelihood of a detonation depends in a complex manner

on the exact fuel/air ratio, the temperature and particularly the geometry of the

confined space. Hydrogen detonation in the open atmosphere is highly

unlikely.

The lower detonability fuel/air ratio for Hydrogen is 13%-18%, which is

two times higher than that of natural gas and 12 times higher than that of

gasoline. Since the lower flammability limit is 4% an explosion is possible only

under the most unusual scenarios, e.g., Hydrogen would first have to

accumulate and reach 13% concentration in a closed space without ignition,

and only then an ignition source would have to be triggered. Should an

explosion occur, Hydrogen has the lowest explosive energy per unit stored

energy in the fuel, and a given volume of Hydrogen would have 22 times less

explosive energy than the same volume filled with gasoline vapor.

Hydrogen flame is nearly invisible, which may be dangerous, because

people in the vicinity of a Hydrogen flame may not even know there is a fire.

85

This may be remedied by adding some chemicals that will provide the

necessary luminosity. The fumes and soot from a gasoline fire pose a risk to

anyone inhaling the smoke, while Hydrogen fires produce only water vapor

(unless secondary materials begin to burn).

Liquid Hydrogen presents another set of safety issues, such as risk of

cold burns, and the increased duration of leaked cryogenic fuel. A large spill

of liquid Hydrogen has some characteristics of a gasoline spill; however it will

dissipate much faster. Another potential danger is a violent explosion of a

boiling liquid expanding vapor in case of a pressure relief valve failure.

5.3 Hydrogen in Transport Sector:

The transition in vehicle fuels from liquid hydrocarbons to gaseous

Hydrogen requires an adaptation of automobile design and safety technology

to the special properties of Hydrogen. In contrast to LPG and gasoline vapor,

Hydrogen is extremely light and rises rapidly in air. In the open this is

generally an advantage, but it can be dangerous in buildings that are not

designed for Hydrogen. Many countries’ building codes, for instance, require

garages to have ventilation openings near the ground to remove gasoline

vapor, but there is often no high level ventilation. Hydrogen released in such a

building collects at ceiling level, and a resulting explosion can be extremely

destructive. Hydrogen has been used widely for more than a hundred years in

large-scale industrial applications. There have been incidents with Hydrogen,

as there have been with other materials including gasoline, LPG and natural

gas. In general, though, experience shows that Hydrogen can be handled

safely in industrial applications as long as users stick to the appropriate

standards, regulations and best practices. Modern, established technologies

within energy supply and transportation are at high safety standards. This

ensures a secure, safe and user-friendly supply of energy in stationary,

transport and other system applications. It is the result of a long learning

process within these technologies. Future infrastructure systems for Hydrogen

applications, as new storage media and refueling stations, need at least to

have the same high safety standards as the established technologies.

86

Guidelines issued by agencies like ISRO, DRDO, BARC based on their

experience make the large-scale industrial applications very safe in general,

but comparing with the application of natural gas the frequency of accidents is

reported 5–20 times higher for Hydrogen. The following accident causes have

been identified:

Mechanical failures of vessels, pipes, etc. often caused by Hydrogen

embrittlement or freezing

Reaction with pollutants (e.g. air)

Too low purity of Hydrogen

Accidents caused by smaller releases due to poor ventilation or flow

back of air under ventilation

Accidents during purging with inactive gases,

Non-functioning of safety equipment,

Wrong operations (by staff),

Failure in evaporating system (e.g. valve failure) or not intended

ignition/fire/explosion.

5.4 Hydrogen vehicle hazards

Hydrogen onboard a vehicle may pose a safety hazard. The hazards

should be considered in situations when vehicle is inoperable, when vehicle is

in normal operation and in collisions. Potential hazards are due to fire,

explosion or toxicity. The latter can be ignored since neither Hydrogen nor its

fumes in case of fire are toxic. Hydrogen as a source of fire or explosion may

come from the fuel storage, from the fuel supply lines or from the fuel cell. The

fuel cell poses the least hazard, although Hydrogen and oxygen are

separated by a very thin (~20-30 m) polymer membrane. In case of a

membrane rupture Hydrogen and oxygen would combine, but in that case the

fuel cell would lose its potential, which should be easily detected by a control

system. In that case the supply lines should be immediately disconnected.

The fuel cell operating temperature (60° to 90°C) is too low to be a thermal

ignition source; however, Hydrogen and oxygen may combine on the catalyst

87

surface and create ignition conditions. However, the potential damage would

be limited due to a small amount of Hydrogen present in the fuel cell and fuel

supply lines. The largest amount of Hydrogen at any given time is present in

the tank. Several tank failure modes may be considered in both normal

operation and collision, such as:

catastrophic rupture, due to manufacturing defect in tank, a defect

caused by improper handling of the tank or stress fracture, puncture by

a sharp object, external fire combined with failure of pressure relief

device to open;

massive leak, due to faulty pressure relief device tripping without cause

or chemically induced fault in tank wall; puncture by a sharp object,

operation of pressure relief device in a case of fire.

Slow leak due to stress cracks in tank liner, faulty pressure relief

device, or faulty coupling from tank to the feed line, or impact-induced

openings in fuel line connection.

A similar failure analysis may be applied to both high pressure and low

pressure fuel lines. In a study conducted on behalf of Ford Motor Company

and Directed Technologies, Inc., has performed a detailed assessment of

probabilities of the above failure modes. The conclusion of the study is that a

catastrophic rupture is a highly unlikely event. However, several failure modes

resulting in large Hydrogen release or a slow leak has been identified both in

normal operation and in collision.

Most of the above discussed failure modes may be either avoided or

their occurrence and consequences minimized by:

Leak prevention through a proper system design, selection of adequate

equipment (some further testing and investigation may be required),

allowing for tolerance of shocks and vibrations, locating a pressure

relief device vent, protecting the high pressure lines, installing a

normally closed solenoid valve on each tank feed line, etc.

88

Leak detection by either a leak detector or by adding an odorant to the

Hydrogen fuel (this may be a problem for fuel cells);

Ignition prevention, through automatically disconnecting battery bank,

thus eliminating source of electrical sparks which are the cause of 85%

gasoline fires after a collision, by designing the fuel supply lines so that

they are physically separated from all electrical devices, batteries,

motors and wires to the maximum extent possible, and by designing

the system for both active and passive ventilation (such as an opening

to allow the Hydrogen to escape upward).

The risk is typically defined as a product of probability of occurrence

and consequences. The above mentioned study by Directed Technologies

Inc. includes a detailed risk assessment of several most probable or most

severe Hydrogen accident scenarios, such as:

Fuel tank fire or explosion in unconfined spaces

Fuel tank fire or explosion in tunnels

Fuel line leaks in unconfined spaces

Fuel leak in garage

Refueling station accidents

In a collision in open spaces, a safety-engineered Hydrogen fuel cell

car should have less potential hazard than either natural gas or a gasoline

vehicle. In a tunnel collision, a Hydrogen fuel cell vehicle should be nearly as

safe as a natural gas vehicle, and both should be potentially less hazardous

than a gasoline or propane vehicle, based on computer simulations

comparing substantial post collision release of gasoline and natural gas in a

tunnel. The greatest potential risk to the public appears to be a slow leak in an

enclosed home garage, where an accumulation of Hydrogen could lead to fire

or explosion if no Hydrogen detection or risk mitigation devices or measures

are applied (such as passive or active ventilation).

Kreiser et al. in 1994 reported 287 Hydrogen related accidents

worldwide categorized into (A) “no ignition”, (B) “fire” and (C)

89

“explosion/vessel burst” and found a frequency for category A as 22%, for

category B 26% and for category C 52%. Further analysis showed for

category A is pronounced higher frequency for cryogenic Hydrogen accidents

compared to pressurized Hydrogen related ones. Based on all the data it was

concluded that pressurized Hydrogen may cause more severe accidents than

the cryogenic, but that the statistics partially are biased to the non-detection of

smaller category (A) pressurized releases. In the cryogenic case, they argue,

a release is more easily detected by the condensed water vapor and,

therefore, also more frequently logged as accident. Practical and positive

experiences on handling Hydrogen safely within industries using approved

routines by skilled workers exist for pipelines and underground storages of

Hydrogen. The operating pressure in existing pipelines range from few MPa

to more than 100MPa. There are no accident reports for these pipeline

networks and the operators are reported to have positive experiences

operating the pipelines. The same applies to the underground storage. There

are substantial

Table 5.3: Safety aspects related to centralized versus on-site production

of Hydrogen

Application Environment: Centralized Scenario Environment:

Distributed /

Local Scenario

H2 production

site

Potential placement in remote area,

closed industrial site, industrial safety

rules fully applied, access only for

skilled workers

Placed at

refueling station

also in urban

areas, closed

industrial site with

fully applied

safety rules, small

production

quantities

compared to

centralized facility

90

Main and

regional

storage

Placement in less populated areas

possible, closed industrial site, industrial

safety rules fully applied, access for

skilled workers

Not necessary

Transport by

pipelines

Industrial application, placed between

e.g. production and main/regional

storages

On-site

Transport by

trucks, rail

and ship

Necessary, route planning necessary,

potential risks very much dependent on

the region (topology, meteorology,

population density etc.)

Not necessary

Transport by

power grid

N.A. Production by

electrolysers

Refueling site

storage

Buffer storages coupled with

compressors if lower pressure storage

is used

Same as above

Refueling the

vehicles

Unskilled drivers may spend 10–15 min

onsite, industrial safety standards will

not be fully applicable, a number of

passengers will be in the vehicles (cars)

and special safety precautions for them

have to be taken. The same for tourist

long distance buses that need to refuel

under a longer trip

Same as above

5.5 Safety Issues for Refueling Station:

A refueling station will comprise of either 1) Reformer or Electrolyser

with Hydrogen compressors, storage and dispenser or 2) Tanker delivery,

Hydrogen storage, pumps /compressors and dispenser. Following potential

accident scenarios may emerge:

91

a) Reformer inside a closed container

Hazard

Leakage from natural gas line

Rupture of reformer tube

Pipe rupture due to H2 Embrittlement

Rupture of Hydrogen line to compressor

Safety Requirement

Ventilation inside the container

Detectors for Hydrogen and NG and proper isolation

Restricted access to the container

Venting surfaces on the container

Regular inspection of Reformer tubes as done in refineries

b) Electrolyser inside closed container

Hazard

Lye leak through cells due to overpressure or gasket failure

Oxygen leak inside the container, leading to fire enhancement

Large H2 ingress into container by backflow of Hydrogen from

storage

Safety Requirement

Preventing a mixture of H2 and O2 inside the electrolyser

Detectors for Hydrogen and oxygen with isolation system

Restricted access to the container

Regular inspection

Venting surfaces on the container

c) Compressor inside container

Hazard

Since Hydrogen will be pressurized to very high pressures up to

700 bars leakage and backflow from the storage are important

92

scenarios. Further there can be issues of leakage of Hydrogen due

to vibrations can also be an issue.

Safety Requirement

Proper pressure controls, vibration control and detectors for

Hydrogen with forced ventilation can be installed as safety

measures

d) Buffer storage in Open Air

Hazard

It will contain the major Hydrogen inventory which needs to be

handled. The main hazards are Hydrogen leakage with explosion.

Due to high pressures and volumes of Hydrogen bursting of

Hydrogen bottles may take place which may trigger failure of other

bottles in the quad.

Safety Requirement

The main safety barriers against above is to limit the Hydrogen leak

rates, to isolate the leaky cylinder and to discharge the Hydrogen

inventory in a safe way.

e) Dispenser in Open Air

Hazard

Dispenser will consist of refueling unit and a dispenser hose. The

use of flexible hose and regular connection/disconnection action

increases the chances of Hydrogen leakage or line rupture. The

dispenser scenarios are critical for whole safety evaluation of filling

station as customers will be involved and located near to release

location

Safety Requirement

Safety measures can include Hydrogen leak detectors, good nozzle

and regular hose maintenance. As far as automatic filling system

can be installed actuating emergency shutdown in case of leaks /

hazards.

93

f) Compressed Hydrogen Gas in open air

Hazard

Instead of onsite production the scenario of Hydrogen delivery by

trucks involves transfer of huge quantities of Hydrogen at high

pressures. For a 700 bars filling station the delivery pressures of well

above 1000 bars will be required for reasonable discharge and time.

Hose failure or leaks are the possible accident scenarios.

Safety Requirement

Hydrogen leak detection before, during and after tanker connections,

loading of Hydrogen tanks in separately protected area and emergency

shutdown procedures can be important safety measures.

5.6 Liquid Hydrogen Storage and Safety

Hazards associated with GH2 remains with LH2 as well because of the

ease with which the liquid evaporates. Characteristic properties of LH2 of

potential safety implications are given below:

(1) Low BP (NBP 20.3 K frostbite or hypothermia, asphyxiation),

(2) Ice formation & blocking of venting valves

(3) Continuous evaporation, venting needs and air contamination through

solidification

(4) Pressure rise

(5) Pressure rise (trapped volume of LH2 can develop a pressure of 25000

psia (172 MPa) if it happens to get heated to 25 oC.

(6) High density of saturated vapour and spreading of Hydrogen cloud

A. Flammability and Ignition of Hydrogen

Major emphasis shall be on containment, detection, and ventilation

because the minimum energy of GH2 ignition in air at atmospheric pressure is

about 0.02 mJ and experience shows that escaped Hydrogen is very easily

ignited. Like GH2, LH2 with LOX is not hypergolic. Still, during mixing, the

94

mixture has ignited due to the very low ignition energy. The flammability limit

for Hydrogen in air is also very wide, from 4.1 to 74.8% and in Oxygen it

extends to 94 %.

Ignition sources must be totally eliminated or safely isolated and

operations shall be conducted as if unforeseen ignition sources could occur.

Major considerations in this regard are

(1) Geometry of flow conditions

(2) Possibility of Electric sparks, viz., electrical equipment, static electricity

from people, objects, flow of various media involved etc.

(3) Friction generated sparks

(4) Impact generated sparks

(5) Hot objects/flames; while 773 to 854 oC would result in spontaneous

ignitions, even cooler levels of 590 K can cause ignition on prolonged

contact

(6) Containment / suppressing of deflagration/detonation wherever it

cannot be avoided, using water sprays/CO2 etc.

B. Materials selection

Typical Hydrogen systems shall normally consist of structural

members, valve bodies, valve seats, electrical and thermal insulations, seals,

gaskets, adhesives, lubricants and will involve a multitude of different

materials. Major considerations towards selection of materials are

i. Properties suitable for design and operations

ii. Compatibility with environment

iii. Availability of material with appropriate test data

iv. Corrosion resistance

v. Ease of fabrication, assembly and inspection

vi. Consequences of a material failure

vii. Toxicity

viii. Hydrogen embrittlement

ix. Potential for exposure to high temperature due to a Hydrogen fire

x. Cold embrittlement

95

xi. Thermal contraction

xii. Property changes at cryogenic temperatures

Generally materials with FCC structure, such as, austenitic stainless

steels, aluminum alloys, copper, and copper alloys, generally are satisfactory

for Hydrogen service, except Nickel. Unstabilised austenitic steels (300

series) might revert to martensitic structure when stressed at low temperature

reducing ductility. Ordinary carbon steels may be used in GH2 service, but

they loose their properties in LH2. Iron, low alloy steels, chromium, Mb, Nb, Zn

and most bcc materials are not acceptable for use at cryogenic temperatures.

Gray, ductile or cast iron shall not be used in Hydrogen service (29 CFR

1910.103 1996 and NFPA 50A 1994)

C. Hydrogen embrittlement

The phenomena by which Hydrogen significantly alter the mechanical

properties of the material. It involves a number of variables such as,

temperature, pressure, purity, concentration, exposure, stress rate, physical

and mechanical properties, microstructure, surface conditions, nature of crack

front of the material.

Some of the general design consideration that must be factored in are

(1) The susceptibility of an alloy to adverse Hydrogen effects increases as

the strength of the alloy increases

(2) The effect of embrittlement is maximum in the temperature range of

200 to 300 K.

(3) The susceptibility of steels increases with purity of the gas as well as

increase in tensile strength

(4) Embrittlement increases crack growth rate and reduces fatigue life

General guidelines to avoid Hydrogen embrittlement effects:

1. Aluminium shows min susceptibility; use it wherever possible

96

2. Most of LH2 equipments are made up of stainless steel and care is

taken with regard to increased thickness, surface finish, welding

techniques and material selection

3. Thicker low strength materials are safer than thinner high strength

4. Five-fold reduction in fatigue strength shall be considered for design

5. Though low temperature retard Hydrogen reaction embrittlement, it

leads to increase in environmental and internal Hydrogen

embrittlement

6. Electrical Discharge Machining shall be avoided as its enhances the

susceptibility to Hydrogen embrittlement.

Apart from the above, a serious issue with regard to LH2 is the Low

temperature embrittlement of several materials which shall be given due

importance in selection of materials for various applications.

D. Hydrogen Facilities

a. Safety policy & reviews

Safety shall be considered in all phases of a Hydrogen facility life cycle.

Safety of the design shall be done in accordance with NHB 1700.1 (1993) and

its subsequent revisions or its equivalents. Construction and construction

practices shall be done in accordance with 29 CFR 1926 (1996) and its

revisions or its equivalents.

A well laid review procedure as given below shall be followed, especially for

new facilities:

(1) Concept design review (10 % review)

(2) Preliminary design review (30/60% review)

(3) Critical design review (90%)

(4) Design certification review (100 % review)

(5) System and Hazard analyses shall be continued

(6) Further reviews: Test readiness review, emergency procedure review

and operational readiness review

97

b. General facility guidelines

Facility and structure design shall include sufficient details for demonstrating

satisfactory safety in the storage and transfer areas. Major considerations

shall include

i. Electrical: Areas where flammable mixture of H2 are expected shall be

classified as Class 1, Group B, Division 1. Areas where H2 is stored,

transferred or used and where Hydrogen is normally contained are

classified as Class 1, Group B, Division 2, as a minimum. NFPA 70

(1993) & its revisions or equivalents shall be consulted wherever

necessary

- In classified areas, all ignition sources is prohibited; explosion

proof electrical equipments only shall be permitted

- Wherever explosion proof fittings are not feasible, the potential

ignitions source shall be sufficiently isolated by inert gas purging

or equivalent procedures

- Intrinsically safe installations in accordance with NFPA 70

(1993) & its revisions or equivalents shall only be used

ii. Bonding and grounding:

- Mobile Hydrogen supply units shall be electrically bonded to the

system before discharging Hydrogen (NFPA 50A 1994, 29 CFR

1910.03 1996 and its revisions or equivalents)

- LH2 containers and, static and mobile, and associated piping

shall be electrically bonded and grounded (NFPA 50B 1994 and

29 CFR 1910.103 1996 with revisions both or its equivalents)

- Facility grounding resistance shall be less than 10 ohm

resistance

- Electrical wiring and equipment located within 0.9 m of a point at

which connections are regularly made and disconnected shall

be in accordance with NFPA 70 (1993) for class I, group B,

Division 1 locations.

iii. Roadways and Area surfaces

- The roadways and area surfaces located below LH2 piping from

which liquid air may drop shall be constructed of non-

combustible materials such as concrete

98

- Asphalt shall not be used

iv. Transfer piping: Shall be installed above ground. Lines crossing roads

shall be installed in concrete channels covered with open grating. H2

carrying transmission lines shall not be located below beneath electric

power lines

v. Elimination of ignitions sources:

- Lightning protection shall be ensured

- Essential mechanisms shall be in place wherever venting is

involved

- Static charge build up/discharge shall be fully eliminated

- Electrical system involved shall be fully arcing free

vi. Spark generation shall be prevented; spark proof tools are to be used.

Accidental generation of sparks during usage of tools and other

operations must be eliminated. Conductive and non-sparking floors

have to be used. Mechanisms to be put in place to avoid any change in

the safety properties of the floors such as cutting grooves, painting,

dirtying etc.

vii. Hot objects, flames etc shall be completed avoided. Internal

combustion engines if used must be provided with exhaust system

spark arrestors.

viii. Flame arrestors designed for Hydrogen service alone shall be used,

wherever necessary.

ix. Testing: All cryogenic components shall be tested prior to acceptance

for operational use. Piping and piping components shall be tested in

accordance with ANSI / ASME B31.3 (1996) and its revisions and

vessel in accordance with ASME BPVC (1995) and is revisions.

Testing shall include, but not limited to, cold soak, thermal

performance, pressure, leakage, welding and vacuum retention.

c. Building and test chambers

Shall be consistent with the safety requirements of limiting personnel

injury and facility damage in the event of Hydrogen fires or explosions

99

Shall be in accordance with 29 CFR 1010.103 (1996), NFPA 50A

(1994) and NFPA 50B (1994) and their revisions or its equivalents and

their replacements, wherever applicable.

Buildings shall be constructed of light, non-combustible materials,

windows panes shall be shatterproof, floors, walls and ceilings shall

limit generation of static electricity. Explosion proof venting shall be

provided on exterior walls and roofs.

Any heating in Rooms and systems connected with Hydrogen shall

only be through indirect means such as steam.

Weather shelter/canopy etc. shall be of non-combustible materials

Electrical equipments shall conform to the requirements of NFPA 70

(*1993) for class 1, group B locations. Possibility of loose connections

on terminals and shorting through foreign materials etc shall be

completely eliminated

Electrical wiring and equipments located within 0.9 m of a point where

connections are regularly made and disconnected shall be in

accordance with NFPA 70 (1993) for class 1, Group B, Division 1

locations and for distances greater than 0.9 m, above standard of Div 2

shall be followed.

Wherever equipments approved for Class 1, Group B atmosphere are

not available, adequate venting shall be ensured.

Adequate ventilation is a must and a minimum air exchange to the tune

of 1 ft3 of air per square foot of solid floor in the space shall be ensured.

Location and quantity – distance guideline, exclusion areas and

Protection of Hydrogen systems and areas:

Are based on the concept that the effects of fire, fire, explosion and

detonation can be reduced to tolerable levels if the source of the

hazard is kept far enough away from people and other facilities.

These are elaborate guidelines with regard to each and every aspects

concerned and relevant standards which need to be adhered to for liquid

Hydrogen safety.

100

In conclusion, Hydrogen appears to poses risks of the same order of

magnitude as other fuels. In spite of public perception, in many aspects

Hydrogen is actually a safer fuel than gasoline and natural gas. As a matter of

fact, Hydrogen has a very good safety record, as a constituent of the “town

gas” widely used in Europe and USA in the 19th and early 20th century, as a

commercially used industrial gas, and as a fuel in space programs. There

have been accidents, but nothing that would characterize Hydrogen as more

dangerous than other fuels. Nevertheless, further research may be needed in

exploring and quantifying both causes and consequences of Hydrogen leaks,

development of new materials and couplings less susceptible to Hydrogen

leaks, lifetime and failure modes of fuel cells, etc. and CFD analysis of leaking

Hydrogen scenarios can be very useful tool. The results should be

disseminated throughout the scientific community and used to generate the

codes and standards for Hydrogen use in the vehicles. Selected information

should be fed to media and general public, in order to change the image of

Hydrogen as a dangerous fuel. Practical demonstrations may be extremely

valuable in that aspect.

101

STANDARDS ON HYDROGEN

102

103

6.0 Standards on Hydrogen

6.1 Introduction

Hydrogen being the lightest element is characterized by low volume

energy density meaning that a given volume of Hydrogen contains a small

amount of energy. This presents significant challenges to storing the large

quantities of Hydrogen that will be necessary in the Hydrogen energy

economy

The Hydrogen may be stored in the liquid, compressed or absorbed form. In

view of safety for storage and transportation of the Hydrogen the following

Indian standards have been published by Mechanical Engineering

Department of Bureau of Indian Standards and ISO which covers the

terminology, design, material, construction requirement and test methods:

6.2 Hydrogen Vehicle and Engine Standards

UNECE: If approval is sought for a hydrogen vehicle, emissions, fuel

consumption and engine power can be tested according to the new hydrogen

fuel directives/ regulations.

List of directives/ regulations to be amended for road vehicles are as follows:

Subject EEC-Directive/ECE-Regulation

1. Emissions 70/220/EEC incl. latest amendment & ECE R83

2. Fuel tanks/rear protective device 70/221/EEC incl. latest amendment &

ECE R34/58

3. Identification of controls 78/316/EEC incl. latest amendment

4. Fuel consumption 80/1268/EEC incl. latest amendment & ECE R 101

5. Engine Power 80/1269/EEC incl. latest amendment & ECE R84

6. Side impact 96/27/EC & ECE R95

7. Frontal impact 96/79/EC & ECE R94

8. Roadworthiness tests 96/96/EC & PTI

104

9. CO2 labelling 99/94/EC

10. Base Directive 70/156/EEC incl. latest amendment

11. Electric Vehicles NEW EC Directive & ECE R100

12. Defrost/Demist 78/317/EWG (already under progress)

European Integrated Hydrogen Project

EIHP, a partnership between the European Hydrogen Industry and the

European Commission, provided inputs for regulatory activities on a European

and global level to facilitate harmonised Procedures for the approval of

hydrogen fuelled road vehicles.

• Vehicle - continued work to develop draft UNECE regulations and initiate

work on a global level (GTR)

• Infrastructure - refuelling stations and fuelling interface - EU and North

America

• Safety studies, computer simulations and first limited safety tests

6.3 For liquid Hydrogen:

IS/ISO 13985 “Liquid Hydrogen — Land Vehicle Fuel Tanks” have

been published adopting ISO 13985 This standard lay down requirements for

protection from loss of life and property resulting from fire and explosion. This

Standard is applicable to fuel tanks intended to be permanently attached to

land vehicles.

6.4 For Compressed Hydrogen:

a) IS 7285-1:2004 Refillable Seamless Steel Gas Cylinders Part-1 Normalized

Steel Cylinders – Specification have been published based on the ISO 9809-

3,

105

b) IS 7285-2:2004 Refillable Seamless Steel Gas Cylinders Part 2 Quenched

and Tempered Steel Cylinders with Tensile Strength less than 1100 MPa (112

Kgf/mm²) – Specification has been published based on the ISO 9809-1

c) IS 8198 : 2004 “Steel Cylinders For Compressed Gases (Atmospheric

Gases, Hydrogen, High Pressure Liquefiable Gases and Dissolved Acetylene

Gases)— Code of Practice” covers filling, inspection, testing, maintenance

and use of portable steel cylinders for the storage and transportation of

atmospheric gases, Hydrogen gas, high pressure liquefiable gases and

dissolved acetylene gases in cylinders exceeding 500 ml water capacity.

d) IS 15660:2006 “Refillable transportable seamless aluminum alloy gas

cylinders – Specification” lays down the minimum requirements for the

material, design, construction, workmanship, manufacturing processes and

tests of refillable seamless aluminum alloy gas cylinders of water capacities

from 0.5 litre up to and including 150 litre for transportable compressed,

liquefied gases except liquefied petroleum gases.

e) Draft Indian Standard Cylinders for On-Board Storage of Compressed

Gaseous Hydrogen and Hydrogen Blends as a Fuel for Automotive Vehicles –

Specification - (Under Formulation) specifies the requirements for light weight

refillable cylinders intended for the onboard storage of high-pressure

compressed gaseous Hydrogen or Hydrogen blends on automotive vehicles.

6.5 Other international standards

Other international standards published for the storage of Hydrogen

are ISO 11119-1:2012 “Gas Cylinders -- Refillable Composite Gas Cylinders

and Tubes -- Design, Construction and Testing -- Part 1: Hoop wrapped fibre

reinforced composite gas cylinders and tubes up to 450 l” , ISO 11119-2:2012

“Gas cylinders -- Refillable Composite Gas Cylinders and Tubes -- Design,

Construction and Testing -- Part 2: Fully wrapped fibre reinforced composite

gas cylinders and tubes up to 450 l with load-sharing metal liners” and ISO

11119-3:2013 Gas Cylinders -- Refillable Composite Gas Cylinders and

Tubes -- Design, Construction and Testing -- Part 3: Fully wrapped fiber

reinforced composite gas cylinders and tubes up to 450 l with non-load-

sharing metallic or non-metallic liners.

106

6.6 Hydrogen Codes and Standards

Several organizations are involved in new standards activity in

response to the growth of interest in Hydrogen as a fuel. The National

Hydrogen Association has created Codes and Standards Working Groups on

topics such as hydride storage, electolysers for home use, transportation

infrastructure issues and maritime applications. The Society of Automotive

Engineers, through a Fuel Cell Standards Forum Safety Task Force is

collaborating with the National Highways Authority of India (NHAI) on the

transportation issues. Much of these standards writing is taking place at the

International Organization for Standardization (ISO) level in ISO Technical

Committee 197 (Hydrogen Technologies) with input through the national

organizations. The International Electrotechnical Committee, IEC TC 105

(Fuel Cells}, ISO TC 197, and ISO TC22 SC 21 (Electric Vehicles) are all

involved in fuel cell standards activities.

ISO TC 197 is one of the more active standards writing groups for

Hydrogen. Since new standards are being developed rapidly, ISO TC 197 and

the other organizations should be checked for possible new standards when

considering some of these newer systems. ISO/TC 197, Hydrogen

technologies, is actively developing consensus-based International Standards

that will facilitate the market entry of these new technologies. Working

together, Hydrogen can be made a sustainable energy solution.

Most of the work of ISO TC 197 is dedicated to mobile applications.

Canada, USA, and Germany are the most active countries in these working

groups. IEC TC 105 has also been very active, even though it was

established as late as in 1998. So far, ISO standards have been published on

product specifications for Hydrogen as a fuel (ISO14687) and vehicle fuelling

interfaces for liquid Hydrogen (ISO 13984). Documents close to being

published by both IEC and ISO cover basic safety considerations for

Hydrogen systems, fuel cells and airport fuelling applications.

107

6.7 International Organization for Standardization (ISO)

ISO is a worldwide federation of national standards bodies from more

than 140 countries. Established in 1947, its mission is to promote

standardization to facilitate the exchange of goods and services, and to

facilitate cooperation in intellectual, scientific, technological and economic

activities. ISO standards are developed through a consensus process.

ISO/TC 197 has many active working groups, developing international

standards for Hydrogen tanks, fuel quality for demonstration fleets, refueling

stations, Hydrogen detectors, reformers, and electrolyzers, to name a few.

The activities of various groups under TC 197 are coordinated with other

international technical committees wherever appropriate – including TC 22 for

road vehicles, TC 58 for tanks, and IEC/TC 105 for detectors.

6.8 ISO TC 197 - Hydrogen Technologies

The Committee deals with the systems and devices for the production,

storage, transport, measurement, and use of Hydrogen. Working groups

address standards and guidelines for gaseous and gaseous blends and liquid

fuel tanks for vehicles, Hydrogen safety, Hydrogen fuel quality, water

electrolysis, fuel processing and transportable gas storage devices.

6.9 ISO TC 22 - Road Vehicles

The Committee deals with compatibility, interchangeability, and safety,

with particular attention to terminology and test procedures for mopeds,

motorcycles, motor vehicles, trailers, semi-trailers, light trailers, combination

vehicles and articulated vehicles. The Electric Road Vehicle Subcommittee

(SC21) is addressing operation of vehicles, safety, and energy storage.

108

6.10 ISO TC 58 - Gas Cylinders

The Committee deals with fittings and characteristics related to the use

and manufacture of high-pressure gas storage. The working group on gas

compatibility and materials coordinates with TC 197. Thus International

Standards from ISO/TC 197 on Hydrogen refueling stations and Hydrogen

generators will play a major role in facilitating the safe introduction of

Hydrogen. Canada, USA, and Germany are the most active countries in these

working groups. IEC TC 105 has also been very active, even though it was

established as late as in 1998. So far, ISO standards have been published on

product specifications for Hydrogen as a fuel (ISO 14687) and vehicle fuelling

interfaces for liquid Hydrogen (ISO 13984). Documents close to being

published by both IEC and ISO cover basic safety considerations for

Hydrogen systems, fuel cells and airport fuelling applications.

There are 19 participating countries and 12 observing countries under the ISO

programme for Codes and Standards for Hydrogen. These Include

6.11 Participating Countries

Secretariat: Canada ( SCC )

Argentina ( IRAM ) China ( SAC ) Denmark ( DS )

Egypt ( EOS ) France ( AFNOR ) Germany ( DIN )

India ( BIS ) Italy ( UNI ) Japan ( JISC )

Korea, Republic of ( KATS ) Netherlands ( NEN ) Norway ( SN )

Russian Federation ( GOST R) Spain ( AENOR ) Sweden ( SIS )

Switzerland ( SNV ) USA ( ANSI ) U. K.( BSI )

Observing Countries

Australia ( SA ) Austria ( ON ) Brazil ( ABNT )

Czech Republic ( UNMZ ) Finland ( SFS ) Hong Kong,China( ITCHKSAR)

Hungary ( MSZT ) Jamaica ( BSJ ) Libyan Arab Jamahiriya

(LNCSM)

Serbia ( ISS ) Thailand ( TISI) Turkey ( TSE )

109

ISO/TC 197, Hydrogen technologies, is actively participating in various

levels of the UN/ECE (United Nations / Economic Commission for Europe)

where Hydrogen vehicle regulations are being developed. ISO/TC 197 brings

consensus based International Standards – such as road vehicle fuel tanks

for liquid Hydrogen and gaseous Hydrogen, refueling connectors, and the

Hydrogen fuel quality specifications which will eventually form a significant

part of the technical content of global regulations being developed by the UN.

The result of such strong cooperation between UN/ECE and ISO will help put

in place, for the first time, a series of worldwide agreed requirements

applicable to vehicles.

The various subcommittee / working group (under TC 197) working on

different areas related to Hydrogen and its usage as fuel are given in Table

6.1:

Table 6.1: Various Working groups under ISO/TC 197

Subcommittee/

Working Group

Title

TC 197/WG 5 Gaseous Hydrogen - Land vehicle filling

connectors

TC 197/WG 6 Gaseous Hydrogen and Hydrogen blends - Land

vehicle fuel tanks

TC 197/WG 8 Hydrogen generators using water electrolysis

process for Industrial and Household applications

TC 197/WG 9 Hydrogen generators using fuel processing

technologies

TC 197/WG 10 Transportable gas storage devices - Hydrogen

absorbed in reversible metal hydride

TC 197/WG 11 Gaseous Hydrogen - Service stations

TC 197/WG 12 Hydrogen fuel - Product specification

TC 197/WG 13 Hydrogen detectors

110

So far, ISO standards have been published on product specifications for

Hydrogen as a fuel (ISO 14687) and vehicle fuelling interfaces for liquid

Hydrogen (ISO 13984). Documents close to being published by both IEC and

ISO cover basic safety considerations for Hydrogen systems, fuel cells and

airport and fuelling applications. Work in progress covers vehicle storage for

gaseous, liquid and hydride-absorbed Hydrogen, fuelling systems and service

stations, Hydrogen generators and fuel cells. Safety is specifically addressed,

for example in separate sections in the IEC documents. The current status of

work under various working groups can be viewed at

http://www.hpath.org/codes-and-standards.

Bureau of Indian Standards (BIS) is giving clearances to Indian

consumers for any demonstration projects for use of Hydrogen if they conform

to the relevant ISO standards.

6.12 International Electro technical Commission (IEC)

IEC is a leading global organization for preparing and publishing

international standards for electrical, electronic and related technologies. The

IEC is developing standards for the electrical interface to fuel cells. IEC

Technical Committee 105 is primarily addressing stationary fuel cell power

plants, but has also addressed portable and propulsion fuel cells. The working

groups in TC 105 include the following: Terminology, Fuel Cell Modules,

Stationary Safety, Performance, Installation, Propulsion and Safety and

Performance of Portable Fuel Cells.

6.13 Standards Development Approach for India

India is participating in various committees of international standard

making bodies such as ISO, UN-ECE. These committees are developing

global standards for Hydrogen which could be adapted in the future by India.

In Parallel, the BIS committee on hydrogen standards is developing Indian

standards by adapting the international standards with modifications for India

specific conditions.

111

6.14 Conclusions:

A major challenge to the commercialization of Hydrogen technologies

is the need for appropriate codes and standards to ensure consistency and

facilitate deployment. Having codes and standards in place can also help

dramatically speed the transitions from laboratory developments to

marketplace. Uniform standards are needed because manufacturers cannot

cost-effectively manufacture multiple products that would be required to meet

different and inconsistent standards. ISO and IEC standards once finalized

will help in dealing with Hydrogen vehicles in particular and help in progress of

Hydrogen economy in a smoother way.

112

113

HUMAN RESOURCE DEVELOPMENT

114

115

7.0 Human Resource Development

7.1 Introduction

Hydrogen has emerged as a potential future fuel. The physical

properties of Hydrogen gas are as follows: it is colorless, odorless, tasteless

and flammable gas. It has highest energy density among known fuels (120.7

kilojoules/gram). However, its energy content per unit volume is rather low.

On combustion, Hydrogen produces water as only a by-product. Thus, it is an

efficient energy carrier, clean and environmentally benign fuel. A large

number of countries are now implementing roadmaps for the advancement of

fuel cell and Hydrogen technologies.

Thus Hydrogen economy has a great potential for creating

employment. Moreover, its environmental benefits are also gives it an upper

hand in considering it as future fuel. For implementing Hydrogen production

technologies and its use in fuel cells for electricity generation would require a

dedicated human resource. Human resource having expertise in various

domains of Hydrogen production technologies and fuel cells application would

be required. Policies and measures are needed to minimize the production

cost of such technologies. Moreover, safety issues need a serious

consideration so that Hydrogen economy booms in real way. It is essential to

change the misconception of Hydrogen energy and fuel cell technologies

being not commercially viable and markets do not readily accept them.

Market transformation approach is needed which changes the types of

products or services that are offered in the market. A market transformation

approach can promote replicable, ongoing technology transfers rather than

one-time transfers. For such an approach to be effective, the role of

government policies is important. With appropriate policy measures it is

possible to end the reign of the traditional technologies and give way to that of

a new and alternative technology. Some of the important public policy

measures to help market transformation are technology adaptation, enterprise

technological capability, incentive measures, command and control measures,

consumer education, and marketing. In addition to these holistic policy

116

measures, successful deployments require some targeted technology/end-

use specific policy prescriptions.

7.2 International status and practices

A reduction of 80% of CO2 emissions by 2050 was apparition by EU2020

strategy. Implementation of a low carbon and inclusive economy could be

realized by Hydrogen and fuel cell technologies. The increase in renewable

energy generation by European Union has mooted the use of Hydrogen as a

clean energy carrier. Combined with fuel cell technology, Hydrogen could be a

relevant alternative to all energy sectors, transportation, buildings, utilities and

industry. However, this paradigm shift will not be purely driven by the market.

A strong and determined commitment of public institutions and the private

sector are working together to support the European political ambition [3].

The period 2014-2020 is considered as critical to necessitate investments to

realize the EU 2020 vision. In terms of Hydrogen and fuel cell technologies,

significant investments are done targeting four sectors:

(a) Building up of Hydrogen refueling infrastructure for transportation

sector,

(b) Integration of renewable intermittent power sources (wind and solar)

and Hydrogen production technologies with electrical grid,

(c) Popularizing stationary fuel cell applications, with large demonstration

projects in several European cities,

(d) Identification of early markets (material handling vehicles, back-up power

systems) to allow for volume developments and decrease of system-costs.

Public private cooperation and European alignment are of critical

importance when approaching these huge challenges. As such fuel cell and

Hydrogen technology is key in the European energy policy (e.g. enabling the

storage and uptake of renewable intermittent energies) and in the European

sustainable transport policy (e.g. providing clean transport).

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Another major contributor in realizing ecofriendly Hydrogen economy is

China. It has developed its human resources towards Hydrogen economy in

every sector. From transportation sector to portable fuel cell application, it has

gain expertise in cheap production of fuel cell technologies. With heavy

investment in renewable energy sector, China has set a target of 100 GW by

2040. Integration of solar and wind energy with Hydrogen production (via

electrolysis) and conversion of it to electricity via fuel cell has gain importance

in the energy policy. The majority of fuel cell and Hydrogen related research in

China is done using government funding made available through two main

programmes: the 863 National High Technology Research and Development

Program and the 973 National Basic Research Program.

Japan has a dedicate infrastructure for Hydrogen usage in

transportation sector under its Hydrogen highway vision. It’s a network of

Hydrogen filling stations placed along roadsides that provide fuel

for Hydrogen fuel cell vehicles (HFCV). Twelve stations are already in service

and the JHFC plans to reach 100 fueling stations by 2015. Development of

PEFC Technologies for Commercialization Promotion has been target by

2015. As far as human recourse development for Hydrogen production, it has

developed a dedicated workforce working on integrating wind energy with

Hydrogen production.

7.3 National status and practices

At present, Hydrogen production in our country is majorly dependent on the

steam reforming process. It uses hydrocarbon such as naphtha and natural

gas for large scale production of Hydrogen in fertilizer industry. Following are

the various other methods of Hydrogen production are at lab scale technology

demonstration level:

Biomass gasification

Dissociation of methanol and ammonia

Thermo chemical and electrochemical water splitting

Hydrogen production through biological routes such as dark

fermentation, photo fermentation etc.

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India needs policies that would encourage research and

commercialization of Hydrogen production process. Hydrogen production

through renewable resources could be considered as ensuring step towards

energy security. As India’s energy resource is mostly coal, Government also

funded research on Hydrogen production technologies using coal. Even non

thermal plasma was explored for Hydrogen production.

Main reason of lag in implementation of Hydrogen economy could be

the gap between the emergence of Hydrogen production technologies and

usage of this Hydrogen in efficient way by fuel cells. Fuel cell research has

gained momentum in recent years. In India, the Department of Science and

Technology (DST) has established a center of excellence in fuel cells under

the name “Center for Fuel Cell Research” in Chennai. This center is validating

use of PEM fuel cells for industrial use. National chemical Laboratory (NCL),

the Central Glass and Ceramic Research Institute (CGCRI) are actively

involved in development of variety of fuel cells. Bharat Heavy Electrical

Limited (BHEL) is also involved in Solid Oxide Fuel Cells (SOFC).

7.4 Action Plan

Figure 7.1 Strategies targeting human resource development for

Hydrogen and fuel cells

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Hydrogen and fuel cells are considered in many countries as an

important alternative energy vector and a key technology for future

sustainable energy systems in the stationary power, transportation, industrial

and residential sectors. The realization of Hydrogen based economy can

generate a lot of employment throughout the country. Hydrogen production

process and Fuel cell technology requires expertise from various fields such

as electrical, mechanical, chemistry, physics, biotechnology, management

etc. As shown in Fig. 7.1, a center for excellence is needed for each of the

sector associate with HYDROGEN and FCs production. Employment would

increase with penetration of these technologies in transportation sector and

energy sector. This gives an added boon to the society in terms of decreasing

in carbon footprint. However, as with any major changes in the energy

industry, the transition to a Hydrogen economy will require several decades.

The timescale and evolution of such a transition is shown in Fig. 7.2.

Fig. 7.2 Suggested Road map for India to pursue Hydrogen economy.

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The introduction of Hydrogen as an energy carrier has also been

identified as a possible strategy for moving the India towards its voluntarily

adopted targets for a CO2 reduction of 60% from current levels by 2050

(Department of Trade and Industry, 2003).

7.5 Suggestions

An attractive feature of Hydrogen is that it can also be used as storage

medium for electricity generated from intermittent, renewable resources such

as solar, wind, wave and tidal power. It thereby provides a solution to one of

the major issues of sustainable energy, namely the vexing problem of

intermittency of supply. As long as Hydrogen is produced from non-fossil-fuel

feed stock, it is a genuinely sustainable or renewable fuel.

The efficient utilization of renewable energy in transport sector could be

realized via Hydrogen. This provides potentially large economic and energy

security advantages. Infrastructure development for HYDROGEN distribution

holds the key for popularizing Hydrogen economy. It is this key element of the

energy storage capacity of Hydrogen that provides the potent link between

sustainable energy technologies and a sustainable energy economy. The key

scientific and technical challenges facing fuel cells are cost reduction and

increased durability of materials and components.

7.6 Hydrogen Faculty Chair, Scholarships and Awards

i) It is recommended to constitute Hydrogen chair faculty positions in

IITs, NITs or other reputed educational institutes for professors working

on Hydrogen technologies for fixed duration of 3 years.

ii) Further 50 fellowships should be given to bright scholars for pursuing

their masters or doctoral programs related to Hydrogen technologies.

iii) Awards should be constituted on a national scale with prizes around 1

lakh for professionals and academia working in promotion of Hydrogen.

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7.7 HR Requirements for Hydrogen Economy

The growing concern of global warming and green house emission can

be addressed by implementation of Hydrogen economy. The development of

commercially viable technologies related to Hydrogen production, Hydrogen

storage and fuel cells that would certainly help in reducing dependence on

fossil fuels. This would help India to secure its energy supply. The evaluation

of the feasibility of Hydrogen energy economy would involve many

considerations that will have to be taken care in near future such as

development of cost effective technology by R&D and popularization of

Hydrogen economy in society for its acceptance as future fuel. Together,

Hydrogen and fuel cells have the capability of producing a revolution in

transportation sector by minimizing CO2 emissions completely. The

challenges of implementing use of such fuel are substantial and require

scientific breakthroughs and significant technological developments. Social

and political commitment also required to promote such carbon neutral fuel.

India is taking small and steady approach towards its Hydrogen roadmap and

with infrastructure development and industrial growth it can definitely realize

the path of Aksay Urja i.e renewable energy.

The updated hydrogen energy road map for the country presented in

the previous sections of this document envisages several programs with

short term , medium term and long term objectives in several aspects of

hydrogen technologies such as production , storage , power generation for

stationary & transport applications , standards & codes and safety . There

have been some demonstration of hydrogen and fuel cell technologies in the

country and a large volume of papers have been published covering aspects

of materials research, modeling etc., the high cost of the system components,

performance and durability improvements, limitation sin domestic

manufacturing are the key challenges to be addressed. Carrying out

crosscutting R&D, including basic and applied research on materials and

processes to achieve breakthrough transformations and manufacturing R&D

to lower component fabrication and stack assembly costs for both stationary

and mobile applications is essential. Similarly hydrogen generation systems

development, improvement in efficiency and reduction in cost is required.

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Hydrogen fuel cell technologies have the potential to provide significant

employment, economic, and environmental benefits on a national scale. It is

expected that Indian industries would soon participate in the hydrogen

technology development and commercialization which will open up

employment opportunities both in manufacturing of fuel cell systems as well

as their maintenance and also in hydrogen production and delivery

businesses. Many of these jobs require engineering and science backgrounds

related to product and technology development [Chemical engineers,

Electrical engineers, Mechanical engineers, Design Engineers, Application

developers , Product engineers, Materials scientists, Chemists , Laboratory

technicians, Machinists, Power plant and Hydrogen production plant operators

& maintenance staff , Bus, truck and other fleet drivers & maintenance team

of workers.

Adaptation of the hydrogen technologies can proceed effectively only when all

sections of public accept the same. To make it acceptable to general public,

training the decision makers and educating the next generation of students is

an important prerequisite for the long-term success of hydrogen energy

technologies. For this, it is necessary to create a well-trained human resource

base for the future. Educational programmes along with demonstration

programs will help to achieve high levels of penetration of these technologies.

Such programs should include, a hydrogen education program for school

teachers and students providing them with educational mataerils, training

program and curricula evaluation.

The European Union (EU) has emerged as a global leader in

developing and demonstrating hydrogen and fuel cell technologies. The

European Strategic Energy Technology Plan 17) (SET Plan) identifies fuel

cells as one of several key technologies needed to meet EU’s 20-20-20 goal

(20% share of in renewables, 20% reduction in emissions and 20% increase

in efficiency by 2020). The EU has funded hydrogen and fuel cell RD&D since

1986 through its Framework Programme structure.

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There are international co-operation in the Multilateral Technology

Initiatives (also known as Implementing Agreements) of the International

Energy Agency. Two initiatives are directly focusing on hydrogen and fuel cell

development: the IEA Advanced Fuel Cells Implementing Agreement and the

IEA Hydrogen Implementing Agreement. Several member governments of

the IPHE (International Partnership for Hydrogen and Fuel cells in the

Economy) have developed educational materials intended for a variety of

audiences. India being a member of IPHE could leverage these development

for implementing similar programs in India. For example, a project under

consideration by EPSRC in UK envisages a training program (Centre for

Doctoral Training (CDT)) for nearly 52 students ( in 9 years) who will pursue

Ph.D programs and be ready for engagement in hydrogen and fuel cell

industries. The project has an outlay of £ 4416324/-. Several universities are

partners in this project. The Centre programme consists of seven compulsory

taught modules worth 70 credit points, covering the four basic introduction

modules to Fuel Cell and Hydrogen technologies and one on Safety issues,

plus two business-oriented modules which were designed according to

suggestions from industry partners. Further - optional - modules worth 50

credits cover the more specialized aspects of Fuel Cell and fuel processing

technologies, but also include socio-economic topics and further modules on

business skills that are invaluable in preparing students for their careers in

industry. The programme covers several topics out of which the individual

students will select their area of specialization. the topics include

electrochemistry, modelling, catalysis; materials and components for low

temperature fuel cells (PEFC, 80 and 120 -130 C), and for high temperature

fuel cells (SOFC) operating at 500 to 800 C; design, components, optimization

and control for low and high temperature fuel cell systems; including direct

use of hydrocarbons in fuel cells, fuel processing and handling of fuel

impurities; integration of hydrogen systems including hybrid fuel-cell-battery

and gas turbine systems; optimization, control design and modelling;

integration of renewable energies into energy systems using hydrogen as an

enabling vector; hydrogen production from fossil fuels and carbon-neutral

feedstock, biological processes, and by photochemistry; hydrogen storage,

and purification; development of low and high temperature electrolysers;

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analysis of degradation phenomena at various scales (nano-scale in

functional layers up to systems level), including the development of

accelerated testing procedures; socio-economic and cross-cutting issues:

public health, public acceptance, economics, market introduction; system

studies on the benefits of FCH technologies to national and international

energy supply.

In Iceland a Master’s degree in fuel cell systems and hydrogen is

available. In South Africa, under HySA, three centres of competence and a

fuel cell education and training center have been opened. In Germany, under

the National Innovation Program ( NIP) which has a budget outlay of 1.4

billion Euros , 200Million Euros is earmarked for R&D ( 2007-16) which also

includes preparing fuel cell markets, everyday demonstration . Additional

basic-research-oriented funding is provided by BMBF in addition to the NIP

budget. The R&D results provide the basis for demonstration projects, and

experience from demonstration provides input to the direction of R&D. This

allows for effective linking of the two pillars of the NIP: R&D and

demonstration.

In France, one of the drivers for support of hydrogen technology

development is jobs and economic growth. The government is currently

developing a long-term action plan which will drive funding for future

demonstration projects. French National Research Academy (ANR) and the

French Environment and Energy Management Agency (ADEME) are

performing analysis to guide strategy. In Italy, supported by the Ministry of

Education, University &Research and Ministry of Environment through special

Integrative Fund for Research (FISR) , is supported 14 projects with a project

outlay of Euro 90 Million. In addition Ministry of Economic Development has

launched the “Industria 2015” program aimed at assisting Industrial

Innovation projects in different thematic areas. In Russia, with a government

funding of 1 billion rubles several hydrogen technology programs covering all

aspects of hydrogen technology are being pursued. Japan under the NREDO

and the METI programs has several hydrogen technology development and

demonstration

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In S Korea with a $7 M/year budget the hydrogen technology initiative

includes several R&D programs and concurrent research personnel

development as is the case in Australia and New Zealand. Brazil’s investment

of US$28.7 Million includes projects in five areas: Hydrogen production

(focused on biofuels reforming), PEM fuel cells, SOFC fuel cells, Systems,

integration and engineering, Utilization, applications and use.

In a study instituted by EU, the need for a new educational profile

related to hydrogen and fuel cell technologies has been identified as a crucial

element to ensure that professionals involved at various level of research,

development and installation of these technologies receive an adequate

training. Based on these findings, a EU funded project

“HYPROFESSIONALS” (Development of educational programmers and

training initiatives related to hydrogen technologies and fuel cells in Europe

)has been initiated to fill the need for certificate and degree programmers in

hydrogen fuel cell technology. This project is expected to ensure that

hydrogen fuel cell technology achieves its potential through adequate training

and education of technical personnel, research institutes, businesses,

governments and the public. A number of online courses and individual

educational modules targeted at various educational levels have been

developed.

In USA almost all the states have hydrogen research programs as also

in many states in Canada. The European Union (EU) has emerged as a

global leader in developing and demonstrating hydrogen and fuel cell

technologies. The European Strategic Energy Technology Plan 17) (SET

Plan) identifies fuel cells as one of several key technologies needed to meet

EU’s 20-20-20 goal (20% share of in renewables, 20% reduction in emissions

and 20% increase in efficiency by 2020). The EU has funded hydrogen and

fuel cell RD&D since 1986 through its Framework Programme structure.

International Centre for Hydrogen Energy Technologies ( ICHET), a

project of the United Nations Industrial Development Organization founded in

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Istanbul in 2004 and supported by the Turkish Ministry of Energy and Natural

Resources is engaged in providing hydrogen solution to for sustainable

development in many islands . Realizing the importance of the human

resource development and requirement in taking forward the hydrogen

technologies, several ERASMUS interns and part-time employees are

undergoing training in ICHET laboratories and contributing to the

dissemination of hydrogen energy knowledge in the events organized or

attended by the Centre. ICHET offers regular short training courses based

around aspects of various hydrogen energy technologies Hydrogen and Fuel

cell initiatives in Pakistan and Iran have also project development of human

resources as one of the objectives.

7.8 Investment in Human Capital

Education institutions and Government laboratories are important

players in generating and diffusing knowledge. While universities generally

account for the majority of scientific publications, government laboratories

focus on applied research and play a crucial role in bring out the technologies.

A previous initiative of MNRE to estimate the future human resources needs

in the renewable energy sector and evolve suitable HRD strategies for

meeting them can be replicated specifically for the hydrogen technology

implementation. The generic skill gaps such as Planning & co-ordination

skills in project management, grid integration of large scale RE projects,

installation and commissioning skills and techno commercial marketing skills

needs to be addressed besides the scientific / engineering manpower

requirements.

Programs similar to the one enumerated in the previous section need

to be initiated in the country which could capitalize on the vast investment the

various funding agencies have already made in several IITs ,IISc ,

Universities, National laboratories and other institutions engaged in hydrogen

related technologies. Focused programmes and pilot training sessions will

pave the way for more widespread expansion of suitable educational

opportunities in the country. Further, Industry inputs will help in identifying and

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filling the gaps in the educational and training needs. Vocational training for

ITI / Polytechnic students – ITI’s and Polytechnics in consultation with Industry

should develop focused 3 months / 6 months vocational courses, which make

the students employable by the industry.

The following mission mode programs may be considered as short

term objectives which involve demonstration with a minimum of 25 %

indigenous components. A medium term objective would involve ~50%

indigenous components.

To execute these projects itself , there is a huge man power

requirement comprising of materials scientists (4 nos. in each project),

Chemical Engineers (6 nos. in each project), Mechanical Engineers (6 nos. in

each project ), Electrical and electronics Engineers (6 nos. in each project),

Modeling Engineers (2 Nos in each project), Technical assistants ( 12 in each

project). The man power budget cost would be approximately 22% of the total

project cost.

Besides these mission mode projects there are several sub projects on

materials development, component development, BoP development, system

integration, safety etc., Each of these activities would require a large number

of Technical staff ( A or B level) , Scientists/Engineers at “C “ and “D” level

besides project Managers at least at Scientists “E “ or “F” level. A minimum

of one in each of the category will be required in each of the projects that will

come up. Besides these there will requirements of research scholars in many

of the academic institutions in place of scientists and engineers.

The universities, Institutes and R&D institutions engaged in developing

various hydrogen technologies would require research scholars. A Hydrogen

Technology Scholarship may be instituted and 100 such fellowships may be

awarded every year on a competitive basis. The training programs at school

level would requires a budget of Rs. 25 crore.

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Following strategies are important for development of skilled

manpower:

1. India’s skill development initiatives of skilling approximately 500 million

people will not only benefit India but also make India the ‘global manpower

hub’.

2. Innovative E-learning Platforms have been gaining more popularity in

recent times. They offer a greater mobile and flexible learning environment.

Students can learn and attend classes and participate in discussion forums

online, at their convenience, from their offices, homes and so on.

3. The skills challenge becomes acute for India considering that the country

has a large portion of its population below 25 years of age. This young

population can be transformed into a productive workforce giving the Indian

Economy a ‘Demographic Dividend’.

4. The diplomas and certificates with which students graduate need to be in

sync with the needs of the industry. As a result, industry will recruit adequately

skilled labour and is forced to undertake large training programs.

5. Building skills training as a mainstream and inclusive program to be

promoted by creating a formal arrangement among the three key stakeholders

in the delivery pyramid: Government, Industry and Skills providers.

6. Private sector could work in greater coordination and come together to

develop skill development programmes and by channelizing funds allocated

for corporate social responsibility into funding and supporting the skills

development initiatives by the government.

7. International collaborations could help capture the learning’s of the sector

and also creating PPP models that are around the implementation of skills

programs.

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AWARENESS ABOUT HYDROGEN &

FUEL CELLS

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8.0 Awareness of Hydrogen & Fuel Cells

8.1 Introduction

Public acceptance of fuel cell and Hydrogen technologies is an

important aspect since awareness for some safety issues still remaining

significant. Global macro benefits remain not widely quantified and known:

key features on fuel cells and Hydrogen specific advantages are not well

displayed in an easy to access format, as for instance introductions to

technology uses and supporting demonstrators, apart from cars, are not

sufficiently available. This explains that the public seems to be relatively

indifferent to developments regardless of the opportunities offered by these

technologies. In so far the problem lies not so much with performing

research into whether the public would accept widespread employment of

Hydrogen and fuel cell technologies, but to make the public, including all

stakeholders, increasingly aware of the potential of these technologies in

order to prepare a commercial market entry, through a widely accepted

vision of its macro benefits, concrete facts and figures on Hydrogen and on

safety and reliability issues, and clever and simple demonstration items and

exhibits easy to display and use for a general public audience (for instance

fuel cell assisted electric bicycles, mobile charging devices for personal

computers and phones, invertors etc.).

8.2 Safety Issues and Awareness

Only a small number of Hydrogen and fuel cell systems and

components required for the Hydrogen economy are in operation today.

Consequently, only limited data is available on the operational and safety

aspects of these new technologies and research is required to understand

Hydrogen’s behaviour as a fuel for both vehicles and stationary applications,

and to support the development of technologies for the detection and safe

management of unscheduled Hydrogen releases or incidents involving

Hydrogen systems. The relevant properties of Hydrogen differ considerably

from conventional fuels and the derivation of rules for its safe usage is not

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straightforward but relies on careful interpretation of the interacting effects.

Therefore, it is necessary to build trust by demonstrating safety not only in the

large demonstration projects but also by the way in which this vital topic is

addressed. Understanding Hydrogen and Hydrogen system safety needs is

critical for local government officials, fire officers, and the general public.

Emergency personnel must be informed of the special properties of Hydrogen

and trained in the methods used to respond to accidents involving its use.

Public perception and confidence in Hydrogen relies on credibility,

transparency and individual benefit. Improving the understanding of

Hydrogen’s physical properties will help to communicate safety on a technical

and objective basis.

8.3 Public acceptance issues

The use of Hydrogen as an energy carrier is relatively new and, as

such, may be vulnerable to inaccurate public perception. It is important to

address public perception concerns when introducing Hydrogen technologies

into society. Addressing these issues in an inappropriate way can lead to

opposition to the technology and potentially costly delays and enforced

changes to proposed initiatives. Consumers must be aware and ready to

embrace Hydrogen and fuel cell technologies before their benefits can be

realized. This is especially true for transport, stationary residential and

portable applications, where consumers will interact directly with these

technologies in everyday life, and with an element, Hydrogen, about which

they generally know and understand little. Commercialization will not develop

until public awareness is there and it has been demonstrated to the wider

public that the safety risks associated with Hydrogen can be reliably managed

and that Hydrogen can bring many other economic and environmental

advantages.

8.4 Awareness and education

The results outlined from the research projects show that the most

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important factor for fostering support and decreasing opposition to the

introduction of Hydrogen technologies is increased knowledge. The general

public must be given further education, along with decision-makers within

government and industry, regulators and policy developers, academics etc.

Therefore, information as well as an active demonstration projects for use of

Hydrogen is necessary. Results from previous projects have shown that more

extensive information efforts are needed in conjunction with demonstration

projects, such as Hydrogen bus trials, fork lifts, stationary power etc. In order

to maximise the acceptability of Hydrogen technologies. Several such projects

are ongoing across the world.

8.5 The following primary target groups need to focussed for

promoting awareness towards Hydrogen and fuel cell:

School children of all ages should be exposed to alternative energy

technologies and Hydrogen and fuel cell as part of the energy

education in the national curriculum.

College and University Students are very important targets for

alternative energy technology education. Not only are they in a very

conducive environment for learning, with access to considerable

facilities, educational budgets and teaching staff, but they are the next

generation to enter the workforce.

The General Public obviously constitutes a large proportion of

energy users. Energy education has typically been fairly scarce in the

past, and most people just do not realize that there are alternatives to

centralized energy infrastructures and traditional energy technologies

such as combustion engines, boilers and the national grid.

Traditional Energy Industry personnel, companies and

organizations are an extremely important part of the equation.

Contrary to popular opinion, the development of the fuel cell and

Hydrogen industry is not necessarily in conflict with the traditional

energy industry. Rather, the development of the fuel cell industries

has been largely funded and driven by existing energy companies.

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However, there is a gap that needs to be bridged and expedite pace

of implementation of fuel cells.

Governments around the world are very important part to fuel cell &

Hydrogen technology awareness and commercialization efforts.

Government support is essential to implement the necessary

legislation, regulation, codes & standards and financial incentives

framework for a successful and speedy transition to a more

sustainable energy paradigm. The benefits to government of mass

adoption of fuel cell & Hydrogen technologies are vast and wide-

reaching. Government aided demonstration projects can also help in

promoting public awareness in the area.

Fuel Cell & Hydrogen Industries are themselves very important

consumers of fuel cell & Hydrogen technologies. Creating demand for

particular products, technologies and energy solutions on an

individual basis serves to create demand for the technologies as a

whole. Creating demand for particular products and technologies

within the industry itself is a vital aspect of Fuel Cell Markets’

activities and in turn for public awareness also.

8.6 Public Awareness

The following are some of the methods for increasing public awareness,

education and acceptance in the area of Hydrogen and fuel cells:

• Webinars, Newsletters, and Online Media

Today's world is built on the Internet. From Smart Phones and tablets to

video conferencing, the boundaries of today’s workplace are fluid and

multi-dimensional. Webinars provided in place of traditional in-person

meetings can significantly increase audience participation. Newsletters

and news alerts sent electronically not only decrease production costs, but

increase market reach.

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• Educational Materials and Information Resources

Resources include traditional print materials, such as fact sheets, and

information available on the Web, and via other forms of media including

audio, CD, and video. Careful attention must be given to cost and to

traditional forms of media/information delivery to which target audiences

are accustomed. The primary distribution mechanism for education and

outreach materials will be the Program Website, via Web pages,

databases, electronic documents, and other interactive tools and

resources. Dedicated training on safety, awareness and usage of fuel cell

can also be considered to be deployed at selected fuel stations as being

done under Japan Hydrogen and Fuel Cell (JHFC) project.

• Third-party Case Studies, Market Reports, and Project Tools

Third-party commissioned studies provide additional tools to project

developers and industry for formulating business cases to utilize Hydrogen

and fuel cells to increase energy efficiency, reduce environmental impact,

and improve reliability and productivity. Products include industry market

reports, compendia of state activities, specific deployment case studies,

and financial tools to estimate economic impacts.

Partnerships and Collaboration

Leveraging public-private partnerships is also critical for awareness and

acceptability for Hydrogen and fuel cells.

8.7 Accept HYDROGEN project

Using survey-based methods for data collection, the

AcceptHYDROGEN project aimed to contribute significantly to a better

understanding of the public acceptability of Hydrogen technologies, and

hence enable the introduction of Hydrogen vehicles to be carried out with a

clear strategy towards public acceptance. AcceptHYDROGEN, an EU-funded

project, is a cross-continental comparative assessment of public knowledge,

acceptability and willingness to pay (WTP) for the environmental benefits

associated with Hydrogen buses. The survey determined the preference for

Hydrogen-fuelled buses, in five cities: London (UK), Luxembourg (under the

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EU-funded CUTE project), Berlin (Germany), under the framework of the

Clean Energy Partnership (CEP)-Berlin project, Oakland (US) and Perth, the

latter under the (STEP) ‘Sustainable transport energy for Perth’ project

(Western Australia).

By comparing public awareness, acceptability and preference

associated with Hydrogen transport before and after the introduction of

demonstration Hydrogen buses in different cities across the world, the project

aims to:

• Investigate the factors that determine the effectiveness of Hydrogen bus

demonstration Projects in shaping public knowledge, perceptions, values

and use

• Use the findings from the above investigation to develop recommendations

for maximising the positive influence and uptake of future demonstration

and commercial projects.

As market demand for Hydrogen and fuel cell technologies increases

across sectors of our economy, there will be an increasing need for trained

and experienced personnel and accompanying services such as qualified

maintenance technicians, installers, manufacturing professionals, trainers,

insurers, and educators, as examples.

8.8 Conclusions

In summary, public awareness and then transition to a Hydrogen

economy and the deployment of zero-emission, Hydrogen fuel cell state-wide

will increase transportation efficiency, improve environmental performance,

increase economic development, and create new jobs. The technical and

financial arrangements needed for such a transition from conventional

vehicles will require initial investment by the state and federal government and

private industry; however, such investment is well justified and will become a

necessity as concerns about public health and climate change increase and

the supply of conventional fuels becomes more limited.

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PUBLIC – PRIVATE PARTNERSHIP

FOR HYDROGEN ENERGY AND

FUEL CELLS

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9.0 Public – Private Partnership

9.1 The public-private partnership focused on advancing Hydrogen

infrastructure to support more transportation energy options for consumers,

including Hydrogen and fuel cell electric vehicles (FCEVs) is the need of the

hour. New partnerships brings together automakers, government agencies,

gas suppliers, and the Hydrogen and fuel cell industries to coordinate

research and identify cost-effective solutions to deploy infrastructure that can

deliver affordable, clean Hydrogen fuel for vehicles. Hydrogen and Fuel cell

technologies are an important part of approach to diversify transportation

sector, reduce the dependence on foreign oil and increase competitiveness in

the global market. By bringing together key stakeholders from across the fuel

cell and Hydrogen industry, the partnership will help advance affordable fuel

cell electric vehicles that save consumers money and give drivers more

options. Partnerships bring experts together to identify and solve key

infrastructure challenges, including leveraging low cost gas resources.

Through public-private partnership industry and government partners

can focus on identifying actions to encourage early adopters of fuel cell

electric vehicles, conduct coordinated technical and market analysis, and

evaluate alternative fueling infrastructure that can enable cost reductions and

economies of scale. For example, infrastructure being developed for

alternative fuels such as natural gas, as well as fuel cell applications including

tri-generation that produce heat, power and Hydrogen from natural gas or

biogas, may also provide low cost Hydrogen for vehicles. In addition,

increased fuel cell deployment for combined heat and power, back-up power

systems and fuel cell forklifts can help pave the way for mainstream Hydrogen

vehicle infrastructure.

Example of such a partnership is in the USA. Current members of the

HYDROGENUSA partnership include the American Gas Association,

Association of Global Automakers, the California Fuel Cell Partnership, the

Electric Drive Transportation Association, the Fuel Cell and Hydrogen Energy

Association, Hyundai Motor America, ITM Power, Massachusetts Hydrogen

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Coalition, Mercedes-Benz USA, Nissan North America Research and

Development, Proton Onsite, and Toyota Motor North America. With support

from the Energy Department, private industry and the Department’s national

laboratories have already achieved significant advances in fuel cell and

Hydrogen technologies – reducing costs and improving performance. These

research and development efforts have helped reduce automotive fuel cell

costs by more than 35 percent since 2008 and by more than 80 percent since

2002.

9.2 Public Private Partnerships are useful for:

– Communication of Issues and Concerns

– Best Practices

– Standard formulation efforts & results

– Progress in Code development

– Training & Education: Material & methodology

– Public outreach programmes

– Fuelling & fleet operations

– Standard making, ISO, WP 29, Harmonization

– Code and best practices

– Development of Testing methodology & centres

– Accident investigation & analysis

– In use vehicle monitoring

– R & D

• High temperature behaviour

• Two & Three wheelers

– Pilot programmes

– Training & Development

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9.3 CASE STUDIES FOR PUBLIC-PRIVATE PARTNERSHIP IN INDIA

Hydrogen Fuel Cell for Telecom Towers in India

For emerging economies like India, Hydrogen based fuel cell systems

provide an opportunity to both reduce operating costs and increase

environmental performance relative to what is possible with traditional diesel

generators. Intelligent Energy UK’s first deployed fuel cell system went into

service in July 2011 in Haryana (Figure 9.1). The site is a 3.5 hour drive by

road from Delhi. Prior to installation, the diesel generator used 438L of diesel

a month, resulting in 1170 kg of CO2 emission. On average, 42.2 kg of

Hydrogen is used a month, resulting in operational savings of 15%. Figure

below shows the telecom towers operated by fuel cells.

Figure 9.1 Fuel Cell Mobile Towers

The latest generation of Hydrogen fuel cell power unit, developed by

Intelligent Energy in the UK, has been successfully operated at a mobile

telecom tower site in India. This milestone event represents the first phase of

a commercial roll out of fuel cell units which will, over time, power a portfolio

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of telecom towers where Intelligent Energy’s subsidiary, Essential Energy

India, is providing power management services. Essential Energy currently

has more than 10,000 towers under contract since it began acquiring

customers in 2014, representing a 100MW installed power estate and

equivalent to annualized revenues of circa $75.8m (£50m). The wholly owned

operating business of Intelligent Energy expects to target, in the medium term,

a market share of the Indian telecom tower segment which translates to a

revenue opportunity of circa $1bn (£650m) per annum.

The fuel cell unit was installed at a telecom tower, owned and operated

by Ascend Telecom, in Uttar Pradesh West, a challenge due to its remote

location and regular grid power outages. The Indian telecom infrastructure

owner and service provider already uses Essential Energy’s energy

management services at a number of sites currently powered by diesel

generators and batteries when the power grid is down. Following this phase,

over time Essential Energy expects a majority of telecom tower sites within its

estate to be capable of the transition from traditional power supplies to

Hydrogen fuel cell based solutions. Despite recent halving of wholesale oil

prices, Hydrogen fuel cell installations across a majority of telecom tower sites

will still offer a more economical power supply than traditional diesel

generators, representing a significant potential cost saving for customers.

Data taken from telecom sites 1 reveals that over a six month period to

December 2014, Essential Energy has improved site power availability

significantly while reducing fuel usage by 18%. Consistent power supply is

crucial to a country whose mobile phone users are more than 935 million and

where telecom towers are currently numbered more than 400,000 and are

estimated to increase significantly over the coming years.

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9.4 Hydrogen Association of India

The Hydrogen Association of India (HAI) is a society dedicated to

promotion of Hydrogen in India and is based on PPP mode. The members

are from government institutes as well as private industries. The registered

office of the Association is at Indian Oil Corporation Ltd, R&D Centre,

Sector-13, Faridabad – 121 007, India. The aims and objectives of the

Association are to conduct scientific activities which shall include interalia

the following:

i) To promote, encourage and develop the growth of Hydrogen

Energy and its applications in the country.

ii) To establish an active association of all those persons, bodies,

institutions (private or public) and industries interested in (1) above.

iii) To disseminate information concerning the developments in

Hydrogen Energy and its applications through publications, such as

bulletins, reports, newsletters, journals, etc.

iv) To organize courses, symposia, seminars, etc. in various parts of

the country, to educate the users of Hydrogen Energy and offer a

proper platform for reporting and discussing the new developments

in various fields of Hydrogen Energy.

v) To render advice (technical or otherwise) to government and

commercial bodies on matters pertaining to Hydrogen Energy and

its applications, when needed or requested.

vi) To undertake and execute all other acts which shall promote the

aims and objectives of the Association, and it is, hereby declared

that in the interpretation of this clause, the meaning of any of the

Association’s objectives shall not be constrained except when

otherwise expressed in such paragraph or by the juxta position of

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two or more objectives and that in the event of any ambiguity, the

clause shall be constructed in such a way so as to widen, and not

restrict the powers of the Association.

The formation of Hydrogen Association of India, is expected to provide

further impetus to the Hydrogen research activities in the country. Hydrogen

Association of India provides a common platform for sharing experiences

regarding the latest technological trends in generation, usage and safety

issues related to application of Hydrogen as automotive fuel & other

purposes, with national and overseas experts. Hydrogen Association of India

shall provide an excellent networking opportunities for one & all who want to

contribute for the cause of Hydrogen Economy for a new world order.

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GAP ANALYSIS – INDIAN VS.

INTERNATIONAL SCENARIO

146

147

10.0 Gap Analysis - Indian vs. International Scenario

10.1 Gaps in Intellectual Property Rights (IPR)

10.1.1 The ratio of granted patents to patent applications for the top ten

countries in terms of applications and give an impression of success of

applications filed. In India the ratio is on the lower side. While there is no

direct relationship between the number of granted patents and patent

applications in a given year, the ratios in most countries on this list had 1.5 to

2.7 times more fuel cell applications than granted patents. Reasons for this

could be manifold, such as applications filed to block others from taking

advantage of a technology or simply a greater amount of research producing

results which are worthy of a patent application.

10.1.2 Awareness of importance IP rights is rather low in the Indian academic

and research community. Financial burdens also cause lower Patent

applications in developing countries.

10.1.3 New patents for Hydrogen fuel cells need to filed in India by research

for

Mmanufacturability at volume and cost effectively e.g. reducing

components, alternative and cheaper materials, manufacturing process

driven improvements

Durability- a key to commercialization. Patents on materials and

controls to manage and improve durability

Performance- things like power density improvements, materials,

consistency

Infrastructure and Fuelling- automotive fuelling related innovation like

storage tanks, interfaces, measuring and quality devices, portable

storage devices for non-auto applications

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10.2 Gaps in Storage of Hydrogen

10.2.1 Bulk Hydrogen suppliers face the road block in the development of

infrastructure to support Hydrogen vehicle fuelling. The challenge is the

shipping of the samples with small quantities of Hydrogen, which needs to be

analysed for verifying Hydrogen quality at fuelling stations. Existing shipping

procedures are recognized as difficult to implement. The quantities allowed to

be shipped are small (typically 1 litre, at 350 bar or less). Industry should be

able to ship the samples via common carriers. Special permits and CMVR

rules will be required for shipping of Hydrogen canisters to support fuel quality

testing.

10.2.2 At present, Type-IV composite tanks are not approved for the

deployment in passenger cars, for ground storage or for commercial transport

of gases in India. Therefore, it is not possible to use 350 bar and 700 bar

composite storage vessels for Hydrogen fuel at stations without using

pressure reducing valves. There is a need to gain industry consensus on the

suitability of composite storage cylinders for ground storage and commercial

transport. Cylinders are covered by Gas cylinder rules, 2004. PESO approved

packaging is required. Clarification is needed as to whether a sample can be

considered a material of trade. There is a continued need for a small 700 bar

composite cylinder that can be shipped based on ISO 11119 Standard. There

is a need to gain industry consensus on the suitability of composite storage

cylinders for ground storage and commercial transport, as well as clearer

requirements on the pressures as well as Hydrogen fuel quality specifications

10.2.3 Currently, there are regulations at Department of Transport, US for

validating liquid Hydrogen pipelines. It is important to note which requirements

apply to transmission pipelines versus distribution pipelines. Transmission

pipelines transport large quantities of liquid Hydrogen over longer distances.

Distribution lines consist of main lines that move gas to industrial customers,

down to the smaller service lines that connect to businesses and homes

throughout a municipality. Similar systems need to be developed in India.

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10.3 Gaps in Hydrogen Safety

10.3.1 It is to be noted how regulations will be enforced on after-market

repairs and end-of-vehicle life. For example, Hydrogen storage tanks may not

be returned to service without requalification following a crash or at the end of

the tank service life. Vehicle tanks should not be moved between vehicles,

although it cannot really be prevented in practice. State periodic vehicle

inspection is one option, which is recently launched in India in form of

Inspection and Maintenance (I&M) regime. Tanks may have a certain number

of fills before they “expire”. This is also a concern for stationary tanks. Tanks

may be requalified. Some vehicle repair facility issues are best handled by the

states, although the central government may have a role in some cases.

Industry and government in India need to think about repair facilities, repair

personnel, and enforcement, and develop appropriate safeguards and

education.

10.3.2 Odorization of Hydrogen Gas, is critical to detect leaks from safety

point of view. International rules say that a combustible gas in a distribution

line must contain a natural odorant or be odorized, so that at a concentration

in air of one-fifth of the lower explosive limit, the gas is readily detectable by a

person with a normal sense of smell. A natural odorant compatible with

Hydrogen for the use in fuel cells has not been identified and validated, and

equipment & processes to remove odorants at each point of use are not

practical. In addition, the issue of detection must apply to both gaseous and

liquid Hydrogen. Industry must either find a workable odorant or come forward

with alternatives to current odorant requirements that preserve the level of

safety intended by the regulation. For example, the regulation might be

amended to include other methods of leak detection.

10.4 Gaps in Hydrogen Standards

10.4.1 Lack of Codes and Standards has repeatedly been identified as a

major institutional barrier for the deployment of Hydrogen technologies and

development of Hydrogen economy. International Hydrogen Industry has

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come a long way in the past 10 years with identified needed standards for

commercialization of Hydrogen energy systems, and participating with

Standards Development Organizations to develop Hydrogen standards. In

India development of standards to allow the installation of Hydrogen energy

systems, including stationary applications and Hydrogen refuelling stations is

required. These efforts, of course, must continue to meet commercialization

timeframes. Some Hydrogen requirements are based on other fuels, such as

natural gas, or based on industrial quantities and uses for Hydrogen.

10.4.2 Research is needed to complete some of the developing codes and

standards, and to validate requirements for the intended qualities and uses.

Concurrent with continued development of appropriate codes and standards,

it is important to ensure high levels of safety and environmental protection.

India must now review the current state of regulations that pertain to the

transport of hazardous materials and determine whether they are adequate

for the envisioned Hydrogen economy.

10.4.3 Fuelling station codes {similar to the International Code Council (ICC)

or the National Fire Protection Association (NFPA) codes and Canadian

Standards Association (CSA) dispenser standards} should be operative by the

time vehicles are truly commercially available in the marketplace. There are

numerous recommended practices and technical reports being developed by

the Society of Automotive Engineers (SAE). Hydrogen and Fuel Cell

Standards Committee seeks input from Original equipment manufacturers

(OEMs), fuel cell developers and on-board storage system manufacturers.

Most of this material on safety and its technical justification may be of use to

India as regulations are developed.

10.5 Gaps in Human Resource Development

10.5.1 Education institutions and Government laboratories are important

players in generating and diffusing knowledge. While universities generally

account for the majority of scientific publications, government laboratories

focus on applied research and play a crucial role in bring out the technologies.

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The generic skill gaps such as Planning & co-ordination skills in project

management, grid integration of large scale RE projects, installation and

commissioning skills and techno commercial marketing skills needs to be

addressed besides the scientific/ engineering manpower requirements.

10.5.2 Programs similar to USA need to be initiated in the country which

could capitalize on the vast investment the various funding agencies have

already made in several IITs ,IISc , Universities, National laboratories and

other institutions engaged in hydrogen related technologies. Focused

programmes and pilot training sessions will pave the way for more

widespread expansion of suitable educational opportunities in the country.

10.5.3 Further, Industry inputs will help in identifying and filling the gaps in the

educational and training needs. Vocational training for ITI / Polytechnic

students – ITI’s and Polytechnics in consultation with Industry should develop

focused 3 months / 6 months vocational courses, which make the students

employable by the industry.

10.5.4 There are several sub projects on materials developments , component

development , BoP development , system integration , safety etc., Each of

these activities would require a large number of Technical staff ( A or B level) ,

Scientists/Engineers at “C “ and “D” level besides project Managers at least

at Scientists “E “ or “F” level. A minimum of one in each of the category will

be required in each of the projects that will come up. Besides these there will

requirements of research scholars in many of the academic institutions in

place of scientists and engineers.

10.5.5 The universities, Institutes and R&D institutions engaged in developing

various hydrogen technologies would require research scholars. A Hydrogen

Technology Scholarship may be instituted and 100 such fellowships may be

awarded every year on a competitive basis.

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10.6 Gaps in Awareness

10.6.1 Industrial gas suppliers provide training to employees, and offer

training to customers. Hydrogen suppliers agree that safety training for

refuelling station resupply and maintenance personnel is needed. There are a

number of training opportunities, including those offered by industrial gas

providers. The US Department of Energy has developed a basic Hydrogen

training module and plans to expand it for specific target audiences. The

National Hydrogen Association also offers workshops in properties of

Hydrogen, often calling upon the expertise of industrial gas suppliers as

presenters.

10.6.2 In India, training certification in Hydrogen safety is required in areas

such as vehicle refuelling. India should develop such training programs in

Public-Private-Partnership (PPP) mode to ensure availability and

dissemination of the education for safe Hydrogen practices broadly. The

training is sometimes implemented via video displays incorporated into

dispensers. The first time a customer uses a facility (or network of facilities), a

short video covering basic safety and operational procedures is shown and

fuelling is disabled until the video finishes. This is due to the unfamiliarity of

the user with the equipment, its operation, and basic safety practices. This

type of training may be appropriate for Hydrogen refuelling in some areas as

well. There have been organizations that are attempting to create personnel

certification programs for Hydrogen, where they are generally not required for

other fuels. Personnel, who will be working with Hydrogen, can understand

Hydrogen’s unique properties and are trained in handling Hydrogen safely.

10.7 Gaps in Public Private Partnerships

10.7.1 Coordination between industry and government can facilitate smooth

commercialization of Hydrogen and fuel cell systems. By working together,

timely priorities can be identified to promote commercial deployment of

technologies pertaining to Hydrogen and fuel cells.

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10.7.2 Continuation of dialog among all stakeholders, as well as applicable

state agencies, to study the range of codes, standards, and regulatory

activities that are needed to ensure a smooth transition to a Hydrogen

economy, as well as the research to support them, is the key. Through

continued coordination, research funding can be targeted to the areas with the

greatest needs, consistent with timeframes of commercialization & research

work, avoidance of duplication of efforts.

10.7.3 Consortium projects in PPP mode for demonstration of hydrogen and

fuel cell vehicles are required in India.

154

155

ACTION PLAN – PROJECTS & TIME

SCHEDULE OF ACTIVITIES

156

157

11.0 Action Plan – Projects and Time Schedule of

Activities

A. National Mission Project

1. Development of National Hydrogen Vehicle Certification and

Research Laboratory

The development of National Facility for Certification of Hydrogen and Fuel

Cell Vehicles as per future Central Motor Vehicle Rules (CMVR) may have the

following facilities:

(i) Chassis Dynamometer for HCV/LCV Vehicles – suitable for both

Hydrogen and Fuel cell buses -1 No.

(ii) Chassis Dynamometer for SUV/Passenger Cars/SCV -2 Nos.

(iii) Chassis Dynamometer for 2/3 Wheelers -1 No.

(iv) Transient dynamometers, 550 kW capacity -1 No.

(v) Transient dynamometers upto 300 kW -2 Nos.

(vi) Hydrogen Cylinder Storage and Dispensing Facility

(vii) Hydrogen Component Certification Equipment

(viii) Hydrogen fuel quality testing and material embrittlement testing

(ix) Hydrogen engine combustion development and simulation centre

Further details of the facility are given in subsequent Chapter.

B. Research & Development Projects

The Research & Development Projects should be supported by inviting

proposals from industry and Research Institutions / academia. The projects

should be evaluated by Expert Committee of the Coordinating Ministry /

Department for their suitability for the Hydrogen program in India.

i. Development of on board safety systems for Hydrogen vehicles

Includes development of safety devices such as flame traps, leak

detectors, alarms, OBD etc.

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ii. After treatment solutions for Hydrogen vehicles

Includes development of NOx control strategies as well as arresting

engine oil based particulates and nano particles.

iii. Development of Indigenous sensors for fuel cell vehicles

Includes development of indigenous low cost sensors such as

antiknock sensor, lambda sensor, etc.

iv. Development of materials for lightweight Hydrogen cylinders

Includes development of lightweight composite materials for Hydrogen

storage which can resist embrittlement and flames.

v. Advanced combustion HCCI engines for Hydrogen fuel

Includes development of high efficiency IC Engines based on

advanced combustion concepts using Hydrogen fuel.

vi. Development of Hydrogen fuel cell demonstration kits for schools

Includes development of kits which could create awareness on

Hydrogen as a fuel demonstrate properties of Hydrogen and explain working

of fuel cell.

vii. Enhancement of Fire Safety Measures for Hydrogen Vehicles

Includes development of fire -fighting equipment including flame

retardant materials.

viii. CFD simulation of Hydrogen release patterns

Includes simulation studies to assess impact of Hydrogen leaks.

C. Basic Research Projects

These projects should be supported by inviting proposals from academic

institutions like IITs, IISC, NIT etc. The projects should also be evaluated by

the Expert Committee for their suitability for the Hydrogen program in India.

159

The costing for such basic studies should be worked out based on a standard

format and defined timelines. Some identified research projects / studies are:

(i) Optical engine studies on Hydrogen Combustion

(ii) Suitable odorants and dyes for Hydrogen fuel

(iii) Study of Hydrogen regulations and projection of requirement of

regulation in near future

(iv) Hydrogen flame studies - Visualization

D. HR Related Activities

1. Awards and Scholarships for students and professionals

2. Hydrogen Chair for IIT faculty, Industry professionals

3. Training and Awareness Seminars

4. IPR Budget

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Time Schedule of Activities

Sr. No. Year 2016 2017 2018 2019 2020 2021 2022

Mission Mode Projects

1 Development of National

Hydrogen Vehicle Certification

and Research Laboratory

Chassis Dynamometer for HCV/LCV

Vehicles – suitable for both hydrogen and

Fuel cell buses -1 Nos.

Chassis Dynamometer for

2/3 Wheelers - 1 Nos

Transient dynamometers, 550 kW

capacity -1 Nos.

Transient dynamometers upto 300

kW - 2 Nos.

Chassis Dynamometer for

SUV/Passenger Cars/SCV -

2 Nos.

Hydrogen Cylinder Storage and Dispensing

Facility

Hydrogen Component Certification Equipment

Hydrogen fuel quality testing and material embrittlement testing

Hydrogen engine combustion development and simulation centre

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Sr. No. Year 2016 2017 2018 2019 2020 2021 2022

2 Research & Development

Projects

3 Basic / Fundamental

Research Projects

Development of on board safety

systems for hydrogen vehicles

After treatment solutions for

hydrogen vehicles

Development of Indigeneous sensors for fuel cell

vehicles

Development of materials for lightweight hydrogen cylinders

Advanced combustion HCCI engines for hydrogen fuel

Development of hydrogen fuel cell

demonstration kits for schools

Enhancement of Fire Safety Measures for

Hydrogen Vehicles

CFD simulation of hydrogen release

patterns

Optical engine studies on Hydrogen Combustion

Suitable odorants and dyes for hydrogen fuel

Study of hydrogen regulations and projection of

requirement of regulation in near future

Awards, Scholarships, Training, Awareness Seminars, Advertisements

Hydrogen flame studies - Visualisation

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FINANCIAL PROJECTIONS

164

165

12.0 Financial Projections

S

N

Activity Budgeted

Amount

(INR

Crore)

A HR Activity Budget

1 Standards and Regulations Development 20

2 Awards and Scholarships for Students 30

3 Training and Awareness Seminars for

Manpower Development

50

4 Hydrogen Chair in IITs 25

5 IPR Budget 100

6 Hydrogen demo Kit for schools 25

Subtotal A 250

B Mission Mode Project

1 National Hydrogen Vehicle Certification

Facility

- Upgradation of Chassis dynamometer .

- Engine Dynamometers Test Cell - 350 kW

- Upgradation of EV Facility for fuel cell

- Mobile cascade fuel facility

- Liasion office for standards, awareness &

Training

- Simulation and sensor HIL development

- Hydrogen Component certification facility at

ICAT

- Test track for Hydrogen Stability

- Cylinder testing duly approved

4

10

5

1

1

4

10

5

10

Subtotal B 50

C Research and Development Projects

166

1 Development of on board safety systems for

Hydrogen vehicles

40

2 After treatment solutions for hydrogen

vehicles

20

3 Advanced combustion HCCI engines for

Hydrogen fuel

40

Subtotal C 100

D Basic Research

1 Optical Engine Studies on Hydrogen engine 70

2 Hydrogen Flame Studies 20

3 Odorants for Hydrogen 10

Subtotal D 100

Grand Total (INR Crore) 500

Cash Outlay per year

SN Year Budgeted Amount

(INR Crore)

1 2016-2017 200

2 2017-2018 100

3 2018-2019 75

4 2019-2020 50

5 2020-2021 50

6 2021-2022 25

Grand Total (INR Crore) 500

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IDENTIFICATION OF INSTITUTIONS

AND INFRASTRUCTURE

168

169

13.0 Identification of Institutions and infrastructure

Following Institutions are identified for carrying out specific work in areas

related to hydrogen.

Table 13.1: Institutions and Facilities

S. No. Name Facility Required Facility Covered

under Committee

1 IOC,

Faridabad

Centre of excellence

on Fuel quality

storage, production

and dispensing

Transportation

2 ISRO Centre for Liquefied

Hydrogen Research

Production

3 BHEL /

CFCT

Fuel cell testing

Facilites

Fuel Cells

4 IISC Hydrogen Spray and

combustion

Visualization

IPR

5 IITs Optical engine and

basic combustion

facilities

IPR

6 ARCI Hydrogen material

research

Storage

7 IITs / NITs Hydrogen Training

and Seminars

IPR

8 RDSO Fuel cell locomotives Fuel Cells

9 Patent Cells

in IITs

Patent funding and

guidance

IPR

10 IITs Chairs and

Scholarships

IPR

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CENTRE OF EXCELLENCE

ON HYDROGEN VEHICLE

CERTIFICATION

@ ARAI

172

173

14.0 Centre of Excellence on Hydrogen Vehicle Certification

at ARAI

This project deals with development of National Facility for Certification

of Hydrogen and Fuel Cell Vehicles as per future CMVR norms. It includes

facilities such as

(i) Chassis Dynamometer for HCV/LCV Vehicles – suitable for both

Hydrogen and Fuel cell buses -1 No.

(ii) Chassis Dynamometer for SUV/Passenger Cars/SCV -1 Nos.

(iii) Transient engine dynamometers, 550 kW capacity -1 No.

(iv) Transient engine dynamometers upto 300 kW -2 Nos.

(v) Hydrogen Fuel Storage and Dispensing Facility

(vi) Hydrogen Component Certification Equipment

(vii) Hydrogen engine sensor development & simulation centre

(viii) Liaison Office for Hydrogen Type Approval/ Standard

Development/ Patent Cell

The budgeted cost is Rs. 350 Crore which includes cost of equipment,

installation, civil work, utilities, manpower and fuel infrastructure. As a

multidisciplinary testing and research facility. This centre should have

leadership role in the development of clean energy solutions, such as

Hydrogen fuel. To support technology advances, this centre should provide

services in Hydrogen testing, certification and prototype development.

Further, this centre will play an active role in development of Hydrogen type

approval standards and component certification. Some facilities required are

shown below:

A. Hydrogen & Fuel Cell Vehicle Emission Testing

This facility will cover the testing of Hydrogen vehicles as per international

norms and future Indian emission norms (BS-V and BS-VI). Hydrogen fuel

quality testing and related aspects will also be covered in this lab. The lab will

contain chassis dynamometers and engine dynamometers as shown in Figure

14.1

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Figure 14.1: Vehicle Chassis Dynamometer and Engine Dynamometer

B. Hydrogen Component Certification Facilities

This facility will provide testing and certification services to all national

and international standards for compressed Hydrogen components used in

vehicles, transportation, and fueling station applications. Refer Figure 14.2 for

the setup of the hydrogen component testing facility. Tests on individual

components including hoses, valves, pressure regulators, flowmeters, fueling

connectors, tanks, etc., to all existing and draft standards, including BIS, EEC

79, CSA HGV3.1, SAE J2579, and the United Nations GTR for Hydrogen

vehicles will be conducted. This centre will also conduct simulated lifetime

testing of complete Hydrogen vehicle fuel systems in accordance with OEM-

specified lifetime endurance tests.

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Figure 14.2: Hydrogen Component Testing Facility

C. Hydrogen Engine Prototype Development:

This facility will deal with design and development of IC engines

running on Hydrogen fuel and its blends. Development of high performance

engines using transient test benches will be done along with combustion

analysis and prototype design. New combustion concepts like HCCI will also

be evaluated.

D. Hydrogen Simulation and Sensor development Facilities

These facilities will be required to simulate and study the release

patterns of Hydrogen in a leak as well as model explosions and dispersion of

Hydrogen from safety point of view as shown in Figure 14.4

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Figure 14.4 Hydrogen Simulation Facilities

The centre will also focus on development of low cost hydrogen sensors for

onboard deployment in automotive applications.

E. Liaison Office for Hydrogen Type Approval Standard Development

This office will participate in developing standards and extending

support to government in developing type approval regulations for Hydrogen

vehicles in India. The operational cost for the running the centre will be borne

by the government for an initial handholding period of 3 years, thereafter the

cenre is expected to break even and generate funds for its self- sustained

operation.

It is proposed to setup this National Hydrogen Vehicle Certification

Centre at ARAI, Pune. A detailed techno-commercial proposal will be

submitted to the Ministry.

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CONCLUSIONS AND RECOMMENDATIONS

178

179

15.0 Conclusions and Recommendations

Although the activities for the research & development in the area of

Hydrogen Energy and Fuel Cells were started around four decades ago in

India, but these are still in their early phase compared to other nations.

Therefore, it is inevitable to have more focus on creating its awareness and

disseminate relevant information about the use and its impact on

environment, health and society, protecting research & developmental work

through patents, commercialization of the developed technologies by

developing standards and in Private-Public-Partnership mode for wide

coverage of their deployment in shorter span of time. To promote fuel cell

technology in the country, proper strategies and plans need to be prepared.

The recommendations given below may be a few strategies to work in future:

Issue of notification for the use of Hydrogen as a fuel in India.

Promote and strengthen R&D activities on safety aspects of Hydrogen

& fuel cells through R&D and academic institutions, while ensuring

social responsibilities and commitments.

Conduct key analyses to guide R&D and path forward – Life cycle cost;

economic & environmental analyses, etc.

Conduct strategic, selective demonstrations of innovative technologies.

Encouragement of Hydrogen vehicle demonstration projects.

Financial assistance to government institutions / industry for

commercial research projects in the area of Hydrogen.

Establishment of a Centre of Excellence at ARAI for Hydrogen vehicle

certification, research in testing methods, development of Hydrogen

component in vehicle testing and cylinder evaluation.

Visits to international Hydrogen R&D centres for first hand assessment

of activities and possible collaborations.

Collaborations with foreign institutions for information and technology

exchange on Hydrogen.

Organize national and international conferences on Hydrogen

technology.

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Promote foreign cooperation for exchanges of intellectuals for

developing Intellectual Property (IP), stepping up forecast of IP related

information on external trade and domestic markets and the

maintenance of IP.

Implementation of laws of intellectual property rights effectively.

Leverage activities to maximize impact and facilitating

commercialization of patented items.

50 scholarship awards for research scholars in the area of Hydrogen

energy and fuel cells.

Student exchange programs with international universities on Hydrogen

technology.

Faculty Chair positions in major technological institutions involved in

research activities on Hydrogen energy and fuel cells.

Training to enforcement officers, in-house counsels, and addition in the

educational curriculum for school students.

Organize seminars / workshops for spreading awareness about

Hydrogen energy safety aspect of Hydrogen.

Development of BIS standards on Hydrogen and fuel cells technologies

including fuel dispensing and composite cylinders.

Assistance for participation in international standard body ISO TC 197

meetings related to Hydrogen technology.

Rewards can be given at various stages like filing, granting of patents

and commercialisation of patented items by companies to promote

manufacturing in the area of Hydrogen and Fuel Cells.

Awards for technical developments related to Hydrogen fuel

Sharing of investment / working capital of the Industry and to

accelerate market transformation

Promote energy efficient industries, invest in clean energy solutions

and Spur innovation through new energy standards.

Setting-up of solar based Hydrogen stations in PPP mode.

Accelerate business innovation with the Research & Experimentation

(R&E) tax credit.

181

Tax benefits for development, demonstration and commercialization of

Hydrogen vehicle technologies at different stages to the institutions

involved in such activities.

Constitution of a nodal committee for implementation of Hydrogen

technologies.

182

183

BIBLIOGRAPHY

184

185

16.0 Bibliography

16.1 Introduction

1. ISO TC 197 Website

2. Gas Cylinder Rules, 2004

3. CMVR rules 1989

4. Presentation from Mr. Srivastava, PESO

5. Presentation from Dr. Thipse, ARAI

6. US NHTSA Hydrogen Vehicle Safety Report

7. UNIDO-ICHET Report on Hydrogen Vehicles

8. UNECE-GRSP-49-28

9. Presentation from Clean Cities, US DOE

10. BIS Website

11. Website of HAI

12. Website of Intelligent energy, UK

13. Presentation from SIAM

14. Hydrogen roadmap by MNRE, 2005

16.2 Intellectual Property Rights (IPR) - Hydrogen and Fuel Cell

1. http://www.Hydrogen.energy.gov/pdfs/review13/03_satyapal_plenary_2

013_amr.pdf

2. http://cepgi.typepad.com/files/cepgi-2013-year-end-wrap-up.pdf

3. http://www.fuelcelltoday.com/media/1752762/2012_patent_review.pdf

4. http://www.fuelcelltoday.com/media/1587227/fuel_cells_and_Hydrogen

_in_china_2012.pdf

5. http://www.wipo.int/export/sites/www/patentscope/en/technology_focus

/pdf/landscape_alternative_energy.pdf

6. http://www.whitehouse.gov/sites/default/files/uploads/InnovationStrateg

y.pdf

7. http://dipp.nic.in/English/Schemes/Intellectual_Property_Rights/national

_IPR_Strategy_21July2014.pdf

8. www.wipo.int/sme/en/activities/.../technology_transfer_ganguli.ppt

186

9. http://www.kacst.edu.sa/en/about/publications/Other%20Publications/S

TRATEGIC%20REVIEW%20OF%20THE%20ENERGY%20TECHNOL

OGY%20LANDSCAPE.pdf

16.3 Hydrogen Storage Regulations

1. ISO TC 197 Website

2. Gas Cylinder Rules, 2004

3. CMVR rules 1989

4. Presentation from Mr. Srivastava, PESO

5. Presentation from Dr. Thipse, ARAI

6. US NHTSA Hydrogen Vehicle Safety Report

16.4 Safety of Hydrogen and Fuel Cells

1. http://www.kacst.edu.sa/en/about/publications/Other%20Publications/S

TRATEGIC%20REVIEW%20OF%20THE%20ENERGY%20TECHNOL

OGY%20LANDSCAPE.pdf

2. BarisAcıkgoz, CenkCelik et.al. Emission characteristics of an

hydrogen–CH4 fuelled spark ignition engine, Fuel 159 (2015) 298–30

3. BIS Website

4. Biohydrogen Production: Fundamentals and Technology Advances,

Debabrata Das, Namita Khanna and Chitralekha Nag Dasgupta, CRC

Press, 408 Pages, 2014 (ISBN 9781466517998).

16.5 Standards on Hydrogen

1. Basu, S., Chokalingam, R., ‘Ceria based electro-ceramic composite

materials for solid oxide fuel cell application’ (Ch 10), In Advanced

Organic-Inorganic Composites: Materials, Device and Allied

Applications, Ed. Inamuddin Siddiqui, Nova Science Publications Inc.,

N.Y. 2011

2. Surya Singh, Anil Verma, Suddhasatwa Basu, ‘Oxygen Reduction Non-

PGM Electrocatalysts for PEM Fuel Cells – Recent Advances’ (Ch 5) in

Advanced Materials and Technologies for Electrochemical Energy, Ed

P. K Shen, C. Wang, X. Sun, S. P. Jiang, and J. Zhang, CRC Press

(2014)

187

3. R. Chetty and K. Scott "AirBreathing Direct Methanol Fuel Cells

with

Catalysed Titanium MeshElectrodes" in Electrocatalysts: Research, Techn

ology and Applications, Nova Science Publishers, Inc. New York, 2009.

4. Jayati Datta, (2015) “Multi-metallic nano catalysts for anodic reaction in

direct alcohol Fuel Cell”, in “Nanomaterials for Direct Alcohol Fuel

Cells”, Pan Stanford Publishing Pte Ltd., Singapore.

16.6 Human Resource Development

1. European Hydrogen and Fuel Cell Technology Platform, 2005.

Deployment Strategy. https://www.hfpeurope.org/hfp/keydocs.

2. Dutton, A.G., 2002. Hydrogen energy technology. Tyndall Working

Paper TWP 17, Tyndall Centre for Climate Change,

http://www.tyndall.ac.uk/publications/ working papers/wp17.pdf .

3. European Commission, 2003. Hydrogen energy and fuel cells: a vision

of our future. http://www.europa.eu.int/comm/research/energy/pdf/

Hydrogen-report en.pdf.

4. Sastri, M.V.C.,1987. Hydrogen energy research and development in

India--an overview. Int. J. Hvdrogen Energy, 12(3): 137-145.

5. Powell, J.C., Peters, M.D., Ruddell, A., Halliday, J., 2002. Fuel cells for

a sustainable future? Tyndall Working Paper TWP 50, Tynd

16.7 Awareness for Hydrogen and Fuel Cells

1. www.eere.energy.gov/hydrogenandfuelcells/pdfs/fct_h2_fuelcell_factsh

eet

2. http://www.hydrogen.energy.gov/pdfs/review13/03_satyapal_plenary_2

013_amr.pdf

3. http://cepgi.typepad.com/files/cepgi-2013-year-end-wrap-up.pdf

4. http://www.fuelcelltoday.com/media/1752762/2012_patent_review.pdf

5. http://www.fuelcelltoday.com/media/1587227/fuel_cells_and_hydrogen

_in_china_2012.pdf

6. http://www.wipo.int/export/sites/www/patentscope/en/technology_focus

/pdf/landscape_alternative_energy.pdf

188

7. http://www.whitehouse.gov/sites/default/files/uploads/InnovationStrateg

y.pdf

8. http://dipp.nic.in/English/Schemes/Intellectual_Property_Rights/national

_IPR_Strategy_21July2014.pdf

9. www.wipo.int/sme/en/activities/.../technology_transfer_ganguli.ppt

16.8 Public Private Partnership for Hydrogen and Fuel cells

1. Eichlseder H, Spuller C, Heindl R, Gerbig F, Heller K, New and

innovative combustion systems for the H2eICE: compression ignition

and combined processes. SAE P. 2009-01-1421, 2009.

2. Tsujimura T, Mikami S, Achiha N, Tokunaga Y, Senda J, Fujimoto H. A

study of direct injection diesel engine fuelled with hydrogen. SAE

Technical Paper 2003; 2003-01-0761:1-16.

3. Masood M, Ishrat M. Computer simulation of hydrogenediesel dual fuel

exhaust gas emissions with experimental verification. Fuel

2008;87:1372-8.

4. Saravanan N, Nagarajan G. An experimental investigation of hydrogen-

enriched air induction in a diesel engine system. International Journal

of Hydrogen Energy 2008;33:1769-75.

5. Rakopoulos CD, Scott MA, Kyritsis DC, Giakoumis EG. Availability

analysis of hydrogen/natural gas blends combustion in internal

combustion engines. Energy 2008;33:248-55.

6. S O Bade Shrestha G A Karim, Hydrogen as an additive to methane for

spark ignition engine applications, International Journal of Hydrogen

Energy 24(1999)577-586.

16.9 Gap Analysis – India vs International Scenario

1. Website of HAI

2. Website of Intelligent energy, UK

3. Presentation from SIAM

4. UNIDO-ICHET Report on Hydrogen Vehicles

5. UNECE-GRSP-49-28

6. Presentation from Clean Cities, US DOE

189

16.10 Conclusions and Recommendations

1. K. S. Dhathathreyan, “The ARCI Fuel Cell Programme “ ISOFT e-

Bulletin Vol. 02 No.01, June 1, page 2, 2011.

2. Das LM. Near-term introduction of hydrogen engines for automotive

and agricultural application. International Journal of Hydrogen Energy

2002; 27:479-87.

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