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The issues surrounding the application of fuel cells for road transportation are evaluated. The advantages and disadvantages of the candidate fuel-cell systems and the various fuels are discussed, together with the issue of whether the fuel should be converted directly in the fuel cell or should be first converted to hydrogen on-board the vehicle....
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... 13,14 Using ethanol in fuel cells offers higher energy-density (8.3 kW h kg −1 ), 15 low toxicity, and safer transport. 16 In addition, ethanol has a lower crossover rate at the cathode, which causes less deterioration of the cathode compared to methanol. 17 The development of electrocatalysts for DEFCs was exclusively dependent on using platinum (Pt)based catalysts such as PtRu and PtSn. ...
The higher energy density and lesser toxicity of ethanol compared to methanol make it an ideal combustible renewable energy source in fuel cells.
... Direct ethanol fuel cell exhibits one highlighted amid fuel cell devices. Ethanol is a high potential green energy source for high world production, for transport and stored easier and safer than hydrogen, continuous increase of productions techniques, such as fermentation and biomass [1][2][3][4][5]. Besides the higher production issue, ethanol presents less toxicity than methanol and lower system poisoning by incomplete oxidation of long chain alcohol cells, as propanol and butanol [6,7]. ...
The direct ethanol fuel cell research for high efficiency and portable applications aims to enhance the electrochemical activity and lifetime of the electrocatalyst. Nonetheless, the major portion of electrocatalyst consists of support, 60 to 80% m/m. The physical–chemical properties of support material can directly influence electrochemical activity. This study compares different carbon allotropes as supports of Pt3Sn electrocatalyst, carbon black (C) and graphite (Gr) by commercial acquisition, and carbon spheres (CS) and graphene (G) prepared by our research group using hydrothermal synthesis and thermal expansion methods, respectively. Carbon black is the widely used support. Adopting it as a reference, in acid electrolyte, the forward oxidation current of CV decreases 97% (Pt3Sn/CS), 62% (Pt3Sn/G), and 78% (Pt3Sn/Gr). Nonetheless, in chronoamperometry (CA), Pt3Sn/G exhibited an increase of 48% in the final current compared with Pt3Sn/C, while Pt3Sn/CS current decreased 94% and Pt3Sn/Gr 67%. In alkaline electrolyte, Pt3Sn/G excels further among other materials once the ethanol oxidation current increases 60% in cyclic voltammetry (CV) and final current 36% higher by CA. The other allotropes decreased 99% (Pt3Sn/CS) and 54% (Pt3Sn/Gr) in cyclic voltammetry and exhibited a CA final current 84% (Pt3Sn/CS) and 12% (Pt3Sn/Gr) lower than Pt3Sn/C. Pt3Sn/G has high electrical conductivity and a large surface area which can contribute to enhancement of ethanol oxidation in activity sites. Therefore, the allotrope structure directly influences the electrochemical activity and that can be used to enhance the ethanol oxidation by electrocatalyst, where graphene supports the best improvement.
... in parallel, the paramount significance of public transportation as a strategy to mitigate these challenges has been emphasized. Notably, in most industrialized nations, public transportation has observed a downward trend over the past 20 years and this phenomenon predominantly stems from factors such as population growth and urbanization (McNicol et al., 2001). this trend increases travel demand and drives the widespread adoption of private vehicles like cars, motorbikes, and others to meet transportation needs without compromising reliability, privacy, accessibility or comfort (chauhan et al., 2022;contreras & Paz, 2018). ...
The interplay between urban planning and transportation deployment substantially influences a city’s sustainability and liveability, as well as quality of life. The quality of services supplied determines ridership on public transit. To assess and improve rider satisfaction, several studies have used a variety of approaches, digging into critical service qualities. These studies also compare other modes of transportation, including express and local buses, trains, Bus Rapid Transit and the dynamic interaction between local buses and rail transit. However, no study has yet compared the improvement priorities between conventional and electric buses. This study aimed to assess the effectiveness of combining the ordinal logit regression and random forest approaches with the three-factor theory to determine the prioritization of improvement for service attributes in electric and conventional buses, aiming to enhance passenger satisfaction during rides. This study’s findings indicate differences in the perceived importance of attributes for overall satisfaction and the priorities of service quality attributes for improvement between electric and conventional buses. The findings show that among the selected service quality attributes, primary emphasis should be placed on addressing the issues related to “availability of information on other communication technologies (application)” and “punctuality” of both conventional and electric buses. As for the secondary concerns, “comfort" and “comfort while alighting and boarding” should be addressed in both conventional and electric buses to enhance riders’ satisfaction. In conclusion, prioritizing improvement techniques for electric and conventional buses serves both customer satisfaction and larger goals of sustainable transportation and urban liveability.
... According to the Petroleum Corporation, the production peak of petroleum and natural gas will be between 2020 and 2027 before beginning to decline. 1 Therefore, people are turning towards fuel cells because they exhibit high efficiency (as high as 60%) with almost zero carbon emissions, making them a considered green energy source. Currently, various types of fuel cells are known, and these are divided into alkaline fuel cells (AFCs), 2,3 proton exchange membrane fuel cells (PEMFCs), 4,5 phosphoric acid fuel cells (PAFCs), 6 molten carbonate fuel cells (MCFCS), 7 solid oxide fuel cells (SOFCs), 8 and so on. ...
Waste plastic-derived nitrogen-doped reduced graphene oxide (WpNrGO) was demonstrated for the first time as a catalyst support for PEMFCs. WpNrGO plays a significant role in enhancing the efficacy and durability of electrocatalysts for PEMFCs. Graphene nanosheets (GNs) are obtained by upcycling waste plastic via pyrolysis, followed by the modified Hummers' method to obtain WpGO. WpNrGO was produced by the thermal annealing of WpGO with urea (NH2CONH2) at 750 °C. Further, a WpNrGO-supported palladium–ruthenium (Pd_Ru) electrocatalyst was synthesized with Pd : Ru concentration in the ratio 2 : 1. Synopsys-QuantumATK was used to run DFT-based first principles simulations to comprehend the ideal locations for adsorption on GNs. The resulting WpNrGO-supported Pd_Ru (2 : 1) core–shell electrocatalyst demonstrated a higher electrochemical surface area (ECSA) of ∼43 m² g⁻¹ for the oxygen reduction reaction (ORR) and half potential of 0.33 V, along with high catalytic activity and stability.
... Besides, FCs have no moving parts, so they are quiet, vibration-free, and require no associated maintenance cost with moving parts [36], [37]. Despite these advantages of FCs, hydrogen ICEs are more efficient when hauling heavy loads [35], have better cold start performance [38], and are cheaper than FCs [39]. Furthermore, the degradation in FCs that shortens FC lifetimes is also a challenge, which happens with different mechanisms in various locations in a FC [40]. ...
... Since the 1960s, the replacement of the internal combustion engine used in road vehicles with more effective, low-emission alternative power sources has been discussed, and it has been contended that fuel cells are the power source that most closely matches the internal combustion engine. Currently, there is still much support for this viewpoint [3]. Based on this view, many countries are concentrating on hydrogen to reduce their carbon emissions and their dependency on fossil fuels, and to use it in fuel cells as an energy source [4,5]. ...
In this study, natural clinoptilolite was treated with HCl, HNO3, and C2H2O4 at various concentrations (0.1, 0.5, and 1.0 M) at different temperatures (60, 70, and 80 °C) and treatment times (2, 3, and 4 h). The hydrogen adsorption capacity of natural clinoptilolite increased from 0.446 to 3.255 mmol/g after treating with 0.5 M HNO3 at 80 °C for 2 h. The correlation of the newly produced textural and structural properties with hydrogen adsorption ability is explained by characterizing the modified clinoptilolites using X-ray fluorescence (XRF), X-ray diffraction (XRD), nitrogen adsorption/desorption isotherms, and temperature programmed desorption of ammonia (NH3-TPD) measurements. The results show that the hydrogen adsorption capacity of modified clinoptilolites is associated with both the quantity and strength of the strong acid sites, in addition to the enhanced surface area and micropore volume. The hydrogen adsorption data for natural and acid-treated clinoptilolite samples at 77 K obeyed the Freundlich isotherm model.
... Regardless of the GHG emission from pure hydrogen production in manufacturing, AEFC, PEMFC, and PAFC as pure hydrogen FCs do not emit any harmful gas during the operation. Some research indicated that the pure-hydrogen FCs could achieve twice the operational efficiency of the ICE system while reducing half of the GHG emission production [184]. Welaya et al. [185] showed that the FCs could have 23.59% and 43.95% less fuel consumption than the diesel generator and GT with the same engine power demand. ...
The marine environment is experiencing significant impacts due to increased shipping traffic. The maritime industry must develop a low-carbon shipping strategy to comply with the increasingly strict emission regulations. This paper comprehensively reviews various decarbonization technologies, including navigation systems, hull design configuration, propulsion and power systems, and alternative fuels. By comparing a wide range of technologies in terms of their emission reduction potential and economic feasibility, this paper is intended to provide a full picture of alternative methods for future green shipping. Alternative fuels and hybrid power systems are found to have high potential for reducing carbon emissions and enhancing sustainability. The type of ship, its design configurations, and operation parameters affect the performance of optimal weather routing systems. With the current maritime policy and technological development, the transition from traditional marine fuel to liquefied natural gas can act as a temporary solution and provide significant decarbonization for maritime transportation. The emission reduction potential can be further enhanced with alternative fuels combined with hybrid power systems with high control flexibility.
... However, low-temperature PEMFC needs 99.996% and above pure hydrogen, finding fuel of the specified purity has been both challenging and expensive. It also causes storage problems on the ship due to the low volumetric density of hydrogen [12]. In addition, the fact that it is not suitable for systems with high power requirements limits the use of this fuel cell in maritime applications [13]. ...
This study aims to investigate the environmental and economic impacts of implementing fuel cell and battery-based hybrid configurations. Phosphoric acid and molten carbonate fuel cell systems in the place of diesel generators of a large tanker to supply the vessel's total electricity demand. Environmental and economic analyses of the utilization of the specified fuel cell systems with LiNiCoALO2 and LiNiMnCoO2 chemical types of battery cells on a large marine vessel are provided in this paper. In addition, the assessment of the most suitable battery cell and charge-discharge hours for fuel cell systems is carried out with a grid-search algorithm. Six different fuel cell and battery configurations are investigated to obtain the optimum system layout. The results show that the CO2 emissions could be reduced by up to 49.75% and the lowest electricity production cost is found as 0.181 $/kWh for the current fuel prices with the utilization of molten carbonate fuel cells and LiNiMnCoO2 battery cells.
... As described above, the main applications of hydrogen fuel cells are in the transport sector, which mainly depends on the future targets and policy framework (McNicol, Rand, and Williams 2001). These policies, as well as investments substantially, differ from country to country. ...
Over the years, the global energy demand has been rising exponentially with an increasing population. Considering this, catering to the aforementioned needs has been one of the major challenges of the current era. Moreover, the release of harmful greenhouse gas emissions from the energy-producing industries has also been severely polluting the environment and contributing to global warming. Hence, to meet the energy demand, it is important that the production and distribution losses in the energy cycle are minimized, and innovative environment-friendly systems get developed. This can only be achieved effectively by the constant digitalization of the energy sector. Taking into account the adaptation of digitalization in the energy sector, this chapter highlights the importance of digitalization in the energy sector, reviews the current digitalization trends being followed by stakeholders around the world, and explains the digitalization technologies being currently deployed to accomplish data-driven decision-making in alignment to their impact. It further addresses the concerns and challenges of digitalization and ultimately discusses the future of digitalization in the energy sector. This work will enable the researchers and practitioners to learn about the current dynamics of digitalization being followed across the globe and what needs to be done to ensure the sustainability of the energy sector.
... At the same time, electrons travel across the external circuit to function as a power source [11]. The use of methanol as a fuel in the transport sector can solve some of the issues faced by other alternative fuels, among them storage and distribution constraints, where it can use the existing petrol infrastructure with minor modifications [12][13]. Although some articles state the high price of methanol fuel, it can be categorized as less expensive (energy per unit) by providing a higher volumetric and gravimetric energy density than compressed hydrogen (at 1000 bar) and even liquid hydrogen [12]. ...
... Although some articles state the high price of methanol fuel, it can be categorized as less expensive (energy per unit) by providing a higher volumetric and gravimetric energy density than compressed hydrogen (at 1000 bar) and even liquid hydrogen [12]. Besides that, methanol also has toxicity compared to other alternative fuels [13]. In terms of fuel processing, the main raw materials for methanol are coal and natural gas, which go through environmentally unfriendly processes. ...
Direct methanol fuel cell (DMFC) is one of the reliable sources of energy owing to numerous benefits it offers and its suitability for portable electronic applications. Therefore, this study aims to overcome the main issues confronting anodic electrocatalyst part by introducing the novel formulation of platinum-ruthenium (PtRu) bimetal into the 2D Ti 3 C 2 T x structure to boost the electrocatalytic activity and single-cell performance. A comparative study for electrochemical measurement and DMFC performance is conducted between as-synthesized electrocatalyst PtRu/Ti 3 C 2 T x and two other electrocatalysts, PtRu/C and Pt/C. This comparative study between electrocatalyst revealed that PtRu/Ti 3 C 2 T x exhibits the highest electrochemical surface area (55 m 2 g-1), elec-trocatalytic and intrinsic activity (449 mA mg PtRu −1 / 1.36 mA cm ECSA −2), carbon monoxide tolerance (1.56), and smallest charge-transfer resistance (2.66 Ω) compared with other electrocatalysts. Furthermore, the validation by DMFC single-cell test showed that PtRu/Ti 3 C 2 T x electrocatalyst improves the performance almost 70 % compared to the Pt/C electrocatalyst. This excellent electrochemical and single-cell performance of PtRu/Ti 3 C 2 T x electrocatalyst validates its potential to be one of the promising candidates for the anodic electrocatalyst in DMFC application.
