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Draft

HYDROGEN ENERGY AND FUEL CELLS

IN INDIA – A WAY FORWARD

Report prepared by

Steering Committee on Hydrogen Energy and Fuel Cells,

Ministry of New and Renewable Energy,

Government of India, New Delhi

June, 2016

1

CONTENTS

S. No. Subject Page

No.

Preface 3

Abbreviations 6

Composition of Steering Committee on Hydrogen Energy

and Fuel Cells along with Terms of Reference

11

1 Introduction 13

2 Hydrogen Production 18

3 Hydrogen Storage & Applications other than

Transportation

24

4 Fuel Cell Development 33

5 Transportation through Hydrogen Fuelled Vehicles 42

6 Intellectual Property Right, Public Private Partnership,

Safety, Standards, Awareness and Human Resource

Development for Hydrogen related Activities

50

7 Recommendations 58

Annexures

I Compositions of Sub-Committees on various aspects of

Hydrogen Energy and Fuel Cells and Team of Experts

along with their Terms of Reference

66

II Details of Meetings of Steering Committee on Hydrogen

Energy and Fuel Cells and its Sub-Committees

75

III Carbon dioxide emissions from various countries 77

IV Draft Report on Hydrogen Production Annexed

V Draft Report on Hydrogen Storage and Application

other than Transportation

Annexed

2

VI Draft Report on Fuel Cell Development Annexed

VII Draft Report on Transportation through hydrogen

fueled vehicles

Annexed

VIII Draft Report on Intellectual Property Rights, Public

Private Partnership, Safety, Standards, Awareness

and Human Resource Development

Annexed

3

PREFACE

Use of fossil fuels has become a part of daily energy needs and their

requirement is increasing with the passage of time. Consumption of fossil fuels

gives rise to the greenhouse gas emissions in the environment and causes

ambient air pollution, which have now become global concerns. This coupled

with the limited reserves of fossil fuels have encouraged and promoted the

development and use of new and renewable energy sources, including hydrogen

energy as an energy carrier. The technologies for production of hydrogen from

new and renewable sources of energy are in the process of development and

demonstration. In order to meet the future energy demands in sustainable and

environment friendly manner, technologies are required to be developed for the

production, storage and applications of hydrogen in transportation sector as well

as for portable & stationary power generation.

With a view to accelerate development of hydrogen energy sector in India,

a National Hydrogen Energy Road Map (NHERM) was prepared and adopted by

the National Hydrogen Energy Board in January, 2006 for implementation. The

main objective of NHERM was to identify the pathways, which will lead to gradual

introduction of hydrogen energy, accelerate commercialization efforts and

facilitate the creation of hydrogen energy infrastructure in the country. NHERM

covered all aspects of hydrogen energy development in India including its

production, storage, transport, delivery, application, codes & standards, public

awareness and capacity building. NHERM formed the basis for implementation

of Hydrogen Energy Progamme in the country from 2006-07 onwards.

NHERM suggested modifying and upgrading it later based on field

experience in the country and new developments worldwide. Accordingly, a

Steering Committee on Hydrogen Energy and Fuel Cells was constituted by the

Ministry of New and Renewable Energy (MNRE), Government of India to advise

the Ministry and steer the overall activities of Hydrogen Energy & Fuel Cells

under the Chairmanship of Dr. K. Kasturirangan, the then Member (Science),

Planning Commission (now known as NITI Aayog), Government of India on

31.05.2012 for a period of three years. The duration of this Committee was later

extended upto June, 2016.

As per recommendation of Steering Committee on Hydrogen Energy and

Fuel Cells in its 1stmeeting, five Sub-Committees were constituted by the Ministry

on the following aspects of hydrogen energy and fuel cells for in-depth

discussions, re-visiting NHERM and to suggest further course of action:

4

(i) Research, Development & Demonstration

(ii) Fuel Cell Development

(iii) Transportation (subsequently changed to Transportation through

Hydrogen Fuelled Vehicles)

(iv) Other Applications including Storage (subsequently changed to

Hydrogen Storage and Applications other than Transportation)

(v) IPR, Public-Private Partnership, Safety, Standards, Awareness and

HRD

Later, it was realised that Research, Development & Demonstration

aspects in each area were covered by the respective Sub-Committees and

therefore, it was decided that the Sub-Committee on Research, Development &

Demonstration may focus only on hydrogen production aspects.

The members of the Sub-Committees deliberated on different aspect of

Hydrogen Energy and Fuel Cells during a series of meetings and spent

considerable time discussing research, development, demonstration and

commercialisation issues of different technological areas including deliverable

outcome of each activity and its utility. The Sub-Committees also consulted

subject experts in different areas. These Sub-Committees prepared reports on

their respective subject areas.

On the recommendation of the Steering Committee on Hydrogen Energy

and Fuel Cells, the Ministry further constituted a Team of Experts, which

identified seven mission mode projects based on the recommendations of the

Sub-Committees on various aspects of Hydrogen Energy and Fuel Cells to be

implemented on priority. The Team of Experts took suggestions from various

stakeholders for developing the broad outlines of the projects and indicative

project cost.

We hope that the recommendations of this Committee would enable the

Government to take appropriate decision to accelerate development of hydrogen

energy and fuel cells sector in country. This would also help the Government to

work in a focused and goal oriented manner to move forward in generating

knowledge in the emerging area of hydrogen energy.

I am grateful to the members of the Steering Committee and Sub-

Committees especially the Chairpersons of the five Sub-Committees for their

contribution, Shri Upendra Tripathy, Secretary, MNRE and Ms. Varsha Joshi,

Joint Secretary, MNRE. I am also thankful to Dr. M. R. Nouni, Scientist ‘G’,

5

MNRE and 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 organising the meetings, coordination amongst different Sub-

Committees and preparing different draft documents based on the inputs

provided by the members/experts. I also extend my compliments to the Team of

Experts for putting their efforts in identifying seven mission mode projects and

developing their broad outlines.

I am confident that implementation of the recommendations of this report

will bring paradigm shift in the area of hydrogen energy and fuel cell technologies

in the country.

June, 2016

(Dr. K. Kasturirangan),

Chairman,

Steering Committee on

Hydrogen Energy and Fuel Cells

6

ABBREVIATIONS

AFC Alkaline Fuel Cells

AFCC Automotive Fuel Cell

Cooperation

ANSI American National

Standards Institute

ARAI Automotive Research

Association of India

ARCI International Advanced

Centre for Powder Metallurgy

& New Materials

ASME American Society of

Mechanical Engineers

ATR Auto-thermal reformer

BARC Bhabha Atomic Research

Centre

BC Bottoming Cycle

BEV Battery Electric Vehicle

BFC Bio-fuel Cell

BHEL Bharat Heavy Electricals

Limited

BoS Balance of System

BPCL Bharat Petroleum

Corporation Limited

BPVC Boiler & Pressure Vessel

Code

BRNS Board of Research in Nuclear

Sciences

BS Bharat Stage

CDT Centre for Doctoral Training

CEA Central Electricity Authority

CECRI Central Electrochemical

Research Institute

CFCT Centre for Fuel Cell

Technology

CFR Code of Federal Regulations

CGCRI Central Glass and Ceramic

Research Institute

CHP Combined Heat And Power

CIRT Central Institute of Road

Transport

C-MET Centre for Materials for

Electronics Technology

CMVR Central Motor Vehicles Rules

CNG Compressed Natural Gas

CNT Carbon nanotube

CRDI Common Rail Direct Injection

CSA Canadian Standards

Association

CSIR Council of Scientific and

Industrial Research

CSMCRI Central Salt & Marine

Chemicals Research Institute

CSP Concentrating Solar Power

Cu-Cl Copper-Chlorine

DAE Department of Atomic Energy

DCFC Direct Carbon Fuel Cell

DEFC Direct Ethanol Fuel Cell

7

DI Direct Injection

DMFC Direct Methanol Fuel Cells

DRDO Defence Research and

Development Organisation

DSIR Department of Scientific and

Industrial Research

DST Department of Science &

Technology

ECU Engine Control Unit

EDGAR Electronic Data Gathering,

Analysis, and Retrieval

EEC European Economic

Community

EERE Energy Efficiency and

Renewable Energy

EIGA European Industrial Gases

Association

EIHP European Integrated

Hydrogen Project

ENG Expanded Natural Graphite

EPO European Patent Office

EPSRC Engineering and Physical

Sciences Research Council

ER Equivalence Ratio

ESS Energy Storage System

FC Fuel Cell

FCC Face Centered Cubic

FCEV Fuel Cell Electric Vehicle

FCH Fuel Cell and Hydrogen

FCHV Fuel Cell Hybrid Vehicle

FCT Fuel Cell Technologies

FCX Fuel Cell eXperimental

FICB Fast Internally Circulating

Fluidized-bed

GAIL Gas Authority of India Limited

GDL Gas Diffusion Layers

GDP Gross Domestic Product

GHG Greenhouse Gas

GTI Gas Technology Institute

GTR Global Technical Regulation

GW Gigawatt

HAL Hindustan Aeronautics

Limited

HCCI Homogeneous charge

compression ignition

H-CNG Hydrogen – Compressed

Natural Gas

HCV Heavy Commercial Vehicle

HGV Hydrogen Gas Powered

Vehicles

HHC Higher Hydrocarbons

HPCL Hindustan Petroleum

Corporation Limited

HRD Human Resource

Development

HT-PEMFC High Temperature Polymer

Electrolyte Membrane Fuel

Cell

HTSE High Temperature Steam

Electrolysis

hymet Mixture of bio-hydrogen and

bio-methane

Hythane® Trade Name of Hydrogen +

8

Methane

HyTRIP Hydrogen for Transportation

through Research &

Innovation driven Program

IC Internal Combustion

ICC International Code Council

ICE Internal Combustion Engine

ICHET International Centre for

Hydrogen Energy

Technologies

ICT Institute of Chemical

Technology

IEA International Energy Agency

IEC International Electrotechnical

Commission

IFC International Fuel Cells, USA

IICT Indian Institute of Chemical

Technology

IISc Indian Institute of Science

IIT Indian Institute of Technology

IMMT Institute of Minerals and

Materials Technology

INAE Indian National Academy of

Engineering

INDC Intended Nationally

Determined Contribution

INL Idaho National Laboratory

IOCL Indian Oil Corporation

Limited

IPHE International Partnership for

Hydrogen and Fuel Cells in

the Economy

IPR Intellectual Property Right

IS Indian Standard

I-S Iodine-Sulphur

ISO International Standard

Organization

ISRO Indian Space Research

Organization

ITI Industrial Training Institute

ITPO India Trade Promotion

Organization

KOH Potassium Hydroxide

LCVs Light Commercial Vehicles

LDVs Light Duty Vehicles

LHV Lower Heating Value

LOH Liquid Organic Hydride

LPG Liquefied petroleum gas

LT-PEMFC Low Temperature Polymer

Electrolyte Membrane Fuel

Cell

M&M Mahindra & Mahindra Limited

MCFC Molten Carbonate Fuel Cell

MEA Membrane Electrode

Assembly

MFC Microbial fuel cell

MH Metal Hydride

MHV Materials Handling Vehicle

MJ/m3 Mega Joule Per Cubic Meter

MMP Mission Mode Project

MNRE Ministry of New and

Renewable Energy

MPa Mega Pascal

9

MWel Mega Watt Electric

NASA National Aeronautics and

Space Administration

NATRIP National Automotive Testing

and R&D Infrastructure

Project

NCL National Chemical Laboratory

NEERI National Environmental

Engineering Research

Institute

NFPA National Fire Protection

Association

NFTDC Nonferrous Materials

Technology Development

Centre

NHAI National Highways Authority

of India

NHEB National Hydrogen Energy

Board

NHERM National Hydrogen Energy

Road Map

NGV Natural Gas Vehicle

Nl/h Normal Litre per Hour

NHEB National Hydrogen Energy

Board

Nm3 Normal Cubic Metre

NMRL Naval Materials Research

Laboratory

NMTLI New Millennium Indian

Technology Leadership

Initiative

NOx Nitrogen Oxides

OEC ONGC Energy Centre

OEMs Original Equipment

Manufacturers

ONGC Oil and Natural Gas

Corporation

PAFC Phosphoric Acid Fuel Cells

PEC Photo Electrochemical

PEM Polymer Electrolyte

Membrane

PESO Petroleum Explosives Safety

Organization

PFI Port Fuel Injection

PGCIL Power Grid Corporation of

India Limited

PHEV Plug-in Hybrid

Electric Vehicle

POX Partial oxidation

PNG Piped Natural Gas

PPP Public Private Partnership

PSI Pounds per square inch

PSUs Public Sector Units

Pt Platinum

RCUK Research Councils UK

RD & D Research, Development &

Demonstration

RDSO Research Designs &

Standards Organization

RESPOND Sponsored Research by

ISRO

SAE Society of Automotive

Engineers

SBR Steam-to-Biomass Ratio

10

SCV Small Commercial Vehicle

SCoE Standing Committee on

Emissions

SEC U.S. Securities and

Exchange Commission

SI Spark Ignition

SIAM Society of Indian Automobile

Manufacturers

SMPV(U) Static and Mobile Pressure

Vessels (Unfired)

SMR Steam Methane Reformer

SNG Synthetic Natural Gas

SOA Siksha 'O' Anusandhan

SOFC Solid Oxide Fuel Cell

SPE Solid Polymer Electrolyzer

SPWE Solid Polymer Water

Electrolyser

SSF SPIC Science Foundation

SUV Sport Utility Vehicle

SWNT Single-Walled Nanotubes

TBR Trickling Biofilter Reactor

TC Topping Cycle

TERI TERI - The Energy and

Resources Institute

TIFAC Technology Information,

Forecasting and Assessment

Council

UKRC United Kingdom Resource

Centre

UNECE United Nations Economic

Commission for Europe

UNICEF United Nations International

Children's Emergency Fund

UNIDO United Nations Industrial

Development Organization

UPS Uninterruptible Power Supply

US DoE United States Department of

Energy

USPTO United States Patent and

Trademark Office

VFCI Virtual Fuel Cell Institute

VSSC Vikram Sarabhai Space

Centre

YSZ Yttria Stabilized Zirconia

YVU Yogi Vemana University

ZEV Zero Emission Vehicle

11

Composition of Steering Committee on Hydrogen Energy and

Fuel Cells

Chairman: Dr. K. Kasturirangan, Former Member (Science), Planning

Commission, Government of India; currently Chairman of

Governing Council, Raman Research Institute, Bengaluru;

Chancellor, Jawaharlal Nehru University, New Delhi and Satish

Dhawan Chair of Engineering Eminence of INAE

Members:

1. Secretary, Ministry of New and Renewable Energy, Government of India

2. Secretary, Department of Science & Technology, Government of India

3. Director General, Council for Scientific and Industrial Research and

Secretary, Department of Scientific and Industrial Research, Government

of India

4. Secretary, Ministry of Petroleum & Natural Gas, Government of India

5. Secretary, Ministry of Road Transport & Highways, Government of India

6. Secretary, Department of Defence Research & Development and Director

General Defence, Research Development Organization, Government of

India

7. Director, Bhabha Atomic Research Centre, Trombay

8. Director General, Bureau of Indian Standards, New Delhi

9. Chairman, Indian Oil Corporation Limited, New Delhi

10. Chairman & Managing Director, Bharat Heavy Electricals Limited, New

Delhi

11. Director, Petroleum Explosive & Safety Organization, Nagpur

12. Director General, Confederation of Indian Industries, New Delhi

13. Director General , Society of Indian Automobile Manufacturer, New Delhi

14. Director, Automotive Research Association of India, Pune

15. Chairman, Sub-Committee on Research, Development and

Demonstration and Chairman of Project Monitoring Committee on

Hydrogen Production(Prof. S. N. Upadhyay, Former Director, Indian

Institute of Technology (Banaras Hindu University)& Retired Professor

and currently, DAE-Raja Ramanna Fellow, Department of Chemical

Engineering, Indian Institute of Technology (Banaras Hindu University),

Varanasi

16. Chairman, Sub-Committee on Hydrogen Storage and Applications other

than Transportation and Project Monitoring Committee on Hydrogen

Storage(Dr. S. Srinivasa Murthy, Retired and Emeritus Professor,

Mechanical Engineering, Indian Institute of Technology Madras, Chennai

and Currently, Visiting Professor, Interdisciplinary Centre for Energy

Research, Indian Institute of Science, Bangalore)

17. Chairman, Project Monitoring Committee on Hydrogen Applications

(Dr. R. P. Sharma, Retired and Henry Ford Chair Professor,

12

Department of Mechanical Engineering, Indian Institute Technology

Madras); and

18. Chairman, Sub-Committee on Fuel Cells Development and Project

Monitoring Committee on Fuel Cells(Dr. H. S. Maiti, Retired Director,

CSIR - Central Glass and Ceramic Research Institute, Kolkata and

Former INAE Distinguished Professor, Government College of

Engineering and Ceramic Technology, Kolkata )

19. Joint Secretary / Adviser (Hydrogen Energy & Fuel Cell), Ministry of

New and Renewable Energy - Member Secretary

Terms of reference

i) To define measures for strengthening research and development

capabilities in the country in existing organizations on different

aspects of hydrogen energy e. g. production, storage, transportation

and applications including fuel cells.

ii) To periodically review the projects and activities being undertaken in

the area within the country.

iii) To guide in strengthening academia – industry interactions and

setting up demonstration projects in these areas

iv) To guide and direct the patenting and intellectual property rights of

protection of technologies developed under the R & D and

demonstration projects.

v) To guide in the development of safety measures, codes and

standards of production, storage and distribution, handling the use of

hydrogen as a fuel for various applications.

vi) To suggest policy initiatives and financial /fiscal / regulatory

measures including other measures for promotion of hydrogen as

clean fuel.

vii) To guide in the activities related to human resource development in

these areas.

viii) To take such other measures which are considered necessary for

spreading the use of Hydrogen Energy and fuel cells.

13

1. Introduction

"Earth has enough resources to meet people's needs, but will never

have enough to satisfy people's greed" and “The people on earth should act

as 'trustees' and use natural resources wisely, as our moral responsibility to

ensure that we bequeath to the future generations a healthy planet.”

- Mahatma Gandhi

“I believe that water will one day be employed as fuel, that hydrogen

and oxygen which constitute it, used singly or together will furnish an

inexhaustible source of heat and light of an intensity of which coal is not

capable…………………water will be coal of the future”

JULES VERNE

Mysterious Island in 1876

…. “With a new national commitment, our scientists and engineers will overcome obstacles to taking these cars from laboratory to showroom, so that the first car driven by a child born today could be powered by hydrogen and pollution-free“…..

George Bush

On Freedom Fuel

Man’s dependence on fossil fuels has made a deep impact on energy

and food security. This has led to exhaustion of fossil fuels resources,

emission of harmful gases like carbon monoxide, nitrous oxide, sulphur

dioxide, etc., which pollute the environment and adversely affect the health of

living beings on the earth. There is excessive emission of carbon dioxide also.

As result of which, level of carbon dioxide is rising in the earth’s atmosphere

and creating greenhouse effect on earth. Due to this effect, the heat

generated (heat received from sun, generated in industries, households and

automobiles etc.) on the earth, remains in the atmosphere. It can’t escape out

of the earth’s atmosphere and remains in the earth’s atmosphere due to

greenhouse effect. Hence, the atmospheric temperature of the earth rises,

which is known as global warming. The global warming adversely affects

weather, melting of glaciers, resulting unpredictable rainfalls, storms, floods

creating havoc to living beings and the agriculture on the earth and ultimately,

rise in sea level, which may endanger the lives of 14.2% of India’s population,

which inhabits on the 7,517 km coastlineand1,238 Indian islands. The other

reason of emission of CO2 is the growth of the population of living beings

(According to the United Nations, world population is expected to reach 8

billion in the spring of 2024 & 9 billion by 2050) and industries. The vehicles

are also responsible for emission of pollutants and CO2 (more than 1 billion

14

automobiles in use worldwide, which contribute ~13.1% of GHG emissions

worldwide (5 billion tonnes of CO2 per year) into Earth's atmosphere. The

increasing number of diesel vehicles on roads further worsens air quality.

Tailpipe emissions are responsible for several debilitating respiratory

conditions, in particular the particulate emissions from diesel vehicles.

The global annual mean concentration of CO2 in the atmosphere has

increased markedly since the Industrial Revolution. It is currently rising at a

rate of approximately 2 ppm/year and also accelerating further. Doha

Agreement was signed in 2001 among the countries, so that CO2 level should

not rise more than 450 ppm by 2050 (in 2009 it was 415 ppm and will be 430

by 2025). Similarly, in terms of temperature it may not be allowed to rise more

than 20C by 2050 (with reference to the year 1850) as per this agreement. If

the atmospheric temperature rises above 1.60C by 2015, carbon tax should be

levied for the rise of remaining 0.40C.

The Electronic Data Gathering, Analysis, and Retrieval (EDGAR)

system performs automated collection, validation, indexing, acceptance, and

forwarding of submissions by companies and others who are required by law

to file forms with the U.S. Securities and Exchange Commission

(SEC). Based on the EDGAR database, created by European

Commission and Netherlands Environmental Assessment Agency released in

2014 (Annexure-III), India stands at the bottom for per capita CO2 emissions

per annum with 1.8 tonnes in the list of top twenty emitters - Australia 17.3

tonnes, Saudi Arabia 16.8 tonnes, United States 16.5 tonnes, Canada was

15.9 tonnes, Russia 12.4 tonnes and Saudi Korea 12.3 tonnes in 2014 and

Japan 10.1 tonnes and world total CO2 emissions are 35,667 million tonnes in

2014.

The major countries, European Union from 1990 level by 2030 &

Australia (Greenhouse gas only) from 2005 level by 2030 reduce emissions at

least 40%, 26-28%, and USA & Brazil (Greenhouse gas only) reduce

emissions 26-28% and 37% from 2005 level by 2025 respectively. China will

achieve peak emissions by 2030 and will decline thereafter. China will cut

carbon intensity (emissions per unit of GDP) by 60-65% from 2005 level by

2030. All these countries have also committed to increase share of renewable

energy in their total energy mix.

In the G-20 Summit held on 15-16 November 2015 at Antalya, Turkey,

the Prime Minister of India proposed a seven point agenda on Climate change

– (i) an effective role in supporting the multilateral goals of increasing

research and development to develop affordable renewable energy may be

played (ii) It should ensure that finance and technology is available to meet

the universal global aspiration for clean energy (iii) The target of US$ 100

15

billion goal per year by 2020 may be met (iv) Every G20 country should

increase the share of traffic on public transportation in cities by 30 per cent by

2030 (v) A shift from "carbon credit" towards "green credit" may be made (vi)

Every G-20 country should not only reduce the use of fossil fuel, but also

moderate our life style (vii) Development in harmony with nature is the goal of

the proposal to launch alliance with solar-rich countries.

India submitted to UN Framework Convention on Climate Change its

Intended Nationally Determined Contribution (INDC) promising to reduce

emission intensity by 33-35% by 2030 over the 2005 levels with a cost of

$ 2.5 trillion, boost clean energy in electricity generation to 40% through non-

fossil fuel sources such as solar, wind, hydro, biomass & nuclear, while

adding carbon sinks — tree and forest cover to remove carbon. The Climate

Action Plan would cost the nation $2.5 trillion. India would also raise

investments in programmes to adapt to climate change in agriculture, water

resources, Himalayas, coastal regions, health & disaster management. India

Action Plan includes additional capacity of 175 GW (38 GW as 31.10.2015) of

renewable energy (100 GW by solar, 60 GW from wind, 10 GW from bio-

power and 5 GW from small hydro-power) by 2022; cut in subsidies on fossil

fuel and tax on coal and National Clean Energy Fund of $3 billion to promote

clean technologies. India needs further to manage

i) Efficient use through policies like National Mission for Enhanced

Energy Efficiency, labeling electrical appliances on power

consumption.

ii) Smart Cities Mission to transform urban areas. Develop on cities that

promise clean and sustainable environment.

iii) For Waste Management, incentivizing waste to energy conversion

projects. Investing in solid waste and waste water management

projects.

iv) In Low-carbon economy, dedicated transport systems like freight

corridors, inland water transport. Moving people rather than vehicles

through MRTS, Metro rail.

As remedial measures toreduce dependence on fossil fuels, reduce

local & global pollutants and CO2 emissions, ensure energy security (in terms

of cooking, power supply and drive automobiles), keeping in view economic,

financial, social and environmental considerations, carbon-based non-

renewable resources may be shifted to carbon-neutral renewable sources of

energy. The possible alternative renewable sources of energy are solar,

hydro-electric, wind power, biofuels, etc. The major drawback in all these

cases is that periods of peak energy production do not necessarily coincide

with periods of peak energy consumption. Therefore a complete transition to

16

such an alternative energy source relies on efficient capture, conversion and

storage, which is currently being explored worldwide.

The Intended Nationally Determined Contribution (INDC) also

highlighted to initiate policies for coal cess, cuts in subsidies, increase in

taxes on petrol and diesel and market based mechanisms such as Perform,

Achieve and Trade, Renewable Energy Certificates and a regulatory regime

of Renewable Purchase Obligations.

A National Renewable Energy Act 2015 of India has been drafted to

promote the production of energy through the use of renewable energy

sources in accordance with climate, environment and macroeconomic

considerations in order to reduce dependence on fossil fuels, ensure security

of supply and reduce emissions of CO2 and other greenhouse gases. This Act

shall in particular contribute to ensuring fulfillment of national and international

objectives on increasing the proportion of energy produced through the use of

renewable energy sources.

In the UN Framework Convention on Climate Change and its Intended

Nationally Determined Contribution (INDC), it appears that hydrogen energy

and fuel cells have not yet received a place world’s energy scenario.

However, the kind of efforts and investments are being made world over, it

seems that hydrogen energy and fuel cells would find an important place soon

in the world’s energy scenario. The stress is being put to exploit various

renewable energy sources like solar photovoltaic, wind, and hydro for power

generation. Solar thermal and bio-energy sources have also different

applications other than power generation. Similarly, hydrogen is an

environmentally clean source of energy carrier to end-users, particularly in

transportation applications, without release of pollutants such as particulate

matter or carbon dioxide at the point of end use. It is being considered as the

fuel for future, an environmentally friendly alternative to depleting fossil fuels.

Its application in transportation can be a game changer in future, although

stationary power may also be generated in the centralised and decentralized

modes. It has very high energy content per unit mass, almost three times

higher than gasoline. Molecular hydrogen is not available on Earth in

convenient natural reservoirs. Most hydrogen on Earth is bonded to oxygen in

water and to carbon in live or dead and/or fossilized biomass. It can be

created by splitting water into hydrogen and oxygen. Water is again formed,

when hydrogen is used.

Currently, global hydrogen production is 48% from natural gas, 30%

from oil, and 18% from coal; water electrolysis accounts for only 4%. The

technical obstacles in hydrogen economy are hydrogen storage issues and

the purity requirement of hydrogen used in fuel cells – with current

17

technology, an operating fuel cell requires the purity of hydrogen to be as high

as 99.999%. Similarly, there are many issues and challenges with the

different aspects on hydrogen energy and fuel cells like hydrogen production,

transportation through hydrogen fueled vehicles, hydrogen storage and

applications other than transportation. Intellectual Property Rights, Public-

Private Partnership, Safety, Standards, Awareness and Human Resource

Development are other important aspects, which are also required to be

addressed before commercialization of the hydrogen devices / systems take

place. All these aspects have been taken-up in the subsequent chapters of

this report. These Chapters cover recommendations of the projects in the

categories of (i) Mission Mode (for the technologies, which are mature or near

maturity for commercialization and with the participation of the industry); (ii)

Research & Development (for the technologies, which are at the stage of

prototype development, their demonstration as a proof of concept and

preferably with Industry participation); and (iii) Basic / Fundamental Research

(for advanced research on new materials and processes) on the basis on gap

analysis between international and national state of art of technologies.

18

2. Hydrogen Production in India

Hydrogen is a by-product in Chlor-Alkali industries. Earlier, a part of it

was used for non-energy applications and rest was either flared or vented out

in the atmosphere. With the passage of time awareness about its usage for

energy applications increased and up to 2013-14 around 90% of by-product

hydrogen was utilized for production of chemicals and captive (mainly energy)

applications. There are around 40 such units in India, which produced nearly

66000 tons of by-product hydrogen during 2013-14. Around (10% of total

production i.e.) 6600 tons of this hydrogen remained unutilized.

In addition to above, hydrogen is produced for non-energy applications

e.g. in fertilizer industries and petroleum refineries. The ‘quantum of increase’

in hydrogen production will enable its mass scale utilization as a fuel. To have

sustainable hydrogen production, the energy and raw material needed for this

purpose ought to be renewable in nature. There are various methods for

generating hydrogen from renewable and non-renewable resources.

However, the challenge lies in the production of hydrogen in a cost effective

manner. Hydrogen can be produced through the following processes:

A. From carbonaceous sources

i) Steam Methane Reforming: These reformers are commercially

available for hydrogen production and more than 90% with 99.999%

pure hydrogen is produced from natural gas through this process.

These reformers are most efficient, economical and available in small

capacities also. Membrane reactors for steam reforming are another

promising technology for producing very pure hydrogen.

ii) Partial Oxidation: These reformers are more compact and used to

produce hydrogen from residual oil. Small capacity reformers are

commercially available.

iii) Auto-Thermal Reforming: Best features of steam reforming and partial

oxidation systems have been combined in these reformers. No

external heat source and heat exchanger are required because heat

generated by the partial oxidation is utilized to drive partial oxidation

and hence such reformers are more compact with higher efficiency.

These reformers require lower capital cost

iv) Methanol Reforming: Automakers took interest in such reformers,

because of the advantages to store methanol on-board as liquid,

compactness of reformer, faster start-up and potentially lower cost.

These reformers were demonstrated in PEM fuel cell vehicles, but no

fuel cell vehicle manufacturer is currently using this technology.

v) Novel Reformer Technologies: There are other technologies for

19

producing hydrogen like (a) ammonia cracking, which is available at

low cost in the country, but a costly unit of Pressure Swing Adsorption

unit is required for separating H2 and N2; (b) Sorbent-enhanced

Catalytic Steam-reforming system has been developed and is at the

demonstration stage; (c) ceramic membrane technology for separation

of hydrogen from syngas. Conceptual designs were carried out for a

hydrogen-refueling station. This route is expected to be cheaper (d)

Thermal plasma reformer technology can be used for the production of

hydrogen and hydrogen-rich gases from methane (with maximum of

95% conversion) and a variety of liquid fuels. The power requirement

is reduced by about half. This technology is under evaluation; (e) Bio-

Oil reformation: Bio-oil can be obtained by thermally decomposition /

fast pyrolysis of biomass and reformed to produce hydrogen. Pressure

Swing Adsorption (PSA) system is used to separate hydrogen from the

reformed products. National Renewable Energy Laboratory (NREL)

U.S.A. has developed and demonstrated this technology; (f) Pyrolysis,

oxidation and reduction of biomass with injection of secondary air. This

process has been optimized to generate a maximum of about 100 g of

hydrogen per kilo gram of biomass. Netherlands has developed this

process and installed a pilot plant of 800 kWth capacity. A combined

heat and power (CHP) plant (8MW) is in operation since 2002 in

Güssing, Austria.

B. Electrolysis of water

(i) Alkaline water electrolysis: It is a matured technology, less expensive

and is commercially available (in MW range) technology with hydrogen

production 760 Nm³/h. These electrolysers face major challenges of

corrosion and poisoning of electrodes. The largest existing alkaline

electrolysis plants are 160 MW plant in Aswan, Egypt and 22 MW

plant operating in Peru (pressurized operation).

(ii) Polymer Electrolyte Membrane (PEM) based water electrolysers: The

drawbacks of alkaline water electrolysers were overcome by the

development of solid PEM water electrolysers, which has lower stack

life. These are costlier and available in lower capacity range from 0.06

to 75 Nm³/hr but are more reliable. Council of Scientific and Industrial

Research - Central Electro-Chemical Research Institute (CSIR-

CECRI), SPIC Science Foundation (SSF), Chennai; Centre of Fuel

Cell Technology (CFCT), Chennai and Jawaharlal Nehru Technical

University (JNTU), Hyderabad developed alkaline water electrolysers.

CSIR-CECRItransferred these technologies to M/s. Eastern

Electrolysers, New Delhi for further development and

commercialisation. SSF obtained energy consumption is around 2.0

kWh/Nm3 whereas CFCT, Chennai 1.40kWh/Nm3.

20

(iii) High temperature water electrolysis: It uses solid oxide electrolyte and

offers advantage of lower capital cost. These require around 30%

electricity (i.e. about 2.6-3.5 kWh/Nm3 hydrogen produced). These

electrolysers have been developed for capacities 1.5,10 and 30 Nm3

/h. The Bhabha Atomic Research Centre (BARC), Mumbai has

planned to develop these electrolysers for capacities of 1.0 Nm3 /h.

C. Biological Route

The economical way of hydrogen production is biological route, which

carried through dark (continuous production) and photo (only in presence

of light) -fermentation of organic materials. A prototype hydrogen

bioreactor using waste as a feedstock is in operation at Welch's grape

juice factory in North East Pennsylvania, USA. Major contributors in the

research of this process are from United States of America, Canada,

Malaysia, Indonesia, Thailand, China and India (Shri AMM Murugappa

Chettiar Research Centre, Chennai; Indian Institute of Technology

Kharagpur and Indian Institute of Chemical Technology, Hyderabad).

Integration of bio-hydrogen with fuel cell was first mooted in 2012. The

dark fermentation for hydrogen production can be commercialized, if it is

integrated with biomethantion process. The integration of these two

processes might lead to 50-60% gaseous energy recovery.

D. Thermochemical Splitting of Water

Water can be dissociated at very high temperatures into hydrogen and

oxygen through. The required energy can be either provided by nuclear

energy or by solar energy, or by hybrid systems including solar and

nuclear energy. Around a dozen of thermo-chemical cycles such as the

iron oxide cycle, cerium(IV) oxide-cerium(III) oxide cycle, zinc-zinc oxide

cycle, sulfur-iodine cycle, copper-chlorine cycle and hybrid sulfur cycle are

under research/in testing phase. The iodine-sulphur (I-S) cycle is one of

the most promising and efficient thermo-chemical water splitting

technologies for the mass production of hydrogen, on which BARC,

Trombay, Mumbai is working. India is the 5th country to develop this

process after USA (1980), Japan (2004), China (2010) and South Korea

(2009). USA aims to demonstrate commercial scale production of

hydrogen using nuclear energy by 2017. Japan initiated to set-up a pilot

plant for production of 30 Nm3/h hydrogen. The Republic of Korea targets

for 25 % (3 Mt/year) of the total hydrogen to be supplied by advanced 50

nuclear reactors by 2040 for generation of hydrogen for fuel cell

applications for electricity generation, passenger vehicles, and domestic

power and heating, and lowering hydrogen costs. People’s Republic of

China initiated work to demonstrate I-S thermo-chemical cycle and high

21

temperature steam electrolysis technologies. They have target to

commercialize nuclear hydrogen production by 2020.The Bhabha Atomic

Research Centre has successfully demonstrated I-S process in closed

loop operation in glass/quartz material in the laboratory. It is further

planned to demonstrate closed loop operation in metallic construction. The

ONGC Energy Centre (OEC) is working on three thermochemical

processes, which are as Cu-Cl closed loop cycle, I-S closed loop cycle

and I-S open loop cycle.

E. Photo-catalytic and photo-electrochemical routes

These routes for hydrogen production are also being explored globally by

several research groups. In India also some groups, namely, Indian

Institute of Chemical Technology, Hyderabad; Institute of Minerals and

Materials Technology, Bhubaneswar; YogiVemana University, Kadapa;

SRM University; Kancheepuram, Shiksha ‘O’ Anusandhan University,

Bhubaneswar and Centre for Materials for Electronics Technology, Pune

are active in this area. Efforts are being made to come out with effective

and robust photo-catalysts and photo-electrocatalysts, electrode materials

and materials for reactors. Till date no large scale unit has been

successfully designed and demonstrated. Concerted intensive efforts,

however, are required to generate basic information and knowhow to take

this area to the production for decentralized applications.

F. Non-thermal plasma assisted direct decomposition of hydrogen

sulphide

No commercial technology is available globally. Among the several

techniques, Idemitsu Kosan Hybrid electrolysis process consumes 3.6

kWh/Nm3 hydrogen, whereas steam reforming of methane, demands still

higher energy of 4.3 kWh/Nm3 hydrogen. Conversion efficiency is around

40%. Most of the research in this area in the country is focused under

visible light may be solar light. Japan, Korea, U.S, Europe are engaged in

to develop this process. Indian Institute of Technology Hyderabad

developed the process with hydrogen production of 0.5 litre/minute. There

is need to develop prototype batch photo-reactor using solar energy and

their field trials using gas emitted at refinery site. BARC is working on

photocatalytic degradation of nuclear waste as well as water purification.

IISc, Bangalore is working on TiO2 based photocatalysts for organic waste

degradation. IITs, Mumbai and Madras, CECRI, Karaikudi, IICT,

Hyderabad and some universities in India are working on

photodecomposition of organic pollutants. The Centre for Materials for

Electronics Technologies (C-MET), Pune is working on hydrogen

generation by photocatalytic decomposition of hydrogen sulphide.

22

Note: Draft report on “Hydrogen Production in India” prepared by Sub-

Committee on Research, Development & Demonstration is attached as

Annexure - IV.

Action Plan and Financial Projection

The Action Plan and Financial Projections for hydrogen production in

the country has been prepared as following:

S.

No.

Name of Project Estimated Cost

Rupees in

Crore

Mission Mode Projects

1 Setting-up of purification unit / compression system

to fill cylinders for power generating system / on-

board application of hydrogen in vehicles / material

handling vehicles(based on fuel cell technology) to

utilize surplus hydrogen from the Chlor-Alkali Units

/ Refineries.

20

2 Scaling-up of the process of catalytic

decomposition of natural gas for the production of

H-CNG for the use in H-CNG fuelled vehicles (up to

2019)

40

3 Mission Mode Project for development and

demonstration of biological hydrogen production

from different kinds of wastes on bench scale, pilot

scale and commercial production up to 2022

20

4 Mission Mode Project for Hydrogen production by

water splitting using photolysis using solar energy

upto 2022

40

Sub-Total A 120

Research and Development

5 Hydrogen production by Auto-thermal Process (up

to 2020)

20

6 Hydrogen production by gasification of biomass

including demonstration of technology at pilot scale

(up to 2020)

10

7 Development and demonstration afresh or

deployment in place of old systems of electrolyser

based on indigenous acid based SPE and alternate

alkaline membrane up to 2018

10

8 Development and demonstration afresh or 10

23

deployment in place of old systems of alkaline 1 &

5 Nm3/hr high temperature steam solid polymer

water electrolyser (up to 2020)

9 Development & demonstration of efficient alkaline

water electrolyser (Upto 2018)

10

10 Development and demonstration of Hydrogen

production by splitting water using renewable

energies such as solar energy, wind energy and

hybrid systems including electrolysis, photo-

catalysis and photo-electro-catalysis (up to 2022)

10

11 Hydrogen production by reformation of bio-oil

obtained from fast pyrolysis of biomass

5

12 Development of technology for production of syn-

gas (CO+H2) and hydrogen from reformation of

natural gas / biogas using solar energy.

5

13 Integration of large capacity electrolysers with wind

/ solar power units when there are not in a position

to evacuate power to grid for providing hydrogen.

5

Sub-Total B 85

Basic / Fundamental Research

14 Dissociation of gaseous hydrocarbon fuels to

hydrogen using solar energy (up to 2022)

10

15 Demonstration of closed loop operation of I-S in

metallic reactor and both I-S open & closed loop

process and Cu-Cl cycle using solar / nuclear heat

in Mission Mode up to 2022

50

16 Other innovative method for hydrogen production

like hydrogen production by non-thermal plasma

assisted direct decomposition of hydrogen

sulphide, Photo-splitting of Hydrogen Sulphide

including developmental effort for reduction in

energy consumption for hydrogen production(up to

2022)

20

Sub-Total C 80

Total

285

24

3. Hydrogen Storage and Applications other than

Transportation

Hydrogen storage needs special attention due to hydrogen being

smallest molecule, density-wise lightest, lowest ignition energy and wide

range of explosion limit with air, which lead to embrittlement of materials of

construction of hydrogen storage vessels and safety hazards. Therefore, safe

and efficient storage and delivery of hydrogen is essential for the success of

hydrogen economy. Hydrogen can be stored by the following ways:-

(i) High-pressure gas cylinders (up to 800 bar)

(ii) Liquid hydrogen in cryogenic tanks (at 21oK)

(iii) Physi-sorbed hydrogen on materials with a large specific surface area

(iv) Chemi-sorbed on interstitial sites in host metals and Inter-metallics

(v) Chemically bonded in covalent and ionic compounds

(vi) Oxidation of reactive metals such as. Li, Na, Mg, Al, Zn with water

Hydrogen is widely used in pressure vessels for on-board mobile

applications, stationary application for dispensing hydrogen at re-fueling

stations and at sites for stationary power generation. The pressure vessels

are made of special alloys and also with reinforced composite carbon fiber so

as not to face problem of brittleness. Currently, hydrogen is being stored in

compressed form at 350 bar (5,000 psi) in on-board in demonstration vehicles

and 700 bar (10,000 psi) in Type IV carbon composite cylinders. Carbon

composite cylinders to store hydrogen at 700 bar (10,000 psi) are not being

manufactured in the country.

The cryogenic hydrogen is to be stored in specially insulated vessels at

(-) 252.880C. The storage vessels may be made of FCC with special

insulation, comprising double walled with vacuum in between, opacifiers and

multi-layer insulations. Liquid organic hydrides are also potential candidates

for hydrogen storage and delivery. The concept has been demonstrated

successfully at laboratory level. Further work is being pursued.

Rare earth systems based on La, transition metals based on Ti and of

late light metal based such as Mg have been identified as the candidates.

Two crucial parameters determine the performance metrics of metal hydrides,

namely gravimetric percentage and desorption temperature. La Ni5 with

additions of Ce and Al have desorption temperature in the range from 40 C to

140 C, with maximum storage of 1.2wt% H2 and Mg based materials with as

high a storage as 6wt% with desorption temperature of 250 - 3000C. The

lowest desorption temperature achieved is 2100C with 3.5 wt% storage

capacity.

25

Although a number of intermetallic alloys have been prepared and

their hydrogenation potentials assessed, a few have suitable combination of

properties that permit their use for hydrogen storage or other applications. The

most viable candidates include alloys with the following compositions: A2B

(e.g.,Mg2Ni), AB (e.g.,TiFe), AB2 (e.g.,ZrMn2) and AB5 (e.g.,LaNi5).

A variety of solid-state hydrogen storage materials viz. MgH2, Mg2NiH4,

NaAlH4, other alanates, borohydrates (gravimetric capacity of >7wt%),

commercial hydrides such as FeTiH2 and LaNi5H6, adsorbents like carbon,

nano-structured carbons (including CNTs) MoFs and hydrogen clathrate

hydrate have been investigated for hydrogenation and dehydrogenation

reaction conditions and their kinetics, retention of cycling capacity,

susceptibility to impurities and reversible capacities. The need for material

with practical operative conditions of pressure (1-10 bar) and temperature

(300C-1000C) has simulated the interest of many researchers. Other major

areas of research are improvement of kinetics of hydrogen uptake/release

and enhancement of cycling capacity.

Pure hydrogen physisorption has been demonstrated at cryogenic

temperatures (up to ca. 6 wt% H2) for which extremely high surface area

carbon is required. Pure atomic H-chemisorption has also been demonstrated

to ca. 8 wt% H2, but the covalent-bound H is liberated only at impractically

high temperatures (above ca. 400°C). The activated carbon materials made

from carbon nanotubes, graphite nanofibers, known as next generation of

energy systems are capable of storing hydrogen.

Utilizing the exothermic and endothermic processes during sorption

and desorption of hydrogen respectively in metal hydrides, highly efficient,

compact and cost-effective chemi-sorption thermal energy storage devices

can be developed. This could significantly contribute to the widespread

utilization of solar thermal energy. Such demonstration systems suitable for

small capacity ORC power packs are being studied at IISc-Bangalore.

The hydrogen chemisorption – desorption heat exchanges during the

hydrogen sorption process in metal hydrides can also be utilized to develop a

variety of thermal devices, especially refrigeration and heat pump systems.

The temperatures can range from cryogenic to very high values. Exhaust heat

operated automobile airconditioners have been built by several agencies. One

such prototype was developed by IIT Madras in collaboration with Thermax.

Nanostructured systems including carbon nanotubes, nano-magnesium

based hydrides, complex hydride / carbon nanocomposites, boron nitride

nanotubes, sulphide nano-tubes of titanium and molybdenum, alanates,

26

polymer nanocomposites, and metal organic frameworks are considered to be

potential candidates for storing large quantities of hydrogen. In addition,

various carbonaceous nanomaterials and novel sorbent systems (e.g. carbon

nanotubes, fullerenes, nanofibers, polyaniline nano-spheres and metal

organic frameworks etc.) and their hydrogen storage characteristics are

considered. In spite of these consistent and persistent efforts, these materials

are yet to satisfy the required characteristics like storage capacity of around 6

weight percent, favourable and tuning thermodynamics around 30-55 KJ/mol

of hydrogen and temperature of operation around 373 K with about 1000s of

cycles of operation.

Liquid organic hydrides (more than 6 wt% hydrogen and 60 kg/m3)

consisting of various cycloalkanes can react with hydrogen under specific

conditions and hydrogen may be recovered by the dehydrogenation of the

cyclohexane at or near fueling stations for dispensing hydrogen into vehicles /

other applications. Cyclohexane is transported back for reuse.

Hollow microspheres or microcapsules have high gravimetric energy

density, in which hydrogen may also be stored through permeation inside.

Hollow microspheres are also known as microcapsules, microcavities,

microbubbles, or microballoons. Hydrogen-filled hollow glass microspheres

are also easy and safe to handle at atmospheric pressure and ambient

temperature and can be poured or pumped in tanks. The technology is

inexpensive and requires low energy consumption for producing large

quantities of micro containers.

In addition to meeting high degrees of safety, efficiency and cost

effectiveness, the main challenges in all hydrogen storage systems design is

use of lightweight materials and components, balanced storage capacity and

kinetics for a given application, energy efficiency, the energy required for

reversible solid-state materials, the energy associated with compression and

liquefaction and liquid hydrogen technologies, durability of hydrogen storage

systems is required with a lifetime of 1500 cycles, refueling time may be

targeted to less than three minutes, to reduce cost of on-board hydrogen

storage systems, applicable codes and standards for hydrogen storage

systems and interface technologies, and assure safety and public acceptance,

are to be established.

APPLICATIONS OTHER THAN TRANSPORTATION

Hydrogen has the potential to replace LPG and CNG for cooking

because it has superior characteristics to LPG and PNG fuel in terms of

ignitability, low ignition delay and higher flame stability. Catalytic burning of

the hydrogen in the home cooker is the best way to use the hydrogen for

27

cooking. Several catalysts such as metals like Cu, Zn, Fe, Ni, Co; alloys like

Co-Mn-Ag; storage alloys like MmNi5, ZrFe2 can dissociate H2. Catalytic

techniques for hydrogen fueled catalytic cookers (i) are porous ceramic plate

embedded with platinum in pores for flameless situation and (ii) new catalysts

for hydrogen catalytic combustion

Action Plan and Financial Projection

High Pressure Hydrogen Gaseous Storage: CNG cylinders may be

deployed in demonstration fleets of vehicles up to a pressure of 200 bar. For

pressure more than 200 and up to 400 bar, hydrogen cylinders may be

imported for the vehicle like buses and trucks. Such 50 vehicles may be

taken-up for public demonstration. Simultaneously, 500 to 1000 hydrogen

fueled vehicles be prepared in about 5 to 8 years for large scale

demonstration. Consortium collaboration approach may be followed among

HINDALCO, Indore; NPL, New Delhi; IOCL Nasik and BHEL (Hyderabad) to

produce Al cylinders reinforced with carbon fibre tapes and other high

strength wrappings. This consortium may prepare 50 such high pressure

cylinders up to 400 bar and test them.

Solid State Storage (Metal, Intermetallic and Complex Hydrides):

Production of optimized, well known and already deployed Mischmetal based

hydride e.g. Mm-Ni-Fe may be taken-up on pilot plant level (100 kg to 1 Ton

Level) and simultaneously, its demonstration in the vehicles for on-board

applications in around 50 three wheelers (hydride requirement around 2000

kg); 10 small cars (hydride requirement around 500 Kg).

Solid State Storage (Metal, Intermetallic and Complex Hydrides): The

off-board (Stationary) application for power generation in around 1000

Gen-Sets of 5-15 kW capacity (required hydride quantity 10 Tons) may be

deployed. R&D efforts may be intensified for obtaining gravimetric and

volumetric efficiencies of 5 to 6wt% and 60 kg/m3 for metal hydrides

particularly catalyzed MgH2 and gravimetric efficiency of 3 to 6 wt% for other

intermetallic hydrides e.g. Zr Fe2, Mg2Ni type. R&D efforts may be upgraded

for evaluation of reproducible high efficiencies 5 to 6wt% in complex hydrides

with particular emphasis on catalyzed MgH2, NaAlH4, LiAlH4, NaAlH4- MgH2,

Li-Mg-N-H system. Enhancement of R&D efforts are required to increase

hydrogen storage capacity from 1 to 3wt% at ambient conditions and 5 to 8

wt% at Liquid N2 temperature in nano/porous carbons.

Intensive Research & Development efforts may be taken up on Liquid

Hydrides. Petroleum industry may also be networked to support the pilot runs.

A demonstration may be done by setting up pilot facilities near a refinery and

providing hydrogen to telecom towers in the range of 50 to 100 Km.

28

An Interdisciplinary, Inter-Institutional Center may be set up to evaluate

the thermodynamic, thermophysical and kinetic properties, cyclic stability,

performance augmentation based on mechanical and thermal design of solid

state storage devices. Testing and certification of such devices should also be

done by this facility.

Development of miscellaneous energy related applications of hydrogen

such as High Intensity Thermal Energy Storage and Heat Pump/Heat

Transformer may be encouraged at the Institutions which have shown the

feasibility, through demonstration projects.

Action plan may include efforts for the development, distribution and

monitoring of 1000 to 10,000 hydrogen fueled home cookers. It will sensitize

the public and this may be followed by 25% to 50% replacement of LPG by

hydrogen through manufacturing and use of home cookers through public-

private partnership.

Further developments on High Pressure Hydrogen Gaseous Storage

may be taken up based on the feedback received about the cylinders, 1,000

nos. may be procured from the companies abroad and 9,000 nos. may be

manufactured by Bharat Pumps and Compressors and other similar

companies in India. Efforts are to be made to have 100% indigenous

production during 2020-2035. These cylinders may be used in hydrogen

fueled 3 wheelers, buses, vans, cars and in stationary systems like power

generating system (>10kW) around 1000 IC engine Gen Sets and 500 in fuel

cells power generating systems. Area-wise replacement of 50% diesel Gen

Sets (10kW and higher) may be taken-up in crowded areas in the country.

Efforts may be made to use such vehicles and Gen Sets to reach at least 30%

of the total such devices in specific cities.

Solid State Storage (Metal, Intermetallic and Complex Hydrides):

Manufacturing of mischmetal based hydrides on pilot plant scale (1 Ton) may

be taken up. These may be manufactured on large scale for (i) on-board

applications in 500 three wheelers and 150 cars (ii) stationary application in

1000 Gen-Sets of 5 to 15 kW capacity and 500 fuel cells vehicles with 5 kW to

15kW fuel cells systems. The non- mischmetal based viable intermetallic

hydride developed out of R&D efforts in Phase-I may be picked-up for

initiation of manufacturing at pilot plant level (1 to 10 Tons). R&D efforts may

be intensified on Mg/MgH2 hydrides to produce large quantities (100kg to 1

ton), to decrease desorption, absorption temperature to about 2000C through

the use of effective catalysts, to enhance the desorption / absorption kinetics,

to improve recyclability from 100 to 1000 cycles through Mg agglomeration

checking systems, to develop MgH2 based vehicular transport, to optimize

29

gravimetric and volumetric efficiencies of complex hydrides (catalyzed

NaAlH4, Mg (AlH4)2, LiAlH4 types) coming out of R&D in phase-I, to evaluate

reversibility and cyclability, to adopt PEM fuel cell instead of IC Engines for

25% of the above said vehicles, to enhance hydrogen storage in nano/porous

carbon and to use it in small vehicles.

Storage, Transportation and Distribution of hydrogen are important for

the success of ‘Hydrogen Economy’. Traditional methods of storage may not

be directly applicable for use of hydrogen as a ‘fuel’. The technologies and

devices should satisfy various stringent requirements such as; safety,

economy, efficiency, flexibility, durability and environmental / ecological

standards. The abovementioned actions can go a long way in facilitating the

widespread use of hydrogen in our country.

Note: Draft report on “Hydrogen Storage and Applications other than

Transportation” is attached as Annexure - V.

30

ACTIVITIES ON HYDROGEN STORAGE & OTHER APPLICATIONS

MMP: Mission Mode Projects; RD&DP: Research & Development Projects;

B/FRP: Basic / Fundamental Research Projects

Sl.

No. Category of

Projects

Time Frame (Year) Financial

Outlay

(Rs. in

Crores)

2016 2017 2018 2019 2020 2021 2022

1

Mission Mode

Projects

100

100

Development of Solid-State Storage Devices & Cartridges for

Small Vehicles & Stationery Power Packs (PPs)

Phase I

(2-wheelers &

PPs up to 20 kW)

Phase II

(3-wheelers & other

apps to 50 kW)

Phase III

(Large Capacity up

to 250 kW)

Development and On-Field Deployment of

High Pressure Gas Cylinders

Phase I

Type III

(Up to 250 bar)

Phase II

Type III & IV

(Up to 350 bar)

Phase III

Type IV

(Up to 700 bar)

31

2

Research,

Development &

Demonstration

Projects

100

100

100

Manufacture of Solid-State Storage Materials

In Large Scale

Phase I

(Pilot Plants for Mishmetal /

Mg based hydrides )

Phase II

(Large Scale

manufacture)

Phase III

(Advanced &

Complex hydrides)

SUBTOTAL 300

Development and Field Demonstration of

Home Cookers with LPG mix & with Complete Hydrogen

Phase I

(Cookers with up to

75% LPG)

Phase II

(Cookers with up to

25% LPG)

Phase III

(Cookers with

100% Hydrogen)

Development and Field Demonstration of

High Intensity Thermal Energy Storage Systems

Phase I

(Capacity up to 250 kWth

Temp.up to 200 Deg C)

Phase II

(Large Capacity up

to 1 MWth)

Phase III

(Integrated Systems

with CSP)

SUBTOTAL 200

32

3. Basic / Fundamental

Research Projects

50

(10%)

Grand Total 550

Synthesis & Characterization of

New / Novel Storage Materials and Devices

Phase I

Complex Hydrides,

Carbons, MOF, etc)

Phase II

(Scale up of

Quantities)

Phase III

(Fabrication of

Devices)

33

4. Fuel Cell Development in India

Different kinds of fuel cells have been developed. A few of them have

been commercalised and remaining are under development. Important

features of the well know fuel cells are given below:

(i) Polymer Electrolyte Membrane Fuel Cell

Low Temperature Polymer Electrolyte Membrane (PEM) Fuel Cells

have high power density and can be easily started-up and stopped at low

temperatures ranging from -35 to 400C, which have been found suitable for

application in light and heavy duty vehicles. These fuel cells have been

commercialized in many applications like vehicular and stationary power

generation. The low temperature PEM fuel cells require high purity hydrogen,

whereas the high temperature PEM fuel cells operate at higher temperature

i.e. around 1200C and does not require very pure hydrogen (up to 3% CO

content). Many companies have commercialized low temperature PEM fuel

cells but high temperature PEM fuel cells are still under development. Large

capacities (MW range) of stationary power generating systems based on low

temperature PEM fuel cell technology have been installed and buses / cars

are under demonstration / field trials in many countries like Canada, USA,

Japan, Germany, United Kingdom. Soon these vehicle would be available to

public. USA is the world leader in deployment of fuel cell based forklifts and

more than 1500 units have been deployed at various locations. China will get

support for 300 fuel cell buses, development of fuel cell tram engines.

European Union will import fuel cell modules for 21 buses during 2016 and

2017. United Kingdom will extend the operation of 8 fuel cell powered buses

for 5 more years and import 10 fuel cell modules to power buses. India is also

putting efforts in developing and commercialising this technology. India has

recently imported 150 fuel cell systems for deployment in telecom

networks. Globally, it is expected that Power supply system of 25 lakh

telecom towers will be converted to fuel cell based power system by 2020 and

potential of global market for stationary fuel cells will reach 50 GW by 2020.

In the country, many organizations like Centre for Fuel Cell

Technology-International Advanced Research Centre for Powder Metallurgy,

Hyderabad, CSIR-Network Labs, Naval Materials Research Laboratory,

Ambernath, Vikram Sarabhai Space Centre, Thiruvananthapuram, Bharat

Heavy Electrical Limited, Hyderabad; Thermax Limited, Pune are engaged in

complete development of PEMFC system including stack and system

developments. In addition, a number of academic institutions like Indian

Institutes of Technology, Universities, National Institute of Technology are

34

also involved in the research, design, development and demonstration of

components / Sub-systems / systems of different types of fuel cells.

Despite the support from the Ministry for around two decades, the

development of fuel cell system is not reached to the stage, at which these

may be taken up for manufacturing due to various reasons like (i) lack of

engineering input (ii) infrastructure for producing the systems in large

numbers for trials / demonstration (iii) reliance on pressurized bottled

hydrogen procured at high cost, since on-site hydrogen generation units

(reformers) operating on commercial fuels such as LPG, methanol or natural

gas are not available in the country and (iv) other issues like power density at

a given cost, weight, and life time, which are of commercial importance, are

also to be taken-up for further R&D.

(ii) Phosphoric Acid Fuel Cell

The phosphoric acid fuel cell (PAFC) have developed and

commercialized with modules in the range of 100 - 400 kW for stationary

power generation applications. It operates on propane/LPG/CNG / landfill

gases with a life time of more than 45000 hours. It can tolerate fuel with less

than 2% CO. Bharat Heavy Electrical Limited (BHEL) imported, installed and

operated a 200kW PAFC unit with LPG as fuel. Later BHEL developed and

demonstrated 50 kW PAFC system using hydrogen from the Chlor-Alkali

industries. The Naval Materials Research Laboratory (NMRL), Ambernath

also developed such systems of 1-15 kW capacity and demonstrated

successfully for field applications. The technology has been transferred to the

industry.

(iii) Alkaline Fuel Cell

Alkaline Fuel Cell (AFC) is a low cost technology, because of its components

are made from inexpensive materials. Initially, it was used in space rockets.

Now these fuel cells are not in use because of their inherent problems, which

have not been overcome. However, if further development take place, these

can be deployed in various other applications such as telecommunication

towers, scooters, auto-rickshaws, cars, boats, household inverters, etc.

(iv) Solid Oxide Fuel Cell

The Solid Oxide Fuel Cell (SOFC) are multi-fuel compliant like

gasoline, alcohol, natural gas, biogas etc. can be used. The fuels are

reformed internally to producing hydrogen. SOFCs have been developed in

two different designs i.e. tubular and planar types. Both have their merits and

de-merits in their fabrication and operation. SOFC systems have been

35

developed in the power range 250- 300 watts operating on propane, butane

and LPG in the countries like USA, Canada, Germany, UK, Denmark,

Australia, Japan etc. Tubular type SOFC of 100kW capacity and Planar

configuration up to 25kW capacity have been developed. In India, CSIR-

CGCRI, Kolkata has recently demonstrated a 1000W anode supported stack

with planar configuration. Another major effort in development of the 3rd

generation technology (metal supported SOFC) has been underway by

NFTDC, Hyderabad in collaboration with University of Cambridge, United

Kingdom.

(v) Direct Methanol/ Ethanol Fuel Cell

Direct Methanol/ Ethanol Fuel Cell (DMFC / DEFC), uses methanol /

ethanol to generate power less than 100 W. These fuel cells may be deployed

in the devices with low power consumption like computerized notebooks,

mobile phones, military equipment and such other electronic devices. DEFC

faces problem of incomplete oxidation of ethanol to produce hydrogen gas.

The researchers are trying to find suitable solution. The electronics OEMs,

such as Samsung and Toshiba, and other companies developed such fuel

cells with power density of 110 mW/cm2. Similarly, ternary PtRhSnO2/C

electro catalyst have been synthesized in USA, which produces currents 100

times higher than those produced with other catalysts. However, Japanese

scientists has also succeeded in getting short circuit current increased from

2.8 to 9.0 mA/cm2. In the country, some academic institutions / universities /

engineering colleges are trying to get solution of the problems like i) electro-

catalysts which can effectively enhance the electrode-kinetics of methanol

oxidation ii) electrolyte membranes which have high ionic conductivity and low

methanol crossover and iii) methanol tolerant electro-catalysts with high

activity for oxygen reduction.

(vi) Molten Carbonate Fuel Cell

Molten Carbonate Fuel Cell (MCFC) operates at a temperature of

about 6500C, which offers greater flexibility to the choice of fuels with higher

efficiencies and simultaneously, imposes limitations in the selection of suitable

materials of construction for long time operations. All the carbon monoxide is

oxidized to carbon dioxide at anode, which requires proper management. The

power plants based on MCFC technology have been installed from hundreds

of kW to MW level in the world. In India R&D activities were taken-up but later

discontinued.

(vii) Bio-fuel Cell

Biological fuel cells (or Bio-fuel cells) are of two types viz.: 1) Microbial

fuel cells employ living cells such as microorganisms as the catalyst and 2)

36

Enzymetic bio-fuel cells, which use different enzymes to catalyze the redox

reaction of the fuels. The production / consumption cycle of bio-fuels is

considered to be carbon neutral and, in principle, more sustainable than that

of conventional fuel cells. The potential areas for its power application are

portable electronics, biomedical instruments, environmental studies, military

and space research etc. In India, many institutions are active to develop

suitable electrodes materials or tweak the microorganism. Mediator-less and

membrane-less MFCs have been demonstrated on laboratory scale.

(viii) Direct Carbon Fuel Cell

Direct Carbon Fuel Cell (DCFC) converts fuel (granulated carbon

powder ranging from 10 to 1000 nm sizes) to electricity directly with a

maximum electrical efficiency up to 70% (with 100% theoretical efficiency).

The systems, which may operate on low grade abundant fuels derived from

coal, municipal and refinery waste products or bio-mass are under

development. The byproduct is nearly pure CO2, which can be stored and

used for commercial purpose leading to zero emission. Several laboratories

in USA and Australia are active in the development of such a device that can

easily be scaled up. No work in this area is reported so far from India.

(ix) Micro fuel cells

Micro fuel cells (MFCs) are the miniature form of either PEMFC or

DMFC or SOFC and have the potential to replace batteries as they offer high

power densities, considerably longer operational & stand-by times, shorter

recharging time, simple balance of plant, and a passive operation. Micro fuel

cells are ideal for use in portable electronic devices (fuel cell on a

chip).Polymer electrolyte micro fuel cells can be used in 3D printing, which is

effectively carried out on a large area. Low cost lithographic techniques have

been developed for fluid flow micro channels. The other type based on

monolithically integrated SOFC on a Si ship is also very important as planar

configurations can be effected using modern manufacturing processes to

make Li-batteries obsolete for certain type of applications. Currently, there is

no activity on micro fuel cells in India.

Action Plan and Financial Projection

Based on the level of maturity of the expertise and the importance of

the type of Fuel Cells, there may be three different categories of projects,

which may be funded to the different extents. These are:

i) Mission Mode Projects

37

It is proposed to form consortiums consisting of R&D laboratories,

academic institutions and industries for each of the systems; one of them

preferably a R&D laboratory may be identified as the lead organization.

a) HT-PEMFC with combined cycle: Joint Lead Institutes - CSIR-NCL,

Pune and CSIR-CECRI, Karaikudi)

b) LT- PEMFC: Lead Institutes - CFCT, Chennai and/or CSIR-CECRI,

Karaikudi/ BHEL R&D, Hyderabad.

c) Planar SOFC: Lead Institute - CSIR-CGCRI, Kolkata

d) PAFC: Lead Institute NMRL, DRDO, Ambernath and/or BHEL R&D,

Hyderabad

ii) Research & Development Projects

With the objective of laboratory demonstration of critical systems and sub-

systems preferably with innovative approaches. Industry collaboration is

preferred but not essential for this category.

a) DMFC/DEFC

b) MCFC

c) BFC

iii) Basic/ Fundamental Research Projects aiming at carrying out basic/

fundamental research (including modeling) on different aspects of any fuel

cell system except the ones mentioned above.

Budgetary Provisions

It is recommended that an overall budgetary provision of Rs.750 Crore

is allocated for the complete fuel cell development programme over a period

of next 7 years (up to the financial year 2022-23); 80% of this may be

earmarked for category I projects, 10% each for the other two categories.

Supply chain for Hydrogen

A parallel developmental activity is to be initiated for supply of around

1,500 million liter of high purity hydrogen for testing of the different capacities

and different types of fuel cells proposed to be developed under this

programme.

Expression of Interest

Particularly for the “Mission Mode Projects” the ministry should invite

expression of interest from the interested research groups and industry

followed by formation of the consortium and identification of lead organization.

Virtual Fuel Cell Institute

38

For the purpose of efficient formulation and project management

including rigorous monitoring a Virtual Fuel Cell Institute may be created

under the aegis of the Ministry of New and Renewable Energy to bring all the

concerned stakeholders such as Ministries, Departments, academicians,

researchers and industry under one umbrella to work together in a systematic

and focused manner. This Institute may undertake following activities:

(i) Development of a mechanism to pool the resources of different

Ministries, Departments, International Funding Agencies and other

agencies.

(ii) Identification of expertise available with various institutions / industries

and develop Mission Mode Projects utilizing the available expertise

with the aim to develop components, sub-systems and integrate them,

which can be mass produced and deployed in the country.

(iii) Monitoring the progress of the work done under the projects to achieve

the targeted goals in the time bound manner.

(iv) Co-ordination among the institutions for demonstration of developed

systems in field and comparison of various fuel cell technologies.

(v) Development of a mechanism / modality to incentivize the individuals

and the institutions involved in the development of a product.

(vi) Conducting market survey for business potential of fuel cell in India

(vii) Testing & benchmarking the components / prototypes / systems of fuel

cell.

(viii) Development of safety guidelines and standardization of on-board cost

effective storage / transportation

The Institute should have a Directorate with required administrative and

financial autonomy. All the members of the project team working at different

locations (including the PIs) would be collectively responsible to this

directorate, so far as the project activities are concerned.

Note: Draft report on “Fuel Cell Development in India” is attached as

Annexure - VI.

39

40

41

42

5. Transportation through Hydrogen Fuelled Vehicles

As India moves ahead in the implementation of Euro 5 and Euro 6

emission norms for automobiles in the coming years, the impact on diesel car

and SUV will give a jolt to these industry and users. Hydrogen may get a

place automatically in the automobile sector to replace petrol and diesel

vehicles and even coal for large scale power generation. Hydrogen fuel cell

cars hit the streets of Great Britain during 2016 and have initial sales to early

adopters up until 2020. United Kingdom has its plan to put 1.5 million

hydrogen drivers on the British roads by 2030.

Hydrogen fueled automobiles use hydrogen on-board to generate

motive power either directly through internal combustion engine or indirectly,

I,e, first to electrical energy through fuel cell then to motive power. Hydrogen

can be used in different configurations of Internal Combustion (IC) engine

such as spark ignition (SI) engine, compression ignition (CI) engine / dual fuel

engine, CNG dual fuel engine and HCCI engine. High power outputs and low

NOx emissions can be achieved by direct injection of hydrogen in SI engine.

Hydrogen may also be used with biogas or other low grade gaseous

fuels in this mode for the applications in locomotives and in stationary power

generation. Hydrogen can be a good additive in the case of biogas diesel

HCCI operation, as it raises the efficiency and extends the load range.

Engine control units for dual fuel, HCCI and direct hydrogen injection engines

with effective control strategies, in some cases to switch between modes have

to be developed.

There is need to develop after treatment device for NOx reduction

(Lean NOX trap, SCR etc.), which will be helpful in improving power output

while engine operates at a higher equivalence ratio. This is very relevant for

heavy duty engines operating on hydrogen. The application of hydrogen

blends with various fuels like CNG, LPG, Diesel etc. also need to be studied.

Globally, several R&D project have been undergoing in various parts of

the world for developing hydrogen based Internal Combustion Engines. Some

of the significant project were (i) HyICE programme in Europe by European

Commission and BMW in collaboration with various industry and academia for

both single and multi-cylinder engines for various fuel injection strategies like

Direct Injection and Cryogenic Fuel Injection (ii) Next Generation Environment

Friendly Vehicle Development and Commercialization project in Japan for

heavy duty engines Direct Injection Hydrogen IC engines (iii) Development of

two hydrogen engines at Tokyo City University turbocharged with Port Fuel

43

Injection for light duty trucks with hybrid power train (iv) Homogeneous charge

compression ignition (HCCI) with high compression ratio to overcome the

issue of low emission versus better combustion rate and thermal efficiency (iv)

Direct Injection to keep combustion confined and away from combustion

chamber walls to lower NOx and have longer durability and sustained

performance of Direct Injection Injectors. Thus, presently hydrogen powered

IC engines are more suitable for heavy vehicle rather than fuel cells vehicles

due to the higher specific power output.

Many automotive companies have taken initiatives for the development

of fuel cell vehicles like Daimler (A fleet total of 200 vehicles is now in

operation across the world, including more than 35 in a Californian lease

scheme), Ford (testing in the US, Canada and Germany with target to

commercialise vehicles upto 2020, when the technology will be price-

competitive), General Motors (developed more than 120 test vehicles), Honda

(provided cars on a limited lease in California, extended to Japan and Europe,

start selling before Rio Olympics-2016), Hyundai (provided on lease and will

start selling before Rio Olympics- 2016), Nissan (near commercialisation),

Toyota (numerous demonstrations in Japan and USA, sale will start before

Rio Olympics – 2016, declared cost of vehicle as $55,000), Volkswagen

(Began trials in 2013).

A number of automotive companies came forward to take up joint

initiatives like BMW and Toyota (Planned to market car from 2015 in Japan,

the US and Europe), Daimler, Ford and Renault Nissan (to jointly develop

common fuel cell system for use in separate mass-market cars from 2017),

GM-Honda (collaboration on next-generation fuel cell systems and hydrogen

storage technologies)

Nationally IIT Delhi in collaboration with Mahindra & Mahindra has

developed a fleet of fifteen hydrogen fueled three wheelers with hydrogen

storage in gaseous phase, which are on field trials to generate awareness

among public. Similar hydrogen powered three wheelers and motorbikes with

hydrogen storage in metal hydride were also demonstrated by IIT BHU. The

focus of R&D being. IIT Delhi in collaboration with Mahindra & Mahindra has

developed Mahindra’s Tourist or Model Mini Bus with multi cylinder IC Engine

and will be put for field trials. Mahindra & Mahindra developed hydrogen-

diesel dual fuel vehicles with hydrogen substitution of over 50%. Society of

Indian Manufacturers conducted trials with Hydrogen-CNG blend fuel (18%)

for three wheelers, cars, buses in collaboration with IOCL.

Hydrogen requires safe handling, while being produces, stored,

transported delivered / dispensed. Therefore, regulations and standards

become key requirements for commercialization of hydrogen-fuelled vehicles

and facilitate manufacturers to invest in this area. Bureau of Indian Standards

44

is the agency looking after the adoption of ISO standards, formulation of

standards. Various standards regarding systems and devices for the

production, storage, transport, measurement and use of hydrogen are in place

and many others are to be formulated.). The Petroleum Explosives Safety

Organization (PESO) is entrusted to ensure safety and security of public and

property from fire and explosion. It is the agency to grant permission to deploy

refueling stations and hydrogen storage containers of Type III and Type IV for

fuel cell vehicles and other related equipment for usage of explosive

corrosive, toxic and permanent flammable gases.

Testing of vehicle and its components is mandatory before rolling out

the vehicle on road. Hydrogen / hydrogen mixed fuelled vehicles also require

all types of fitness. It evaluates hydrogen and HCNG internal combustion

engine vehicles in closed-track and laboratory environments, as well as in field

applications. Emission testing is also conducted as per Euro norms. Testing

facilities include vehicle fuel cylinder testing (including gunfire, environmental

chamber, hydrogen cycling, bonfire and burst testing), sensor testing, virtual

testing, and vehicle emission using chassis dynamometer, engine

dynamometer, noise and vibration testing.

Action Plan and Financial Projections

Based on the Gap Analysis and the strategy mentioned to overcome

the gap areas, the following action plan has been identified by the Committee

to execute time bound projects in the area of fuel cell and hydrogen based IC

engines.

A. Mission Mode Project : Hydrogen for Transportation through Research

& Innovation driven Program – HyTRIP With the objective to demonstrate

hydrogen FCEVs, establish infrastructure for the operation of vehicles

and understand the technological challenges, market aspirations, price

targets and safety requirements for commercializing the fuel cell

technologies for mobility sector.

B. Initiatives on other Technologies: HCNG, Fuel Cell Range extended

Vehicles and Hydrogen energy based retrofitment solutions

C. New Assessment Studies

Other Projects

D. Initiatives in other technologies – Proposed Budget Rs. 70 crores

Note: Draft report on “Transportation through Hydrogen Fuelled Vehicles” is

attached as Annexure - VII.

45

Time schedule and Financial implications

Year 1 2 3 4 5 Total

Cost (Crores)

Project HyTRIP 12 88 165 110 15 390

a. Design of fuel cell drivetrains

for each category of vehicle

and Development of 50 fuel

cell vehicles by OEMs

including field trials of fuel

cell vehicles for 3,000 hours of

fuel cell operation

5 45 75 65 7.5 197.5

b. Design of hydrogen DI engine

based vehicles and

Development of 20 vehicles

for long term durability

studies for 30,000 kms

2 23 30 15 7.5 77.5

c. Design & Deployment of 10

Dispensing station for fuelling

vehicles on hydrogen fuel at

350 bar

5 20 60 30 115

Centre of Excellence 200

d. Setting up of Centre of

Excellence (CoE) for testing &

certification of fuel cell stack /

fuel cell and hydrogen engine

based vehicle / hydrogen

storage cylinders

50 20 30 50 50 200

Other Activities ‘e’ & ‘f’ 80

e. Initiatives in other

Technologies

HCNG activities

Fuel cell range extenders

Hydrogen based Retrofitment

solutions for IC engines

70

46

f. New Assessment Studies 10

Grand Total

680

crore

47

Phase-wise Financial Projections Plan - HyTRIP

Year 1 2 3 4 5 Total

Cost (Crores)

Activity

1. Design of Dispensing station for fuelling vehicles on

hydrogen fuel at 350 bar

5 5

2. Deployment of dispensing stations at recommended sites

20 60 30 110

3. Design of fuel cell drivetrains for each category of vehicle

and prototype development of FC vehicles by OEMS

5 5 10

4. Development of 50 fuel cell vehicles by OEMs including

integration and control strategy, selection of battery pack,

Battery Management system (BMS) and drive train design

including motor selection

40 75 65 180

5. Design of hydrogen DI engine based vehicles and prototype

48

1. Four dispensing stations shall be designed for fuelling 50 vehicles per day and another 6 to be designed for 10 vehicles

per day

2. Deployment cost of dispensing station for fuelling 50 vehicles is considered to be ~17 crores each while the cost of

dispensing station for fuelling 10 vehicles is considered to be around 7 crores per station.

development

2 3 5

6. Development of 20 hydrogen IC engine based vehicles for

durability studies

20 30 15 65

7. Durability studies of fuel cells & IC engine protoypes / driving

cycle simulation studies on test bench

10 10

8. Field trials of fuel cell vehicles for 3,000 hours and 30,000

kms for hydrogen IC engine based vehicles

2 3 5

Phase-wise Financial Projections Plan – Centre of Excellence

9. Setting up of Centre of Excellence (CoE) for testing &

certification of fuel cell stack / fuel cell and hydrogen engine

based vehicle / hydrogen storage cylinders

50 20 30 50 50 200

49

3. Rs. 10 crores has been allocated for designing the fuel cell based powertrains

4. Out of 50 fuel cell vehicles, 10 vehicles are for each category including two-wheelers, 3-wheelers, Passenger cars, SUV

and Buses

5. Rs. 5 crores have been allocated for design of hydrogen DI engine based vehicles

6. 20 hydrogen IC engine based vehicles include 5 vehicles each in 3-wheeler, passenger car, SUV and heavy-duty

category.

7. Durability studies to be conducted at IOC R&D and ARAI

8. Assumptions for fields trials include:

Landed Hydrogen price: Rs 500/kg (Hydrogen to be sourced from different industries including refineries)

2 wheeler for 10,000 kms 80 km/kg of hydrogen

3 W for 20,000 kms : 60 km/kg of hydrogen

Passenger Car for 30,000 km: 40 km per kg of hydrogen

SUV for 30,000 km: 25 km per kg of hydrogen

Buses for 30,000 kms: 10 km per kg of hydrogen

CoE include the land cost of 50 crores and 150 crores as infrastructure development cost distributed for the next 4

years.

50

6. Intellectual Property Rights, Public Private Partnership,

Safety, Standards, Awareness and Human Resource

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). This report focuses on the important dimensions with respect

to introduction of Hydrogen and fuel cell technology namely IPR, Safety,

Standards, Awareness and HRD.

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. 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.

Intellectual Property Rights

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. To promote fuel cell technology based

innovation there must be proper strategies and plans which enhance IPR

activities in India in those specific fields.

Gas Storage Regulations

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

51

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.

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.

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.

Provisions have been made for hydrogen cylinders, valves including

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

Pressure Vessels (Unfired) Rules, 1981.

Safety

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. Hydrogen is a flammable fuel

with backfire and pre-ignition tendencies and safety aspects are critical in safe

handling of the fuel.

Standards

Lack of Codes and standards have repeatedly been identified as a

major institutional barrier to deploying Hydrogen technologies and developing

52

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. 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.

Human Resource Development

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

Hydrogen. 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. 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. Educational

programs should include a hydrogen education program for school teachers

and students providing them with educational materials, training program and

curricula evaluation.

Awareness

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

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. 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.

53

Public Private Partnership

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.

Gap Analysis

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. The imortant

specific gap issues between India and the developed countries are After

Market Vehicle Enforcement and development of hydrogen infrastructure.

Action Plan

A. National Mission Project

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:

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.

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

54

the Expert Committee for their suitability for the Hydrogen program in India.

The costing for such basic studies should be worked out based on a standard

format and defined timelines.

Financial Outlay

An overall budget provision of around Rs.500 Crores may be made

available for a period of next 7 years (till 2022) for technology development

and research on all categories of the activity mentioned above; 60% of which

may be earmarked for mission mode projects (category I), 20% for Research

and Development projects (category II) and 20 % for knowledge base

generation (category III). As a part of the mission mode activity, it would be

essential to establish a national hydrogen and fuel cell certification facility.

Note: Draft report on “Intellectual Property Rights, Public Private Partnership,

Safety, Standards, Awareness and Human Resource” is attached as

Annexure - VIII.

55

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

56

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

57

Financial Projections

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 - National

Hydrogen Vehicle Certification Facility

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

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 and Dyes for Hydrogen 10

Subtotal D 100

Grand Total (INR Crore) 500

58

7. Recommendations

Stationary power generation and transportation sector are the

backbone of economic development and human welfare. Policymakers are

worried about air pollution and petroleum dependence with increasing

activities. Transport emissions are about three quarters from road vehicles.

Over the past decade, transport’s greenhouse emissions have increased at a

faster rate than any other energy using sector. The harmful emissions are

nuisance to the health of living beings on the earth, for which huge

infrastructure for hospitals, clinics, dispensaries is required to counter health

hazards. The Ministry of New and Renewable Energy is working to combat

this ugly situation by supporting a broad based research, development and

demonstration on hydrogen energy and fuel cells programme in the country.

Use of hydrogen as fuel for the stationary power generation and

transportation sectors may lead a permanent solution to the aforesaid

problems. The following recommendations have been made for different

aspects of hydrogen energy and fuel cells:

A. Hydrogen Production

1. In view of the India’s Climate Action Plan, the technologies for

hydrogen production may be targeted accordingly. The first target may be

focused on the efficient utilization of byproduct hydrogen of the Chlor-Alkali

units. At the end of the financial year 2014-15, only 10% of byproduct

hydrogen is available. Remaining 90%byproduct hydrogen (~40% in chemical

industries, ~37% as fuel in boiler heating for captive use and ~13% being

bottled for sale) is being utilized,. Target may be made

(i) To utilize surplus un-utilized 10% byproduct hydrogen,

(ii) Next target may be made to utilize ~37% hydrogen efficiently,

which is currently being used as fuel in boiler heating for captive

use. Alternate sources may be used for heating purpose.

(iii) In-house stationary power generation may be one of the most

effective ways of utilizing hydrogen. The government may

consider incentivizing this application of hydrogen for its cost

effective utilization.

2. The present facilities of hydrogen production may be utilized to supply

hydrogen for purpose of carrying out the activities on the research,

development and demonstration for the applications like hydrogen fuelled

vehicles etc.

3. From the gap between international and national state of art of

technologies, it has been visualized that India has to take a leapfrog to come

at par with the international level. This gap is to be planned in time bound

59

project mode (with foreign collaboration, if required) and therefore, the

projects may be classified in the following three categories viz. National

Mission Projects, Research & Development projects and Basic / Fundamental

Research projects:

4. The Mission Mode Projects may cover projects with the participation of

the industry for the technologies, which are mature or near maturity for

commercialization after the short development time and those may be taken

up on large scale demonstration. Such projects would be multi-disciplinary in

nature. These projects may involve more than one institution (with a lead

institution), which are already involved in the implementation of research &

development activities. The outcome of such projects should be a compact,

comprehensive, marketable and user friendly product. The resources and the

infrastructure facilities of the involved institutions may be pooled together to

achieve the common goal.

5. The Research & Development projects may include the projects in

which the technology is at the stage of prototype development and its

demonstration as a proof of concept. Industry participation should be

preferred for these projects. Such projects may be undertaken on different

subjects like design, research & development of the individual system

components, sub-systems, integration of systems after the basic research has

shown encouraging results. Engineering research and development must be

a part of such projects.

B. Hydrogen Storage and Applications other than Transportation

Considering merits and de-merits of all the modes of hydrogen storage

and specific applications other than transportation, following are

recommended:

(i) Institution of cost analysis study for the use of solid state hydride storage

of hydrogen with compressed gaseous hydrogen in composite cylinders

for specific applications to be developed in the Mission Mode projects.

(ii) Project for acquisition of reformer technology and development of

indigenous reformer technology by Thermax and BHEL jointly with

possible association of IICT, Hyderabad and NCL, Pune.

(iii) Project for commercialisation of Type III cylinders for buses and Type IV

cylinders for small vehicles (like 4- & 3-wheelers) by Tata Motors in

collaboration with ISRO. DRDO and BHEL may also be involved in this

effort.

(iv) Project for the development of a hydrogen storage device / cartridge for

specific purpose for fuel cell power pack jointly by BHU, IIT Guwahati,

NFTDC, IIT Indore and IISc Bangalore.

60

(v) Metal hydride based high intensity high efficiency thermal energy storage

system development of the type ongoing at IISc Bangalore should be

widened in terms of capacities and applications such as CSP and stand-

alone Steam Generators.

(vi) Organisation of a Workshop with CII / FICCI for possible

commercialisation of the devices / systems developed by the academic /

research institutions. MNRE may facilitate organisation of the workshop.

(vii) Review of the activities of Hydrogen Energy Centre at BHU by a suitable

Expert Committee and utilization of their recommendations to establish a

Centre of Excellence. Also, establish a few Satellite Centers for specific

tasks such as development of high pressure cylinders, development of

sensors and controls, thermal, thermo-physical and mechanical

properties evaluation, etc.

C. Fuel Cell Development

1. Based on the level of maturity of the expertise and the importance of

the type of Fuel Cells, the projects may be divided in three categories, which

are:

(i) Mission Mode Projects having the ultimate objective of limited scale

manufacturing of different capacities standalone systems, which may

be demonstrated under field condition for the purpose of performance

evaluation. Industry participation is compulsory for this category. Fuel

Cell systems proposed to be developed under this category are:

a) HT-PEMFC (Some IPRs on the fuel cell components have already

been developed in the country)

b) LT- PEMFC (Membrane material is still being imported in the

country; but stacks up to 25kW capacity have been fabricated and

tested in the country)

c) Planar SOFC (Success has been obtained in lower capacity (up to

1 kW range in the country)

d) PAFC (Taken-up on large scale manufacturing (up to 3 kW) for

application in the strategic sector. It is yet to be taken-up for the

civilian sector)

Formation of consortiums consisting of R&D, academic

institutions and industries for each of the systems; one of them

preferably a R&D laboratory may be identified as the lead organization.

Following are the lead institutes identified for the purpose:

e) HT-PEMFC with combined cycle: Joint Lead Institutes - CSIR-

NCL, Pune and CSIR-CECRI, Karaikudi)

61

f) LT- PEMFC: Lead Institutes - CFCT, Chennai and/or CSIR-

CECRI, Karaikudi/ BHEL R&D, Hyderabad.

g) Planar SOFC: Lead Institute - CSIR-CGCRI, Kolkata

h) PAFC:Lead Institute NMRL, DRDO, Ambernath and/or BHEL

R&D, Hyderabad

iv) Research & Development Projects with the objectives of laboratory

demonstration of critical systems and sub-systems for (a)

DMFC/DEFC (b) MCFC (c) BFC

v) Basic/ Fundamental Research Projects.

2. The Budgetary Provision for the development of fuel cells may be kept

around Rs.750 Crore over a period of next 5 years (up to the financial year

2022-23); 80% of this may be earmarked for category I projects, 10% each for

the other two categories. Complete milestone of the programme together with

the approximate financial outlay (sector wise) is given in the attached chart.

3. A Virtual Fuel Cell Institute may be created under the aegis of the

Ministry of New and Renewable Energy to have efficient formulation and

project management including rigorous monitoring and to bring all the

concerned stakeholders such as Ministries, Departments, academicians,

researchers and industry under one umbrella to work together in a systematic

and focused manner with the specific objectives. The Institute should have a

Directorate with required administrative and financial autonomy. All the

members of the project team working at different locations (including the PIs)

would be collectively responsible to this directorate, so far as the project

activities are concerned.

D. Transportation through Hydrogen Fuelled Vehicles

(i) Fuel Cell Vehicles

a. Design & development of a fleet comprising of 10 passenger cars, 10

two-wheelers, 10 SUVs, 10 three-wheelers, 10 buses operating on fuel

cell technology may be taken-up as a Mission Mode Project alongwith

the 10 dispensing stations at different sites. MNRE may support this

initiative through proposed Centre of Excellence on Hydrogen & Fuel

Cells being set-up by IOC R&D.

b. Fleet demonstration trials of the fuel cell buses run by STUs.

62

c. R&D institutes and leading research labs may undertake Simulation

studies of BoP components & hydrogen storage & supply system to be

installed in the vehicle leading to indigenize development of the same.

d. Development & demonstration of Fuel cell Range Extended vehicles &

their performance evaluation. Optimization of control system & fuel

(hydrogen) quality for maximization of durability with minimal operating

cost.

e. Establishment of test facilities for fuel cell components, stacks and

systems.

f. Establishing the hydrogen safe labs for fuel cell / hydrogen vehicle

testing at ARAI, NATRIP and proposed MNRE/IOC Centre of

Excellence for Hydrogen & Fuel cells.

g. Development & standardization of fuel cell vehicle and stack testing

standards for Indian conditions.

h. Understanding the global quality control standards for different stack

components / systems and their modification for indigenous conditions.

i. Undertake the contamination studies both on fuel side as well as on air

side to establish the long term durability impact on the fuel cell vehicle

performance

j. Development of required human resources for various activities like

carrying out further RD&D activities, indigenous production, repair &

maintenance services etc.

(ii) Hydrogen Fuelled IC Engine

The following Work has been proposed for the research, development,

demonstration and commercialization of Hydrogen Fuelled IC Engine

Technology:

a. 20 vehicles based on Hydrogen direct injection technology to

developed and demonstrated as a part of Mission Mode project

discussed above.

b. Pilot studies to be initiated for conversion of CNG buses may be

converted into H-CNG buses in the initial phase based on the Compact

Reformer technology developed by IOC R&D. Performance monitoring

of the buses to be carried out for establishing the on-field long term

durability

c. Combustion chamber designs and cylinder head designs for direct

injection SI engines running on hydrogen have to be developed.

d. Engine control units for dual fuel, HCCI and direct hydrogen injection

engines with effective control strategies in some cases to switch

between modes have to be developed. Academic institutions could do

the initial part of working out modes of operation and strategies using

experiments and simulation models. However, industry partners have

63

to take it to the level of making ECU hardware and software that

matches industry standards.

e. Strategies to combine HCCI operation with dual fuel and CI modes to

extend the load range can be developed. This will enable the effective

use of HCCI for applications like generator sets and locomotives. Here

academic institutions can do the basic experimental work and perform

simulation studies while industries may implement the strategies in the

field for evaluation.

f. Development of after treatment device for NOx reduction (Lean NOx

trap, SCR etc.), which will help to reduce NOx emission while operating

the engine at a higher equivalence ratio to improve the power output.

This is relevant for development of heavy duty engines with hydrogen.

g. Application of hydrogen blends with various fuels like CNG, LPG,

Diesel, Biogas in the existing SI engines etc.

h. Combustion research to be undertaken by the leading labs and

institutes to establish the performance of hydrogen fuelled engines

(iii) Hydrogen infrastructure

The establishment of hydrogen infrastructure may be planned in the

following steps:

a. Hydrogen supply must be ensured at the workshop / industry / testing

facility, where prototype hydrogen vehicle is developed and tested.

Therefore, Oil Companies may set-up 10 additional hydrogen

dispensing stations and supply hydrogen from refineries as a part of

Mission mode project to facilitate the pilot studies to be conducted on

hydrogen IC engine based as well as fuel cell vehicles

b. Studies on understanding the purity of hydrogen required for both IC

engines and fuel cells must be carried out by the research institutes to

be ensured as per its application as fuel for the IC engine / fuel cell

based vehicles.

c. Opportunities to use hydrogen produced in Oil Refineries and Chlor-

Alkali plants may be explored. Inter-ministerial group may be formed to

expedite the supply of hydrogen from refineries for different hydrogen

applications.

d. The delivered cost of hydrogen through steel cylinders at 200 bar is too

high. It is therefore required to have alternate means of transportation

of hydrogen like compressed hydrogen tube trailer or cryogenic liquid

hydrogen trailer. The fuel cell buses use composite cylinders for storing

hydrogen on-board at 350 bars. These cylinders are not manufactured

in the country. Efforts should be made to have indigenous production of

these cylinders.

64

e. The composite cylinders, which are imported, can withstand up to 350

bar pressure, but the valve deployed on the cylinder is Indian and can

withstand only up to 200 bar pressure. In case of cylinder and valve are

imported and have test certificate up to 350 bars, the same shall be

allowed in our country.

f. Research activities on pipeline to be undertaken for examining the long

term efficacy of hydrogen transportation through pipelines and the

utilization of existing pipeline network.

g. Adequate establishment of test facilities for cylinders and other

components of the hydrogen fuelled vehicles in any Government /

autonomous institutions to for timely testing and certification of the

vehicles.

h. Creation of following test facility for certification of the hydrogen fuelled

vehicles (like passenger cars and light duty vehicles, motorcycles and

heavy duty vehicles (on/off road)) and their components.

i. The institutions like, ARAI, and MNRE / IOC R&D’s proposed CoE for

Hydrogen & Fuel Cells to provide support by creating testing and

certification facilities for components, sub-systems and systems.

E. Intellectual Property Rights, Public Private Partnership, Safety,

Standards, Awareness and Human Resource

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.

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

65

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

counsels, and school students.

F. Identified Prioritised Mission Mode Projects

The following seven prioritized Mission Mode Projects were identified

out of sixteen (recommended in the reports of the five Sub-Committees on

various aspects of Hydrogen Energy and Fuel Cells) Mission Mode Projects:

(i) Demonstration of H-CNG fueled buses in select cities: For

implementation of this project infrastructure need to be created for

catalytic reformation of natural gas to H-CNG (18% hydrogen by

volume) with capacity of about 5000 kg H-CNG/day in selected Depots

of Delhi Transport Corporation (DTC), Delhi for the use in buses and

suitable capacity for the production of H-CNG at suitable locations in

Pune for refueling of 3-Whelers.

(ii) Demonstration of 10 hydrogen fueled mini-buses based on IC engine

technology along with setting up hydrogen production-cum-dispensing

facilities at a suitable locations and development of six cylinder

hydrogen fueled IC engine, preferably with direct injection of fuel into

the cylinder.

(iii) Development and demonstration of 5 kW and 25 kW capacity HT- & LT-

PEM fuel cell systems and planar solid oxide fuel cell systems and their

applications for stationary power generation and transportation sectors.

(iv) Development and demonstration of Type-III composite cylinders for on-

board storage of hydrogen at pressures up to 350 bar in vehicles and

high strength steel cylinders for high pressure hydrogen storage on the

ground (for stationary use).

(v) Augmentation of the Testing and Certification facilities for H-CNG and

hydrogen fueled vehicles at the existing centre / centres of automobile

testing.

(vi) Demonstration of hydrogen fueled 3-wheelers/auto (based on IC engine

technology) using metal hydride establishment of production of metal

hydride and its cartridge and cartridge recharging facility.

(vii) Solar / wind energy based electrolyser for production of hydrogen and

oxygen for cryogenic rocket propulsion by the Indian Space Research

Organization (ISRO) and other organizations.

Note: A report on these projects is under preparation with the Team of

Experts.

66

Annexure - I

I. Sub-Committee on Research, Development &

Demonstration for Hydrogen Energy and Fuel Cells

1. Prof. S. N. Upadhyay, Former Director, Indian Institute of Technology

(Banaras Hindu University) and Retired Professor and currently, DAE-Raja

Ramanna Fellow, Department of Chemical Engineering, Institute of

Technology (Banaras Hindu University), Varanasi- Chairman

2. Ms. Varsha Joshi, Joint Secretary, MNRE

3. Dr. Sanjay Bajpai, Scientist ‘F’, Representative of Department of Science

and Technology, Ministry of Science and Technology, New Delhi

4. Dr. Ashish Lele, Representative of CSIR-National Chemical Laboratory,

Pune

5. Dr. S. Aravamuthan, Scientist/Engineer ‘H’ & Deputy Director,

Representative of Vikram Sarabhai Space Centre, Indian Space

Research Organization, Thiruvanthapuram

6. Shri A. Srinivas Rao, SO/G, Chemical Technology Division,

Representative of Bhabha Atomic Research Centre, Mumbai

7. Dr. K. S. Dhathathreyan, Head, Centre for Fuel Cell Technology,

Chennai

8. Prof. O.N. Srivastava, Retired &Emeritus Professor, Department of

Physics, Banaras Hindu University, Varanasi

9. Prof. B. Viswanathan, Retired &Emeritus Professor, National Center of

Catalysis Research, Department of Chemistry, Indian Institute of

Technology, Madras, Chennai

10. Prof. Debabrata Das, Department of Biotechnology, Indian Institute of

Technology, Kharagpur

11. Prof. L. M. Das, Retired (on 30.06.2014) & Emeritus Professor, Centre

for Energy Studies, Indian Institute of Technology, Delhi

12. Executive Director, Centre for High Technology, Noida

13. Dr. P. K. Tiwari, Head, Desalination Division, BhabhaAtomic Research

Centre- Representative of Principal Scientific Adviser to Govt. of India

(Retired on 31.01.2015 and currently Raja Ramanna Fellow at Professor

HomiBhabha National Institute, Mumbai)

14. Shri Nitin R. Gokarn, CEO, NATRIP, New Delhi (Repatriated to his

parent Office) / Shri Neeraj Kumar, Director-Representative of Ministry of

Heavy Industries & Public Enterprises, Govt. of India, New Delhi

Note: Since the Sub-Committees on different aspects (Fuel Cells, Hydrogen

Storage & Other Applications of Hydrogen Energy and Transportation) of

hydrogen energy and fuel cells, covered activities relating to Research,

Development & Demonstration (RD&D) in their respective areas, the Sub-

67

Committee on Research, Development & Demonstration (RD&D) focused

only on hydrogen production.

Terms of Reference

1. To review national and international status of Research & Development,

Technology Development and Demonstration with a view to identify the

gap.

2. To suggest the strategy to bridge the identified gaps and the time frame

for the same.

3. To assess R & D infrastructure in the country.

4. To identify projects and prioritize them for support with the result oriented

targets.

5. To identify institutes to be supported for augmenting R&D facilities

including setting-up of Centre(s) of Excellence and suggest specific

support to be provided.

6. To suggest strategy for undertaking collaborative R & D among leading

Indian academic institutions and research organizations and also with

international organizations.

7. To examine setting-up of a National Hydrogen Energy and Fuel Cell

Centre as an apex facility.

8. 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.

9. To identify the technologies, which can be adopted for applications with

time line?

10. To re-visit National Hydrogen Energy Road Map with reference to

Research, Development & Demonstration and Technology Development

activities

II. Sub-Committee on Fuel Cell Development

1. Dr. H. S.Maiti, Retired Director, CSIR - Central Glass and Ceramic

Research Institute, Kolkata and Currently, INAE Distinguished Professor,

Government College of Engineering and Ceramic Technology, Kolkata –

Chairman

2. Representative of MNRE - Ms. Varsha Joshi, Joint Secretary

3. Representative of BARC - Dr. Deep Prakash, SO/G, Energy Conversion

Materials Section

4. Representative of BHEL-Shri M.R. Pawar, AGM (FCR), Corporate BHEL

R&D, Hyderabad

5. Representative of DRDO – Dr. R. S. Hastak, Outstanding Scientist and

Director, Naval Materials Research Laboratory (NMRL), Amarnath

68

6. Representative of CSIR - Dr. Ashish Lele, NCL, Pune

7. Dr. K. S. Dhathathreyan, CFCT, Chennai

8. Shri Shailendra Sharma, Retired General Manager, BHEL Corporate

R&D, Hyderabad and currently, Project Director, Non Material

Technology Development Centre, Hyderabad

9. Dr. K. Vijaymohanan, Director, Central Electro-Chemical Research

Institute, Karaikudi

10. Prof. S. Basu, Department of Chemical Engineering, Indian Institute of

Technology, Delhi

11. Dr. R. N. Basu, Chief Scientist and Head, Fuel Cell and Battery Division,

CSIR-Centrel Glass and Ceramic Research Institute, Kolkata

12. Representative of Tata Group (Tata Chemicals) - Dr. Rajiv Kumar, Chief

Scientist

13. Representative of IOCL R&D Faridabad - Shri Alok Sharma, Deputy

General Manager, (Alternate Energy),

14. Representative of Confederation of Industry Industry - Dr. R. R. Sonde,

Executive Vice President, Thermax India Ltd., Pune

Terms of Reference

1. To specify different kinds of fuel cell systems with technical parameters

relevant for various applications in India.

2. To review R & D status of fuel cell technologies in the country and to

identify the gap with reference to the international status.

3. To suggest strategy to fill-up the gaps and quickly develop in-house

technologies with involvement of industries or acquiring technologies

from abroad.

4. To identify applications for demonstration of technologies developed

globally under Indian field conditions and suggest policy measures for

deployment of such technologies in the country.

5. To identify institutes to be supported for augmenting infrastructure for

development and testing of fuel cells including setting-up of Centre(s) of

Excellence and suggest specific support to be provided.

6. To suggest strategy for undertaking collaborative projects among leading

Indian academic institutions, research organizations and industry in the

area of fuel cells.

7. To re-visit National Hydrogen Energy Road Map with reference to fuel

cell technologies.

69

III Sub-Committee on Transportation through Hydrogen

Fuelled Vehicles

1. Dr. R. K. Malhotra, Chairman &Director, IOCL R&D, Faridabad (Retired

on 30.06.2014) and Currently, Director General, Petroleum Federation of

India, New Delhi – Chairman

2. Representative of MNRE –Ms. Varsha Joshi, Joint Secretary, MNRE

3. Shri K. K. Gandhi, Executive Director (Technical), Society of Indian

Automotive Manufacturers (SIAM), New Delhi

4. Representative of Ministry of Petroleum & Natural Gas - Dr. R K

Malhotra, Chairman & Director, IOCL R&D Faridabad

5. Representative of Indian Space Research Organization (ISRO) – Dr. S.

Aravamuthan, Scientist / Engineer ‘H’ & Deputy Director, Vikram

Sarabhai Space Centre, Thiruvanthapuram

6. Representative of Automotive Research Association of India, Pune - Dr.

S. S. Thipse, Deputy Director

7. Dr. Mathew Abraham, Sr. General Manager, Alternative Fuel

Technology, Mahindra & Mahindra, Chennai

8. Representative of Tata Motors - Dr. Raja Munusamy, Assistant General

Manager, Engineering Research Centre, Tata Motors Ltd., Pune

9. Prof. A. Ramesh, Department of Mechanical Engineering, IIT Madras,

Chennai

10. Representative of Petroleum Explosives & Safety Organization, Nagpur -

Shri D.K. Gupta, Joint Chief Controller of Explosives

11. Representative of Defence Research & Development Organization

(DRDO) – Dr. R.S. Hastak, Outstanding Scientist and Director, Naval

Materials Research Laboratory (NMRL),Amarnath

12. Representative of Ministry of Heavy Industry – Shri Neeraj Kumar,

Director / Shri Vikram Gulati, Director (Operations), NATRIP, New Delhi

(Repatriated to his parent Office)

13. Representative of Gujarat State Petroleum Corporation (GSPC),

Gandhinagar – Shri P.P.G.Sarma, Chief Executive Officer

14. Representative of Department of Scientific & Industrial Research (DSIR)

- Dr. Hari Om Yadav, Scientist, Planning and Performance Division,

DSIR, New Delhi

15. Representatives of SIAM – Shri Jaishankar& Shri SudeepDalvi, Toyota

Kirloskar Motor Pvt. Ltd. & Shri M. Ravi, Ashok Leyland

II. Terms of Reference

B. To assess national and international technological status in the area of

internal combustion engine and fuel cell based transport applications.

70

C. To specify the technologies to be developed within the country for niche

transport applications and strategy to be adopted for the same.

D. To identify gaps and suggest strategy to fill-up the gaps and quickly

develop in-house technologies with involvement of industries or acquiring

technologies from abroad.

E. To suggest demonstration projects to be taken up with industry and

infrastructure development required to be created for such projects.

F. To identify different stakeholders for implementation of such projects.

G. To examine regulatory issues related to transport sector such as

notifying hydrogen / hydrogen blended fuel as automotive fuels, on-board

storage of such fuels, use of composite cylinders for storage of fuels as

per international practices, type approval of vehicles using such fuels,

setting-up of refueling stations of such fuels etc.

H. To identify institutes to be supported for augmenting infrastructure for

development and testing of hydrogen / hydrogen blends fuelled vehicles

including setting-up of Centre(s) of Excellence and suggest specific

support to be provided.

I. To suggest strategy for undertaking collaborative projects among leading

Indian academic institutions, research organizations and industry in the

area of hydrogen fuelled vehicles.

J. To re-visit National Hydrogen Energy Road Map with reference to

transport sector.

IV Sub- Committee on Hydrogen Storage and other

Applications

1. Dr. S. Srinivasamurthy, Retired & Emeritus Professsor, Mechanical

Engineering Indian Institute of Technology Madras, Chennai and

currently,Visiting Professor, Interdisciplinary Center for Energy

Research, Indian Institute of Science, Bangalore - Chairman

2. Representative of MNRE – Ms. Varsha Joshi, Joint Secretary

3. Dr. O. N. Srivastava, Retired &Emeritus Professor, Department of

Physics, Banaras Hindu University, Varanasi

4. Dr. L. M. Das,, Centre for Energy Studies, Indian Institute of Technology,

Delhi (Retired on 30.06.2014 & Currently, Emeritus Professor at Centre

for Energy Studies, IIT Delhi)

5. Dr. B. Viswanathan, Retired &Emeritus Professor, National Center of

Catalysis Research, Department of Chemistry, IIT Madras, Chennai

6. Representative of ISRO – Dr. S. Aravamuthan, Sci. Engr. ‘H’ & Deputy

Director, Vikram Sarabhai Space Centre, Thiruvanthapuram

7. Representative of DRDO - Shri R.S. Hastak, Outstanding Scientist and

Director, Naval Materials Research Laboratory (NMRL), Ambernath

71

8. Dr. P. K. Tiwari (In-position as Head, Desalination Division &Retired

later), Bhabha Atomic Research Centre, Mumbai

9. Representative from CII - Dr. R. R. Sonde, Executive Vice President,

Thermax India Limited, Pune

10. Dr. K. Balasubramanian, Director, Non-Ferrous Technology

Development Centre, Hyderabad

11. Dr. Rajesh Biniwale, Principal Scientist, Environmental Materials Unit,

CSIR-National Environment & Energy Research Institute, Nagpur

12. Dr. V. Shrinet, Electrical Research Development Association, Vadodara

13. Dr. R. Ramamurthi, Former Deputy Director, Liquid Propulsion Systems

Centre, Indian Space Research OrganizationandVisiting Professor,

Indian Institute of Technology, Madras, Chennai

14. Shri S. B. Menon, Scientific Officer ‘G’,, Chemical Technology Division,

Bhabha Atomic Research Centre, Mumbai

15. Representative of DSIR - Dr. Hari Om Yadav, Scientist, Planning and

Performance Division, DSIR, New Delhi

Terms of Reference

1. To identify other applications of hydrogen and fuel cell technologies

suitable for Indian conditions and suggest technologies relevant for such

applications with their specifications.

2. To identify gaps in technology at national level compared to international

status of the technologies and to suggest strategy for bridging the gaps

quickly by developing in-house technologies with involvement of

industries or acquiring technologies from abroad.

3. To review national and international status of hydrogen storage methods

and suggest suitable strategies for on-board as well as stationary

hydrogen storage for Indian conditions.

4. To identify technological constraints in developing suitable hydrogen

storage materials to store adequate amount of on-board hydrogen for a

given range of travel and accordingly suggest RD&D projects to be

supported.

5. To identify institutes to be supported for augmenting infrastructure for

development and testing of hydrogen storage materials / systems / other

applications of hydrogen including setting-up of Centre(s) of Excellence

and suggest specific support to be provided.

6. To provide recommendations for promoting use of surplus hydrogen for

supplying back-up power to telecom towers and for captive power

generation.

72

7. To examine use of light weight composite for on-board hydrogen / CNG

storage and suggest the strategy to be adopted for indigenous

production of such cylinders.

8. To re-visit National Hydrogen Energy Road Map with reference to other

applications of hydrogen including storage.

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

Awareness and HRD

1. Mrs. Rashmi. H. Urdhwareshe, Director, ARAI, Pune - Chairman

2. Representative of MNRE - Ms. Varsha Joshi, Joint Secretary

3. Representative of Ministry of Road Transport and Highways – Ms. Iren

Cherian, Deputy Secretary (Motor Vehicle Legislation)

4. Representative of Ministry of Petroleum and Natural Gas – ShriAlok

Sharma, Deputy General Manager (Alternate Energy), IOCL R&D

Centre, Faridabad

5. Representative of Ministry of Heavy Industry – Shri. Niraj Kumar Director

(Automobile)

6. Representative of DSIR – Dr. Hari Om Yadav, Scientist, Planning and

Performance Division

7. Dr. B. Basu, Executive Director, IOCL R&D, Faridabad – represented by

Shri Alok Sharma, Deputy General Manager (Alternate Energy) after his

retirement

8. Prof. Debbrata Das, Department of Biotechnology, Indian Institute of

Technology, Kharakpur

9. Representatives of Bureau of Indian Standards – Shri T.V. Singh

Scientist ‘F’. Renga Rajan, Scientist ‘E’ and Shri Chandan Gupta,

Scientist ‘B’, Mechanical Engineering Department, Bureau of Indian

Standards, New Delhi

10. Representative of Confederation of Indian Industry – Dr. R.R. Sonde,

Executive Vice President, Thermax India.

11. Representatives of Society of Indian Automobile manufacturers - Shri

Jaishankar, Toyota Kirloskar Motors Limited, Shri. M. Ravi, Ashok

Leyland & Mr. Saurabh Rohilla, SIAM

12. Representative of ISRO – Dr. S. Aravamuthan, Deputy Director, Vikram

Sarabhai Space Centre.

13. Representative of PESO – Dr. S. Kamal, Chief Controller of Explosives,

PESO

14. Executive Director, Centre for High Technology, Noida

15. Shri. Ravi Subramaniam / Shri Piyush Katakwar, Air Products

16. Dr. Sukrut .S. Thipse, Deputy Director, ARAI

73

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.

Composition of Team of Experts

i) Dr. N. Vedachalam, ISRO Honorary Distinguished Professor, Vikram

Sarabhai Space Centre, Trivandrum

ii) Dr. Narayana Moorthi, Former Director, Launch Vehicles Programme

Office (WPC), ISRO, Yeshwanthpur, Bengaluru

iii) Dr. Vidya S. Batra, Adjunct Faculty, Department of Energy and

Environment, The Energy and Resources Institute, New Delhi

iv) Prof. B. Viswanathan, Emeritus Professor, National Centre of Catalysis

Research, Dept. of Chemistry, Indian Institute of Technology Madras, Chennai

Terms of Reference

i) Review of Reports of Sub-Committees on various aspects of hydrogen

energy and fuel cells and mapping out interrelated points from the

reports of Sub-Committee

74

ii) Finalization of the draft report on ‘Hydrogen Energy and Fuel Cells – A

Way Forward’.

iii) Projectisation of a few themes (for a period upto 2022) arising out of

the study report, which will draw upon the inputs from the reports of

different Sub-Committees for inclusion in the Report of the Steering

Committee. The projects could focus on areas like development of fuel

cells for specific applications, hydrogen energy driven transportation

systems and other two or three areas, in consultation with both the

Ministry and the Chairpersons of the Sub-Committees would identify.

iv) Projectisation of a few themes as mentioned in the aforesaid points,

which may give concrete outcome by 2017.

v) The specific project proposals would include the technical elements,

financial aspects (including year-wise), schedules, human resources,

institutional & organizational systems and any other related matters.

75

Annexure - II

Details of Meetings of Steering Committee on Hydrogen

Energy and Fuel Cells and its Sub-Committees

Sl.

No.

Steering / Sub-

Committees on

Chairman of Steering

Committee &Sub-

Committees

Dates of

Meetings

1 Hydrogen

Energy and Fuel

Cells

Dr. K. Kasturirangan

Former Member (Science),

Planning Commission, Govt.

of India and currently at

Raman Research Institute,

Bengaluru

18.06.2012 (1st )

11.06.2014 (2nd )

26.03.2015 (3rd )

10.07.2015 (4th )

11.08.2015 (5th )

2 Meeting of Chairpersons,

Sub-Committees

11.09.2015 (1st) *

16.12.2015 (2nd)

18.01.2016 (3rd) *

Meeting with Team of Experts 18 & 19.04.2016*

11 to 15.05.2016

3 Research,

Development &

Demonstration

(Hydrogen

Production)

Prof. S.N. Upadhyay

Ex-Director, Institute of

Technology, BHU and

currently DAE – Raja

Ramanna Fellow in IIT (BHU),

Varanasi

9.12.2013 (1st )

03.03.2014 (2nd )

For Thrust Areas

18.11.2014 (3rd )

4

Fuel Cell

Development

Prof. H.S. Maiti

Retired Director, Central

Glass and Ceramic Research

Institute, Kolkata and

currently, INAE Distinguished

Professor, Govt. College of

Engineering and Ceramic

Technology, Kolkata

29.11.2012 (1st )

02.09.2013 (2nd )

26.02.2014 (3rd )

For SOFC &

Thrust Areas

02.09.2014

Fuel Cell Experts

Group

76

22.05.2015 (4th )

5 Transportation Dr. R.K. Malhotra

Retired Director & Chairman,

IOCL R&D Centre, Faridabad,

Haryana

26.08.2013 (1st )

13.09.2013 (2nd )

24.09.2014 (3rd )

29.05.2015 (4th )

6 Other

Applications

Dr. S. Srinivasa Murthy

Professor (Retired), Indian

Institute of Technology,

Madras, & currently Visiting

Professor , Indian Institute of

Sciences, Bangalore

28.10.2013 (1st )

03.07.2015 (2nd )

22.07.2015*

7 IPR, Public

Private

Partnership,

Safety,

Standards,

Awareness &

HRD

Mrs. Rashmi Urdhwareshe,

Director,

Automotive Research

Association of India, Pune

16.12.2013 (1st )

31.10.2014 (2nd )

8 Meeting with Stakeholders of

Mission Mode Project on H-

CNG fueled buses in Pune at

ARAI, Pune

20.05.2016

9 Meeting with Stakeholders of

Mission Mode Project on

Hydrogen fueled 3-Wheelers

with solid hydride storage at

B.H.U. Varanasi

30.06.2016

10 Meeting with Stakeholders of

Mission Mode Project on H-

CNG fueled buses in PMPML

office, Pune

08.06.2016

* Under the Chairmanship of Dr. K. Kasturirangan, at Raman Research

Institute, Bangalore

77

Annexure - III

Carbon Dioxide Emissions by various Countries

The following are the 2014 annual CO2 emissions estimates (in thousands of

CO2 tonnes) along with emissions per capita (in tonnes of CO2 per year) from same

source of various countries. The data only considers carbon dioxide emissions from

the burning of fossil fuels and cement manufacture, but not emissions from land use,

land-use change, and forestry. Emissions from international shipping or bunker fuels

are also not included in national figures, which can make a huge difference for small

countries with important ports. The top 10 largest emitter countries account for 68.2%

of the world total. Other powerful, more potent greenhouse gases are not included in

this data, including methane.

Country CO2 emissions (kt) Emission per capita (t)

Australia 409,000 17.3

Saudi Arabia 494,000 16.8

United States 5,334,000 16.5

Canada 565,000 15.9

Russia 1,766,000 12.4

South Korea 610,000 12.3

Japan 1,278,000 10.1

Germany 767,000 9.3

Iran 618,000 7.9

Poland 298,000 7.8

China 10,540,000 7.6

South Africa 392,000 7.4

European Union 3,415,000 6.7

U. Kingdom 415,000 6.5

Italy 337,000 5.5

France 323,000 5.0

Turkey 353,000 4.7

Mexico 456,000 3.7

Brazil 501,000 2.5

India 2,341,000 1.8

Indonesia 452,000 1.8

World 35,669,000 -

International Shipping 624,000 -

International Aviation 492,000 -