In the last 12 months ... California passed a law mandating 100% carbon-free electricity by 2045; then its governor announced that the state's entire energy system - not just its electricity - would be carbon-neutral by 2045. The Hydrogen Council announced its "goal of decarbonizing 100% of hydrogen fuel used in transport by 2030." The International Maritime Organization set targets for the global shipping sector to “reduce the total annual GHG emissions by at least 50% by 2050,” and completely “phase them out, as soon as possible in this century,” and these targets were swiftly endorsed by the International Chamber of Shipping. Regulators and self-regulating organizations around the world are enforcing systemic decarbonization and accelerating the transition to a hydrogen economy.

September 10–14 gave us five remarkable events both evidencing and advancing the rise of hydrogen in transportation and energy. Any one of them would have made it a significant week; together they make a sea change.

The U.S. Department of Energy H2@Scale program’s November 2017 workshop in California included mention of ammonia as a constituent of a future hydrogen economy. It also highlighted the relevance ammonia energy could have in California. California stands out globally as a large economy that is strongly committed to development of a hydrogen economy. The state’s strategy for hydrogen-powered transportation involves reducing the production cost of renewable hydrogen and the capital and operating costs of hydrogen fueling stations. It does not explicitly address the cost of intermediate hydrogen logistics. The question of cost is of utmost importance because California has so far put $120 million of public funds into hydrogen fueling stations and intends to invest an additional $20 million per year through 2022. The state’s aspiration is to move to a point where hydrogen that is used as a motor fuel is free of public subsidy. So it clearly behooves the state to investigate how ammonia could be used as a cost-reducing energy carrier. Toyota is active in California’s hydrogen movement and has announced plans to build a renewable hydrogen plant that will use cow manure as a feedstock. A project with a different conception, one that draws upon the solar and wind resources of the Mojave Desert to produce renewable hydrogen and logistically advantaged ammonia, would align better with the state’s sustainability objectives.

A presentation on the steps needed to start the process of developing an ASTM specification for Ammonia when used as a motor vehicle fuel. What does standard consist of? Minimum quality, harmful contaminants, storage, handling, and safety concerns. The need to indentify or develop standardized test methods. The need for participation by producers (production & distribution), users (OEM’s), general interest groups (government, testing labs), and consumers (fleet owners). Appropriate committee: ASTM, SAE or ISO. Timeframe and hurdles. Volunteers to form an exploratory committee. Discussions? Plans to update the group at the 2015 NH3 Fuel Conference.

California Law requires: — All motor vehicle fuel must have a consensus organization fuel quality standard. In absence of such a standard, a user may obtain a “Developmental Engine Fuel Variance” for the purpose of developing a consensus organization standard. — Devices that measure for purposes of charging are type approved for product delivered and sealed by a Weights and Measure official. — Fuel dispensers are labeled in accordance to State and Federal requirements. — Unit of sale be in dollars per gallon or liter. The author provides an overview of these areas and information on how to obtain a…