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1、 2022 Vertical Flight Society H2-Aero Team Jesse Schneider,Chair December 20222022 Multimodal Hydrogen Airport Hub Multimodal H2-Airport Hub 1|Page H2-Aero Team Whitepaper Dec.2022 Table of Contents Foreword.2 1.Goal and Scope.4 1A.Structure.4 2.Status and Background.5 3.Hydrogen Policy.8 3A.Enablin

2、g Policy and Regulation.9 3B.Federal Policy.10 3C.State and Local Policy.11 3D.Industry Collaboration.11 3E.VFS H2-Aero Team Recommended Policy Measures.12 4.Codes and Standards Status and Gaps.13 4A.Key Airport Fuel and Operations Standards and Regulations.13 4B.Ground Vehicle Hydrogen Standards.14

3、 4C.Aircraft Hydrogen and Fuel Cell Standards.15 4D.Gaps in Aircraft Fueling Standards.16 5.Hydrogen Safety.17 5A.General Description of Hydrogen Storage Systems and Safety.17 5B.Storage and Fuel Cell Safety.18 6.H2-Aero Fuel Matrix.21 6A.Use Case Class vs.H2 Storage Type.21 6B.Hydrogen Fuel Capacit

4、y vs.Size of Aircraft.21 7.H2-Airport Demo:Public-Private Partnership and Sandbox.24 7A.H2-Airport Public-Private Partnership.24 7B.Key Outcomes to an H2-Aero Public-Private Partnership.25 7C.“Sandbox”Testing Environment.26 8.Multimodal H2-Airport Hub(Ecosystem).28 8A.H2 Airport Ecosystem Overview.2

5、9 8B.Airport Hydrogen Supply Scenarios.31 9.Conclusion.34 References.35 Abbreviations.36 Title page illustration courtesy of ZEV Station.Multimodal H2-Airport Hub 2|Page H2-Aero Team Whitepaper Dec.2022 Foreword Aircraft emissions equate to approximately 10%of US transportation greenhouse gas emissi

6、ons and 3%of overall.By 2050,it is expected that commercial aircraft emissions could increase to over 22%+of the worlds total CO2 emissions1!Since the average aircraft life is 30 years,it hastens the need to replace fossil fuels and their propulsion sooner than later.To abate this impending reality,

7、the Vertical Flight Societys(VFS)H2-Aero Team aim is to help decarbonize aviation using zero emission propulsion(e.g.,fuel cell)fueled by carbon-free hydrogen.Though sustainable aviation fuels(SAF)are starting to be established as a“drop in fuel”for replacing conventional kerosene,there are many fac

8、tors indicating that hydrogen is an advantageous follow-on and will be needed in the mix to achieve net zero for hydrogen aerospace.The H2-Aero Team was formed in 2022 with the goal to decarbonize aviation with carbon-free hydrogen,as a follow on to SAF.The goal of this whitepaper,“Multimodal H2-Air

9、port Hub,”is to create a repeatable hydrogen hub for the airport,first with a ground vehicle fueling station,and later expanding to an airport-based hub supplying multiple modes of transportation.This whitepaper establishes a blueprint towards creating hydrogen aircraft and fueling demonstrations an

10、d proposes creating a public-private partnership to enable demonstrations.The objective is to further prove out the technology and develop confidence in scaling hydrogen hubs at airports.Below is a concept illustration of the H2-Aero Teams vision for a renewable hydrogen hub at airports,from product

11、ion to dispensing of both gaseous and liquid hydrogen and accommodating both modes of aircraft and ground transportation.Hydrogen storage is also exemplified as needed for fueling and onsite reserve.Thank you to the whole VFS H2-Aero Team to help create this document.Thank you to the Fuel Cell Hydro

12、gen Energy Association for their insightful trade association input.In addition,thank you to the National Renewable Energy Laboratory for their valuable perspective and analysis on hydrogen in transportation2.Jesse Schneider Chair,VFS H2-Aero Team Figure 1:H2-Aero Vision of a Multimodal Hydrogen Air

13、port Hub(courtesy of ZEV Station).1 https:/www.weforum.org/agenda/2021/09/aviation-flight-path-to-net-zero-future/2 This does not imply an endorsement of a specific policy or technology recommendation from NREL.Multimodal H2-Airport Hub 3|Page H2-Aero Team Whitepaper Dec.2022 Table 1:H2-Aero Team ch

14、apter leads and co-leads.Chapter Lead Co-Lead 1)Goal and Scope Joe Rainville(Bell Textron)Jesse Schneider(ZEV Station)2)Status,Background Helen Leadbetter(Consultant)Liviu Cosacescu(ZEV Station),Monterey Gardiner(LTA Research)3)Hydrogen Policy Todd Solomon(ZeroAvia)John Scott,John Piasecki(Piasecki)

15、,Hank Krakowski(NEXA Capital Partners)4)Codes and Standards Status and Gaps Griffin Valentich(Shell)Jesse Schneider(ZEV Station),Reid Larson(Chart Industries)5)Hydrogen Safety Liviu Cosacescu(ZEV Station)Monterey Gardiner(LTA Research)6)H2-Aero Fuel Matrix H2-Aero Fuel and Aircraft Subteams Amanda S

16、impson(Airbus),Joe Rainville(Bell Textron),Liviu Cosacescu(ZEV Station),Monterey Gardiner(LTA Research),A Chatterjee(ZeroAvia),Reid Larson(Chart Industries),Charlie Myers(Massachusetts Hydrogen Coalition),Jesse Schneider(ZEV Station)7)H2-Airport Demonstration,Public-Private Partnership and Sandbox H

17、elen Leadbetter(Consultant)A Chatterjee(ZeroAvia),Joe Rainville(Bell),Reid Larson(Chart Ind.),Charlie Myers(Mass.H2)8)Multimodal H2 Airport Hub:Ecosystem Jesse Schneider(ZEV Station)Griffin Valentich(Shell),Monterey Gardiner(LTA Research),Joe Rainville(Bell Textron),Reid Larson(Chart Ind.),Liviu Cos

18、acescu(ZEV Station),Arnab Chatterjee(ZeroAvia)9)Conclusion Jesse Schneider(ZEV Station)Joe Rainville(Bell Textron)Multimodal H2-Airport Hub 4|Page H2-Aero Team Whitepaper Dec.2022 1.Goal and Scope The H2-Aero whitepaper aims to inform and align industry,government,and academia to start developing a

19、collaborative effort for hydrogen-powered aircraft to help decarbonize aerospace.This could happen in stages with initial small-scale demonstrations,followed by larger hydrogen hubs as the market and demand evolves.H2-Aero proposes creation of a hydrogen-enabled airport for multimodal hydrogen ecosy

20、stem using economies of scale to support of three areas of transportation:aircraft,ground support vehicles and adjacent ground vehicle airport uses(such as highway traffic,heavy duty vehicles,rental cars,etc.).The joint Hydrogen and Aircraft Teams(from H2-Aero)propose a demonstration of the near-ter

21、m airport fueling hydrogen-powered aircraft.Such a demonstration would partner industry,government,standards organizations,and academia in an effort to develop meaningful data toward establishing a safe,replicable model for a hydrogen-enabled airport.This would be an opportunity to create a public-p

22、rivate partnership towards collective goals for the hydrogen airport hub.Standards must be developed for hydrogen-fueled aircraft,and a real-world demonstration of hydrogen-aircraft fueling is needed to support development of the hydrogen-enabled airport ecosystem.The whitepaper establishes a baseli

23、ne status of Codes&Standards,analyze the gaps,and recommend actions needed to close them.The whitepaper proposes gaining consensus and agreement on safety,developing common fueling infrastructure,interfaces,storage technology and scalability of hydrogen solutions in aerospace.This whitepaper takes t

24、he first step at harmonizing and aligning onboard aircraft hydrogen storage by type,quantity and acceptable fill times.The list below highlights the main points of the whitepaper:Establish a baseline for hydrogen aerospace and propose methods toward commercialization.Give policy status and recommend

25、ations.Provide a background in codes,standards and regulations,making recommendations for gaps.Harmonization of aircraft hydrogen storage and fuel size(H2-Aero Storage Matrix).Support the development of viable H2-Aircraft and demonstration of aircraft and airport ecosystem.Create a framework for a p

26、ublic-private partnership to further H2 aerospace and airport standards.Establish basic elements for airports and industry members for a“Multimodal H2-Airport Hub.”1A.Structure This whitepaper for the Multimodal H2-Airport Hub is authored by a team consisting of aircraft manufacturers,hydrogen provi

27、ders,regulation authorities and standards representatives from the US and around the world.The following are the key H2-Aero whitepaper outcomes:Industry roadmap to H2 demonstration and airport H2 hubs(whitepaper).Overview of key codes and standards(C&S)and identification of gaps.Outline for H2 demo

28、nstrations required to support and accelerate hydrogen adoption at airports.Framework for a H2 hub using the example of small regional airport.Multimodal H2-Airport Hub 5|Page H2-Aero Team Whitepaper Dec.2022 2.Status and Background Hydrogen is present in hydrocarbons(fossil fuels)and when combusted

29、 has different types of exhaust emissions such as volatile organic compounds,particulate matter,and metals formed,as well as greenhouse gas emissions and contrails.When used in a fuel-cell configuration,hydrogen-electric aviation produces only water vapor.Hydrogen combustion is free of carbon emissi

30、ons,but Nitrogen Oxides(NOx)and potentially some unburned hydrogen in the exhaust and contrails continue to exist.Hydrogen offers several benefits to aviation fuel.However,the storage density of gaseous hydrogen due to its properties is less,whereas liquid hydrogen offers comparable energy storage d

31、ensity.Hydrogen is the widest used industrial gas in the world.The largest use in the US is to refine gasoline.Safe use of hydrogen has been demonstrated by the National Aeronautics and Space Administration(NASA)and industrial gas companies for over 50 years.Hydrogen is now widely used for fuel cell

32、 forklift applications across North America and buses in transit applications;and it is beginning to be used in the light duty and heavy-duty sector.There are also over 50 hydrogen stations,mainly in California,for light duty fueling,a figure projected to expand to over 1,000 in the next 10 years3.W

33、hile aircraft powered by hydrogen and fuel cells are at an early stage,hydrogen fuel cell ground vehicles have been engineered to the highest safety standards developed by SAE,GTR,ISO and other standards bodies.The hydrogen fueling stations also have several codes and standards including ASTM,CSA,IS

34、O and NFPA,among others.Fuel cell passenger cars and buses are in service around the world transporting passengers safely since the late 1990s.In addition,hydrogen stations have a proven safety track record even in extreme climate environments and based on established codes,standards and risk analys

35、is.It is important for aerospace to build upon the collective body of work already carried out for hydrogen for the automotive industry.Though it is often perceived as an issue,the amount of water used in the production of hydrogen approximately 10 L/kg is significantly less than that used in the pr

36、oduction of conventional jet fuel or rainfed biomass-derived SAF(via Fisher-Tropsch).The lifecycle freshwater consumption is up to 0.217 Lwater/MJ for jet fuel and 0.523 Lwater/MJ for SAF respectively,while hydrogen has uses 0.1174 Lwater/MJ.This means that hydrogen consumes around two times less wa

37、ter than jet fuel and around four times less water than biomass derived SAF.In addition to freshwater,it is possible to produce hydrogen from desalinated water and wastewater with the opportunity to purify more of this water for drinking water.In fact,a recent study for the hydrogen hub water needs

38、Southern California5 indicated the supply far exceeds hub demands.The graph below shows hydrogen water demand where the wastewater supply far exceeds the future hydrogen hub demands.3 https:/cafcp.org/sites/default/files/CAFCR.pdf 4 https:/dspace.mit.edu/handle/1721.1/81130 5 https:/www.ghcoalition.

39、org/hybuild-la Multimodal H2-Airport Hub 6|Page H2-Aero Team Whitepaper Dec.2022 Figure 2:Potential water sources vs.usage and H2 demand(courtesy of PNNL).Sustainable aviation fuels offer a near-term drop-in option to help reduce the carbon intensity of aircraft fuel using supply chains similar to t

40、hose for jet fuel,but,in addition to relative water consumption,hydrogen offer further advantages,particularly when used in fuel-cells.SAFs,either produced by bio or e-fuel methods,cannot abate all emissions such as NOx and contrails due to fuel combustion,especially in the sensitive upper atmospher

41、e.Also,as indicated in the diagram below,SAF production requires 3X the energy required to produce LH2.The renewable Hydrogen used as an aviation fuel has the potential to be 3X less expensive than SAF and substantially less expensive than kerosene today.According to Figure 3,the resulting compariso

42、n of liquid hydrogen energy cost is$0.016 per MJ compared to$0.057 per MJ for SAF e-fuels(power to liquid).Using SAFs with existing aircraft engines will not provide enough emissions abatement to achieve net zero emissions by 2050 and the supply of SAFs is not anticipated to meet industry demand.Fin

43、ally,bio feedstocks needed for SAFs may require challenging decisions between agriculture for food and agriculture for energy in a world where many live in hunger.For these reasons hydrogen should also be considered an alternative to replace jet fuel.Figure 3:Energy and cost comparison of liquid hyd

44、rogen to SAF power to liquid(courtesy of universal hydrogen).Multimodal H2-Airport Hub 7|Page H2-Aero Team Whitepaper Dec.2022 Though this whitepaper is focused on two separate modes of transportation,ground vehicles and aerospace,there is an overlapping multimodal aspect of hydrogen.As hydrogen is

45、introduced and adopted for use by the various transportation and mobility sectors there are opportunities for learning and technology sharing.Many industries such as heavy-duty transportation stand to benefit from the co-development of hydrogen for aerospace purposes.Below is an overview of multimod

46、al transportation uses of hydrogen per onboard storage.There is,for instance,commonality between heavy-duty(HD)ground transportation and small aircraft in hydrogen,as well as fuel cells.For example,heavy-duty Class 8 trucks will store up to around 100 kg of hydrogen.These trucks have a target fuelin

47、g time of 10 to 20 minutes.Small aircraft and vertical takeoff and landing(VTOL)aircraft are likely to store similar amounts of hydrogen onboard with a similar fueling time.A second example may be the similarities between regional aircraft hydrogen needs and those of offroad mine haul trucks.Offroad

48、 mine haul trucks will store approximately 1,000 kg of hydrogen and target a 20-minute or less fueling time.Regional aircraft(turboprop)or airships(modular tanks)are of a similar capacity in the range of 1,300 kg.By making use of these opportunities the airport sector can accelerate the adoption of

49、hydrogen technologies(such as hydrogen interfaces),and hydrogen at scale,to realize lower capital and operational costs,and develop a resilient supply chain.Technology sharing may include development of common hydrogen fueling connections,hydrogen storage equipment,safety standards and protocols for

50、 hydrogen fueling.Though gaseous hydrogen is a starting point for most demonstrations,the deployment of larger aircraft or ground vehicles may require bulk liquid hydrogen storage onsite to accommodate the needed volume and fueling requirements.Figure 4:Hydrogen fueling for multimodal transportation

51、(courtesy of LTA Research and ZEV Station).Multimodal H2-Airport Hub 8|Page H2-Aero Team Whitepaper Dec.2022 3.Hydrogen Policy Hydrogen aviation is coming and will help meet NetZero.The 2022 Farnborough International Airshow took place during a historic heatwave that beset the UK and Europe.Across t

52、he Atlantic,the US endured yet another summer of heat domes,persistent drought and record-high temperatures.These indicators of climate change remind the aviation industry that it contributes 2-3%of the worlds carbon emissions and 3-6%of the worlds climate changing emissions in addition to carbon di

53、oxide,NOx,sulfur dioxide(SOx),particulates and soot are also released in the upper atmosphere where the deleterious effects are multiplied,resulting in a greater impact on climate change.This has not gone unnoticed.The widespread emergence of“flygskam”(“flight shaming”)in Europe exposes the industry

54、 to a global backlash and adds to the need for positive action.Around the world,individuals and businesses are being called out for private jet use,with an eye to their environmental,social and governance(ESG)footprint.This increases the pressure on aviation to abate its emissions,not only to preven

55、t climate change,but to assure the economic viability of the industry.NetZero is a campaign by the global air transport industry to achieve net-zero carbon emissions by 2050.It was announced on Oct.4,2021,at the 77th Annual General Meeting of the International Air Transport Association(IATA).New nat

56、ional targets have since followed that declaration.In addition,the International Civil Aviation Organization(ICAO,a UN agency)has implemented the Carbon Offsetting and Reduction Scheme for International Aviation(CORSIA),whereby member states purchase carbon credits to offset their increasing carbon

57、emissions.The cost of hydrogen production is anticipated to be cheaper than aviation fossil fuels or e-fuels within this decade,boosted considerably by the recent enactment of the Inflation Reduction Act in the US,and other sources of government support.Hydrogen can be electrolyzed wherever there is

58、 a source of electricity and water.With renewable electricity generation,the lifecycle carbon intensity of hydrogen production approaches zero and the industry can achieve if not“net”zero,something closer to true zero-emission aviation.The emerging hydrogen aviation market has an anticipated valuati

59、on of$27B in 2030 and at least$174B by 2040.The field of hydrogen engine developers ranges from startups to major manufacturers.The field of airframe developers covers a similarly comprehensive range from electric VTOL(eVTOL)startups to established rotorcraft and fixed-wing original equipment manufa

60、cturers(OEMs).The range of passenger and cargo operators lined up to adopt hydrogen aviation technologies extends from business charters to sub-regional carriers to global networks.Hydrogen aviation can also be an economic engine for communities lacking air service.Because hydrogen-powered flight,pa

61、rticularly electric propulsion,will incur lower operating costs,the economics of sub-regional routes will benefit potentially with onsite hydrogen production,increasing resiliency.Airports previously denied service by carriers could gain service.Airports with limited service could see an increase.Fo

62、rmerly isolated communities are expected to attract businesses and workers.In addition to the hydrogen volume required by aircraft propulsion,airports will have the opportunity to become centralized hydrogen demand hubs.For example,airports with access to hydrogen for aircraft can also support hydro

63、gen fuel cell ground vehicles and hydrogen-powered ground support equipment as well as airport adjacent hydrogen use cases.With demand for hydrogen increasing rapidly,producing hydrogen onsite can also create a valuable revenue stream for airports.Airports will need support to access the hydrogen ec

64、onomy.There is planning from some manufacturers to have hydrogen-electric powertrains capable of powering 20-seat aircraft approximately starting in 2024,40-to-80-seat aircraft by 2026,and regional jet aircraft by 2028.In order to prepare for this,select airports would need to begin preparing their

65、infrastructure for hydrogen production,storage and fueling in the near future.However,some airports Multimodal H2-Airport Hub 9|Page H2-Aero Team Whitepaper Dec.2022 have indicated that they were limited by local,state and federal regulations,as well as by infrastructure challenges and budgets.From

66、the source or entry point,airports will need to store their hydrogen supply,transport it to the aircraft or ground support equipment or vehicle,and refuel that aircraft,equipment or vehicle.To implement hydrogen supply at the airport,it will require specially trained personnel,hydrogen management,ne

67、wly designed and standardized fueling equipment,safety planning,permitting,and more,all of which must be supported by policy.This includes new standards,new regulations or waivers,the modification of existing regulations,and ideally public-private partnerships as proposed in this paper.3A.Enabling P

68、olicy and Regulation For hydrogen aviation to thrive,a substantial supporting infrastructure is required to service both ground and airborne hydrogen users at airports and vertiports,and perhaps provide mobile supply for off airport and vertiport needs.Aviation infrastructure is heavily regulated by

69、 federal and local entities and by the Federal Aviation Administration(FAA).Additionally,to receive approvals for any infrastructure build,one needs to understand how US airports are governed.Most US commercial airport are owned and operated by public entities which could be local,regional or state

70、authorities with the power to determine operations and funding.Their policy and funding priorities are as critical as any of the regulatory approvals and frequently overlap with federal authorities.Hydrogen aviation will require enabling policy and regulation across a wide spectrum.The hydrogen avia

71、tion community will need to collaborate to promote the benefits of the technology.Together with industry groups,it is possible to collectively lobby and assist regulatory processes across critical feedback enablers.The following is a summary table which documents responsible regulatory agencies and

72、trade organizations and their status as it relates to hydrogen for aerospace.Multimodal H2-Airport Hub 10|Page H2-Aero Team Whitepaper Dec.2022 Table 2:Roles and responsibilities related to hydrogen for aviation.Responsible Organization Status Analysis,Gap and Applicability National Aviation Authori

73、ties(FAA,Civil Aviation Authority,etc.)Starting investigations.Currently no existing regulations for use of hydrogen as an aviation fuel.Gap analysis and Fundamental Hazard Assessments(FHA)need to be carried out with industry to understand new areas of technology that need to be regulated or current

74、 regulations that can be amended or adapted.Potential to adopt industry standards(ASTM International,SAE International,etc.)as a means of compliance.General Aviation Manufactures Association(GAMA)Starting investigations.Currently no existing policy for use of hydrogen as an aviation fuel.GAMA exists

75、 to foster and advance safety,interests and activities of the global business and general aviation industry.This includes promoting general aviation manufacturing,maintenance,repair and overhaul and potential economic growth and opportunities.Suggest communicating the published whitepaper to start t

76、he conversation with hydrogen in aerospace.International Civil Aviation Organization(ICAO)The ICAO CORSIA agreement creates a political commitment to carbon neutrality by 2050.It is in place,no further action needed or expected by ICAO.ICAO is a United Nations sanctioned aviation treaty and harmoniz

77、ation body across national borders.Most of the ICAO member states have agreed to a carbon neutral goal for commercial aviation by 2050.While hydrogen could be a tool in the toolbox to meet the CORSIA goal,this would not be worked through ICAO.Suggest communicating the published whitepaper to start t

78、he conversation with hydrogen in aerospace.International Air Transport Association(IATA)IATA membership is made up of each International Airline.It has technical committees to work issues such as hydrogen.The International Air Transport Association(IATA)supports aviation with global standards for ai

79、rline safety,security,efficiency,and sustainability.Suggest communicating the published whitepaper to start the conversation with hydrogen in aerospace.3B.Federal Policy The current state of hydrogen development in aerospace in the US is at its infancy.The FAA is involved in research,development,and

80、 testing at preliminary level.Hydrogen is not yet present in the proposed five-year FAA reauthorization proposals,but it received a mention in the FAAs Climate Action Plan.Without action,this may potentially hamper progress for the certification of hydrogen aircraft.Specifically,the timeline is unkn

81、own for the establishment of a regulatory and enabling timeline for on-aircraft and at-airport hydrogen use.To meet NetZero goals,there is a need for the FAA to craft specific rules(orders)and regulations CFR-Federal Aviation Regulations(FARs)for hydrogen flight and the industry will be paced by its

82、 progress.Hydrogen for aviation is not just a challenge for the industry;the FAA will need support in the form of data and policy assistance to enable the commercialization of hydrogen.Below are three recommended paths for the hydrogen aviation community to consider:Multimodal H2-Airport Hub 11|Page

83、 H2-Aero Team Whitepaper Dec.2022 First,adopt hydrogen as another sustainable aviation fuel.Working with the existing SAF political and regulatory eco-system would be a logical and efficient effort.The FAA and industry have very sophisticated SAF organizations and offices,so hydrogen specific capabi

84、lities could be established within these existing organizations and processes.Second,advocate for specific hydrogen aviation language and funding in the upcoming budgets and requests for information.The FAA and other government agencies need direct cross-industry input for oversight for hydrogen avi

85、ation as well as funding mechanisms.The hydrogen aviation community would benefit from advocates and lobbying across many constituencies to encourage Congress to provide both direction and funding as soon as possible,especially for the FAA reauthorization.Third,advocate across multiple US government

86、 agencies.Airports are also subject to other federal regulators that the hydrogen community will need to work with such as the US and California environmental agencies.Because of fuels,lubricants,emissions and de-icing fluids,the Environmental Protection Agency(EPA)is an active regulator around ever

87、y airport,and they will have an interest in the hydrogen infrastructure build and may determine the need to create airport specific EPA regulation.The Occupational Safety and Health Administration(OSHA)is also an active regulator as airports are an intensely human enterprise;Airports and those who o

88、perate on them are mandated to comply with OSHA regulations.This will be no different when establishing hydrogen aviation.The Transportation Security Administration(TSA)regulates the security aspects of the airport and perimeter,including fuel farms and distribution and vehicular access for the deli

89、very of products such as fuel and hydrogen.It will need to be satisfied that the supply-chain is secure and with sufficient vulnerability mitigation.The Department of Homeland Security(DHS)itself also has direct regulations concerning volatile chemicals such as hydrogen peroxide to assure security a

90、nd assess any threats posed by its possible use.It will likely take an interest in airport hydrogen.The Department of Energy(DOE)is already very active and has been a longtime advocate,and has specific funding for hydrogen projects for generation,hydrogen in transportation and energy sectors.While t

91、ypically not active at airports unless there are power grid issues,it would be valuable for the hydrogen aviation community to work with DOE to increase their involvement as their participation,perspectives and advocacy would be helpful with the sister regulatory agencies listed above.3C.State and L

92、ocal Policy Airport infrastructure build,funding,approvals,and operations fall upon the governance of these varied airport authorities.In many cases,they impose local regulations above and beyond that of the federal regulators.Working with these authorities can range from straight-forward business p

93、rotocols to those that are highly partisan which can be difficult.In some cases,powerful labor and trade organizations can also have influence.3D.Industry Collaboration The success of SAF approval and commercialization would not have been possible without industry speaking in unison and advocating f

94、or the fuel.In the many multi-decade meetings,workshops,advisory and regulatory groups with industry at the table were working toward a common goal.Examples are the aircraft industry,oil industry and SAF development companies,as well as trade organizations and regulators.The hydrogen aviation indust

95、ry will need a similar approach if it is to:Lobby the FAA with goal of recognizing zero-emission aircraft(e.g.,fuel cell)and hydrogen fuel towards achieving NetZero.Organize a public-private partnership towards demonstrating,standardizing and commercializing hydrogen as an aviation fuel.These aforem

96、entioned efforts will require substantial resources to be successful.A reliance on a consortium of industry partners and matching government funding will be necessary particularly for the small companies.Below is an example list of stakeholders,in addition to VFS,who would be needed to drive a simil

97、ar effort.Multimodal H2-Airport Hub 12|Page H2-Aero Team Whitepaper Dec.2022 Airport Organizations Airports interested in hydrogen aircraft(see Hydrogen Hub Section for example)Airport Councils International(ACI)American Association of Airport Executives(AAAE)National Association of State Aviation O

98、fficials(NASAO)Trade Associations Airlines for America(A4A)American Institute of Aeronautics and Astronautics(AIAA)Air Line Pilots Association(ALPA)Commercial Alternative Aviation Fuel Initiative(CAAFI)Fuel Cell Hydrogen Energy Association(FCHEA)General Aviation Manufacturers Association(GAMA)Helico

99、pter Association International(HAI)National Business Aviation Association(NBAA)Regional Airline Association(RAA)Academia(some universities in aerospace)California State Universities and University of California Embry-Riddle Aeronautical University Georgia Institute of Technology Massachusetts Instit

100、ute of Technology Purdue University Pennsylvania State University University of Dayton(Ohio)University of Maryland University of North Dakota University of South Carolina Washington State University 3E.VFS H2-Aero Team Recommended Policy Measures Policy Support hydrogen aviation policy as a follow-o

101、n to SAF.Develop a government and industry roadmap to NetZero airports and aircraft with H2.Develop policy to accelerate permitting,codes and standards(C&S)of H2-Airports(and public-private partnerships).Support large scale carbon-free hydrogen production.Funding Support Support the FAAs Airport Imp

102、rovement Program and Voluntary Airport Low Emissions Program for hydrogen infrastructure.Support H2-Airports and H2-Aircraft at the DOE Loan Office and the Department of Transportations Transportation Infrastructure Finance and Innovation Act.Add H2-Airport to Low Carbon Fuel Standard(LCFS).Support

103、H2-Airport and aircraft technology development programs.Multimodal H2-Airport Hub 13|Page H2-Aero Team Whitepaper Dec.2022 4.Codes and Standards Status and Gaps This section contains a status and gaps analysis of key standards and regulations with recommendations for new efforts.Presently there are

104、established codes and standards for ground vehicles that could also be applicable to some applications for hydrogen at the airport.While there are some existing fuel cell and hydrogen standards for aerospace such as the SAE and European Organization for Civil Aviation Equipment(EUROCAE)efforts there

105、 is a need to create new standardization efforts as outlined herein.Hydrogen aircraft need exponentially more hydrogen in comparison to ground vehicles.It is likely that for small aircraft such as eCTOL,eRotor and eVTOL the fueling methodology may be similar to bus and heavy-duty fueling,albeit fuel

106、ing on the tarmac at 35 MPa.However,large aircraft such as a narrow body or a widebody require up to 100 to 1000 times more hydrogen storage than ground vehicle fueling.With this larger amount for aircraft fueling,there will be an exponentially larger need for hydrogen supply and delivery on site.Be

107、cause of this,new standards are needed for both gaseous and liquid hydrogen,as well as for developing mobile fueling.In conjunction with standardization,a public-private partnership would be an excellent route to assist with airport demonstrations to coordinate data generated to help validate standa

108、rds before any are published.Aircraft regulations need to be adapted or created in order for aircraft to be able to be certified by the FAA.Perhaps a“sandbox”testing environment between the aircraft makers,the FAA and other consortium members is needed to accelerate this activity.Reference the chapt

109、er on demonstrations for further recommendations.4A.Key Airport Fuel and Operations Standards and Regulations While there is an existing FAA guideline for Aircraft Fuel Storage,Handling,and Dispensing on Airports(150/5230-4C),it is not mandatory.However,demonstration thereof is one way of complying

110、with 14 CFR Part 139 Certification of Airports.To receive government funding,it may be required to demonstrate compliance.In this chapter there are standards and guidance for the training of personnel conducting aviation fuel related activities.With regards to the handling,storage and dispensing of

111、aircraft fuel,this guideline mainly references National Fire Protection Association(NFPA 407),which is not necessarily followed at all airports.Each airport may have different local fire code regulations and operating procedures different than what is described in NFPA 407.While the requirements spe

112、cified in NFPA 407 are not directly applicable to hydrogen,the topics covered and considered within the document are worth adapting to enable the safe adoption of hydrogen as an aviation fuel.The main topics covered within NFPA 407 are general fueling requirements,aviation fueling facilities,airport

113、 fueling vehicles,rooftop heliports and self-service aircraft fueling.It would be recommended to update present codes for airports for example,NFPA 407 with key topics from NFPA 2,focused on hydrogen in respect to airport environment.NFPA 2,Hydrogen Technologies Code,provides fundamental safety prov

114、isions for the generation,installation,storage,piping,use and handling of hydrogen in compressed gas(GH2)or cryogenic liquid(LH2)form.This comprehensive resource covers everything from hydrogen industry terminologies and general fire safety practices to deflagration protection,explosion protection a

115、nd so on.The code is a safety essential for officials reviewing permits and inspecting occupancies containing hydrogen as well as for designers,engineers,installers,contractors and facility managers responsible for applications involving:Storage of hydrogen in bulk and non-bulk quantities.Use of hyd

116、rogen in laboratories.Dispensing and fueling of hydrogen for vehicles and vehicle servicing and repair.Systems for fuel cell power and generation,such as backup power systems using polymer electrolyte membrane(PEM)fuel cells and forklifts.Applications involving combustion processes and special atmos

117、pheres,including electrolytic production of hydrogen.Multimodal H2-Airport Hub 14|Page H2-Aero Team Whitepaper Dec.2022 In the UK,the Control of Major Accident Hazards(COMAH)Regulations aim to prevent and mitigate the effects of major accidents with dangerous substances for storage of hazardous subs

118、tances including hydrogen up to 50 tons.The lower tier up to five tons requires a Major Accident Prevention Policy(MAPP).The upper tier additionally requires a safety report,emergency response plan,and information to be supplied to local authorities and the public.Most of the existing airport standa

119、rds are focused on liquid hydrocarbon fuels,however the topics they cover and the risks they intend to mitigate by outlining such procedures should be adapted to the use of hydrogen as an aviation fuel.Below is an overview of some existing airport standards.Table 3:Standards for operational procedur

120、es and quality assurance for airports.Standard Title NFPA 407 Standard for Aircraft Fuel Servicing Air Transport Association(ATA)103 Standard for Jet Fuel Quality Controls at Airports Joint Inspection Group(JIG)1 Aviation Fuel Quality Controls and Operating Standards for Into-Plane Fueling Services

121、JIG 2 Aviation Fuel Quality Controls and Operating Standards for Airport Depots and Hydrants JIG 4 Aviation Fuel Quality Control and Operating Standards for Smaller Airports Energy Institute(EI)/JIG 1530 Quality Assurance Requirements for the Manufacture,Storage and Distribution of Aviation Fuels to

122、 Airports FAA 150/5230-4C Aircraft Fuel Storage,Handling,and Dispensing on Airports 4B.Ground Vehicle Hydrogen Standards The table below gives a list of key ground vehicle standards and hydrogen flow rates and gaseous versus liquid hydrogen fueling.Multimodal H2-Airport Hub 15|Page H2-Aero Team Whit

123、epaper Dec.2022 Table 4:Reference of key ground vehicle fueling standards.Name of Standard Standard Applicable Vehicle Applicable Gaseous Hydrogen Fueling H2 Flow Rate Customer Required Fueling Time LH2 Cryogenic Hydrogen Fueling Fueling Protocols for Light Duty(LDV)Gaseous Hydrogen Surface Vehicles

124、 SAE J2601 LDV/Interim HD GH2 LDV 60 g/s HDV 60 g/s LDV HDV Fueling Protocol Gaseous Hydrogen Powered Heavy-Duty Vehicles(HDV)SAE J2601/2-5 Bus/Truck GH2 Bus 120 g/s Truck 300 g/s Hydrogen Surface Vehicle to Station Communications Hardware-Software SAE J2799 IrDA LDV(Bus/Interim HD)Compressed Hydrog

125、en Surface Vehicle Fueling Connection Devices SAE J2600 ISO 17268 LDV-Bus GH2 LDV 60 g/s Bus 120 g/s HD 300 g/s(draft)Gaseous hydrogen Fueling protocols hydrogen-fueled vehicles ISO 19885 Heavy-Duty GH2 HDV 300 g/s(also future J2601/2)100 kg in 15 min Hydrogen Fueling Station Standard ISO 19880-1 LD

126、V/Interim HD GH2 Liquid H2 Storage and Transfer Hydrogen Fuel Quality Product Specification ISO 14687 ICEs,PEM Fuel Cells,Industrial applications,aircraft,spacecraft Gas,Liquid,Slush N/A Hydrogen Fuel Quality for Fuel Cell Vehicles SAE2719 All FCEV GH2 N/A 4C.Aircraft Hydrogen and Fuel Cell Standard

127、s SAE/EUROCAE WG-80 is tasked to work as a joint group with SAE AE-7AFC and develop guidelines to support the use of hydrogen(GH2/LH2)and fuel cell systems for onboard aircraft applications.Performance requirements such as power and reliability are outside the scope of this working group.SAE AE-5CH

128、which is already in process has created a hydrogen fueling task group for hydrogen fueling of aircraft and is starting standardization(in process).Multimodal H2-Airport Hub 16|Page H2-Aero Team Whitepaper Dec.2022 Table 5:Key aircraft hydrogen standardization.Name of Standard Standard Aircraft Appli

129、cation Applicable Gaseous Hydrogen Aircraft Fuel Cell Safety Guidelines AIR6464/ED-219 Definitions,Safe H2-Aircraft Integration GH2/LH2 Installation of Fuel Cell Systems on Large Civil Aircraft AS6858/ED-245 Integration of Fuel Cell Systems GH2 Considerations for Hydrogen Fuel Cells in Airborne Appl

130、ications AIR7765/ER-20 General Properties,Hazard Mitigation,GH2/LH2 Liquid Hydrogen Storage for Aviation AS6679 LH2 General Properties,Requirements,Onboard Storage LH2 Gaseous Hydrogen Storage for General Aviation AS7373 GH2 General Properties,Requirements,Onboard Storage GH2 Airport Hydrogen Fuelin

131、g-Gaseous and Liquid(SAE AE-5CH)AIR AIR8466 Hydrogen Fueling GH2/LH2 4D.Gaps in Aircraft Fueling Standards Below are the key gaps in hydrogen standards which are deemed to be a priority in the creation of a Multimodal H2-Airport Hub.It is important to note that ground vehicle fueling with dispenser

132、standards are most likely to be significantly different than mobile fueling on the tarmac.Gaps for hydrogen fueling for gaseous and liquid hydrogen systems:Gaseous:Fuel Range 100 kg per 35 MPa within time.For small aircraft,gaseous hydrogen fueling should be able to use the connector from bus 35 MPa

133、 ground vehicle fueling,to 100 kg at 120 g/s(70 MPa Draft ISO 17268:2022).However,a new fueling protocol should be standardized for 35 MPa gaseous hydrogen fueling potentially with a novel protocol for mobile hydrogen fuelers that could be used on the tarmac.Liquid H2 fueling status and gaps:Liquid

134、hydrogen fueling may necessitate new fueling protocol connectors with a maximum fuel rate up to approximately 11,000 kg per 60 min(widebody).The current status of liquid hydrogen fueling technology with heavy-duty trucks at an LH2 station is 10 kg per minute.Though a LH2 trailer is able to dispense

135、100 kg per min,it is using a bayonet type of connector requiring constant monitoring and only up to 4,000 kg.Therefore,a LH2 fueling standard should be evaluated.There are potential synergies for LH2 fueling connectors and protocols with mobile fuelers up to 1,000 kg(regional aircraft)with offroad m

136、ine trucks.Mobile hydrogen fueler standard GH2 and LH2.Industry standards recommendation:Industry trade group standards:Airlines for America o Update operational standards for the fueling system and depot.Operational safety standards should be developed in line with appropriate safety levels that ar

137、e the same or better than today using properties of hydrogen.For example,there is a 3 m separation distance for kerosene,this should be evaluated for both GH2 and LH2 through a safety analysis.Multimodal H2-Airport Hub 17|Page H2-Aero Team Whitepaper Dec.2022 5.Hydrogen Safety 5A.General Description

138、 of Hydrogen Storage Systems and Safety A number of hydrogens properties6 make it as safe or safer to handle and use than the fuels commonly used today.For example,hydrogen is non-toxic.In addition,because hydrogen is much lighter than air,it is highly buoyant and exits rapidly upwards.It also dissi

139、pates rapidly when it is released,allowing for relatively rapid dispersal of the fuel in the unlikely case of a leak.Some of hydrogens properties require additional engineering controls to enable its safe use.Fuel systems design is critical and includes appropriate material selection,redundant press

140、ure relief devices,systems designed to withstand extreme-case conditions,provide hydrogen shutoff(s)for isolation,check and overflow valves,and so on.There are multiple safety systems for hydrogen storage in regards to overpressure and over temperature in the event of a fire or overpressure.For gase

141、ous storage there are Temperature Pressure Relief Devices(T-PRDs)to avoid over temperature and for liquid hydrogen,there is a Pressure Relief Valve(PRV)to avoid overpressure.There are two main types of hydrogen storage and delivery systems:gaseous hydrogen(GH2)and liquid hydrogen(LH2).Liquid hydroge

142、n is much more energy dense than gaseous and as per the fueling matrix in Table 9,both of these types of storage will be used in aerospace applications.The main difference is service pressures to 70 MPa for gaseous stored at ambient temperature and up to 0.1-1.6 MPa for LH2 to subcooled liquid hydro

143、gen,stored at cryogenic temperature(-253C).Gaseous hydrogen storage retains fuel over long periods like conventional fuel.A safety measure utilizes a check valve to insure only one direction of hydrogen flow for both gaseous and liquid hydrogen.Liquid hydrogen is stored at cryogenic temperatures(-25

144、3C)with an insulative vacuum jacket that has a very small amount of boil off,which is safely mitigated through venting.Vented hydrogen is to be routed through a tube located away and upwards from the vehicle or aircraft.With regards to storage and servicing of hydrogen vehicles and aircraft in an en

145、closed space,risk is mitigated through a service port.In the example diagram below,the liquid hydrogen tank has a vapor space above the liquid and is fueled through a coupling.At the start of fueling the connection allows liquid to flow into the tank and gaseous hydrogen to be recovered safely in th

146、e fueling apparatus.The fuel cell or internal combustion engine is fed by gaseous hydrogen developed from gasifying the liquid hydrogen through a heat exchanger.The LH2 storage level is monitored through a fuel gauge using the height of the LH2 in the tank.Figure 5:Liquid hydrogen(LH2)on-board stora

147、ge diagram(courtesy of Chart Industries)6 https:/www.energy.gov/eere/fuelcells/safe-use-hydrogen Multimodal H2-Airport Hub 18|Page H2-Aero Team Whitepaper Dec.2022 5B.Storage and Fuel Cell Safety There are a number of hazards that are mitigated by safety devices and by using the properties of hydrog

148、en.For instance,if there is a fire,a hydrogen explosion is mitigated by the safe release of hydrogen away from the aircraft through a PRD and/or T-PRD.These safety devices work extremely effectively to evacuate hydrogen in the event of a fire.Several studies and demonstrations have been published to

149、 show that hydrogen can be designed to be as safe or safer than liquid hydrocarbon fuels such as diesel and gasoline.This safety chapter and appendix lists and describes some of the resources for understanding hydrogen safety such as H2Tools.org,the DOE Introduction to Hydrogen for Code Officials,FA

150、A Final Report Template(faa.gov)and OSHA,among others:Hydrogen Tools(h2tools.org)is one of the most complete resources available when it comes to hydrogen safety information.H2 Tools Resources include the following:Center for Hydrogen Safety(US DOE Safety Resource);Hydrogen Safety Panel(safety exper

151、ts from across the industry,coordinated by the Pacific National Northwest Laboratory,PNNL);codes and standards(a comprehensive list of C&S worldwide);H2FIRST(training materials for first responders);HyRAM(an open-source quantitative risk assessment tool developed by Sandia National Laboratory);and l

152、earnings and guidance,papers and references,training materials and videos.A study aiming at understanding liquid hydrogen is being performed by the Health and Safety Executive,a UK government agency.The most recent results can be found in the published report:https:/www.hse.gov.uk/research/rrpdf/rr9

153、86.pdf.The“Guidebook for Deploying Zero-Emission Transit Buses”(2021),published by the National Academies Press is also a good resource for understanding the safety of deploying a large number of vehicles running on hydrogen,in this case city buses.This would be a useful resource to transfer the kno

154、wledge to hydrogen in aviation.Even though the resources available are not targeted for aerospace,the website www.FCHEA.org addresses a wide range of hydrogen applications,some of which are definitely applicable to hydrogen on the ground,including facilities and infrastructure.Several hydrogen prope

155、rties make it safer to handle and use than hydrocarbon-based fuels.Hydrogen is non-toxic,much lighter than air and it diffuses rapidly when released.In fact,hydrogen is 16 times more buoyant than air,making it escape very quickly upwards.Unlike jet fuel,hydrogen does not accumulate when leaked or re

156、leased in the open.Hydrogen,however,is combustible and has a wide range of flammable concentrations in air and a lower ignition energy than gasoline and natural gas.Like other combustible gasses in closed spaces,it can be flammable and explosive with the right mixture.To mitigate risks in the hangar

157、,passive safety methods such as a simple service connection to the vent tube(for LH2)in addition to adequate ventilation are recommended.To mitigate risk further,active methods such as hydrogen sensors and/or ultraviolet(UV)detection are used.It is important that the public,as well as regulatory bod

158、ies,aircraft OEMs,emergency responders all understand that hydrogen and fuel cell-powered aircraft can be designed and operated with a very high level of safety,the same as today.This can be done with support from OEMs,fuel cell and hydrogen suppliers,equipment suppliers,service providers,regulatory

159、 bodies,and government.Below is an overview of general safety educational needs and recommendations.Multimodal H2-Airport Hub 19|Page H2-Aero Team Whitepaper Dec.2022 Table 6:General education recommendations.Education Needs Recommendations Public perception Understanding H2 is the largest used indu

160、strial gas that can easily be safely handled in transportation and usage just like kerosene and aviation gasoline(avgas).Education on hydrogen characteristics(buoyancy and dispersion in air)that are on par or safer than conventional heavier than air fuels.Industry understanding knowledge(differences

161、)The industry for decades has implemented safety measures for the complete hydrogen supply chain,from H2 production to storage,fueling and operation.It is also beneficial to communicate to the public the stringent safety procedures and designs for all the hydrogen and aircraft systems in accordance

162、with the aviation standards,codes and regulations.The focus is on the intersection and guidance of existing industrial hydrogen practices with requirements towards fueling at an airport.Industry should have robust,but practical safety standards and procedures to address design of hydrogen systems an

163、d fueling to maintain aviation safety with the appropriate levels of mitigation with identified risks,as with all fuels.For aerospace,there will likely ask for a high level of safety criteria(approximately 109)level of risk criteria which may involve redundancies and/or additional safety measures.Op

164、erational training Identify what is different about existing hydrogen handling and usage from current aviation fuels such as kerosene and SAF.Simultaneous H2 fueling will also need to be managed.There is a need to understand how multi-fuels(charging,liquid and gaseous hydrogen,and liquid/fossil fuel

165、s)will work safely together in an airport.Utilize the extensive industry training and upgrade it as needed.An important starting point in understanding the safety aspects of hydrogen use in aviation is to understand the differences between hydrogen fuel and conventional fuels.The table below highlig

166、hts the difference in properties between liquid kerosene which is the most used aviation fuel,and hydrogen in the most common utilized phases,gas and liquid.Multimodal H2-Airport Hub 20|Page H2-Aero Team Whitepaper Dec.2022 Table 7:Properties of hydrogen and kerosene.Parameter Units Hydrogen Kerosen

167、e Normal Storage Conditions State Liquid LH2 Gas GH2 Liquid Temperature K(C)20(-253)298(25)298 (25)Pressure bar 1.5 700 1 Density kg/m 71 39 804 Flammable Range in Air vol%4 to 75 4 to 75 0.6 to 4.7 Minimum Ignition Energy mJ 0.02 0.02 0.25 Specific Energy Gravimetric Efficiency%60 10 98 Autoignitio

168、n(hot surface)Temperature K(C)858(585)858(585)498(225)Buoyancy m/s See Note7 Gaseous:14X faster in air Heavier than air Diffusivity 20C cm2/sec n/a 0.756 There are extensive emergency response documents and references for fuel cell vehicles(see Reference 7 for more information).Properly trained oper

169、ators,technicians and emergency responders are critical to the successful introduction of hydrogen(see Reference 8).However,the first responder materials and training for hydrogen storage,transport and delivery should be updated for airports.Fuel cells do not contain very large amounts of energy whe

170、n turned off.The amount of energy in a fuel cell turned off is significantly smaller than the energy contained in a high voltage battery providing a similar level of power for propulsion.Overall,the safe introduction and integration of hydrogen at an airport top level points are shown in Figure 6 be

171、low.Figure 6:Key factors for a safe introduction and integration of hydrogen to an airport.7 Note:LH2 is heavier than air,however the extreme cold of the cryogenic gas compared to ambient temperatures causes it to quickly vaporize and become high buoyancy gas upon leaving its containment.Standards a

172、re under development for plumes of cold hydrogen.Vent stack height and plume characteristics should be reviewed with aircraft during fueling.Multimodal H2-Airport Hub 21|Page H2-Aero Team Whitepaper Dec.2022 6.H2-Aero Fuel Matrix H2-Aero has worked between the aircraft OEM and hydrogen industries to

173、 develop a H2 fuel guideline meant to be used as a basis for Airport demonstration and a starting point for standards.The goal of this section is to define fuel storage per each aircraft categories:eCTOL(electric conventional take-off and landing),eVTOL(electric vertical take-off and landing),eRotor

174、(electric rotorcraft),LTA(lighter than air or dirigible).6A.Use Case Class vs.H2 Storage Type Below is an overview of FAA CFR 14 aircraft use cases vs.H2 storage type.It is expected that the following aircraft table will represent the type of hydrogen storage used GH2 and LH2 per aircraft type and u

175、se case.In this respect,there is a time element represented with the green X.This X represents a limited period of time for demonstration or interim early phase only before there is LH2 available.Table 8:Use case class vs.H2 storage type.CFR 14 Class Use Case vs.H2 Aircraft Type GH2 Gaseous Hydrogen

176、 LH2 Cryogenic Hydrogen Part 21.17(b)Special Category H2-Airships X X Part 21.17(b)Special Category H2-eVTOL aircraft(19 passenger)X X Part 23 Small aircraft:H2-eCTOL and H2-eSTOL aircraft(19 passenger)X X Part 27 or 29 H2-eRotor X X Part 25 H2-Regional Aircraft(100),H2-Narrowbody(100),H2-Widebody(2

177、00+)X 6B.Hydrogen Fuel Capacity vs.Size of Aircraft Below is an overview of hydrogen aircraft related to size vs.fuel capacity which may be found at the same airport(except LTA-airfields).The colors represent potential fueling categories between the aircraft classes.The hydrogen capacity ranges from

178、 less than 100 kg to over 10,000 kg of hydrogen storage capacity.The aircraft shown are examples of categories which may evolve over time.Multimodal H2-Airport Hub 22|Page H2-Aero Team Whitepaper Dec.2022 Figure 7:Hydrogen fuel capacity vs.size of aircraft(courtesy of Novadev,ZEV Station and LTA Tec

179、hnologies).Table 9 describes the H2-Aero Teams hydrogen use case per aircraft type.Each type of aircraft has an approximate range shown(without reserve).The table shows the hydrogen storage amounts for each of these aircrafts which is necessary to be able to calculate hydrogen fueling as well as und

180、erstanding the scaling towards the airport hub.The H2-Aero Team developed consensuses upon the acceptable aircraft fueling time which is based on conventional vehicle limits.Note,the larger jet fueled aircraft(regional,narrowbody and widebody)are harmonized on Aerospace Technology Institutes FlyZero

181、 Report.There are also multiple use cases representing the location where the hydrogen fueling would occur such as the airport tarmac,rooftop,airfield and so on).Multimodal H2-Airport Hub 23|Page H2-Aero Team Whitepaper Dec.2022 Table 9:H2-Aero Team hydrogen amounts for aircraft type.Use Case vs.H2

182、Aircraft Type Typical vs.Maximum Range(no reserve)in nm Onboard H2(kg)GH2/LH2 Customer Fueling Time Use Case Location Fuel Use Case Location Small Aircraft:H2-eCTOL/eSTOL 250-500 nm GH2-100kg 25-30 minutes Airport Airport tarmac UAM(short range)H2-eVTOL AAM(Long Range)57 nm(UAM)150 nm(AAM)100 kg 15

183、minutes Rooftop/Vertiport/Airport etc.Heliport*/Vertiport8 Airport/Autonomous refueling H2-eRotor(5pa/7000 lb.)H2-eRotor(13pa/9000 lb.)350 nm 512 nm G-LH2 60-90kg LH2 210-360kg 15 minutes 30 minutes Rooftop/H-Pad,etc.Heliport*/Vertiport/Airport/Autonomous refueling Large Aircraft eCTOL Regional Narr

184、owbody Widebody 20 Minutes 25-30 Min 1 hour Airport Airport tarmac ATI Two Scenarios Small-Medium LH2 Fueling Trucks Airport tarmac Large:(2040)LH2 Hydrant Pipeline 800 nm(LH2)1300 kg 2400 nm(LH2)2600 kg 5750 nm(LH2)11700 kg H2-Airships 540 nm 5000 nm GH2-100kg LH2-5000-10000kg9 30min-1h Airfields A

185、irfield,Hangar 8 Helipad encompasses heliport ground and rooftop(vertiport),helideck all maritime applications including oil rig and ship,all austere take-off and landing conditions.9 Hydrogen used for Airships is solely for propulsion(not for buoyancy)Multimodal H2-Airport Hub 24|Page H2-Aero Team

186、Whitepaper Dec.2022 7.H2-Airport Demo:Public-Private Partnership and Sandbox This airport demonstration chapter contains an outline for fueling trials accompanying flight tests for the industry.The intention is for a public-private partnership to use the content to advance technology and standardiza

187、tion especially for hydrogen fueling and fueling interfaces.Though OEM technologies and data may be proprietary,there is a great benefit to share data to help further standardization for safety,fueling interface,protocols and procedures.There is an additional summary for a“sandbox”testing environmen

188、t which is meant to be potentially a separate test between regulators and industry and used in some cases to create regulations(CAA example).7A.H2-Airport Public-Private Partnership The goal of this public-private partnership is to test multiple types of aircraft,with respective fueling types on the

189、 airport tarmac.Both gaseous and liquid hydrogen fueling respectively would benefit from data sharing.Mobile fuelers in the form of gaseous tube trailers(e.g.,around 700 kg at 50 MPa)and liquid hydrogen trailers(e.g.,4000 kg at 253C,1 MPa)on the tarmac are depicted in the illustration below.The tria

190、ls could take place at multiple airports and potentially on runway independent locations(heliports)for urban air mobility(UAM),eVTOL,eRotor,and lighter than air,among others.Figure 8:Gaseous hydrogen trailer fuel cell aircraft demonstration(courtesy of ZEV Station).The H2-Aero Team has proposed that

191、 a testing demonstration should gather onboard storage data from both sides of the coupling at the mobile airport hydrogen refueler and the aircraft tanks.The recommended data set should include hydrogen temperature,pressure and flow rates,along with aircraft and fueler safety monitoring,leak detect

192、ion,alarms,etc.Gathering local requirements such as fueling safety distances would also be beneficial.Ambient conditions should be monitored.The documentation of extreme temperature conditions on the tarmac would greatly benefit the data integrity.For example,fueling on the tarmac in hot ambient env

193、ironments(e.g.,Palm Springs,Palm Springs International Airport(PSP),etc.)could give an extreme case data set to help validate fueling protocols and powertrains.Any lessons learned or concerns from this demonstration and potential safety upgrades should also be brought forward in a final evaluation.M

194、ultimodal H2-Airport Hub 25|Page H2-Aero Team Whitepaper Dec.2022 Within the bounds of this proposed public-private partnership there are many areas of potential collaborative partnerships for development and demonstration.For instance,a number of aircraft OEMs could share the same mobile fueler and

195、 the data set may be easy to compare.A substantial benefit to the aerospace and transportation industries would be the harmonization of standards,and to avoid parallel development of incompatible standards that could impede the use of hydrogen as an aviation fuel.It is suggested that multiple hydrog

196、en demonstrations be developed in multiple locations to perhaps be able to fly between the locations and/or compare data in real time.Figure 9:Liquid hydrogen trailer fuel cell aircraft demonstration(courtesy of ZEV Station).7B.Key Outcomes to an H2-Aero Public-Private Partnership Suggested outcomes

197、 through collaboration in a hydrogen aerospace and fuel public-private partnership:Safety and performance of gaseous and liquid hydrogen fueling per aircraft class.Validation of coupling technology(nozzle/receptacle).Validation of fueling protocol and aircraft communications(e.g.,SAE AIR8466)Definit

198、ion of minimum safety distances.Demonstration for robustness of fueling under extreme conditions.Information for harmonizing and streamlining permitting.Information to create data-based standards and regulations related to hydrogen storage and fueling.Information for best practices for fueling opera

199、tions and safety protocols.The purpose of an H2-Aero Public-Private Partnership(PPP)is the sharing of data,financing and resources aimed at promoting the accelerated development of standards,aircraft and hydrogen hubs at airports.The following PPP structure example includes multiple levels of coordi

200、nation;industry and government co-lead working packages;prototype demonstration of aircraft and mobile fueling systems;hydrogen hub working packages for airports,aircraft manufacturers,ground vehicle manufacturers,and hydrogen production and distribution;and academia and government contributions.Bel

201、ow is an example overview of such a public-private partnership structure.Multimodal H2-Airport Hub 26|Page H2-Aero Team Whitepaper Dec.2022 Figure 10:Outline of the H2-Aero proposed public-private partnership demonstration.Academia-GovernmentContributions H2 Hub(s)Work Package MembersCommercialStand

202、ard Prototype DemoWork Package MembersFeasabilityPre-standardsIndustry Co-LeadGovt Co-LeadGovt IndustryGovernance and OperationsH2-Aero Executive Steering TeamAircraftWork PackageFuel Use Case Work PackageSystem&Data Analysis,Use Case AnalyticsWork PackageGovt Partner Candidate Work Packages Define

203、Project(multiple locations)H2 Aircraft Prototype,Preliminary interface H2 Mobile Fueling Preliminary nozzle(LH2),GH2 Airport Fueling Systems:Storage and Transfer Candidate Work Packages Project Management Define Deliverables Airport Renewable-Fuel Station Systems H2 Aircraft Systems H2 Mobile Fuelin

204、g Systems Align Internal R&D Investments,SBIR and STTR Subtopics Academic Programs/University Led Initiatives With Work Package Domain Technologies.Alliance Facilitator 7C.“Sandbox”Testing Environment A sandbox environment is an isolated testing environment between industry and regulators to help or

205、ganizations demonstrate new technologies while addressing safety and risk mitigation.This can assist in firsthand data gathering regarding the status of the technology.Similar to a public-private partnership,the goal in this case is to demonstrate the safe hydrogen aircraft operation and fueling in

206、a controlled environment.Ideally,the public-private partnership and sandbox testing could be combined.However,this depends on whether it makes sense to individual aircraft OEM and regulators.Within this sandbox,issues can be identified including gaps between the design or intended operations and acc

207、eptability under existing regulations.This is carried out by identifying hazards,proposing mitigations,and investigation through testing and simulation in safe environments to gather data to support a safety case.The sandbox is comprised of a targeted iterative process for planning,testing and data

208、including redesigns and documenting lessons learned.Multimodal H2-Airport Hub 27|Page H2-Aero Team Whitepaper Dec.2022 The reference section contains a link for sandbox guidance for future flight developments as an example of the learning process(e.g.,used with regulations)for new technologies.Withi

209、n the sandbox testing environment,the following information can be identified:Operating procedures Operating environment Technology,or operational solutions Timescales to technology maturity Suggested areas for a sandbox include gathering information from the industry and government:Performance Data

210、 Flight demonstration and power usage.Safety and performance of gaseous and liquid hydrogen fueling protocols per aircraft class.Validation of coupling technology(nozzle/receptacle).Validation of fueler and aircraft communications.Demonstration for robustness of fueling under extreme conditions.Info

211、rmation Powertrain information.System and aircraft hydrogen storage and receptacle.Information for harmonizing and streamlining minimum permitting including safety distances.Best practices for fueling operations and safety protocols and standards for fuel transfer and communications.Key safety proto

212、cols and mitigations.Multimodal H2-Airport Hub 28|Page H2-Aero Team Whitepaper Dec.2022 8.Multimodal H2-Airport Hub(Ecosystem)Due to the large volume of ground vehicle traffic outside the airport as well as aircraft and ground support equipment within an airport,there is great potential to combine t

213、his demand and create a large hydrogen airport hub.Thus,the concept of a multimodal hydrogen hub has evolved to supply hydrogen,at scale,for both ground vehicle and aerospace applications at the airport.Since ground transportation is further advanced in commercializing,the H2-Aero Team is advising t

214、o first start with a station servicing mainly the vehicles outside the airport(cars,trucks,buses)and then expand to an entire airport hub.The goal is to develop a scalable“cookbook”to assist airports and hydrogen hub developers to size their future hydrogen activities and ecosystem by helping estima

215、te the amount of transportation fuel needed for an entire Airport ecosystem.In order for a Multimodal H2-Airport Hub to be successful,there will be collaboration needed between aircraft manufacturers,technology companies and hydrogen infrastructure providers,along with government officials.Further,a

216、 hydrogen airport could act as a hydrogen hub enabling sector coupling for instance between ground vehicles off the highway and emerging hydrogen aerospace.This can be done by creating a centralized hydrogen hub near the airport to reduce cost and ensure the fuel supply for both industries.To unders

217、tand the size of a multimodal hydrogen hub,the first task is to understand the expected order of magnitude of hydrogen demand that is required at that airport and in the near vicinity.The anticipated hydrogen demand should be aligned with the near-and medium-term feasibility of the amount of green h

218、ydrogen production and supply within that locale.For this reason,the H2-Aero Team chose a small regional airport as an attainable example for a hydrogen hub and to complement the work done with ATIs FlyZero effort at a large airport,namely Londons Heathrow Airport.The scope of airport activities tha

219、t could be served via hydrogen include:1.Ground vehicles:highway traffic cars and trucks as well as airport traffic such as buses and rental cars.2.Ground service equipment(GSE):tugs,baggage equipment,fueling trucks and forklifts.3.Aviation and aircraft:eCTOL,eVTOL,UAM and eRotor.The H2-Aero Team de

220、termined that the first step in selecting an airport for a pilot demonstration is calculating the level of hydrogen usage excluding additional reserves,etc.determined by an airports policy.A first implementation of an airport hub would be valuable for demonstration of hydrogen-powered flight as well

221、 as GSE.The airport chosen by the team as an example was a small regional airport,Long Beach Airport(LGB),due to its proximity to existing hydrogen demand from heavy-duty trucks and hydrogen being created in the Port of Long Beach.In order to calculate the amount of hydrogen needed,a number of facto

222、rs had to be understood:The number of flights and duration,aircraft size and constraints in energy supplies,both electrical needs,and fuel transfer across the airport(externally and internally).The daily hydrogen demand for Long Beach Airport was calculated from publicly available information:The nu

223、mber of flights per day,aircraft type and route duration using fuel cells for the propulsion system and the estimated efficiencies for the respective flight power levels.The results were validated with recommendations of the fuel matrix in chapter 6,H2-Aero Fuel Matrix,developed with input from the

224、industry representatives on the H2-Aero Team.Below are the steps taken for the calculation as well as an illustration of the elements needed to estimate for a hydrogen airport for aircraft and ground vehicles:Roadmap to match hydrogen supply and demand,with the expected growth:A.Target airport descr

225、iption small hub,towered regional airport B.Hydrogen demand within the airport:aircraft and ground service equipment.C.Hydrogen demand outside the airport:cars and MD and HD vehicles.Multimodal H2-Airport Hub 29|Page H2-Aero Team Whitepaper Dec.2022 D.Determine how the hydrogen will be produced and

226、delivered for the pilot phase and up to full commercial operation.i.Aircraft hydrogen storage quantity and type per use case and location.Is this using hydrogen storage tanks on aircraft or on ground?ii.Ground vehicle storage quantity and type per use case.Figure 11:The H2-Aero vision for a Multimod

227、al H2-Airport Hub for both ground vehicles and aircraft(courtesy of ZEV Station).8A.H2 Airport Ecosystem Overview In addition to demand,the hydrogen hub should also consider the type of hydrogen that is required for each application.For example,the anticipated uses of ground support equipment and re

228、ntal cars may be satisfied with hydrogen supplied in gaseous form at 350 bar or 700 bar.For example,short-haul aircraft are expected to utilize gaseous hydrogen.For regional-and medium-haul flights,liquid hydrogen is required to attain equal range to jet fuel.Due to the potential variety of hydrogen

229、 types required at the airport,considerations should be given to the appropriate amount of onsite storage,compression,and potentially liquefaction or production.All these demands will directly factor into the amount of renewable electricity required and should be balanced against the expected hydrog

230、en and the electricity supply reality.The ability of the local electric grid to support this approach will be a key enabler or restriction.This hydrogen hub establishes a ground vehicle station as an“anchor”which later expands to a hydrogen hub to fulfill the growing need of hydrogen aircraft.Delive

231、ring the hydrogen to the required end use location and vehicle also should be considered in the development of a hydrogen hub.For example,for rental cars and buses,a relatively“standard”Hydrogen Refueling Station(HRS)located onsite would likely be sufficient.However,in the short term,for aircraft an

232、d rotorcraft operations,gaseous or liquid mobile refuelers will be required.These mobile refuelers will have to be supplied by a hydrogen depot on site or very near offsite.At the depots,adequate compression,chilling and capacity(flow rates)will be required to support the speed and frequency of airc

233、raft operations at the selected hydrogen hub.In the longer term,hydrogen pipelines Multimodal H2-Airport Hub 30|Page H2-Aero Team Whitepaper Dec.2022 may be required to deliver fuel for aircraft if the number of vehicle operations gets unmanageable.Below is the resulting calculation for the 60 T/D H

234、ydrogen Airport Hub using the Long Beach Airport example including ground vehicle hydrogen,aircraft and GSE.Figure 12:Hydrogen ecosystem for Multimodal Airport Hydrogen Hub(courtesy of LTA Technologies,ZEV Station)A roadmap for a small airport hub,using the Long Beach Airport as an example H2-Airpor

235、t Hub ecosystem,is given below:The timeline for the H2-Airport Hub starts in 2025 with mainly a ground vehicle station servicing 8T/day(Cars,Trucks,Busses)with a minor amount of development aircraft(0.5T/day).Thereafter,the Hub is scaled with the aircraft being converted in stages to reach 60T/day b

236、y 2030.1.Project the speed and scale of transition to hydrogen fuel at airport and Infrastructure Development to match H2 demand.a.Timeline from 8 T/day ground vehicle hydrogen station:For ground vehicles(7.5 T)/GH2 Interim Aircraft 2025 Demonstration(0.5 T).b.Scaling of hydrogen hubs over time:For

237、Aircraft 52 T/day by 2030.2.Estimate number of ground vehicles stationary fueling.a.Transport vehicles:7 T/Day trucks.b.Ground Support Equipment vehicles(tugs,baggage handlers,etc.):0.25 T/day.c.Cars:public,private and rentals:1 T/Day cars.3.Determine delivery method,number of mobile trailers to sup

238、port aircraft.a.H2 gaseous trailer(50 MPa):GH2 approximately 1 T GH2,usable(2025)b.H2 liquid trailer:LH2 approximately 4.5 T LH2,usable(2027).Multimodal H2-Airport Hub 31|Page H2-Aero Team Whitepaper Dec.2022 8B.Airport Hydrogen Supply Scenarios How hydrogen is delivered to the airport will likely d

239、epend on the size of the airport H2 demand,the location and geography of the airport relative to H2 supply sources,renewable energy sources and the nature of the electricity grid and the scale of hydrogen demand.It is expected that airports will transition between different supply options as demand

240、increases.The potential hydrogen delivery methods can be summarized by the three scenarios below:In Scenario 1,hydrogen is generated and liquefied off-site and supplied by road tankers to the airport.Figure 13:Scenario 1 Hydrogen generated and liquefied off-site,supplied by road tankers to the airpo

241、rt(courtesy of ATI).Figure 14:Scenario 2 Hydrogen generated off-site,supplied in a gas pipeline to the airport and liquefied at the airport(courtesy of ATI).Figure 15:Scenario 3 Hydrogen produced and liquefied locally at the airport(courtesy of ATI).Note:Renewable methods of onsite hydrogen producti

242、on could be electrolysis,pyrolysis,etc.,which require a grid and renewable power source.To offer a perspective for the different hydrogen delivery scenarios,in the case of smaller multimodal hydrogen airport hubs,there may be a requirement of 60 T/day for both aircraft and ground transportation.If h

243、ydrogen is produced onsite,it would be approximately 175 MW needed for electrolysis,compression as well as liquification(see the example of Long Beach Airport).If delivered onsite,this small H2-Airport Hub would need 14 LH2 Trucks delivered per day(without reserve).For example,at larger airports,the

244、re will be exponentially more hydrogen required,up to approximately 450 LH2 truck deliveries a day could be required(London Heathrow example).Multimodal H2-Airport Hub 32|Page H2-Aero Team Whitepaper Dec.2022 Scenario 1,delivery onsite,may be the preference for most airports in the initial years of

245、ground vehicles and aircraft operation due to its lower capital cost compared to Scenarios 2 and 3.However,when the frequency of tanker deliveries increases to a level that may cause congestion on local roads or the off-load point,then either Scenario 2 or 3 may be the preferred solution.The Nationa

246、l Renewable Energy Laboratory(NREL)has done analyses 10which have found that the frequency of liquid truck deliveries becomes far too frequent very quickly for ground vehicle heavy-duty vehicle stations(more than 8 T/day).This would only be compounded by the large amount of liquid hydrogen truck del

247、iveries needed for airport hydrogen hubs.The choice between Scenario 2 or 3 may be based on the most economically advantageous approach in the context of a particular airport and to a large degree relies on the availability and economics of the electricity supply available.For the larger example,by

248、the year 2050 a typical large hub airport could require between 3.5 and 4.5 GW for electrolysis and liquefaction with a significant need also for fresh water.This is in the order of magnitude for a nuclear power or significant renewable installation.In these examples,once tanker delivery is no longe

249、r viable,there may be a requirement to produce onsite and for larger applications for a gaseous hydrogen pipeline supply feeding on-airport liquefaction.A pipeline would also be able to supply gaseous hydrogen for alternative use cases at airports and to expand the support of ground vehicle fueling.

250、There should be a reserve planned for hydrogen storage onsite as per needs.It should be noted that another renewable hydrogen production,for example from biomass,pyrolysis,requires significantly less energy than electrolysis.There are significant differences in hydrogen production energy usage:Pyrol

251、ysis is considerably more efficient than other processes,with a specific energy demand of 37.8 kJ/mol H compared with 63.3 kJ/mol H for steam reforming or 285.9 kJ/mol H for hydrogen production by electrolysis.Below are three examples of hydrogen hubs with estimates of hydrogen per day needed,as wel

252、l as potential delivery scenarios.Note:airports may require more than two to three days of storage(to be determined by each airport),not shown in the table.Table 10:Airport hydrogen delivery scenarios and approximate sizes of hydrogen hubs.Airport Size Approximate H2 Hub Size 2025 2030 2035 2040 Sma

253、ll Hub(regional)e.g.Long Beach*(LGB)Palm Springs(PSP)60*-100 T/Day Scenario 1 or 3 Scenario 1,2 or 3 Scenario 1,2 or 3 Scenario 1,2 or 3 Medium Hub(intermediate)e.g.Oakland(OAK),Sacramento(SMF)Manchester(MAN)100-1000 T/Day Scenario 1 or 3 Scenario 1,2 or 3 Scenario 1,2 or 3 Scenario 1,2 or 3 Large H

254、ub(major international)e.g.Los Angeles(LAX)London Heathrow*(LHR)1000-1800*T/Day Scenario 1 or 3 Scenario 1,2 Scenario 1,2 Scenario 1,2 10 https:/www.ati.org.uk/wp-content/uploads/2022/03/FZO-CST-POS-0035-Airports-Airlines-Airspace-Operations-and-Hydrogen-Infrastructure.pdf Multimodal H2-Airport Hub

255、33|Page H2-Aero Team Whitepaper Dec.2022 The figure below describes a comparative example of two scenarios for the small airport hub.The scenarios are number 1(LH2 transport)and number 3(onsite production of hydrogen with liquefaction)showing energy usage for onsite production compared to LH2 transp

256、ort.The assumption is that the energy sourced is“green”based on zero-carbon electricity such as direct renewables and/or grid based nuclear,hydropower and renewable,etc.Figure 16:Delivery and production scenarios in a 20252030 small airport(courtesy of Chart Industries and ZEV Station).In addition t

257、o the example of a small hydrogen hub,it is important that a network of hydrogen airports be planned for the technology to be successful.It is suggested that this network be made of small and medium sized airport hubs,exemplified by from the California map below of six airports such as:Long Beach(LG

258、B),Palm Springs(PSP),Ontario(ONT),Oakland(OAK),Sacramento(SMF)and San Jose(SJO).The H2-Aero Team suggested this list based on potential small and medium sized H2-airport hubs,but the feasibility would need to be investigated further by the industry and local governments.Figure 17:Example of an expan

259、sion of the airport Hydrogen Hub Network in California.Multimodal H2-Airport Hub 34|Page H2-Aero Team Whitepaper Dec.2022 9.Conclusion To accelerate the transition to hydrogen in aviation,there are many advantages to creating a multimodal ecosystem at the airport.This whitepaper proposes using a gro

260、und vehicle station as an“anchor,”or starting point that would later grow into a Hydrogen Hub to serve the entire airport.The objective is to achieve economies of scale using the initial demand from fueling light-duty to heavy-duty exterior to the airport and later expanding to aircraft fueling.This

261、 will require substantial industry and government cooperation and funding but holds great potential to reduce emissions in both transportation sectors.Though SAF has taken the forefront as the primary means to reduce aircraft carbon emissions,hydrogen offers numerous benefits and greatly advances th

262、e replacement of fossil fuels.To establish hydrogen as a primary fuel at the airport through a hub,there are policy and funding mechanisms needed for the scaling of this technology.To do this,a focused hydrogen strategy should be established together with trade groups,industry and academia,among oth

263、ers,to accelerate hydrogen as an airport fuel.One key goal is to support the FAA and other federal and local government organizations to develop hydrogen aviation policy and regulations for hydrogen at the airport(such as with the five-year plan).There are key gaps in codes and standards needed to c

264、ommercialize hydrogen aviation.The H2-Aero team indicated the highest priority is to create hydrogen fueling and station standards at SAE AE-5CH.The specific need is for hydrogen fueling with significantly higher flow rates for aircraft.In addition,it is recommended that the hydrogen safety code,NFP

265、A 407 should be updated with experience gained in NFPA 2 and with the decades of work done with hydrogen ground vehicle fueling.H2-Aero recommends a follow-on public-private partnership to coordinate parallel airport hydrogen demonstrations with different types of aircraft(eCTOL,eRotor,etc.)develope

266、d within a state.At a later stage,the goal is to expand to other regions to enable a network of hydrogen airports where airlines can book travel locations.This demonstration project may be used to help validate standards and to test demonstration hydrogen aircraft and fueling technology.Airports nee

267、d to prepare and plan for a significant expansion related to onsite power availability,hydrogen storage and new fuel transport in order to implement a Hydrogen Hub.This whitepaper establishes a baseline for small,medium and large hubs,knowing the aircraft makeup and range required.The H2-Aero Team c

268、hose a small regional airport as a starting point due to the challenges to scale hydrogen hubs.The goal of this whitepaper is to create a“cookbook”to assist entities to appropriately size hydrogen infrastructure for commercial hydrogen aircraft as well as ground vehicles to create a Multimodal H2-Ai

269、rport Hub.The H2-Aero Team proposes a collaborative effort to decarbonize aviation with zero-carbon sourced hydrogen hubs to accelerate commercialization for both zero emission vehicles(ZEVs)and hydrogen aircraft.Multimodal H2-Airport Hub 35|Page H2-Aero Team Whitepaper Dec.2022 References 1.H2-Aero

270、:Leading the Way to Carbon-Free Aviation,by Jesse Schneider and Liviu Cosacescu,Vertiflite,Vertical Flight Society,May/June 2022.2.Jeff Overton“The Growth in Greenhouse Gas Emissions from Commercial Aviation(2019,revised 2022),”Environmental and Energy Study Institute,June 9,2022,https:/www.eesi.org

271、/papers/view/fact-sheet-the-growth-in-greenhouse-gas-emissions-from-commercial-aviation.3.ATI Institute,FlyZero Zero Carbon Emission Aircraft Concepts,Aerospace Technology Institute,London,2022.https:/www.ati.org.uk/wp-content/uploads/2022/03/FZO-AIN-REP-0007-FlyZero-Zero-Carbon-Emission-Aircraft-Co

272、ncepts.pdf.4.P.A.P.-K.Helen Leadbetter,Airport,Airline,Airspace Operations and Hydrogen Infrastructure,Aerospace Technology Institute,London,2022.https:/www.ati.org.uk/flyzero-reports/?search=Airport%2C+Airline%2C+Airspace+Operations+and+Hydrogen+Infrastructure 5.Jesse Schneider,Graham Meadows et.al

273、.Society of Automotive Engineers Technical Report:“Validation and Sensitivity Studies for SAE J2601,the Hydrogen Fueling Vehicle Standard”2014-01-1990,https:/www.sae.org/publications/technical-papers/content/2014-01-1990/6.Concept of Operations(ConOps)Sandbox Guide(CAA.co.uk),FFC-Innovation Sandbox

274、Guidance(caa.co.uk),London,2022,https:/publicapps.caa.co.uk/docs/33/Future%20Flight%20Challenge%20Sandbox%20Guidance%20(CAP2130).pdf.7.Jesse Schneider,Graham Meadows et.al.,International Conference on Hydrogen Safety,Hydrogen Fueling Standardization:“Enabling ZEVs with Same as Today Fueling and FCEV

275、 Range and Safety”,2015,https:/h2tools.org/sites/default/files/2019-08/paper_256.pdf 8.California Fuel Cell Partnership,California State Fire Marshall,Fuel Cell Vehicle Emergency Response Guide,2004,http:/www.nodawaycountyambulance.org/erg_11_2004v2.pdf 9.H2 Tools is maintained,by the Pacific Northw

276、est National Laboratory with funding from the DOE Office of Energy Efficiency and Renewable Energys Hydrogen and Fuel Cell Technologies Office.https:/h2tools.org/bestpractices/training-0.10.FAA Fueling Standards:https:/www.faa.gov/airports/resources/advisory_circulars/index.cfm/go/document.informati

277、on/documentID/1040345 https:/www.faa.gov/airports/resources/advisory_circulars/index.cfm/go/document.information/documentID/1020394 11.Hydrogen Fire and Risk Management WHA International.wha- Regulatory Sandbox Guidance for the Future Flight Challenges https:/publicapps.caa.co.uk/docs/33/Future%20Fl

278、ight%20Challenge%20Sandbox%20Guidance%20(CAP2130).pdf Multimodal H2-Airport Hub 36|Page H2-Aero Team Whitepaper Dec.2022 Abbreviations C&S Codes and Standards CAA Civil Aviation Authority(UK)CFR Code of Federal Regulations(US)DOE Department of Energy(US)eCTOL Electric Conventional Take-Off and Landi

279、ng EPA Environmental Protection Agency(US)eCTOL Electric Conventional Take-Off and Landing eRotor Electric Rotorcraft eSTOL Electric Short Take-Off and Landing EUROCAE European Organization for Civil Aviation Equipment eVTOL Electric Vertical Take-Off and Landing FAA Federal Aviation Administration(

280、US)FAR Federal Aviation Regulations(US)FC Fuel Cell g/s Grams per second GH2 Gaseous Hydrogen GSE Ground Service Equipment H2 Hydrogen HD Heavy-Duty HDV Heavy-Duty Vehicles ICAO International Civil Aviation Organization kg Kilogram kJ Kilojoules LDV Light Duty Vehicles LH2 Cryogenic Hydrogen Lwater

281、Liters of Water MD Medium-Duty MJ Megajoule mol H2 Moles of hydrogen MPa MegaPascal NASA National Aeronautics and Space Administration(US)NFPA National Fire Protection Association(US)NOx Nitrogen Oxide OEM Original Equipment Manufacturer PPP Public-Private Partnership PRV Pressure Release Valve SAF Sustainable Aviation Fuels SOx Sulfur Dioxide T-PRD Temperature Pressure Relief Device UAM Urban Air Mobility VTOL Vertical Take-Off and Landing