ОңТҮстік қазақстан медицина академиясы, хабаршы №4 942, 2021 жыл, том 2

 
 
ОҢТҮСТІК ҚАЗАҚСТАН МЕДИЦИНА АКАДЕМИЯСЫ, ХАБАРШЫ №4(942, 2021 жыл, ТОМ 2 
 
 
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biomass
. In traditional biochemical conversion (digestion) processes, wet feedstock such as manure is 
digested to produce primarily CH
4
and CO
2
. In order to produce hydrogen, the CH
4
has to be converted by 
using a thermochemical process, such as steam reforming. By manipulation of process conditions, methane 
formation can be suppressed and hydrogen can be directly produced along with organic acids. These acids 
can then be converted into methane and post-processed to yield additional hydrogen, increasing the overall 
efficiency of the process. Overall, this approach is well developed, though innovations to increase efficiency 
and lower costs are still needed in order to bring the cost of hydrogen production with this method closer to 
that of hydrogen production from other sources .However, hydrogen is not expected to be available before 
the year 2020, although demonstration fleets are announced to be in operation earlier. The biggest obstacle 
for an earlier large-scale implementation is the missing environmental friendly, and economically and 
technically mature developed source for hydrogen production. 
As cited in ‘An EU Strategy for Biofuels’, “advanced biofuel technologies could also provide a 
stepping stone to renewably-produced hydrogen, which offers the prospect of virtually emission-free 
transport. However, hydrogen fuel cells require new engine technology as well as a big investment in plants 
to produce the hydrogen and a new distribution system. In this context, the sustainability of hydrogen has to 
be carefully assessed. Any shift to hydrogen-based transport would therefore call for a major decision, 
embedded in a large-scale, long-term strategy” (EC 2006b p. 29). 
In particular, energy effective use of hydrogen requires the introduction of fuel cells instead of internal 
combustion engines and therefore, adds another technology and cost challenge. The implementation of fuel 
cell vehicles is promising a much higher TTW efficiency than hydrogen combustion engines. Hydrogen from 
renewable sources for fuel cell driven vehicles might be a long term option, but its introduction will take a 
long time, needs breakthroughs in technology and cost and will require intermediate steps to enable a gradual 
growth of both fuel and vehicle availability.
The use and logistics of hydrogen becomes a difficult problem, since hydrogen in its gaseous state 
takes up a very large volume when compared to other fuels. One possible solution is to use ethanol to 
transport the hydrogen, then liberate the hydrogen from its associated carbon in a hydrogen reformer and feed 
the hydrogen into a fuel cell. Alternatively, some fuel cells (DEFC Direct-ethanol fuel cell) can be directly 
fed by ethanol or methanol. 
Experiences with infrastructure of hydrogen applications have been made in several countries. For 
example in Germany a hydrogen filling station opened at Munich Airport
26
in May 1999. 
In April 2003 the first hydrogen refueling station was opened in Reykjavík, Iceland. This station 
serves three buses that are in service in the public transport net of Reykjavík. The station produces the 
hydrogen it needs by itself, with an electrolyzing unit, and does not need refilling: all that enters is electricity 
and water. 
Probably the most prominent worldwide project of hydrogen application for transport purposes is the 
establishment of the hydrogen highway in California, USA, promising 100 hydrogen fuel stations and 2000 
hydrogen vehicles till the end of 2010. Other regions, as for example British Columbia (Canada) and Norway 
have joint the idea of the “hydrogen highway”.

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