Biogas quality upgrade by simultaneous removal of CO2 and H2S in a packed column reactor

Biogas from anaerobic digestion of biological wastes is a renewable energy resource. It has been used to provide heat, shaft power and electricity. Typical biogas contains 50–65% methane (CH₄), 30–45% carbon dioxide (CO₂), moisture and traces of hydrogen sulphide (H₂S). Presence of CO₂ and H₂S in biogas affects engine performance adversely. Reducing CO₂ and H₂S content will significantly improve quality of biogas. In this work, a method for biogas scrubbing and CH₄ enrichment is presented. Chemical absorption of CO₂ and H₂S by aqueous solutions in a packed column was experimentally investigated. The aqueous solutions employed were sodium hydroxide (NaOH), calcium hydroxide (Ca(OH)₂) and mono-ethanolamine (MEA). Liquid solvents were circulated through the column, contacting the biogas in countercurrent flow. Absorption characteristics were examined. Test results revealed that the aqueous solutions used were effective in reacting with CO₂ in biogas (over 90% removal efficiency), creating CH₄ enriched fuel. H₂S was removed to below the detection limit. Absorption capability was transient in nature. Saturation was reached in about 50 min for Ca(OH)₂, and 100 min for NaOH and MEA, respectively. With regular replacement or regeneration of used solutions, upgraded biogas can be maintained. This technique proved to be promising in upgrading biogas quality.     

Experimental investigation on biogas enrichment with hydrogen for improving the combustion in diesel engine operating under dual fuel mode

Biogas valorization as fuel for internal combustion engines is one of the alternative fuels, which could be an interesting way to cope the fossil fuel depletion and the current environmental degradation. In this circumstance, an experimental investigation is achieved on a single cylinder DI diesel engine running under dual fuel mode with a focus on the improvement of biogas/diesel fuel combustion by hydrogen enrichment. In the present investigation, the mixture of biogas, containing 70% CH₄ and 30% CO₂, is blended with the desired amount of H₂ (up to 10, 15 and 20% by volume) by using MTI 200 analytical instrument gas chromatograph, which flow thereafter towards the engine intake manifold and mix with the intake air. Depending on engine load conditions, the volumetric composition of the inducted gaseous fraction is 20–50% biogas, 2–10% H₂ and 45–78% air. Near the end of the compression stroke, a small amount of diesel pilot fuel is injected to initiate the combustion of the gas–air mixture. Firstly, the engine was tested on conventional diesel mode (baseline case) and then under dual fuel mode using the biogas. Consequently, hydrogen has partially enriched the biogas. Combustion characteristics, performance parameters and pollutant emissions were investigated in-depth and compared. The results have shown that biogas enriched with 20% H₂ leads to 20% decrease of methane content in the overall exhaust emissions, associated with an improvement in engine performance. The emission levels of unburned hydrocarbon (UHC) and carbon monoxide (CO) are decreased up to 25% and 30% respectively. When the equivalence ratio is increased, a supplement decrease in UHC and CO emissions is achieved up to 28% and 30% respectively when loading the engine at 60%.     

Assessment of the combustion performance of a room furnace operating on pipeline natural gas mixed with simulated biogas or hydrogen

With the inexorable depletion of fossil fuel and the increasing need to reduce greenhouse gas emissions, blending renewable fuels like biogas or renewable hydrogen into natural gas is of great interest. Due to various potential sources and low-carbon or even carbon-free properties, biogas and hydrogen are competitive energy carriers and promising gaseous fuels to replace pipeline natural gas in the future. From the perspective of end users and combustion device manufacturers, one of the major concerns is the influence of the renewable content on the combustion device performance. In addition, the upper limit of renewable gas content percentage in pipeline also interests policy makers and gas utility companies. Therefore, the present study is conducted to investigate the influence of renewable gas content on the operating performance of a residential room furnace. Evaluated combustion performance characteristics include ignition performance, blow-off/flashback limits, burner temperature and emissions (NO, NO₂, N₂O, CO, UHC, NH₃). The results show that 5% carbon dioxide and 15% (by volume) hydrogen can be added to natural gas separately without significant impacts. Above this amount, the risk of blow-off and flashback is the limiting factor. Generally speaking, carbon dioxide addition helps decrease NO_X emission but increases CO emission. However, hydrogen addition up to the amounts studied here in has minimal impact on NO_X and CO emissions.     

Hydrogen-rich syngas production and carbon dioxide formation using aqueous urea solution in biogas steam reforming by thermodynamic analysis

Biogas is a renewable biofuel that contains a lot of CH₄ and CO₂. Biogas can be used to produce heat and electric power while reducing CH₄, one of greenhouse gas emissions. As a result, it has been getting increasing academic attention. There are some application ways of biogas; biogas can produce hydrogen to feed a fuel cell by reforming process. Urea is also a hydrogen carrier and could produce hydrogen by steam reforming. This study then employes steam reforming of biogas and compares hydrogen-rich syngas production and carbon dioxide with various methane concentrations using steam and aqueous urea solution (AUS) by Thermodynamic analysis. The results show that the utilization of AUS as a replacement for steam enriches the production of H₂ and CO and has a slight CO₂ rise compared with pure biogas steam reforming at a temperature higher than 800 °C. However, CO₂ formation is less than the initial CO₂ in biogas. At the reaction temperature of 700 °C, carbon formation does not occur in the reforming process for steam/biogas ratios higher than 2. These conditions led to the highest H₂, CO production, and reforming efficiency (about 125%). The results can be used as operation data for systems that combine biogas reforming and applied to solid oxide fuel cell (SOFC), which usually operates between 700 °C to 900 °C to generate electric power in the future.     

Review of CO2 recovery methods from the exhaust gas of biomass heating systems for safe enrichment in greenhouses

Novel approaches to practice CO₂ enrichment in greenhouses from the exhaust gas of a biomass heating system are reviewed. General CO₂ enrichment benefits for greenhouse plant production are described along with optimal management strategies to reduce fuel consumption while improving benefits. Alternative and renewable fuels for CO₂ enrichment, landfill biogas and biomass, are compared with traditional methods and fuels. Exhaust gas composition is outlined to address the challenges of CO₂ enrichment from biomass combustion and leads to a comparison between combustion and gasification to improve boiler efficiency. In terms of internal modifications to a biomass heating system, syngas combustion, following biomass gasification, presents good potential to achieve CO₂ enrichment. Regarding external modifications to clean the exhaust gas, CO₂ can be extracted from flue gases via membrane separation that has shown a lot of potential for large industries trying to reduce and isolate CO₂ emissions for sequestration. Other research has optimized wet scrubbing systems by extracting SO₂ and NO emissions from flue gases to form ammonium sulphate as a by-product valuable to fertilizer markets. The potential of these techniques are reviewed while future research directions are suggested.     

Biogas upgrade to syn-gas (H2-CO) via dry and oxidative reforming

Fuel reforming processes are primarily used to generate hydrogen for fuel cells and in automotive internal combustion engines to improve combustion characteristics and emissions. In this study, biogas is used as the fuel source for the reforming process as it has desirable properties of being both renewable and clean. Two reforming processes (dry reforming and combined dry/oxidative reforming) are studied. Both processes are affected by the gas stream temperature and reactor space velocity with the second process being affected by O₂/CH₄ ratio as well. Our results imply that oxidative reforming is the dominant process at low exhaust temperatures. This provides heat for the dry reforming of biogas and the overall reforming is exothermic. Increase in O₂/CH₄ ratio at low temperature promotes hydrogen production. At high exhaust temperatures (>600 °C), dry reforming of biogas is dominant and the overall reaction is net endothermic.     

Renewable hydrogen to recycle CO2 to methanol

The balance of the natural carbon cycle disrupted by the large consumption of fossil fuels, in particular coal producing electricity, may in principle be restored by using renewable hydrogen. This paper considers the opportunity to recycle the CO₂ produced burning fossil fuels with oxy-fuel combustion using renewable hydrogen as the second feed-stock. The product, methanol, is a transportation fuel having significant advantages over not only over hydrogen, but also gasoline, permitting much better fuel conversion efficiencies than gasoline thanks to the larger heat of vaporisation and the largest resistance to knock that make this fuel the best option for small, high power density, turbocharged, directly injected stoichiometric engines.     

MILD combustion of hydrogenated biogas under several operating conditions in an opposed jet configuration

MILD combustion of biogas takes its importance firstly from the combustion process that diminishes significantly fuel consumption and reduces emissions and secondly from the use of biogas which is a renewable fuel. In this paper, the influence of several operating conditions (namely biogas composition, hydrogen enrichment and oxidizer dilution) is studied on flame structure and emissions. The investigation is conducted in MILD regime with a special focus on chemical effects of CO₂ in the oxidizer. Opposed jet diffusion combustion configuration is adopted. The combustion kinetics is described by the Gri 3.0 mechanism and the Chemkin code is used to solve the problem.It is found that oxygen reduction has a significant effect on flame temperature and emissions while less sensitivity corresponds to hydrogen enrichment in MILD combustion regime. Temperature and species are considerably reduced by oxygen decrease in the oxidizer and augmented by hydrogen addition to the fuel. The maximum values of temperature and species are not influenced by the composition of the biogas in MILD regime. Blending biogas with hydrogen can be used to sustain MILD combustion at very low oxygen concentration in the fuel.In MILD combustion regime, the chemical effect of CO₂ in the oxidizer stream reduces considerably the flame temperature and species production, except CO which is enhanced. For high amounts of CO₂ in the oxidizer, the chemical effect of CO₂ becomes negligible.     

Investigation of combustion and emission characteristics in a TBC diesel engine fuelled with CH4–CO2–H2 mixtures

In this study, an experimental investigation was performed to reveal combustion and emission characteristics of common-rail four-cylinder diesel engine run with CH₄, CO₂ and H₂ mixtures. The engine pistons were thermally coated with zirconia and Ni–Al bond coat by plasma spray method. With a small amount of the pilot diesel, port fuelled methane (100% CH₄), synthetic biogas (80% CH₄ + 20% CO₂), and hydrogen presented (80% CH₄+10% CO₂+10% H₂) mixtures were used as main fuel at different loads (50 Nm, 75 Nm, and 100 Nm) at a constant speed of 1750 min^?1. Comparative analysis of the combustion (cylinder pressure, PRR, HRR, CHR, ringing intensity, CA10, CA50, and CA90), BSFC, and emissions (CO₂, HC, NO_x, smoke, and oxygen) at the various engine loads with and without piston coating was made for all fuel combinations. It was found that coating the engine pistons enhanced the examining combustion characteristics, whereas it slightly changed BSFC and most of the emissions. As compared to the sole diesel fuel, the gaseous fuel operations showed higher in-cylinder pressure, PRR, and ringing intensity values, earlier combustion starting and CAs, and lower diesel injection pressure at the same engine operating conditions. Dramatic increase in the ringing intensity was particularly found by the hydrogen introduced mixture under the tests with coated piston. HC and CO₂ emissions increased in operation with the synthetic biogas; however, hydrogen introduction reduced HC emissions by 4.97–30.92%, and CO₂ emissions by 5.16–10%.     

Study of methane enrichment in a biogas fuelled HCCI engine

Biogas has been a promising alternative fuel for IC engines. However, its CO₂ content reduces calorific value and ignitability. The CO₂ fraction of raw biogas can be separated out by various techniques, which are collectively called methane enrichment. The present study explores the effect of methane enrichment on the output parameters of a Homogeneous Charge Compression Ignition (HCCI) engine. A single cylinder CI engine is altered for this purpose. Biogas (CH₄ + CO₂) is supplied along with air. Diethyl Ether (DEE) is used as the secondary fuel to initiate auto-ignition. The effects of injecting DEE at the inlet port and upstream in the intake manifold are also compared. Performance, emission and combustion characteristics such as brake thermal efficiency, equivalence ratio, HC, CO, CO₂, NO_x and smoke emissions, start and duration of combustion, in-cylinder pressure and maximum heat release rate are compared for operation with raw biogas (50% methane) and methane enriched biogas (100% methane) for various biogas flow rates and engine torques. Results show that methane enrichment enhances brake thermal efficiency by up to 2% compared to raw biogas. Methane enrichment advances and speeds up combustion. HC, CO and CO₂ emissions, maximum cylinder pressure and maximum heat release rate are also improved with methane enrichment. Ultra-low NO_x and smoke emissions can be obtained using raw biogas as well as methane enriched biogas. Low biogas flow rates provide better brake thermal efficiency and HC emissions. Manifold injection of DEE enhances brake thermal efficiency by up to 2% compared to port injection by virtue of greater mixture homogeneity.     

Catalytic decomposition of biogas to produce H2-rich fuel gas and carbon nanofibers. Parametric study and characterization

One of the main problems that our society must deal with in a near future is the progressive substitution of traditional fossil fuels by different energy sources, such as renewable energies. In this context, biogas will play a vital role in the future. Nowadays, one of the most important uses of biogas is the production of heat and electricity from its direct combustion in co-generation plants. An interesting alternative consists on its direct valorisation to produce a syn-gas that can be further processed to produce chemicals, liquid fuels, or hydrogen. Results showed in this work evidenced that catalytic decomposition of biogas (CH₄/CO₂ mixtures) can be carried out with a Ni/Al₂O₃ catalyst obtaining simultaneously a syn-gas with high H₂ content together with carbonaceous nanostructured materials with high added value. The parametric study revealed that temperature, WHSV (Weight Hourly Space Velocity, defined here as the total flow rate at normal conditions per gram of catalyst initially loaded) and CH₄:CO₂ feed ratio influence directly in CH₄ and CO₂ conversion, H₂:CO ratio and carbon generation (gC/g_cat). It was also evidenced that carbon structure depends on temperature. At 600 °C, fishbone like nanofibers with no hollow core are obtained while at 700 °C a mixture of fishbone and ribbon like nanofibers with a clear hollow core are formed.     

Laminar burning velocity and interchangeability analysis of biogas/C3H8/H2 with normal and oxygen-enriched air

Numerical and experimental measurements of the laminar burning velocities of biogas (66% CH₄ – 34% CO₂) and a biogas/propane/hydrogen mixture (50% biogas – 40% C₃H₈ – 10% H₂) were made with normal and oxygen-enriched air while varying the air/fuel ratio. GRI-Mech 3.0 and C₁–C₃ reaction mechanisms were used to perform numerical simulations. Schlieren images of laminar premixed flames were used to determine laminar burning velocities at 25 °C and 849 mbar. The mixture's laminar burning velocity was found to be higher to that of pure biogas due to the addition of propane and hydrogen. An increase in the laminar burning velocities of both fuels is reported by enriching air with oxygen, a phenomenon that is explained by the increased reactivity of the mixture. Additionally, an analysis of interchangeability based on both the Wobbe Index and the laminar burning velocity between methane and a biogas/propane/hydrogen mixture is presented in order to consider this mixture as a substitute for natural gas. It was found that the variations of these properties between the fuels did not exceed 10%, enabling interchangeability.     

System study of carbon dioxide (CO2) capture in bio-based motor fuel production

A number of different technologies for producing renewable motor fuels have been studied; some effects of applying carbon dioxide (CO₂) capture to the production of renewable motor fuels are described in this paper. Some of the technologies studied are well suited for CO₂ capture. However, it is shown that the advantages with CO₂ capture for these technologies are not enough to offset their shortcomings described in previous studies, which show that the largest CO₂ reduction from biomass in Sweden may be achieved by producing fuel pellets for coal substitution or using the biomass in combined heat and power plants. A conclusion of the present paper is that even with CO₂ capture added to the respective technology, it is inefficient to use renewable resources for motor fuel production if the aim is to achieve as high CO₂ emission reduction as possible per input of biomass. Therefore, the large Swedish subsidies of the production of motor fuels appear sub-optimal, also when the possibility of CO₂ capture is considered. Nevertheless, incorporating CO₂ capture in the production of renewable motor fuels from biomass might be a cost-effective way of reducing CO₂ emissions.     

Fuel cycle CO2-e targets of renewable hydrogen as a realistic transportation fuel in Australia

The claim of catastrophic man made climate change or global warming through anthropogenic CO₂ has presently focused the interest on the tailpipe emissions of CO₂ per km, with recent legislations obsessively targeting these emissions of CO₂ with defectively implemented procedures. With a variety of different propulsion solutions (electric, hybrid electric, hybrid mechanic, conventional) and different fuels (Diesel, Petrol, alternative fossil, alternative renewable) available in the near future, a more comprehensive approach based on the full fuel cycle, and eventually also the full life cycle of the vehicle appear to be necessary. The paper is a contribution to trigger further improvement to currently implemented procedures. The paper discusses the CO₂ emission data in the present form, some simple but effective measures to improve the accuracy of the data collection procedure, and propose results of fuel cycle CO₂-e analysis of vehicles with electric and thermal engines having different fuels. Vehicles with advanced internal combustion engines and power trains fuelled with Diesel may reach CO₂-e values of 100 g/km in Australia. Use of bio-ethanol in these vehicles may deliver in Australia a significant reduction of CO₂-e emissions to values below 36 g/km. Emission factors for Victoria are presently 1.23 kg CO₂-e/kWh for the purchased electricity and vehicles powered by electric motors will need a significant reduction of this indirect CO2-e emission to become competitive. Values below 0.5 kg CO₂-e/kWh are needed to make electric cars competitive with Diesel cars while values below 0.1 kg CO₂-e/kWh are needed to make electric cars competitive with bio-ethanol cars. Compared with all these alternatives, renewable hydrogen may possibly compete with Diesel when produced with renewable energy sources and made available at the pump for less than 0.1 kg CO₂-e/MJ of fuel energy, and with bio-ethanol if produced and distributed at a cost below 0.02 kg CO₂-e/MJ of fuel energy.     

Performance and emission studies on port injection of hydrogen with varied flow rates with Diesel as an ignition source

Automobiles are one of the major sources of air pollution in the environment. In addition CO₂ emission, a product of complete combustion also has become a serious issue due to global warming effect. Hence the search for cleaner alternative fuels has become mandatory. Hydrogen is expected to be one of the most important fuels in the near future for solving the problems of air pollution and greenhouse gas problems (carbon dioxide), thereby protecting the environment. Hence in the present work, an experimental investigation has been carried out using hydrogen in the dual fuel mode in a Diesel engine system. In the study, a Diesel engine was converted into a dual fuel engine and hydrogen fuel was injected into the intake port while Diesel was injected directly inside the combustion chamber during the compression stroke. Diesel injected inside the combustion chamber will undergo combustion first which in-turn would ignite the hydrogen that will also assist the Diesel combustion. Using electronic control unit (ECU), the injection timings and injection durations were varied for hydrogen injection while for Diesel the injection timing was 23° crank angle (CA) before injection top dead centre (BITDC). Based on the performance, combustion and emission characteristics, the optimized injection timing was found to be 5° CA before gas exchange top dead centre (BGTDC) with injection duration of 30° CA for hydrogen Diesel dual fuel operation. The optimum hydrogen flow rate was found to be 7.5 lpm. Results indicate that the brake thermal efficiency in hydrogen Diesel dual fuel operation increases by 15% compared to Diesel fuel at 75% load. The NO_X emissions were higher by 1–2% in dual fuel operation at full load compared to Diesel. Smoke emissions are lower in the entire load spectra due to the absence of carbon in hydrogen fuel. The carbon monoxide (CO), carbon dioxide (CO₂) emissions were lesser in hydrogen Diesel dual fuel operation compared to Diesel. The use of hydrogen in the dual fuel mode in a Diesel engine improves the performance and reduces the exhaust emissions from the engine except for HC and NO_X emissions.     

From biogas-to hydrogen – Based integrated urban water,energy and waste solids system - Quest towards decarbonization

Three integrated systems of water and municipal solid waste (MSW) management were evaluated regarding their energy use, production and CO_2eq emissions:(1) Biogas based aerobic treatment of wastewater and waste solids disposal by landfilling wherein codigesting sludge with MSW and landfill gas capture produce electricity by a turbine and generator.(2) Biogas based wastewater treatment with codigestion of sludge with biodegradable solids combined with incineration of combustible sludge and other solids.(3) Hydrogen-based system replacing landfilling by indirect gasification of organic solids followed by hydrogen fuel cells.There are great differences between CO_2eq emissions of biogas and hydrogen-based systems. The first two systems are positive CO₂ and methane emitters. Achieving net zero carbon emissions is unlikely. The H₂ based system is fully decarbonized and in addition to clean water, energy and negative carbon dioxide emissions it produces valuable commodities such as energy, concentrated hydrogen, fertilizers, oxygen/ozone, and concentrated carbon dioxide.     

Mechanisms of NO formation in MILD combustion of CH4/H2 fuel blends

The mechanisms of formation and destruction of NO in MILD combustion of CH₄/H₂ fuels blends are investigated both experimentally and numerically. Experiments are carried out at a lab-scale furnace with the mass fraction of hydrogen in fuel ranging from 0% to 15%; furnace temperature, extracted heat and exhaust NO_x emissions are measured. Detailed chemical kinetics calculations utilizing computational fluid dynamics (CFD) and well-stirred reactor (WSR) are performed to better analyze and isolate the different mechanisms.     

Tolerance tests of H2S-laden biogas fuel on solid oxide fuel cells

Biogas is a variable mixture of methane, carbon dioxide and other gases. It is a renewable resource which comes from numerous sources of plant and animal matter. Ni-YSZ anode-supported solid oxide fuel cell (SOFC) can directly use clean synthesized biogas as fuel. However, trace impurities, such as H₂S, Cl₂ and F₂ in real biogas can cause degradation in cell performance. In this research, both uncoated and coated Ni-YSZ anode-supported cells were exposed to three different compositions of synthesized biogases (syn-biogas) with 20 ppm H₂S under a constant current load at 750-850 °C and their performance was evaluated periodically using standard electrochemical methods. Postmortem analysis of the SOFC anode was performed using X-ray diffraction (XRD), scanning electron microscopy (SEM) and X-ray photoelectron spectroscopy (XPS). The results show that H₂S causes severe electrochemical degradation of the cell when operating on biogas, leading to both complete electrochemical and mechanical failure. The Ni-CeO₂ coated cell showed excellent stability during CH₄ reforming and some tolerance to H₂S contamination.     

Effect of hydrogen supplementation on engine performance and emissions

Vehicular Pollution and environmental degradation are on the rise with increasing vehicles and to stop this strict regulation have been put on vehicular emissions. Also, the depleting fossil fuels are of great concern for energy security. This has motivated the researchers to invest considerable resources in finding cleaner burning, sustainable and renewable fuels. However renewable fuels independently are not sufficient to deal with the problem at hand due to supply constraints. Hence, advanced combustion technologies such as homogeneous charge compression ignition (HCCI), low-temperature combustion (LTC), and dual fuel engines are extensively researched upon. In this context, this work investigates dual fuel mode combustion using a constant speed diesel engine, operated using hydrogen and diesel. The engine is operated at 25, 50 and 75% loads and substitution of diesel energy with hydrogen energy is done as 0, 5, 10 and 20%. The effect of hydrogen energy share (HES) enhancement on engine performance and emissions is investigated. In the tested range, slightly detrimental effect of HES on brake thermal efficiency (BTE) and brake specific fuel consumption (BSFC) is observed. Comparision of NO and NO₂ emissions is done to understand the non-thermal influence of H₂ on the NO_x emissions. Hence, HES is found beneficial in reducing harmful emissions at low and mid loads.     

Eco-efficiency of H2 and fuel cell buses

Urban governments are continually striving to improve air quality by making public transportation more environmentally friendly. H₂ fuel cell buses (FCBs) offer one of the best ways to reduce air pollution. FCB has high energy efficiency and lower air pollutant emissions than conventional buses (e.g. diesel bus/Compressed natural gas bus, CNGB), and H₂ is an attractive alternative energy source in the face of depleting fossil fuels and global warming. H₂ can be produced via fossil fuels and renewable sources and then stored and distributed in a variety of different ways. While many contend that H₂ and FCB are not yet commercially viable, H₂ technology has developed a great deal over recent years. This fact alone demands that governments as well as for-profit businesses take a discerning look at what H₂ and FCB have to offer in terms of both environmental and economic opportunities.In this study, environmental and economic aspects of hydrogen pathways are analyzed according to plausible production methods and capacity, and distribution options in Korea using life cycle assessment (LCA) and life cycle costing (LCC) methods. This study considers the following means of hydrogen production: naphtha steam reforming (Naphtha SR), natural gas steam reforming (NG SR), and water electrolysis (WE). Additionally, conventional fuels (Diesel and CNG) are also included as target fuel pathways in order to identify which hydrogen pathway in particular has the greatest environmental advantage over conventional fuels. This study aimed to identify whether H₂ and FCB can compete with conventional fuels used in buses in terms of the eco-efficiency method, which focuses on economic feasibility and environmental improvement.The conclusion of this study is that H₂ pathways, especially, Naphtha SR [C] and NG SR [S], are more competitive than conventional fuels from an eco-efficiency perspective. As a result, switching from conventional transportation fuel to these suggested H₂ pathways is expected to offer an economically and environmentally more eco-efficient means of transportation. Henceforth, drawing upon evidence within this report, decision-makers would be wise to invest in more cost-effective and environment-friendly fuels by constructing an optimal H₂ infrastructure.