The German environmental foundation DBU published a short study in mid-December 2022 which investigated the use of hydrogen for process heat. The organization, working in partnership with the Gelsenkirchen net-zero port initiative, the Wuppertal Institute and Fraunhofer UMSICHT, analyzed the best way for the heating and industrial sector to become climate neutral.
The authors found that: “In addition to electrification with green power, the shift to green hydrogen is shown to be a valid option in many cases. From the initiative’s viewpoint, power grid expansion is therefore equal in priority to the construction of hydrogen infrastructure, which not only supplies major industrial corporations but at the same time enables the early connection of process heat clusters that primarily comprise midsize companies.”
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Lars Baumgürtel, spokesman for the Gelsenkirchen project, said: “Up until now, the electrification of process heat has been the preferred way forward. The study cracks this approach wide open and demonstrates that hydrogen is an equally legitimate alternative. For Germany’s energy transition, it therefore makes sense for many businesses to develop redundant, hybrid systems in parallel.”
Deutsche Bundesstiftung Umwelt (DBU), Dekarbonisierung der Prozesswärme im Klimahafen Gelsenkirchen, December 2022
Green hydrogen is to be used in particular where electrification by other means is not possible or only possible with great difficulty – for example in maritime applications. One of the greatest problems facing the shipping industry, however, is that there are only a few manufacturers who optimize their drive concepts for use on the water or design them specifically for this purpose, because the quantities demanded in this economic segment are generally not very large. How this dilemma could be solved is being discussed in, among other projects, e4ships and e4ports.
Hydrogen and fuel cell technology has now arrived in almost all divisions of technology. Accordingly, the two were presented and discussed during the SMM, the largest ship and maritime technology fair, that took place in Hamburg from Sep. 3rd to 6th. During the accompanying e4ships conference, for example, Achim Wehrmann, director for ship transport at the German transport ministry (BMDV), stated, “(The NIP project) e4ships has been running since 2009 and has shown that fuel cells are extremely important for maritime applications.” At the same time, he stressed, “The emissions in this sector need to be significantly reduced. And we need to be quicker about it.”
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The search for the fuel of tomorrow
The main question in the industry at the moment is which fuel will be the fuel of the future? It is clear that the move away from fossil fuels such as heavy oil must be implemented as quickly as possible – but what should follow? Dr. Ralf Sören Marquardt, managing director of the German association for shipbuilding and maritime technology (Verband für Schiffbau und Meerestechnik eV, VSM), made clear that the current state of the industry is literally gloomy, as at present dirty clouds of exhaust gas still were obscuring the sun.
The ship companies and builders had been set on using LNG as the alternative, but ammonia, methanol, liquefied petroleum gas (LPG), low-flashpoint diesel (LF diesel) and hydrogen are now being seriously considered. LPG, likewise to LF diesel, can in principle be renewably generated, but not yet however. Hermann-Josef Mammes from the shipyard Meyer Werft stated, “We need more and a diversity of different fuels.” He pled for more demonstration projects in this context so that the corresponding technologies could be better tested. Stated Mammes, “The sobering conclusion is that we are nowhere near the market ramp-up stage in this sector.”
Christian Allgeier from the BMDV replied that “safety comes first, before speed.” In his opinion, the current pace of development is not okay, which is why work is being done to accelerate it. At the same time, however, he said, “We don’t want anyone to be left behind.”
Much at this time still depends on the regulations that the International Maritime Organization (IMO), in which 175 nations are a part of, will set in the ship transport sector. Kurt-Christoph von Knobelsdorff, managing director of the German administrative agency for hydrogen and fuel cell technology (Nationale Organisation Wasserstoff- und Brennstoffzellentechnologie, NOW), stated, “Many regulations are undergoing revision at this time, including those for hydrogen.” Although they are striving for speed in this, it will take years before anything gets done. Dr. Christopher Stanik, NOW team leader for maritime applications, declared, “The strategy (of the IMO) is not fast enough, is not in line with the Paris Goals.”
Even more direct was VSM chief managing director Dr. Reinhard Lüken: “We must – especially on the regulatory side – be much faster. We are far behind.” Specifically, he criticized that it took “ten years to introduce the IGF code for a fuel that we had been using for years.” He also called for a change in the EU taxonomy for sustainable activities so that e-fuels could become viable in the maritime sector.
Marquardt said regarding the IMO, “The goal is correct, but the measures are not ambitious enough. We need more trust and less resistance.” Here, there is a “long list of unresolved problems.” As long as this framework is not established, there will be the challenge of having to build ships without having solid regulations, which could then always change case. VSM managing director Lüken stated: “If we continue to address tasks one after the other, we will not get things done fast enough. We need to accelerate. We need to achieve all this in less than ten years – and all in parallel. Money may not be the problem right now, but that we need better coordination.”
Bingbing Song from the International Maritime Organization stated that while the IMO does not tarry, the fact that the institution is working with so many different countries and other actors inevitably means that the coordination processes are extremely lengthy.
Zero-emission at the wharf
Subject of discussion are ports in addition to ships. In order to, for example, make shore power more sustainable, the network e4ports has been running since 2021, which among other things concerns itself with ideas and designs for the energy supply at ports as well as the implementation of EU guidelines. This should help ports become sustainable transport hubs. Since they are not only points of exchange, but also always energy sinks, they are ideal sites for energy renovation.
At the focus is how energy supply, particularly of large ships, is to occur at ports. As the running of diesel engines has been subject to heavy fines for several years due to emissions reduction laws, the supply of power for moored ships must be guaranteed by the shore side. For this, there are several approaches.
When the energy requirement is over 1.5 MW, mobile shore power solutions are generally not practical, since the cost can add up to around 50 cents per kWh. Therefore, stationary solutions are therefore more suitable for this high power segment. Mobile solutions, such as battery systems or trailers with alternative fuels, are more suitable “for smaller marinas or for areas of ports with lower utilization rates” – most import factor being a “highest possible capacity utilization of the systems, in order to be able to use them economically.” This was the conclusion of the study “Technologische Möglichkeiten und Voraussetzungen mobiler Landstromversorgung” (technological possibilities and preconditions for mobile shore power), which was presented during the e4ports conference.
Containerized fueling solutions of this kind are already widely established in the event sector, but in maritime use, they are still quite new. There aren’t any hydrogen solutions yet, however, with the exception of one example from GP Joule, who tried out an H2 Container at the rock festival Wacken.
Besides the supplying of power to ships in ports, the discussion is about the supply to vehicles on the grounds of the port. One-third of the CO2 savings can be achieved there through electrification and automation alone, and two-thirds through the use of alternative fuels. However, solutions for port vehicles with hydrogen as the alternative will probably not be available for another five or ten years, which is why when new equipment is purchased, conventional technology will still be in play in many cases. Down the line, however, increased electrification and possibly the acquisition of H2 systems awaits.
Question for the world
One question that was discussed but not answered during the e4ships event was whether cruise ships are really necessary. Is it really necessary for floating cities to encroach on what could have been untouched nature, or would a reorientation be desirable here?
H2-powered CTVs
Also at the WindEnergy that took place end of September (see p. 10), also on the Hamburg Messe grounds, was something to be seen from the maritime sector: the Hydrocat 48, the first hydrogen-powered crew transfer vessel (CTV). In May 2022, CMB.TECH, which is a Belgian company that converts special machinery and ships, announced together with Windcat Workboats that the CTV, after the successful tests, was immediately ready for operation. That is, to bring workers to their posts at offshore wind parks.
The Hydrocat 48 uses a dual-fuel engine from MAN that CMB.TECH equipped with an H2 injection system. CMB.TECH had retrofitted its first CTV to operate with hydrogen as early as 2017. The resulting technology from this was then installed in a Windcat MK3.5 workboat without incurring significant loss of performance or reliability, explained Frank Wiebe from FRS Windcat Offshore Logistics GmbH to H2-international.
“This vessel offers the industry a cost-effective solution to significantly reduce emissions from service vessels, which can be applied to any wind farm today. This solution can be seen as a steppingstone to fully hydrogen powered CTVs. By starting with dual fuel combustion engines, we can make hydrogen technology operational in the industry and kick-start further development of the technology, regulation, supply chain, etc.”
Willem van der Wel, managing director of Windcat Workboats
“The suitability of this technology for a CTV is mainly because existing diesel engines can be used. No fundamental changes to the main engine are required, which not only means that maintenance and repair remain simple, but also that the engine can easily be switched back to diesel fuel without any modifications. Even if hydrogen is not available, the vessel can continue to run on traditional fuel, making it a very robust and reliable solution for the offshore wind industry… From the initial dual-fuel technology projects we have seen reductions of CO2 emissions up to 80%.“
Roy Campe, managing director of CMB.TECH
One of the first H2 ships was the Hydroville, which has been shuttling around Antwerp for three years now. In 2021, it was joined by, among others, Hydrobingo. In the meantime, a total of four additional ships have been ordered, according to Wiebe. And since October 2022, Volva Penta, a subsidiary of the Volvo Group specializing in ship propulsion, has also been a cooperation partner.
References:
Ninnemann, Jan, u. a., Mobile Landstromversorgung – Technologische Möglichkeiten und Voraussetzungen, NOW, Sept. 2022
The German association for gas and water standards (Deutscher Verein des Gas- und Wasserfaches eV, DVGW) appointed Jörg Höhler as its new president at the end of November. His predecessor, Michael Riechel, gave up this post earlier than originally planned. The DVGW explained to H2-international that Riechel, who is additionally board chairman of Thüga AG, “with view of his retirement from the company in the course of the coming year” had wanted to settle his succession in office at an early stage. The 61-year-old saw that it was time to leave his seat to someone else and that it should not wait until the next general meeting, when the vote for a new president would take place, which is why a special general meeting was called, it was said.
Höhler was previously vice president and has been a member of the executive board since 2015. Since 2009, the 56-year-old engineer has been a board member of the energy provider for Wiesbaden, ESWE Versorgung AG, and he has been board member of the power company Kraftwerke Mainz-Wiesbaden AG since 2017. He stressed that particularly in these difficult times, understanding and communication with each other and a shared sense of unity are important to “mobilize all forces in the association network.” He further stated, “The DVGW has become a key player in hydrogen advancement in recent years.”
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The post of vice president is immediately being assumed by Markus Last, who has been a member of the executive board since 2014.
The looming climate crisis and the inadequate diversification regarding energy source countries made visible by the Russian aggression in Ukraine is evidence that more speed is needed in the energy transition. Hydrogen will play an important role in the energy systems of the future. Due to this time pressure, the German government has taken on the responsibility of making the ramp-up of the hydrogen economy more efficient. But how exactly is this to be achieved? What options are available for carrying out this task, and what advantages and disadvantages are associated with them? Which actions need to be taken, and when, to enable the ramp-up, while avoiding unwanted path dependencies?
These are the questions that Acatech (Deutsche Akademie der Technikwissenschaften eV) and DECHEMA (Gesellschaft für Chemische Technik und Biotechnologie eV) have been investigating as part of the two-year project H2-Kompass (Wasserstoff-Kompass) since June 2021. The central product of this project will be an orientation tool of the same name, available starting from the second quarter of 2023. This market-oriented, data- and fact-based tool can be used by policymakers to further develop a national hydrogen roadmap. This is what the German national hydrogen strategy of 2020 envisages. The project is being funded by the German ministry for education and research (Bundesministerium für Bildung und Forschung, BMBF) as well as the ministry for economy and climate protection (Bundesministerium für Wirtschaft und Klimaschutz, BMWK).
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The basis of Kompass is, on the one hand, a meta-analysis. It evaluates relevant studies and strategy papers for Germany, the EU and other important countries around the world, and provides an overview of the current and future hydrogen quantities and requirements. This quantity structure and related technological issues are being verified and debated in a multitude of expert discussions.
Secondly, Kompass incorporates the results of a broad-based stakeholder dialogue that lasted around twelve months. This was conducted with people from academia, commerce, public service and community development to obtain their views and to work towards a common vision of a German hydrogen economy. This comprehensive stakeholder dialogue makes H2-Kompass a unique feature in the H2 project landscape.
Bearings for policymakers
A look into the year 2045: A bus is on a newly paved road taking passengers to the next city in the district. But what is the road surface made of? When an asphalt road is built or repaved today, bitumen is used as a binder. This dark, sticky hydrocarbon mixture is produced in today’s refineries as a byproduct during the processing of crude oil. When refineries no longer process fossil resources in the future, this byproduct will in all likelihood no longer be produced. Also other classic byproducts, such as sulfur or lubricating oils, refined to their corresponding qualities, are missing in a refinery converted to instead process hydrogen derivatives, and would have to be obtained in future via other process routes or from other sources.
This example shows that the potential use of hydrogen is associated with many overarching consequences along the entire value chain, which include, among other things, a need for policy changes regarding industry and labor markets as well as for security of supply and social acceptance. At the beginning of the market ramp-up will be many possibilities and challenges. Here, H2-Kompass is to provide orientation, specifically through simultaneous consideration of multiple fields of action: production and import, infrastructure, steel industry, chemical industry, refineries, other industries, transport, power generation, and building and process heat.
Wasserstoff-Dialog conference in autumn 2022
The conference Wasserstoff-Dialog from October 10th to 12th, 2022 brought 370 stakeholders from the hydrogen community together in Berlin. Co-organizer of the conference was the research alliance Forschungsnetzwerk Wasserstoff, which held a meeting during the first part of the conference. The joint part midway through the conference culminated in a top-class panel on the topic “Deutschlands Wasserstoffwirtschaft – Einblicke in politische und industrielle Herausforderungen” (Germany’s hydrogen economy – insights into political and industrial challenges). Among others were BMWK parliamentary secretary Stefan Wenzel and BMBF innovation officer for green hydrogen Till Mansmann. Subsequently, the H2-Kompass used formats such as a poster exhibition und world cafés to obtain feedback from the participants on the results produced so far.
Defining targets for the hydrogen ramp-up
The stakeholder dialog component of the project started in autumn 2021 with the survey “Ziele und Wege zur Wasserstoffwirtschaft 2030/2050” (goals and paths to a hydrogen economy by year 2030/2050). Participating were around 600 people from academia, commerce, community development and public service. From April to September 2022, H2-Kompass organized four workshops with the topics 1) import criteria, 2) policies to enable success of business models reliant on domestic hydrogen production, 3) prioritizing the uses of hydrogen and 4) perception and expectation management. The propositions produced in the workshops were discussed by a wider stakeholder circle during the three-day Wasserstoff-Dialog conference in October 2022 in Berlin. The results from the stakeholder dialog were worked into the end product, that is, the H2-Kompass. A synthesis paper in the first quarter of 2023 will summarize the key discussion points.
H2-Kompass continuously collects strategy papers, and studies and analyzes them, and evaluates and verifies them through discussions with experts. Based on this, a time-dependent quantity structure is being creating from hydrogen supply and demand in the individual sectors, taking into account the necessary infrastructures for transport, storage and distribution. Furthermore, H2-Kompass maintains a project database to keep track of the generation capacities in Germany.
Publications based on the meta-analysis conducted by H2-Kompass
In the course of the project, H2-Kompass has so far published analyses on the following topics:
Comparison of the hydrogen ramp-up strategies of the different German states
· Fact Sheet Wasserstoff im Wärmesektor (hydrogen in the heating sector)
International ship transport: climate-neutral drive systems and fuels
Climate neutrality in air transport
Hydrogen in the transportation sector
Fact Sheet Wasserstoff in der Stahlindustrie (hydrogen in the steel industry)
Raw materials for the production of electrolyzers
Electrolyzer capacities
Until the end of the project, analyses will follow on hydrogen in the electricity sector, hydrogen in other industrial sectors – such as cement, lime, glass and paper, – hydrogen use in refineries and the chemical industry, and on the infrastructure requirements of hydrogen ramp-up.
acatech, DECHEMA: Kapazitäten der Elektrolyse. 2022. https://www.wasserstoff-kompass.de/news-media/dokumente/erzeugungskapazitaeten
Author: Alena Müller, Stakeholder-Referentin im Wasserstoff-Kompass, acatech mueller@acatech.de
Image: World café “Priorisierung von Wasserstoff-Anwendungen” (prioritizing the uses of hydrogen) during the conference Wasserstoff-Dialog Source: Svea Pietschmann, acatech
Duisburg, being located on the rivers Rhine and Ruhr, is an excellent site for transport activities. Duisburger Hafen, the largest inland port in the world, is one of the most important shipping hubs globally. Settled in Duisburg are, among others, the major research institutes Fraunhofer IMS (Fraunhofer institute for microelectronics) and the ZBT (Duisburg fuel cell technology center). At the same time, the industrial activities there – steel production, coal-based power production, port operation – are one of the city’s largest sources of CO2 emissions. ThyssenKrupp Steel Duisburg alone accounts for 2.5% of the CO2 emissions in Germany. An excellent place to start actively driving forward processes for the already necessary transformation of the industrial and transportation sectors toward a hydrogen economy and, with that, shape a renewed economic restructuring of the region.
Duisburg is located in the Ruhr area, which consists of eleven district-free cities and four districts. In the region called the Metropole Ruhr live 5.1 million people – of which 0.5 million reside in Duisburg (status on 2020/06/30). The Ruhr area is the largest polycentric metropolitan area as well as one of the largest urban areas and, with 31,000 workers, the largest steel site in the European Union. Each municipality and each district has developed its own field of expertise and industry concentration. Duisburg’s specializations, for example, lay in metal production and metalworking, warehousing and shipping services as well as the energy industry and maritime transport.
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Green transformation
Germany’s energy transition and phasing out of hard coal represent a challenge for all municipalities and districts in the Ruhr area. Its economic restructuring into a service and knowledge location is in full swing. Throughout the Ruhr area, an increase in activities regarding digitalization, energy, sustainability and circular economy is taking place. How is Duisburg handling this climate and structural change?
Already in 2001, the ZBT in Duisburg – Zentrum für BrennstoffzellenTechnik GmbH – was founded. It was to be a nucleus that supported the needed transformation in the Ruhr area, in particular that involving fuel cell and hydrogen technology. The ZBT is an application-oriented research and development institute for fuel cells and hydrogen and battery technology with global renown. Its focus lies in meeting the needs of industry as an independent service and R&D partner. Currently, 150 full-time employees and about 25 student employees work there.
With numerous projects already early on, the ZBT was able to collect experience in hydrogen and fuel cell technology and to help in its development. Production processes for a mass market were created and, in the first independent testing lab at the time, standards for fuel cell systems were set.
With the hydrogen test field at the ZBT that went into operation in 2018, a research and development platform for high-pressure H2 applications was established, which today represents the decisive testing platform in various European projects.
H2 in steelworking
Because of the Paris Climate Accord and national provisions regarding greenhouse gas emissions, hydrogen is gaining momentum throughout the European Union. With this in view, Thyssenkrupp Steel in Duisburg has decided to invest in climate-friendly technology. The company’s blast furnace process is to be partially replaced by a hydrogen-powered direct reduction system of pig iron production within the next few years. The goal is to produce premium steel with low CO2 emission.
The planned direct reduction furnace is conceived for 2.5 million tonnes of crude iron and should avoid 3.5 million tonnes of CO2, as the CO2 emission in this first production step is to sink by about 20%. The total investment is 2 billion euros. A corresponding IPCEI project application has been submitted. As soon as the commitment from the EU comes, the building contract can be awarded and construction of the direct reduction furnace can begin. The expected start of production is currently in 2026.
Duisburger Hafen as well, the largest inland port in the world, is obligated, by internal regulations, to reduce its greenhouse gas emissions. As part of the project EnerPort I, it has been investigating which approach should be taken to support the energy transformation process. Using the example of Duisburger Hafen, a strategy is to be developed based on data collection, concept selection, formation of scenarios and, finally, optimization of energy infrastructure and operations. This project will be completed shortly and has already spurred a subsequent project, started in 2021, to implement the results.
In the project EnerPort II, the worked out fundamentals are to be implemented and tested in a pilot project that involves construction of the trimodal Duisburg Gateway Terminal (DGT) in Duisburger Hafen. At the terminal, a sustainable energy system would be installed that is designed as a smart microgrid. Renewable energy production, storage and consumption would be coupled and optimally driven, and adjacent neighborhoods and city districts could be supplied through this.
Activities of this sort are bringing international companies as well to settle in Duisburg. Most recently, the US fuel cell manufacturer Plug Power Inc. opened its European service and logistics center in Duisburger Hafen (see H2-international May 2022).
TrHy – “The Hydrogen Proving Area”
TrHy came into being as an ITZ center (Technologie- und Innovationszentrum Wasserstoff) for the western area of Germany through a national competition. It is one of four ITZ centers throughout the country, which are dedicated to hydrogen innovation. Through TrHy, located on the grounds of the steel and power producer Hüttenwerke Krupp Mannesmann in the south of Duisburg, the entire spectrum of innovation development, knowledge transfer, standardization, certification and testing of fuel cell-based drive systems for the heavy transport sector is to be covered, thus giving Duisburg a national center for hydrogen-based mobility across various transport modes.
The plan is to coordinate the activities in the field of standardization and to be available as an independent testing institute to market partners. For this, the state of Nordrhein-Westfalen (NRW) and the federal government have allocated up to 122 million euros of funding. Investigation of the feasibility of such an institute was carried out and confirmed. Wide support from the industry was obtained in the form of documents and assurances beforehand. With the laboratory and testing capabilities that are to be set up, an essential gap in the successful establishment of hydrogen-based transportation will be filled. For the research and development, a large network of partners throughout NRW, as satellites of TrHy, stand available.
H2 industrial park
The city of Duisburg itself must also be active in order to comply with regulations and reduce greenhouse gas emissions. Over the next few years, it will be investing heavily in the expansion of climate-friendly transportation. The provisions of the EU’s Clean Vehicle Directive (CVD) were transferred into German law as the Saubere-Fahrzeuge-Beschaffungs-Gesetz (SaubFahrzeugBeschG) by policymakers in 2021. In response, the public transit provider Duisburger Verkehrsgesellschaft AG (DVG) acquired seven battery-electric buses, which have been in use in the Duisburg urban area since March 2022. In May 2022, the city council made the decision to procure ten H2-powered buses by 2026. At the end of November, it was decided to purchase a further 100 units by 2030.
The company for municipal operations, Wirtschaftsbetriebe Duisburg (WBD), has also committed to fuel cell drives. In 2021, the nation’s first hydrogen-powered trash collection vehicle went into service – another in October 2022 – and five units are yet to be delivered.
With this, Duisburg is well on its way to claiming the title of “hydrogen capital” for itself, since the H2 demand at this time is the greatest in Duisburg and its state of NRW. The steel and shipping industries are counting on hydrogen to reduce greenhouse gas emissions, which is creating the ideal conditions for establishment of a sustainable H2 economy. The following map offers an overview of the hydrogen activities in the Duisburg urban area.
Cooperations and networks
To participants, it is clear that the market ramp-up of the hydrogen economy can only happen if they work together. Duisburger Hafen (DuisPort) is cooperating with Dutch seaports to study the potentials of various H2 carrier technologies and to establish an international supply chain for hydrogen. In addition, there is the RH2INE (Rhine Hydrogen Integration Network of Excellence), which is an initiative of the Dutch province Zuid-Holland and the German state Nordrhein-Westfalen, in cooperation with the ports of Rotterdam and Duisburg and the company RheinCargo, founded with the goal of creating a climate-neutral transport corridor in the Rhine-Alpine area (Transportkorridor Rhein-Alpen) and advancing the use of hydrogen in freight transport.
Furthermore, in 2020, the region DüsselRheinWupper, which includes Duisburg, won the NRW competition to become a model region for hydrogen transportation (Modellregion Wasserstoffmobilität NRW). Consequently, the initial concepts for a complete hydrogen-based transportation system in the region were worked out and the fundamentals for an implementation in Duisburg were drawn up.
Duisburg is also actively participating in the project HyMR (Hydrogen Metropole Ruhr) of the regional land use association Regionalverband Ruhr. Within this network, the various regional initiatives exchange information in order to jointly move the region forward in the field of hydrogen through synergy effects.
With the association Hy.Region.Rhein.Ruhr eV, founded in 2021 in Duisburg and in which 40 companies and scientific institutions are now active, a strong network of industry partners stand available in the fields of hydrogen production, distribution and use in the industrial and transportation sectors. The stated objective of Hy.Region.Rhein.Ruhr is to promote the implementation of a cross-sector hydrogen economy. For this purpose, the members want to actively work together and carry out projects in the Rhine-Ruhr region.
H2 education center
A green transformation only works, however, if it is accompanied by a social transformation. Employees who are being affected by this need precisely tailored continuing education and retraining measures – this ranges from skilled and technical trades to a strong academic environment in the relevant key technologies. Such measures give employees a hopeful future, not only for themselves, but for a healthy overall social and societal fabric.
This cannot be accomplished by the companies alone, however. That’s why the City of Duisburg together with strong partners from the region is planning the construction of an H2 education center, to be able to offer a wide range of continuing education and retraining services for the region and its companies. By the signing of a letter of intent between the City of Duisburg, DuisPort, KWS Energy Knowledge eG and the ZBT, it was decided that a hydrogen training center would be set up in Duisburg. The corresponding project applications for a systematic analysis of the qualification needs of the different professional groups as well as a system to recognize the skills that they acquire have already been prepared and will be sent off with the support of the various industry partners.
Authors: Matthias Heina, hydrogen coordinator for the City of Duisburg j.jungsbluth@zbt.de
Image: ZBT, Duisburg Image:
Fig. 4: Hydrogen activities in Duisburg – with no claim of completeness
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