Methane without hydrogen

by Hydrogeit | Jun 15, 2023 | Germany

Synthetic energy carriers like chemically produced methane can make green energy transportable and storable for long periods. The problem: The production is associated with relatively high energy losses. On top of that, the processes up to now also require additional purification of the methane. Researchers from the Swiss materials institute Eidgenössische Materialprüfungs- und Forschungsanstalt (EMPA) want to change that. They have now developed a new concept for methanation.

Synthetic natural gas (SNG), or methane, is a representative synthetic gas – and its production from atmospheric CO₂ and renewably generated hydrogen offers enormous potential. Methanation, however, presents some challenges: The catalytic conversion of hydrogen and CO₂ to methane results in a product that still contains hydrogen and possibly also CO₂. This prevents a direct feeding into the gas grid.

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Direct feeding into the natural gas grid

The research team of Florian Kiefer at EMPA have therefore developed a new reactor concept. Hydrogen-free methane is produced by a process known as sorption-enhanced methanation. The idea behind it: The water produced during the reaction is continuously adsorbed on a porous catalyst support during the process. This continuous removal of water leads to only methane coming out as a product. This way, the step to purify a product mixture is no longer needed. The catalyst support material is dried again after the end of the reaction by means of pressure reduction and is ready for the next reaction cycle.

For three years already, the team has been researching a new reactor concept using zeolite pellets. These serve as a porous catalyst support and at the same time adsorb the water that forms during the methanation reaction. “We attain a relatively high purity of the product through the effect of sorption-enhanced catalysis,” according to Florian Kiefer, manager of the methanation project. “This means we are shifting the reaction equilibrium of the Sabatier reaction through a continuous removal of a portion of the products.”

In this case, the water is pulled out. This produces nearly pure methane, or CH₄. “The removal of the water continuously takes place in the reactor via adsorption on the catalyst support,” describes Kiefer. In order to achieve this, the catalyst support must have a high water uptake capacity.

What do zeolite pellets do?

With the zeolites used, the researchers at EMPA create exactly this storage property. Zeolites have a high water sorption capacity, including under the conditions in which this reaction takes place. But what kind of material is this? “Zeolites are crystalline microporous aluminosilicates with large internal surface area,” describes the scientist, “and that’s where the high water sorption capacity comes from.”

The adsorption of the water is important, among other things, for feeding SNG into the gas grid, liquefaction into LNG or even for its use in CNG vehicles. Depending on the application, different maximum CO₂ and H₂ contents of the gas are prescribed, which ideally should be reliably achieved with as little energy expenditure as possible. Furthermore, a most complete conversion possible of the starting materials, H₂ and CO₂, is important for the overall efficiency of the process. “Alternatively, a separation and recycling of hydrogen and CO₂ would be possible, but this is associated with high energy and technical input,” states Kiefer.

One of the decisive advantages of the new reactor concept is the high methane content in the product gas without recycling. In addition, the process can be operated stably at low partial load as well as with fluctuating supply of CO₂ and H₂. This load flexibility is particularly important for coupling with renewable energies.

Electrolyzers tolerate no impurities

Water for electrolysis in a PEM electrolyzer must be treated, for example though reverse osmosis, since any impurities can damage the membranes. For the treatment of the hydrogen for methane synthesis, however, another electrolysis technology could be used as well, reports Kiefer. To produce 1,000 kg of hydrogen, 8,936 kg of water is needed in theory. If methane is generated from this hydrogen, then theoretically half of the water is recovered.

Synfuels are able to be used in conventional gasoline, diesel or gas-powered vehicles. One disadvantage, however, is the low conversion efficiency. In the production of synfuels from renewable electricity, at this time about half of the primary energy is lost. These losses, according to EMPA, can probably be reduced to 40 to 45 percent in the future. Synthetic fuel therefore only makes sense where direct electrification is not possible. Possible areas of application would be freight transport, cargo ships and aircraft.

But for all the losses, synfuels also have an advantage: They can be easily transported over long distances. In this way, far away renewable energy resources, like in desert areas, can be tapped. The synthetic energy carriers can then also be stored over longer periods without loss. They thus represent an interesting buffer for a national regenerative energy system – which is to be completely or almost completely renewable in less than three decades.

From laboratory to industrial plant

All this is still taking place in the laboratory. From the beginning, however, the focus of the new method has been on scaling. The researchers have therefore been looking for a concept that could also be implemented in large-scale plants. The project was financially supported by, among others, the Canton of Zürich, Avenergy Suisse, Migros, Lidl Schweiz, Armasuisse and Swisspower. Additionally, EMPA has cooperated with various industrial partners.

Crucial for the reactor design and process planning for this is particularly the regeneration time, that is, the time needed for the drying of the reactor. To ensure a continuous methane production, at least two reactors must therefore operate in alternation. For the drying of the reactor, a suitable heat management is also central, whether through dissipation of the heat out of the reactor or through internal storage of the heat in the catalyst bed. Kiefer’s team has filed a patent on this subject. He doesn’t want to or cannot yet disclose any details, however.

“For hydrogen production, you need in addition to renewable electricity also a lot of water,” knows colleague Christian Bach, head of the division for vehicle drive systems. In a demonstration unit is therefore to be obtained directly on site from the atmosphere, in addition to CO₂, water for the hydrogen production using a CO₂ collector from the spin-off company Climeworks from the technical university ETH Zürich. Such concepts would then in the future also be implemented in desert regions without the aid of liquid water reserves. The Swiss startup Climeworks already operates Orca in Iceland, which is a carbon capture plant with an annual capture capacity of 4,000 tonnes of CO₂ from air (see box).

Climeworks is pulling CO₂ out of the air

This CO₂ direct air capture plant is based on the principle of selective adsorption of CO₂ in a material that air is blown through. In the process, hydrogen as well as CO₂ is taken out of the air. Through a raising of the temperature, the captured CO₂ is expelled from the material and is ready in pure form for methanation. Electricity is required for fans to ensure circulation of the air stream. For the desorption of the adsorbed CO₂, heating to about 100 °C is required. “We provide at least half of this heat with waste heat from the overall process,” states Kiefer. And then a heat pump brings the temperature up to the required level with waste heat from the electrolyzer.

The demo plant is to go into operation at the end of 2023. The next steps in the development are already laid out, reports Kiefer: optimization of the entire operating sequence and of the load-flexible operation as well as integration of methanation into the whole process. An accurate assessment of the energy efficiency will only be possible then.

Climeworks launches first large-scale capture plant

In September 2021, Orca started operation in Iceland. This is not a killer whale, as the name might suggest, but a facility for direct capture and storage of carbon dioxide. According to the Swiss company Climeworks, this is the largest capture plant of its type in the world.

The plant consists of eight collection vessels, each with a CO₂ capture capacity of 500 tonnes per year. The containers are arranged around a processing hall. In there, all the electronics of the preparation unit are housed such that it can also be operated and controlled remotely.

The required heat and electricity for the air capture process comes directly from the geothermal power plant Hellisheiði. Orca therefore uses purely green energy for capture. The concentrated CO₂ is stored in the earth. Through a natural process, the carbon dioxide reacts with basalt rocks and mineralizes this way within a few years. Mid-2022, start of construction for a further project in Iceland was announced. The new plant is called Mammoth.

Author: Niels Hendrik Petersen

Source: EMPA

Stepping in to make a difference

by Hydrogeit | Jun 15, 2023 | Germany

Recently, the German government presented a draft provision on Klimaschutzverträge, also called Carbon Contracts for Difference (CCfD) in the EU. On the basis of a 15-year contract between the government and the business, those who do their production in a climate-friendly manner are to receive money for investments as well as annual funds as compensation for the more expensive green production. The main objective of the measure is to enable and accelerate the implementation of such systems. This policy instrument is interesting for, among other things, transformation of the industrial sector into a green hydrogen industry. Dr. Uwe Lauber, board chairman of MAN Energy Solutions, assesses the instrument from the point of view of a systems manufacturer.

H2-international: How impactful do you see the carbon contracts for difference proposed by the German government?

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Dr. Lauber: We see the contracts for difference outlined by the federal government as a first step in the right direction. In 2021, the industrial sector of Germany had 120 million metric tons of CO₂ emissions. Here, lawmakers could have an enormous influence, and they should make it now. It’s important that businesses who switch to lower or zero carbon technologies be protected from economic disadvantages through a market-compliant framework. The planned CCfDs offer such potential, but they will only be limited to a few industrial businesses at this time.

Among other things, according to the draft, the subsidized installation must achieve a 60 percent CO₂ savings compared to the conventional technology after two years. In addition, the employed technology or energy carrier is required to theoretically enable 95 percent reduction. To what extent do you see the targets as realistic? Are these too ambitious or could they be even more so?

Technologically, achieving these targets is possible, since solutions for CO₂ avoidance are already available and thoroughly developed. What’s important is that the bar is reasonably set, and economic and technical expertise is applied. Crucial for the German economy at the moment is that it finally succeed in getting major industrial projects off the ground – for example in establishing a hydrogen economy, synthetic fuels or CO₂ capture.

What other suggestions do you have for improving the draft provision?

Based on the current version, only a few large industrial companies will benefit from the carbon contracts for difference. This is strategic to collect experience with the new instrument and move forward projects with especially high impact. Medium-term, however, CCfDs also need to be possible for small and medium-size businesses. We must also not lose sight of the fact that an impactful CO₂ price still is the most significant and market-effective tool of influence. At this time, however, the price is clearly too low.

How important is the matter of speed? How quickly will the law be put into effect?

We’re running out of time. We must finally begin to implement climate-friendly technologies in major industrial structures. Only so can important operating experience be accumulated and, above all, the effects from scaling occur that will in the medium and long term lead to cost reductions and competitive prices, and ultimately ensure and create well-paid job positions in the industrial sector. The current draft proposal of the German government on CCfDs is a step in the right direction.

Details of the draft Klimaschutzverträge (carbon contracts for difference, CCfD)

According to the draft of a support provision presented at the end of last year by the German ministry for economy and climate protection (BMWK), businesses are to be able to bid in a call for tenders for carbon contracts for difference.

•           This is a contract between the government and a business for climate-friendly production of a good. This applies, for example, to a switch from blast furnace technology to direct reduction with hydrogen in steel production.

•           Such a contract guarantees the company for a period of 15 years payment that compensates for the higher costs of climate-neutral production. At the same time, it safeguards the company against fluctuations in the CO₂ price and other risks.

Implementation is to be bound to various criteria:

•           The submitted project must use available green or blue hydrogen as the energy carrier or, alternatively, use electricity that was generated from renewable energies.

•           Once the contract is signed, the system is required to be put into operation within two years.

•           The CO₂ savings compared to conventional technologies must lie at 60 percent after two years, and a CO₂ reduction of 95 percent with the used technology or energy carrier must theoretically be possible.

•           CO₂ certificate price as indicator: According to the draft, the federal support will end during the contract period if the actual CO₂ price exceeds the CO₂ price at the time of the drafting of the contract.

•           The use of biomass is to only be eligible for support in exceptional cases.

To what extent, do you assume, is this support measure suitable for actually incentivizing projects in green and blue hydrogen? How would the market develop without such measures?

The exciting question is how to avoid the so-called chicken-and-egg dilemma in which potential producers of hydrogen base their investments on sure demand, while potential consumers conversely link theirs to sure supply. Here, instruments that stimulate the corresponding investments can help.

Among other things, the injection of CO₂ underground will be supported. How do you evaluate this measure? What potential do you see here, for example, in terms of cost-effectiveness and feasibility, and for hydrogen?

Hydrogen and carbon capture technologies (CCUS) to a certain extent go hand-in-hand. CCUS is not only unavoidable if emissions that cannot be avoided are to be counterbalanced; the technology can also form the basis for a circular CO₂ economy that ensures the capture, subsequent use and re-capture of CO₂ − a kind of recycling system. CO₂ is, for example, an important raw material for converting green hydrogen into urgently needed synthetic fuels.

What opportunities does the instrument open up for German mechanical and plant engineering, for example in the construction of electrolyzers?

Germany is already leading the world with its hydrogen and also CCUS technology. The diverse and dense industrial specializations also offer optimal conditions for positioning Germany as a climate champion and pioneer. There is a great danger, however, that other countries and regions will overtake us. And this is mainly due to the fact that the bureaucratic procedures for the implementation of concrete projects are far too lengthy. Other countries are much more effective, efficient and consequently faster.

To what extent do your systems meet the prerequisites in the proposal?

We already offer a variety of technologies that help industrial customers reduce their CO₂ emissions. Among other things, we have considerably invested in our subsidiary H-Tec Systems, to develop the company into one of the top 3 suppliers of electrolyzers for green hydrogen production in the next few years. Already today, H-Tec Systems offers the so-called Hydrogen Cube System (HCS), which are modular block units that can be joined together to realize large PEM electrolyzer systems in the 10 to 100 megawatt range. Like all the other manufacturers, we are working intensely on series production of electrolysis stacks, and we are planning the construction of a gigafactory in Hamburg for this. Additionally, our compressors are already employed in over 30 carbon capture projects around the world and so are already technically mature. Furthermore, we offer large industrial heat pumps to sustainably supply large industrial plants with process heat and cooling.

What are some specifics of your components, and what distinguishes them from the competition?

On the one hand, our technologies cover the entire hydrogen value chain, from the electrolysis to the transport all the way to the reactors for converting it to synthetic fuels. On the other hand, we are the world leader in the production of centrifugal compressors for CO₂ compression. There is no company in the world has more experience in this area than we do. Our heat pump technology too is based on well-tested and thoroughly developed technologies. So we’re not talking about future designs, but about technologies that have already been in use in the field for many years.

What specific market expectations do you have for the coming years in the field of hydrogen and, if any, CO₂ injection?

We have identified a number of core technologies on which we will focus in the future. All these technologies have an immense impact on CO₂, which would reduce emissions from the industrial and other energy-intensive sectors that can only be electrified with great difficulty. Specifically, they are, in addition to electrolyzers and CCUS, large heat pumps and climate-neutrally powered engines for sea travel and energy production. We assume that we can address up to ten percent of global CO₂ emissions with these technologies alone.

In addition to carbon contracts for difference, the German government is also considering implementing the instrument of green lead markets (see info box). Here, the government can give preference to climate-neutral raw materials through their procurement or by prescribing their use through regulatory measures. The responsible technical advisory council is recommending that the use of green lead markets is given priority over contracts for difference. What do you think of this opinion from the advisors?

Through the process of its own procurement, the federal government could set a good example and at the same time make a huge difference. And even more so if regulatory frameworks were to emerge from the green lead markets that prescribe standards which could then be met with the help of climate-friendly technology. In the end, we need a smart combination of effective subsidies and a regulatory framework in which it is always more economical to capture and then reuse or store CO₂ than to emit it.

Contracts for difference versus green lead markets

In promoting climate-neutral production processes in the basic materials industry, the German government is basically relying on two new instruments: Klimaschutzverträge (carbon contracts for difference) and grüne Leitmärkte (green lead markets). A green lead market is a state-created or state-supported market for basic materials produced in a climate-neutral manner. To do so, the government can give preference to green basic materials such as green steel in its own procurement of these or it could, through regulatory measures, require that private households and businesses only use products containing a stipulated percentage of green basic materials in certain cases.

The Wissenschaftlicher Beirat (technical advisory council) of the BMWK (transport and climate ministry) recommends that the instrument of green lead markets be given clear priority over carbon contracts for difference. According to the chairman of the Wissenschaftlicher Beirat, Prof. Klaus Schmidt, contracts for difference are susceptible to over-subsidization. In addition, there is a risk that they hinder competition and hamper the development of new technologies. Prof. Achim Wambach, a member of the advisory group, gives the following reason for his assessment: “When green lead markets promote competition, new suppliers can enter the market and, because of the effect on prices, there are strong incentives to improve climate-friendly technologies and make them more cost-effective.”

Author: Michael Nallinger
Source: MAN Energy Solution

A hydrogen infrastructure for the energy transition

by Hydrogeit | Jun 15, 2023 | Germany

Green hydrogen is to help many sectors achieve climate neutrality in the future. Yet there are still gaps for the implementation of it in transport as well as storage. The H₂ lead project TransHyDE, funded by the German ministry for education and research (BMBF), is looking at various chemical transport options for green hydrogen: gaseous hydrogen (GH₂), liquid hydrogen (LH₂), ammonia (NH₃) and liquid organic hydrogen carriers (LOHCs).

On December 30, 2022 in Berlin, the first scientific conference of the H₂-Leitprojekt (H₂ lead project) TransHyDE took place, at which techno-economic and regulatory obstacles on the path to an efficient storage and transport infrastructure stood at the focus. There, project members presented important approaches to solutions and findings from their research work, and discussed these with stakeholders from politics, business and academia.

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Holistic system analysis for the infrastructure

In the keynote of the scientific conference, Prof. Dr. Mario Ragwitz (Fraunhofer IEG) illustrated the pronounced relevance of sector coupling in a climate-neutral future energy system. Particularly the complexity of modeling multi-energy systems as well as the high spatial resolution required for the associated infrastructures clarify the task of TransHyDE. Only the holistic unification of system-analytical models with specific expertise will be able to answer the open questions of the energy transition.

Source: Benjamin Lux, Joshua Fragoso, Frank Sensfuß – TransHyDE scientific conference 2022

Dr. Joshua Fragoso Garcia (Fraunhofer ISI) in his contribution dealt with the question of how the European demand for hydrogen can be met cost-effectively. For this, he investigated two model-based scenarios, which differ mainly in their hydrogen demand (basic scenario: H₂ only as a raw material for the chemical and steel industry; expanded scenario: broader application of hydrogen additionally in the field of process heat, trucks on long hauls and decentralized heat supply).

The modeling results show that there is sufficient renewable potential in Europe to cost-efficiently cover most of the hydrogen demand (see Fig. 1). H₂ imports from outside of Europe are, due to the costs, only to a small extent part of the solution (~10% of modelled 1,383 TWh for basic scenario or 12.7% of modelled 2,495 TWh for extended scenario in year 2045). For intra-European equalization of hydrogen supply and demand, the scenario results show an advantage for regional hydrogen production (see Fig. 2) coupled with expansion of H₂ pipelines connecting Northern and Southern Europe with Central Europe.

Safe hydrogen transport: Reality instead of vision

The requirement from systems analysis to transport larger quantities of gaseous hydrogen via pipelines raises immediate safety concerns, which Dr. Frank Schweizer (Fraunhofer IWM) as well as Prof. Dr. Jürgen Wöllenstein (Fraunhofer IPM) addressed in their presentations. The speakers emphasized that steel samples already can be tested for their hydrogen compatibility in hydrogen environments through relevant procedures and calculations related to static loads, fatigue and crack propagation. Furthermore, accurate and cost-effective detection of hydrogen leakage, for example via the characteristic thermal conductivity or the sonic velocity of hydrogen, is possible.

In addition to the safety-critical H₂ leakage measurement, guaranteeing the continuous quality of the transported hydrogen is equally necessary. Dr. Achim Zajc (Meter‑Q Solutions), with the proprietary nanogas process chromatograph MGC, presented in his speech a way to measure hydrogen gas and its impurities with high accuracy. The MGC makes use of the excellent thermal conductivity of hydrogen. Through the direct coupling of MGC to pipelines, not only can the requirements for gas group A of the German gas quality standards be met (DVGW G260 9/2020), but the measurement times (< 45 s) and the resulting emissions are significantly reduced, as unnecessary bypasses, long transport routes and hydrogen emissions can be avoided.

Ammonia: Much more than just a chemical H₂ storage medium

Ammonia is already a central basic material for various industries today and is being discussed as a molecule for efficient intercontinental energy transport as well as numerous direct applications. Despite the already multifarious possibilities for use, the conversion of ammonia to hydrogen gas (reforming) could be necessary to cover the H₂ demand in various scenarios. The potential of ammonia reforming for the energy industry was the focus of Dr. Michael Poschmann (Max Planck Institute CEC) during his presentation of research work on the improvement of the catalysts used. Using reforming test rigs specially developed for this purpose (pressure range up to 40 bar), essential characteristics of the reaction (such as degree of conversion, reaction kinetics, etc.) were analyzed for various catalyst materials and structures, and compared with known catalysts from similar catalytic processes.

One of the versatile direct applications of ammonia was carried out in the following way by Prof. Dr. Hinrich Mohr (GasKraft Engineering) using an ammonia-fueled internal combustion engine as example, which with a power of 350 kW can find use in inland waterway transport. Preliminary single-cylinder combustion tests of a 50/50 gas mixture of NH₃/H₂ at partial load operation with a mean effective pressure of 11 bar achieved an efficiency of already 39 percent.

Klaas Büsen (Hochschule Wismar) expanded the presented topics in the context of an ammonia value chain to further aspects. In his presentation, he introduced flexible refueling and bunkering concepts (both onshore and offshore) as well as technologies to ensure safety of use. With consideration of technological, economic and ecological aspects, a scenario-based demand plan for the transport logistics of ammonia is being made, with focus on the year 2035.

Australian Ambassador to Germany Philip Green raised the issue of transport logistics to a global level and outlined the possibilities for a future ammonia transport chain from Australia to Germany. Through projects such as Asian Renewable Energy Hub (26 GW wind and PV generation capacity), with which Australia is making enormous investments to exhaust of its renewable energy potentials, large quantities of green hydrogen (bound in ammonia) will eventually be able to be annually exported. With the low cost to produce electricity in Australia as well as minor additional costs for ammonia synthesis, ship transport, and reforming, competitive prices should be possible.

Liquid hydrogen – Tested transport option with potential

An alternative transport and storage option to ammonia is liquid hydrogen. Dr. Michael J. Wolf and Sebastian Palacios V. (both at the Karlsruhe Institute of Technology) presented in their speeches the unique properties of LH₂ and its possibilities but also specific challenges, which are explained in more detail in a recently published white paper on the website for the lead project. Significant potential for efficiency gains can be tapped for example through combination with high-temperature superconductors for coupled transport of electricity and hydrogen (hybrid pipeline) or through the electrical components by increasing the power density. Prof. Alexander Alekseev (Linde) illustrated by means of a dynamic simulation model of an LH₂ transport chain in the equilibrium and nonequilibrium state that faster and more efficient filling as well as emptying of LH₂ tanks by large-scale centrifugal LH₂ pumps could be beneficial.

Heat utilization in LOHC processes

For the transport and storage logistics of liquid organic hydrogen carriers are likewise solid possibilities for optimization. For example, efficiency can be increased by using the waste heat from hydrogenation or dehydrogenation as industrial process heat on site, as said by Monja Grote (Hamburger Hafen and Logistik AG) and Siying Huang (Hydrogenious LOHC Technologies). In addition, large parts of the existing infrastructure for liquid fuels can still have economic use, since Hydrogenious has made the thermal oil benzyltoluene usable as an LOHC, which is similar in ease of handling to diesel. The leveraging of this potential allows the business case for building supply chains with LOHCs, to be further developed and eventually transferred to the real economy, according to the speakers.

No hydrogen economy without standards

For their practical introduction, however, all the presented technologies require uniform guidelines such as norms, standards and certifications. Thomas Systermans (DVGW) provided the results up to now of an inventory analysis of technical regulations, which included the hydrogen transport options in TransHyDE. The statistical evaluations regarding their relevance for H₂ showed that 57 percent of the 693 documents are applicable to hydrogen. Another two percent have only limited H₂ applicability, while 41 percent are not suitable for hydrogen. The consolidated data will lead to a next step of an analysis of the norms that need revision in order to determine gaps, which will then be filled by recommendations in a last step.

The enormous importance of a consistent legal framework for the development of a transport and storage infrastructure was pointed out in the proceeding presentation by Friederike Allolio and Leony Ohle (both at IKEM). In their study, gaps in the existing regulatory framework along the entire H₂ value chain, with emphasis on the transport infrastructure, were identified. Particularly the long and complex approval processes create concrete obstacles for expansion of an infrastructure.

Research minister sees H₂ as “missing puzzle piece”

German minister of education Bettina Stark-Watzinger, through a live feed, added the political perspective. She highlighted the need for the energy transition in order to meet the many challenges in our current unsettling and crisis-ridden times. Climate neutrality can only be achieved through the rapid expansion of renewable energies along with the use of hydrogen as a versatile energy carrier. Stark-Watzinger stressed that the combination of research and practical demonstrations forms the basis for acceleration of the development and expansion of hydrogen technologies. TransHyDE, as one of the H₂ lead projects, is demonstrating how to remove the obstacles on the way to a hydrogen infrastructure and showing suitable approaches to solutions. With the help of the results of the project, the basis for the establishment of a hydrogen economy will be created.

Techno-economic and regulatory gaps

Concluding the conference, under the moderation of Lea-Valeska Giebel (DENA), a panel discussion with participants from research, industry and community development took place. The overarching question focused on the techno-economic and regulatory gaps in building a hydrogen economy.

Besides TransHyDE coordinator Prof. Dr. Robert Schlögl (director of the Fritz Haber Institute of the Max Planck Society) and Prof. Dr. Mario Ragwitz, Piotr Kuś (general director at ENTSOG) and Ralph Bahke (managing director at ONTRAS) from the industrial sector, as well as World Wildlife Fund climate and energy policy advisor Ulrike Hinz (WWF Deutschland), took part in the discussion. There, Piotr Kuś made clear the complexity of the task of integrating future hydrogen infrastructures into existing energy landscapes. In his view, this would ideally be done in a bottom-up manner.

For Ulrike Hinz, the essential challenge consists of holistically viewing the aspects of climate and environmental impact, security of supply and affordability. In her opinion, an essential task is the expansion of renewable energies, as a prerequisite for the establishment of a green hydrogen economy. There was fundamental agreement among the panelists on the criticalness of developing a regulatory framework. To Ralph Bahke, suitable models for financing a future hydrogen economy are especially important for this framework.

Robert Schlögl and Mario Ragwitz supplemented that the development of a hydrogen economy in Germany requires technological openness and European cooperation. For the planning and development of the infrastructure, all options will receive attention and a corresponding system-analytical optimization will be performed.

Authors: Fenja Bleich, fenja.bleich@cec.mpg.de
Hauke Hinners, hauke.hinners@cec.mpg.de
Both at the Max Planck Institute for Chemical Energy Conversion, Mülheim an der Ruhr, Germany

Source: Benjamin Lux, Joshua Fragoso, Frank Sensfuß – TransHyDE scientific conference 2022

LNG today, green gases tomorrow

by Hydrogeit | May 16, 2023 | Germany

The Russian aggression in Ukraine has not only fundamentally changed German energy policy in the short term. Top priority among EU members since spring 2022 has been the fastest possible independence from Russian natural gas, oil and coal. Because of the throttled natural gas delivery to Germany that had been central for national energy provision – and not least in view of the terrible events in the course of the Ukraine war – it was necessary to immediately establish a more Russia-independent gas supply.

The construction of liquefied natural gas (LNG) terminals at a pace that suits the current need in Germany is of central importance against this background. The administration of the German state of Niedersachsen is vigorously supporting this approach and with all available means. The establishing of LNG terminals also offers the prospect of replacing the incoming fossil liquefied gas with climate-neutral gases in the medium term. The LNG terminals can be used for this without conversion – an important prerequisite for our goal of creating a climate-neutral energy supply.

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For stronger diversification of natural gas supply to the member states, the EU Commission has been pushing for greater access to the global LNG market for years. Germany, the largest natural gas market in the EU with sea access, now also has, since December 2022, LNG import terminals. In Niedersachsen, they are in Wilhelmshaven and Stade (currently under construction).

Niedersachsen – Energy hub and gateway to the world

Niedersachsen, because of its geographical position and proximity to major markets, is a logical location for LNG terminals. Furthermore, it is also an important industrial area – with high energy demand. Niedersachsen’s LNG terminals will therefore play an important role in securing Germany’s energy supply and reducing CO₂ emissions.

German chancellor Olaf Scholz stated on February 27, 2022 at the parliament that liquefied natural gas terminals are to be built in Brunsbüttel, located in the state of Schleswig-Holstein, and Wilhelmshaven in Niedersachsen. In the following weeks, the Niedersachsen government together with the federal government pushed forward adjustments to legislation that were necessary to more quickly advance through the required approval procedures. These include, in particular, the accelerating, simplifying and shortening or even, in special circumstances, partial waiver of planning and approval procedures.

Energy companies and public authorities have been and will be supported by the state government in this. Our goal is to move through the application and approval processes swiftly and efficiently so that the LNG import terminals and necessary connections to the pipeline can be built as quickly as possible.

The Niedersachsen sites of Wilhelmshaven and Stade, with their existing port infrastructure, direct access to trans-European natural gas supply networks and coastal gas storage capacities, have excellent location characteristics for developing LNG infrastructures on the northern coast of Germany.

LNG terminal Wilhelmshaven with floating FSRU

The LNG terminal in Wilhelmshaven with floating storage and regasification unit (FSRU) was opened December 17, 2022. After a test phase, it went into regular operation one month later. The approval process as well as the construction were accelerated – thanks to, among other things, the law to accelerate the building of liquefied natural gas infrastructure (LNG-Beschleunigungsgesetz, LNGG).

Construction work started May 5, 2022 and was finished by November 11, 2022. Record speed! For the further transport of the regasified LNG, the transmission grid operator Open Grid Europe GmbH (OGE) in the shortest of times built a nearly 30 kilometer long gas line with connection to the main gas transmission line and the natural gas storage facility in Etzel.

The LNG receiving hub in Stade is to go into operation winter 2023/2024. Hanseatic Energy Hub GmbH is running the project of constructing a land-supported LNG terminal in the port Seehafen Stade-Bützfleth. Approval to begin construction of the port infrastructure was obtained September 16, 2022. October 12, 2022, Niedersachsen Ports GmbH & Co. KG (NPorts) submitted the construction order.

The first breaking of the ground for the wharf took place January 20, 2023. There, an FSRU is going into operation first, end of 2023, until the onshore terminal can take up its work, in year 2026/2027 according to the plan. In addition, a third LNG terminal for Niedersachsen is to appear in Wilhelmshaven without state financing, through a consortium led by the company Tree Energy Solutions (TES).

“Before we can completely quit natural gas, it will be several years. It is crucial that we now make rapid progress in the field of green hydrogen… The new terminals are to be used particularly to get earlier started in the import of climate-neutral hydrogen. In Niedersachsen, projects for this have been set.”

Niedersachsen’s minister-president Stephan Weil

New speed carried over to other projects

The LNG projects that have been completed and are underway show that with appropriate coordination, bundling and prioritization, a considerably faster approval practice is possible – without compromising on environmental protection and nature conservation. We want to maintain this new speed in more projects.

The state government is therefore determined to further speed up the planning and approval procedures for climate protection projects and to improve the clarity and consistency of the laws. For this, we need better equipped and more efficiently organized planning and approval authorities. For the rapid transformation of the economy and energy supply, we therefore need an effective strengthening of the authorities central for the energy transition. The government of Niedersachsen has therefore established “Taskforce Energiewende.”

Energy imports unavoidable

In view of the geopolitical dependency of the energy market and the associated risks, it is a national task to provide suitable and sufficient LNG import infrastructures in the future. After a transition period, these new infrastructures are to quickly be made “green.”

In principle, even with a climate-neutral energy supply using renewable energies, Germany will be dependent on energy imports. The total energy imports to Germany will significantly decline in the process, and their composition will presumably also fundamentally change. The magnitude of these climate-neutral imports will depend on various framework conditions. To ensure security of supply with climate-neutral energy carriers such as hydrogen or its derivatives, however, presumably several import terminals in Germany will be needed.

Hydrogen as a climate-neutral energy carrier – and its derivatives – are important building blocks in the climate strategy of the State of Niedersachsen and the federal government. Without the use of alternative energy carriers derived from renewables, we will not achieve the climate targets of the Paris Accord. Particularly the industrial sector, in view of the ambitious climate protection targets, has a vested interest in developing alternative, low-emissions processes, in order to remain internationally competitive despite the stricter environmental regulations and rising energy costs. For many of the use cases, the employment of climate-neutral hydrogen or synthetic energy sources is the only alternative in order to significantly reduce energy-related CO₂ emissions in the industrial sector – for example in steel production.

According to the LNG-Beschleunigungsgesetz, the approval in consideration of German emissions reduction laws that is required for the operation of floating and stationary, land-bound LNG facilities may only be granted under the condition that the operation of this facility with liquefied natural gas is started December 31, 2043 at the latest. Approval for continued operation beyond this may only be granted for operation with climate-neutral hydrogen and corresponding derivatives.

Regardless of this, the state government is committed to getting the LNG facilities operating with climate-neutral hydrogen or corresponding derivatives as quickly as possible, and well before the deadline set out in the LNGG. The timing and extent of the availability of climate-neutral gases strongly depends on the development of the global supply situation for these energy sources and the respective prices. A reliable forecast of when climate-neutral gases will start becoming available on the world market is currently not possible.

Today an LNG, tomorrow a hydrogen terminal

To what degree an LNG terminal must be altered to convert it for the handling of hydrogen depends on the respective form of the hydrogen for transport. An LNG terminal can be used for the handling of ammonia or liquid synthetic methane without major technical changes to the existing facilities and conducting lines.

Transporting gaseous hydrogen requires very high pressure or a cooling to extremely low temperatures to keep it liquid. In liquid aggregate state, however, hydrogen has the highest of densities. For the transport of liquid hydrogen, facilities and pipelines would have to be significantly converted, as the temperatures for liquid hydrogen are significantly lower than for LNG. On top of that, no hydrogen transport routes exist up to now – in contrast to LNG – on a large scale and over long distances. On the one hand, technological developments are still required, and on the other hand, the transport infrastructure and the corresponding standards are lacking.

Even if not all components of an LNG terminal can be converted for hydrogen import yet, important prerequisites for this are being created at the same time as the liquefied natural gas terminals. Key elements of the LNG infrastructure can later be used for hydrogen imports: The transmission and storage capacities made available for LNG imports will also be needed for the subsequent import of hydrogen. Similar applies to the basic additional port infrastructure, the construction of which we’re advancing with high speed. At any rate, they must be available in the short term for LNG as well as for hydrogen in the medium and long term.

Author: Olaf Lies

Economy minister for Niedersachsen, Hannover, Germany