by David Sauss | Feb 5, 2025 | Energy storage, Germany, Market, News
Green hydrogen for research
A research environment along the H2 value chain is being created at the Research Airport in Braunschweig. Research is being conducted on green hydrogen production as well as the storage, transportation and use of hydrogen in heavy-duty mobility. Based on designs by Jahn Architektur, a unique H2 research landscape on a real laboratory scale has been created on the approximately 5,000-m2 (54,000-ft2) site, making it a demonstrator of a future energy center in the megawatt range.
The transportation and storage of renewable energy is one of the biggest challenges of the energy transition. One solution is emerging in connection with technologies related to hydrogen as an energy source. The construction of Hydrogen Terminal Braunschweig will create a location for pooling research expertise along the H2 value chain in the megawatt range. The project, funded by the German Ministry of Education and Research (BMBF) with a total funding volume of over 20 million euros, is being implemented as a joint project under the leadership of the Steinbeis Innovation Center Energieplus (SIZ Energieplus), the Technical University of Braunschweig and the University of Hamburg together with the project partners BS Energy and the Fraunhofer Center for Applied Nanotechnology (CAN).
Motivation for the project
The heart of the project is currently the AEM multicore electrolyzer from Enapter with a power class of 1 megawatt, which is the world’s first prototype to bring AEM (Anion Exchange Membrane) technology to Braunschweig. In addition, STOFF2’s innovative zinc intermediate-step electrolysis system for hydrogen production is to be installed on the site in the coming months. In addition to the electrolyzers located outside the building, electrolysis test benches have been set up in the research building to investigate alkaline electrolysis and PEM (Proton Exchange Membrane) electrolysis.
With the various electrolysis technologies, the essential range of existing production approaches for green hydrogen is represented for direct comparison within the hydrogen terminal. As part of the project, research is being carried out to increase the efficiency of all technologies. In addition, the production of hydrogen by (co-)pyrolysis of hydrocarbon-containing feedstocks is being tested and further developed as part of the research project.
Status quo in implementation
The green hydrogen generated with renewable electricity from the electrolyzers is used in various ways. On the one hand, it is used in internal test benches to carry out ageing tests on fuel cell and electrolysis membranes. Secondly, other external (fuel cell) test benches at the Fraunhofer Center for Energy Storage and Systems (Fraunhofer ZESS) and the Niedersachsen Research Center for Automotive Engineering (NFF), which is around one kilometer away, are supplied with the green hydrogen via pipeline.
Parallel to the supply of hydrogen, Fraunhofer ZESS is supplied with waste heat from electrolysis. For this purpose, the temperature level of the waste heat from the electrolysis processes is raised using a high-temperature heat pump and made available via a local heating network. In addition to the use of the hydrogen in the test benches, it is used to test hydrogen storage in the world’s largest metal hydride storage facility, currently operated by GKN Hydrogen.
In addition to being used in test benches, the hydrogen produced on the Hydrogen Terminal site is used to operate a hydrogen refueling station from the manufacturer Maximator. At this filling station, heavy-duty vehicles can be refueled with green hydrogen at a pressure level of 350 bar.
The project is also investigating how the electrolyzers and fuel cells, in conjunction with a large battery storage system (storage capacity: 1.1 MWh) and the solar system, can be used to stabilize the grid when conventional fossil fuel power plants are no longer available.
After the opening ceremony in late summer, the time-consuming commissioning work was then carried out. The high-temperature heat pump from Combitherm, which was designed together with the TGA planner EGS-plan from Stuttgart, is already in operation, as are the redundant propane heat pumps from Viessmann. The ventilation system from Trox and the electrolyzer from Enapter are currently being put into operation. The certified system builder H2 Core Systems from Heide is also being trained on this system and will be able to carry out the construction and commissioning of the Nexus1000 independently in future.
The battery system will be put in operation by SMA by the end of the year. They are working together with the marketer Next Kraftwerke and the Elenia Institute for High Voltage Technology and Energy Systems to investigate the grid-forming properties for voltage and frequency stabilization of the inverter.
Fig. 2: Markus Hartwig (right) and David Sauss (left) with Sebastian Sipp, Managing Director of STOFF2, on the site of the hydrogen terminal in Braunschweig, Source: STOFF2
Green hydrogen with PV on site
In addition to the now mandatory solarization of the roof areas, an agrivoltaic system was installed on the remaining ecological compensation area as a demonstration. Concrete foundations were completely dispensed with and screw anchors were used. This means that the ground-mounted photovoltaic system can be completely dismantled and is also suitable for temporarily usable areas. The amount of electricity generated is not sufficient to cover the electricity requirements of the systems; therefore, currently for the start of operation, certified green electricity is being purchased on the spot market.
In the future, a 3 MWpeak ground-mounted photovoltaic system will be built on the neighboring property. Empty conduits have been laid for this as well as a feed-in field in our medium-voltage customer system. In the long term, direct, local renewables will not be sufficient for green hydrogen certification. To this end, they will conclude further direct supply contracts (PPAs) in order to achieve the necessary full-load hours and production volumes.
Expansion to include intermediate zinc electrolysis
STOFF2 and SIZ Energieplus are currently investigating the integration of a zinc intermediate-step electrolysis on site. This is a new and innovative electrolysis technology. It takes in green electricity over four hours, stores the energy safely in the form of zinc in the electrolyzer and then discharges green hydrogen over 12 to 24 hours. The charging and discharging process can be flexibly controlled. This ensures that, on the one hand, electricity from renewable energy sources is charged when it is available at low cost and, on the other hand, hydrogen is made available exactly when customers need it.
At the hydrogen terminal site in Braunschweig, the zinc intermediate-step electrolysis is intended to further improve H2 supply security in conjunction with the other components. At the same time, this technology is intended to increase the degree of self-consumption of PV electricity.
Hydrogen Terminal Braunschweig has created an innovative learning, training and research environment for hydrogen, which other projects can now dock onto.
Authors: David Sauss, siz energieplus, Braunschweig, Markus Hartwig, STOFF2, Berlin
by Stephan Dr. Lederer | Jan 30, 2025 | hydrogen development, Market, News, Safety
Upgrading the gas infrastructure
For hydrogen to be able to be used as an important part of the energy transition comprehensively in industry, mobility and energy supply in Germany, new lines must be built and existing natural gas pipelines must also be upgraded for hydrogen transport. This can be challenging, as hydrogen is explosive and attacks the materials of the pipes. Professional material testing creates the necessary security regarding this.
With the national hydrogen strategy, the federal government is relying on hydrogen as an alternative energy source for industry, mobility and energy supply. H2 is a promising solution to support the clean energy transition: Hydrogen has a wide range of possible applications, be it in power generation, in the operation of fuel cells for mobility applications, in industry or in heating technology. This means that hydrogen has great potential for reducing emissions; sustainability arises from the use of green hydrogen. H2 can additionally serve as long-term storage, because it or its derivatives have a better storage capacity than electricity.
For all these areas of application, hydrogen must be transported as a gas or in liquid form: in pipelines as the backbone of an H2 infrastructure or in tanks on the road, rail or at sea. However, ensuring the necessary security represents a technical challenge, because hydrogen is highly flammable and has a wide flammability range in which it could explode. Leaks must therefore be avoided at all costs, and materials and lines must be tight and H2-resistant.
Hydrogen can affect pipe materials
This is demanding, as hydrogen reacts with other materials and influences their properties: Hydrogen embrittlement (HE) can occur when hydrogen atoms penetrate metals. H atoms diffuse into the metal structure and accumulate on lattice defects such as grain boundaries, dislocations or cavities. This reduces the strength and ductility of the metal, so its properties, leading it to plasticly deform under the load, before it gives out. This makes it more susceptible to cracks and breaks under stress.
High-strength steels and alloys (tensile strength: Rm > 1,000 MPa) are particularly affected as well as weld seams. With repeated mechanical stress, such as pressure surges like those that occur during pipeline operation, cracks can spread more quickly. Additionally, thermal-mechanical effects can be observed: At higher temperatures, hydrogen atoms can penetrate faster and deeper into the metal, and, depending on the material, another damage mechanism called HTHA (high temperature hydrogen attack) can come into play.
At higher pressure, the amount of hydrogen that can penetrate the metal increases. In humid environments, hydrogen and water can work together and accelerate corrosive attacks. Shifting temperatures and pressures then pose further challenges.
The result of these effects is a reduced service life of the transport lines: The material fatigues more quickly, cracks can occur and premature material failure can occur. That makes more frequent maintenance, inspections and the replacement of parts of the systems necessary, which leads to downtime. On top of that are safety risks such as leaks and the risk of explosion.
Natural gas pipelines for H2 transport?
Planned is the repurposing of existing natural gas pipelines for the transport of hydrogen. In parts of Germany, ten percent hydrogen is currently mixed with natural gas. The switch to 100 percent hydrogen is currently being tested in pilot projects. Many of the materials used in the natural gas pipelines are fundamentally also suitable for transporting hydrogen. However, attention must be paid to compatibility, which is why material testing is essential. This means that the material must be tested for hydrogen embrittlement and its suitability.
On the other hand, with hydrogen, whose molecules are smaller than those of methane, there is increased diffusion through seals and therefore a higher risk of leaks, which sometimes makes it necessary to replace seals and valves. In addition, better monitoring and control systems are necessary for (early) leak and situation detection.
Measuring the influence of H2 pressure on the infrastructure
How hydrogen affects the materials of the infrastructure is being examined in material testing using a combination of laboratory tests, microstructure analyses, simulations and long-term field tests: In tensile tests, for example, material samples are loaded under various H2 pressure conditions in order to measure strength, ductility and fracture behavior. Charpy impact tests evaluate the toughness of the material and its ability to absorb energy before it breaks. Hydrogen can significantly reduce notch toughness.
During pressure and fatigue tests, materials are exposed to cyclic and different pressure conditions to investigate their fatigue strength and behavior under repeated loading. Further insights into material behavior and reliability can also be gained from field reports and data analyzes of existing hydrogen infrastructures.
Additional factors critical for assessing the suitability of materials for hydrogen pipelines include fracture toughness and crack growth behavior. They allow conclusions to be drawn about the safety, reliability and service life of the pipeline: Fracture toughness indicates how well a material can resist the propagation of a crack or defines the lowest value that a material must have in order to be considered safe for use. The tests allow precise service life predictions and, through the selection of suitable materials, longer operating times.
The quality of the pipeline welds is determined through visual inspections and non-destructive and destructive tests such as fracture mechanical analysis. International norms and standards such as ASME B31.12, ISO 11114 and others provide guidelines and minimum values that materials must meet. For example, the minimum fracture toughness is typically in the range of 50 to 100 MPa·m1/2.
Because there are still regulatory gaps, especially in national and European standards, the DIN has initiated the standardization roadmap Normungsroadmap Wasserstoff. For example, with DIN EN 13445-15 and DIN EN 13480-11 additional requirements for pressure vessels and pipelines for hydrogen applications are currently being developed.
Testing by accredited bodies
Material tests should be carried out by an accredited laboratory in order to meet the high quality and safety requirements. TÜV Hessen as an approved company for materials testing for example offers comprehensive testing and certification services, including non-destructive and destructive tests as well as special tests such as H2 qualification. The accreditation in accordance with ISO/IEC 17025 certifies that the company meets the requirements of an internationally recognized standard for expertise in testing and calibration laboratories. DIN EN ISO/IEC 17025 is the globally valid standard for laboratory accreditation in the area of testing and calibration: It defines general requirements for competence, neutrality and working methods. An approved testing laboratory brings the necessary expertise through technical knowhow and experience, and guarantees independence and objectivity and compliance with international standards and thus conformity. For companies, this means increased security, risk reduction and cost savings in the long term.
Summary
To upgrade natural gas pipelines for the transport of hydrogen, a testing of the materials must occur. Because hydrogen embrittlement, which can arise from operation with H2, leads to premature material fatigue and can impair safety. The necessary tests and trials should be reliably carried out by accredited testing laboratories.
Author: Dr. Stephan-Lederer, TÜV Hessen, Darmstadt
by eaugsten | Nov 18, 2024 | Energy storage, Europe, Germany, Market, News
Metal hydride storage as a complete system
GKN Hydrogen has developed a complete containerized storage system which allows hydrogen to be stored in discs of metal hydride powder. The solution employs solid-state technology to store hydrogen safely for long periods. The pioneering company based in Pfalzen, northern Italy, became part of the British engineering corporation Langley in August 2024.
Admittedly, the many practical benefits of using metal hydrides for hydrogen storage are in no way a new revelation. Metal hydrides are compact and require neither high pressures nor low temperatures. Even in the event of a fire they are relatively safe since most of the hydrogen is firmly bonded in the metal. It’s why developers attempted to use them in hydrogen cars in the 1970s. And yet this technology is still not found in any automobile. One of the reasons for this, as tests showed, is the immense metal weight that had to be carried in relation to the amount of hydrogen stored. Not only that, the issue of on-board heat management proved tricky to handle.
On the other hand, what is relatively new is the use of metal hydride storage systems in stationary applications. Storage solutions for microgrids, neighborhood schemes and industrial units usually stay put. Such systems can also be used for hydrogen mobility, albeit essentially to store hydrogen at the refueling station.
If needs must, the hydrogen can also be moved around in shipping containers. These are best transported by boat or train, though road trains are also possible across the vast expanses of the prairies. “In the USA we are currently developing a mobile refueler. This will enable hydrogen to be transported to remote areas, thereby providing a truck-based refueling option in these locations,” says Dirk Bolz, head of marketing at GKN Hydrogen.
Dirk Bolz, head of marketing at GKN Hydrogen
In these applications, there will be little concern about using titanium-iron alloy as the material and the combined weight of the storage container for 250 kilograms of hydrogen and the associated equipment adding up to over 30 metric tons. It thus allows GKN Hydrogen to sidestep a key problem with this technology.
The company has also found solutions for other challenges: “Our specialist knowledge and intellectual property lie principally in two areas. One of those is production processes – in other words how you press a bonded material from metal powder,” says Bolz. In the early days the powder was formed into small pellets; today they are more like round, flat discs. “The other area is the charging and discharging of the storage system – in other words the thermal cycling of the storage system.”
The actual storage unit is designed as a pipe-in-pipe system (see fig. 1). In the inner pipe, the hydrogen flows around the discs made from compressed metal powder. A heat transfer medium flows through the outer pipe carrying away the heat which arises when hydrogen bonds to the metal. Adding heat reverses the process and the storage system is discharged.
Ten years of hydrogen storage research
GKN’s history can be traced back to the dawn of industrialization. The company started when an ironworks was founded in Dowlais, South Wales, in the 18th century. Since then, it has been involved in a wide range of industrial technologies, including the manufacture of steel, screws and drive shafts for cars. GKN Powder Metallurgy, headquartered in the German city of Bonn, is the specialist in powder metals within the international corporation. Its developers have been working on the application of metal hydrides for hydrogen storage for a good decade. The metal powder is made in the company’s factories spread across the world.
Up until 2023, the production of complete containerized systems was based at the GKN Sinter Metals factory in Bruneck in South Tyrol, Italy. This is where the first pilot applications originated. “Initially it was an off-grid solution for a vacation home and demonstrators at our sites. They were quickly followed by the first fully integrated power-to-power systems that incorporated everything from the electrolyzer and storage system down to the fuel cell,” explains Bolz. A year ago, GKN Hydrogen moved to Pfalzen, a 3,000-strong community located on the outskirts of Bruneck, where the systems are now produced and refined.
Levelized cost of storage rules
As an industrial enterprise, GKN knows full well that price is a key deciding factor for customers. According to Bolz, the current volume of production means the capital costs for a metal hydride storage system, depending on use, are around one and a half times that of a comparable pressurized tank. “Yet, depending on the application, the TCO – total cost of ownership – of our storage systems is on a par with or even below pressurized tanks. That’s due to the much lower maintenance costs.” He therefore recommends paying attention to the levelized cost of storage or LCOS for a specific project.
As the main components of the storage system are unmoving, the cost of maintenance is lower in comparison with high-pressure systems with a compressor unit and the storage system has a longer life expectancy. The efficiency is also greater. This is because once the hydrogen is bound in the metal, it stays there – in contrast with gas or even liquid storage tanks in which some of the molecules are discharged over time. Furthermore, the metal hydride storage system operates at low pressure, which can save considerably on energy costs, depending on the pressure level for production and application.
Batteries compared and contrasted
In addition to straight hydrogen storage systems, GKN Hydrogen also offers turnkey power-to-power solutions which come with the electrolyzer and fuel cell already installed. These are similar to commercial battery systems in terms of size and energy density. The HY2MEDI storage system includes a fuel cell and electrolyzer which are prefitted in a 20-foot (6-m) container. It holds 120 kg of hydrogen. This can then supply around 2 megawatt-hours of electricity using the in-built fuel cell. By comparison, the battery storage system of a well-known manufacturer in the same format has a capacity of 1.9 MWh.
However, metal hydrides and batteries each have their strengths in very different areas of application. Where a high number of short storage cycles are the order of the day, a battery solution comes out clearly on top. The battery manufacturer puts cycle efficiency at “up to 98 percent.” Looking purely at electrical efficiency, metal hydride systems are only 32 percent efficient. If a customer also requires heating, a significant proportion of losses can be used for heating purposes, which brings the overall efficiency to 70 percent. “Our systems are used in buildings or backup solutions for critical infrastructure for longer storage periods, from around two days to several weeks or months.”
GKN Hydrogen’s complete storage system is available as a containerized solution
“In industry, storage volumes and cycling dynamics tend to be the crucial factors,” stresses Bolz. If energy is not released for a long time, a battery’s losses will increase – but not in the case of metal hydride. The metal hydride storage system can also excel when it comes to cycle stability. According to GKN, after 3,500 cycles, the capacity remains at 99 percent of the starting value. Even beyond that, the storage systems have so far proved stable. “To date, we have put our storage solutions through about 6,000 cycles and we haven’t observed any mechanical wear or chemical degradation,” says Bolz.
Advantages for safety
The use of both hydrogen and batteries requires special safety precautions, particularly in relation to explosion and fire prevention. A great deal of experience has been acquired with regard to batteries which reduces anxiety about their use, including applications in residential properties. New battery materials will also greatly increase fire safety in the near future.
Hydrogen in pressurized tanks is, on the other hand, relatively new outside industrial uses. There is little experience of its application in homes or residential areas, in particular, and skepticism abounds. This is where metal hydride storage systems could come in.
“Only around 4 percent of the hydrogen stored in our system is present as gas. The rest is chemically bonded, in other words fixed,” explains Bolz. This minimizes the fire load and risk of explosion. What has been absent so far, compared with batteries, are well-honed practices within public authority approvals procedures. Authorities currently ask for the same evidence as required for high-pressure tanks, says Bolz. But he assumes this will soon change. “At the moment we are working to prove that our storage systems are the safest on the market by carrying out simulations and test installations.”
In fact it is the safety aspect which has recently opened the door to the Japanese market for GKN. In Japan, high-pressure tanks of 10 bar or higher are subject to strict safety regulations. That’s why Mitsubishi Corporation Technos, a Japanese trading company specializing in industrial machines, signed a memorandum of understanding with GKN Hydrogen just a few months ago.
Takeover by Langley Holdings
At the beginning of August, GKN Hydrogen had some big news: The company had joined British group Langley Holdings. This latest move followed several previous shifts at GKN. In 2018, the aerospace and holding company Melrose Industries bought GKN Group. At that time, GKN Hydrogen was still a business unit, becoming a stand-alone company within the group in 2021. In 2023, Melrose separated off several GKN companies into the Dowlais Group, among them GKN Hydrogen.
The new owner Langley is a family-run British corporation which started out in the 1970s as a supplier to the coal industry and has since grown into one of the UK’s biggest private companies. With 90 subsidiaries and a workforce of 5,000 staff, Langley estimates its turnover in 2024 will be about USD 1.5 billion. Around half of these earnings are expected to come from the Power Solutions Division, which will henceforth include GKN Hydrogen. Other companies in this division are Bergen Engines, a Norwegian manufacturer of medium-speed engines, the Italian Marelli Motori, which makes electric motors and generators, and the German Piller Group, which provides uninterruptible power supply systems.
Guido Degen, CEO of GKN Hydrogen, describes the takeover as an opportunity for the company to accelerate development. They are said to be excited about “potential synergies” with other companies in the division. Even before the takeover, GKN Hydrogen saw itself as ready to fly. “To date, we have built and installed 27 systems globally,” said Bolz in early summer. This equates to a storage capacity of 60 MWh around the world. “This is no longer lab status, it’s technology readiness level 9. The manufacturing processes are standardized. Scaled-up series production and the subsequent cost benefits are possible any time – we are, in a sense, prepared for the growth that has been forecast for the sector.”
Eva Augsten
by Niels Hendrik Petersen | Sep 12, 2024 | Development, Energy storage, News
Liquid bearer of hope
Many of the technologies for H2 transport are not yet fully developed. Researchers and industry are working to develop safe H2 distribution over long distances, also because Germany will be dependent on H2 imports on a large scale. In addition to ammonia, liquid organic hydrogen carriers (LOHC) have a good chance of being employed in projects and industry. Because they could use the conventional infrastructure of oil tanks and tankers.
The abbreviation LOHC stands for liquid organic hydrogen carriers. In this, hydrogen is chemically and reversibly bound to a liquid organic carrier substance. That can be toluene, benzyltoluene or dibenzyltoluene, for example. LOHCs describe organic compounds that can absorb and release hydrogen and can therefore be used as storage media for hydrogen. All compounds used are liquid under normal conditions and have similar properties to crude oil and its derivatives. The advantage: LOHCs can be used in liquid form in the existing infrastructure.
Normally, hydrogen is produced in gaseous form at a high pressure of 700 bar or in liquid form and stored and transported at extreme temperatures of minus 253 °C in special containers. Both methods, however, are technically complex and expensive. LOHCs offer an attractive alternative here. One advantage: The direct use of an LOHC, for example in fuel cells to generate electricity, makes the handling of hydrogen as a gas unnecessary. “The technology therefore enables a particularly inexpensive and reliable supply to mobile and stationary energy consumers,” states Daniel Teichmann, CEO and founder of Hydrogenious.
LOHCs could simplify H2 transport over long distances, Source: Projektträger Jülich
Reuse of carrier medium
This technology uses little or no fossil fuels. They can be used again and again as in a closed circuit. The process works in two phases: During hydrogenation, the hydrogen is bound to liquid organic hydrogen carriers in the presence of a catalyst, and during H2 release, so dehydrogenation, the gas is released again using heat and a catalyst. The loaded carrier liquid can be stored at ambient pressure and uncooled. For the transport, conventional oil tanks and tankers can therefore be used. When the hydrogen is released, however, the discharged carrier liquid must be returned to the place where it was loaded with hydrogen. Specifically, this means: The ship or tanker would drive in circles fully loaded.
LOHCs are therefore a great hope for H2 transport over long distances. The project TransHyDE on Helgoland is researching, for example, the entire transport chain from the binding of hydrogen to an LOHC through to separation. Currently, the projects are only being implemented on an experimental or small-scale basis.
What is certain, however, is that any form of storage and transport of hydrogen, ammonia, LOHC and other hydrogen-based energy carriers also requires suitable framework conditions. TransHyDE is therefore analyzing the systemic framework and identifying design requirements. The results will then lead to recommendations for action. These include the need to adapt standards, norms and certification options for hydrogen storage and transport technologies.
LOHC technology is also part of the German government’s new hydrogen acceleration law: Because national hydrogen production takes place both through systems for the electrolytic production of hydrogen and through the splitting and dehydrogenation of ammonia and hydrogenated liquid organic hydrogen carriers. The coalition agreement and the update of the national hydrogen strategy provide for the doubling of the national expansion target for electrolysis capacity from 5 to at least 10 GW by 2030.
But that won’t be nearly enough. Germany will need H2 imports. LOHCs could play an important role in this. The new national ports strategy (Nationale Hafenstrategie, NHS) was developed in close conjunction with the implementation of the national hydrogen strategy. In the NHS, the German government assumes that up to 70 percent of hydrogen demand will be covered by imports by 2030, which will mainly occur by ship.
Carrier material benzyltoluene
The LOHC technology from Hydrogenious could be particularly interesting for the maritime transport of hydrogen: Because it uses the existing infrastructure for liquid fuels in the ports and can be transported by tankers or barges. This is entirely in line with the national ports strategy, which aims to create sustainable concepts for the reuse of conventional infrastructure.
Hydrogenious employs the flame-resistant thermal oil benzyltoluene as a carrier medium. According to the company, this enables efficient storage, especially in densely populated port areas (e.g. Rotterdam, see p. 17). Hydrogen stored in an LOHC can be handled at ambient temperature and pressure and has a hazard potential comparable to diesel, describes Andreas Lehmann, Chief Strategy Officer at Hydrogenious LOHC.
The company believes that LOHCs eliminate the shortcomings of existing methods. These are less flammable and cheaper to transport than liquid hydrogen, which is highly explosive, highly vaporizing and requires expensive containers and a new, special infrastructure. The recovered hydrogen also has a high purity, unlike after the reconversion of methanol.
Patrick Schühle works on LOHCs at Universität Erlangen-Nürnberg, Source: FAU
The company Hydrogenious from Erlangen, Germany also participates in various research projects: In the project LOReley, experts from industry and research want to optimize the process of H2 release, so the dehydration. “To release the hydrogen requires reaction accelerators, so catalysts, and temperatures of up to 330 degrees Celsius,” states researcher Dr. Patrick Schühle from the Friedrich-Alexander-Universität Erlangen-Nürnberg (FAU, see Fig. 3). Heat must be supplied to the process all the time. “The less heat you have to provide for the process, the more efficient the entire LOHC technology becomes, because you save energy,” he states.
LOReley developing a plate reactor
Until now, for dehydration, a reactor with tubes into which pellets measuring just a few millimeters were poured was used. The pellets consist of porous aluminum oxide in which the actual active metal platinum is deposited. When the hydrogen-loaded LOHC comes into contact with the pellets, the H2 is released. The researchers of project LOReley have now chosen a new approach and are relying on a plate reactor based on heat exchangers that are otherwise familiar from heating systems, refrigerators or industrial plants.
Another advantage over the previous procedure, the scientists believe, is that the catalyst is firmly attached to the plate. “In the bulk reactor, the pellets can rub against each other and the catalyst may be rubbed off as a powder. In Project LOReley, we have now developed a catalytic layer that is highly resistant to mechanical abrasion and vibrations,” states chemical engineer Schühle.
In this plate dehydration unit, hydrogen was released, Source: Hydrogenious LOHC
In the project, the experts tested the new catalyst reactor concept in the laboratory and on the premises of the participating company Hydrogenious LOHC Technologies, an FAU spin-off. The new plate reactor ran stably for around 1,000 hours. It was also shown that the hydrogen release rate within 15 minutes was able to be doubled. “The heat is not brought comparatively slowly over the entire volume of the reactor, but rather specifically and directly to the catalyst layer,” says Schühle. This flexibility in dynamic operation is certainly relevant in gas power plants or in ship transport.
Schühle and colleagues were able to test their approach on a comparatively small scale. The reactor consisted of ten plates. In the next step, the demonstrator must grow so that it can be used in real operation at a location where the hydrogen is also needed. Only then can they say how good the reactor is in terms of thermal efficiency compared to the standard reactor. LOHCs offer many opportunities. Whether all hopes can be fulfilled the LOReley project, but also the technology as a whole, still needs to be demonstrated.
Transport by ship is 20 percent more expensive
According to an analysis by Aurora Energy Research, transports by ship to Germany are generally at least 20 percent more expensive than pipeline transport: Accordingly, liquefied hydrogen from Spain comes to 4.35 euros and from Morocco to 4.58 euros per kilogram. If transported using liquid organic hydrogen carriers (LOHCs) or ammonia, it would be around 4.57 euros per kilogram from Spain and around 4.70 euros from Morocco, including the costs of converting it back into gaseous hydrogen in Germany. For imports from Australia and Chile, ship transport is generally the only option. They will only reach competitiveness if the hydrogen is transported as ammonia. Then, the costs are 4.84 or 4.86 euros per kg. All of these values are within the range of production costs in Germany. So it would depend on the specific individual case as to which path is competitive. For hydrogen from the United Arab Emirates, the cheapest transport would also be in the form of ammonia; however, at 5.36 euros per kilogram, this would not be competitive in comparison to domestic production.
by Hydrogeit | Jul 22, 2024 | Energy storage, Europe, international, News
Europe’s largest port wants to become sustainable
“How quickly can we implement the energy transition?” This question has been posed for some time by the Port of Rotterdam, the largest European sea freight transshipment point. In the past – and still today – the huge industrial area was shaped by the oil and gas industry. Among other things, four large refineries are located there, which now need to be decarbonized. Boudewijn Siemons, CEO and COO of the Port of Rotterdam Authority, stated, “If it can be done electrically, it should be – with hydrogen otherwise.”
To drive this transformation process forward, together with the gas supplier Gasunie, the port company is initially dedicating itself to infrastructure, because “infrastructure is an enabler,” as Gasunie CEO Willemien Terpstra states. One of the main projects is a new pipeline system – for hydrogen and carbon dioxide. The new construction of the Hydrogen Backbone (H2) as well as the Porthos pipe system (CO2) started in October 2023 with the groundbreaking ceremony by the Dutch king Willem-Alexander.
The port is receiving significant political support. “I see a government that is really working to remove obstacles,” says the port head. This also benefits Germany, where a large proportion of the energy supplied will be forwarded. Accordingly, the Netherlands also sees Germany as the main customer for hydrogen –particularly the state of Nordrhein-Westfalen.
The time of waiting is over, because large coal-fired power plants in the port will be shut down in 2030 (see Fig. 2). However, eliminating CO2 emissions from fossil fuels is only one path to reducing carbon dioxide emissions 55 percent by 2030. In addition to increasing efficiency, negative CO2 emissions will also be necessary, so the carbon dioxide produced must be stored using CCS (carbon capture & storage). “If we want to reduce CO2 emissions, there is no way around CCS,” according to Siemons.
Fig. 2: The coal-fired power plant located behind the substation will be shut down by 2030
The goal is CO2 neutrality by 2050. By then, the approximately 100 million tonnes of crude oil imported annually in Rotterdam are to be replaced by other media. For example, around 15 million tonnes of oil are to be substituted by 20 million tonnes of hydrogen, whereby about 90 percent of the hydrogen required will be imported.
As to the question of how long the planned “temporary use of blue hydrogen” could last, the answer came clear: “Decades.” Blue hydrogen or “low-carbon hydrogen,” as it and other non-green H2 compositions have been called for some time now, are to serve as the initial spark for building an H2 economy. It is already clear today that the associated lock-in effects will be considerable, as the billions invested are to be amortized over at least 15 years.
The capture of CO2 is only part of the task to be accomplished. Extracting small amounts of carbon dioxide from a gas stream is still relatively simple and efficient, but the larger the percentage is to be, the more complex it becomes. The port has initial experience in this area: For example, CO2 is already being captured there and used in greenhouses to improve plant growth. Ulrich Bünger from the energy consulting company LBST is nevertheless skeptical and stated in Rotterdam that CCS is still a long way from being where it is supposed to be. There is “hardly any experience,” according to the energy expert, while the impression is given that the technology is tried and tested.
Infrastructure is key
For the infrastructure and its operators, it doesn’t matter how the hydrogen was produced. Willemien Terpstra, CEO of gas transmission company Gasunie, said on the matter: “We are ready to transport any color.” Accordingly, Gasunie already made the final investment decision for the pipeline construction last year, although only five percent of the capacity has been sold so far, as the appointed CEO since March 2024 has explained. Of course, the government’s strong commitment was decisive here, which is contributing 50 percent of the costs. The aim is to jointly complete the pipe system by 2030, which will then be able to provide 10 GW of power.
Shell refinery in Port of Rotterdam
To H2-international’s inquiry of how the hydrogen would be transported to Rotterdam, CEO Boudewijn Siemons named all the options: ammonia, methanol, LH2 and LOHC – No variant is excluded from the outset. When asked whether the port company could handle large quantities of ammonia safely, Siemons initially hesitated briefly, but then replied confidently, “Yes, I think we can do that. I’m pretty sure of that.” At the same time, however, he conceded that “not every place in the port” is suitable.
As ammonia tanks have been present in the port for a long time, the corresponding expertise already exists. The plan is to triple the storage capacity for ammonia in the next few years compared to 2023. However, such a change in fuels and energy storage media is unlikely to significantly alter the appearance of the world’s eleventh largest port, the operators are certain. Even though the media will be different, many installations will look similar to before. It is already clear today that an infrastructure for LOHC and LH2 is also being developed. Corresponding partnerships with Chiyoda and Hydrogenious already exist.
200‑MW electrolyzer from Shell
The highlight in the harbor, however, is Holland Hydrogen 1 (see Fig. 1), a 200‑MW electrolyzer that is dimensioned in such a way that the green hydrogen produced with the help of wind turbines can then replace the amount of gray hydrogen so far required in the port. The electricity required is sourced from a 759‑MW offshore wind farm (Hollandse Kust Noord) north of Rotterdam, which is directly connected. In order to meet all EU regulations, H2 production (approx. 20,000 tonnes per year) will follow the respective wind supply, even if this means that the electrolyzers cannot run 24/7.
For this project, for which the final investment decision has already been made, Shell received this year’s Green Hydrogen Project Award during the World Hydrogen Summit. The area on which the in total ten 20‑MW electrolyzer modules from Thyssenkrupp Nucera is to be installed is what’s called “proclaimed land” that was wrested from the North Sea. Where the conversion park is being built used to be water. However, it is likely to take until the end of the decade before it goes into operation. In the future, also Holland Hydrogen 2 could follow – a second area with likewise 200 MW. By 2030, this could already be 2 GW.
The H2 pipes (black) and the CO2 pipes (white) are sometimes only 40 cm apart
The corresponding H2 pipeline, which is currently under construction, will then connect the H2 production facility with the various refineries and other customers. Sufficient wind for green hydrogen production is available in Rotterdam. In the port area alone 300 MW of wind power are installed. As this is more electricity than is needed, a large stationary accumulator has already been installed, to be able to temporarily store at least some of this green electricity.
The hydrogen tubes measure 1.2 m (48 inches) in diameter and are pressurized with 30 to 50 bar. The construction of the first 30 kilometers across the port is costing 100 million euros. The entire H2 Backbone network within the Netherlands (1,100 km) is expected to cost 1.5 to 2 billion euros. However, 85 percent of the future H2 pipeline system will consist of repurposed natural gas pipes.
Parallel in construction is the CO2 pipeline Porthos. This pipe system connects numerous locations in the port with the platform off the coast, via which the carbon dioxide is then to be fed into subsea gas fields.
The H2 pipes for the Hydrogen Backbone are ready and are currently being placed underground
Future Land informs about H2 activities
To be able to inform about all these activities, the port has set up “Future Land,” a contact point for tourists, school classes, the press and investors, where they can get answers to their questions about the future of the port. The information center is located right below the world’s largest wind turbine. The Haliade-X 13 is 260 m high (853 ft) and has an output of 14 megawatts. It is designed for offshore wind farms in the North Sea, but has been tested on land since 2021 and can supply six million households with electricity.
In view of the fact that a third of the energy required in Germany comes into the country via Rotterdam, Ursula von der Leyen, President of the European Commission, stated: “If the Port of Rotterdam is doing well, the European economy is doing well.”
Author: Sven Geitmann
