A week later, the US House Committee on Science, Space, & Technology held a hearing titled “H2Success: Research and Development to Advance a Clean Hydrogen Future.”

Also, of note, the US Department of Energy published two hydrogen RFIs – “requests for information.” One on “Clean Hydrogen Manufacturing, Recycling, and Electrolysis.” The second on establishing “Clean Hydrogen Hubs.” The recent infrastructure bill provides $8 billion for hydrogen work. (“Clean” is used deliberately to reference H that is de-linked from sources or processes that can cause greenhouse gases.)

Hydrogen, of course, is one alternative fuel mentioned for marine applications, either directly or as an element within the production of ammonia as fuel.

DOE’s outreach has two broad parts:

One, hydrogen manufacturing and recycling research, development, and demonstration (RD&D). Electrolysis is given a high priority, particularly research to reduce capital costs. DOE seeks comments on increasing the applicability of H as a widely used fuel.

Second, DOE is tasked with establishing “Regional Clean Hydrogen Hubs.” These Hubs will aid with research and demonstrate production, processing, delivery, storage, and end-use of hydrogen, leading to a national clean hydrogen network to facilitate a clean hydrogen economy.

During the Senate hearing Sen. Lisa Murkowski (AK) asked specifically about H and maritime uses. She said Alaska’s commercial fishing industry “wants to decarbonize fishing” and is interested in alternative fuels. She was told that, yes, work on maritime applications is ongoing and will be part of DOE’s upcoming research. And a H demonstration is planned for a ferry, although that work is in California, not Alaska.

DOE’s comment period ends March 29.

Source: www.maritimeprofessional.com

Image: www.pixibay.com

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The development by KSOE, the shipbuilding arm of Hyundai Heavy Industries Group, one of the world’s biggest shipbuilders, comes amid growing global interest in rolling out hydrogen as a cleaner fuel alternative. Vessel makers worldwide are looking at ways to transport the gas, currently supplied via pipelines and trucks.

A major challenge is to keep the hydrogen chilled at minus 253 degrees Celsius – only 20 degrees above absolute zero, the coldest possible temperature – so it stays in liquid form, while avoiding the risk that parts of a vessel could crack.

“We already have developed a concept ship with a capacity of 20,000 cubic meters,” said Yoo Byeong-yong, vice president with Korea Shipbuilding & Offshore Engineering’s (KSOE) Energy System Research Institute.

Though small at 20,000 cubic meters compared with the largest liquefied natural gas (LNG) supertankers – which can carry up to 266,000 cubic meters – the hydrogen tankers will grow in size as the technology develops.

Around 20 ships with a 20,000 cubic meters capacity are expected to be built in the decade starting in 2030, and if demand grows that could increase to 200 larger vessels of 170,000 cubic meters after 2040, according to industry estimates in South Korea, one of the world’s shipbuilding powerhouses.

“We foresee the global hydrogen market will grow rapidly after 2030 and demand for ships will grow accordingly,” said Yoo, speaking in a video interview from Las Vegas during the CES tech trade show. KSOE expects hydrogen tankers to be commercialized between 2025 and 2027.

KSOE’s Yoo said in the early stages ships transporting hydrogen would be fueled by LNG, but the vessels could be powered by hydrogen itself once the hydrogen market matured.

Shipping, which transports about 90% of world trade and accounts for nearly 3% of the world’s CO2 emissions, is under growing pressure from environmentalists to deliver more concrete action.

Industry regulators say first net-zero ships must enter the global fleet by 2030, and ships powered by green hydrogen could help meet the target.

Source: www.marinelink.com

Image: www.pexels.com

The post Technology to Ship Hydrogen Ready by 2025, KSOE Says appeared first on Cargo News Today.

In the course of their transformation paths towards climate-neutral steel making, thyssenkrupp Steel and HKM are going to require large and increasing quantities of hydrogen to produce steel without coal. For decades, both companies have been importing coal, iron ore and other raw materials via their own terminal in Rotterdam, using inland barges as well as rail to transport it to their blast furnaces in Duisburg.

The partners will explore hydrogen import opportunities via Rotterdam as well as a possible pipeline corridor between Rotterdam and thyssenkrupp Steel’s and HKM’s steel sites in Duisburg. The partnership may serve as a framework for additional initiatives and aims at supporting existing initiatives and projects the partners are involved in.

The Port of Rotterdam is already investigating the import of hydrogen from a large number of countries and regions all over the world. Green hydrogen is a sustainable alternative to coal, oil and natural gas. Vast imports of hydrogen are necessary if Europe and Germany want to reduce CO2 emissions and become climate-neutral by 2050, while maintaining its strong industrial backbone.

Rotterdam is also setting up a carbon transport and storage system, Porthos, which is also being considered as a CO2 storage site for the production of blue hydrogen by the “H2morrow steel” project, which includes thyssenkrupp Steel as partner as well.

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Image by Markus Christ from Pixabay

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