The Royal Society and Royal Academy of Engineering report on green hydrogen

Dream green with Green H2? From Michael Liebreich << Royal Society and Royal Academy of Engineering have just published "Towards a Green Hydrogen Roadmap for the UK’’ …/. Amazingly, without cursory look at how much it would cost, or looking at alternatives. …/… No data or analysis WHATSOEVER on what green hydrogen costs to produce, transport, store, distribute, use and keep safe, or how much cheaper other solutions would be >> More, and the rest, there ⤵️

Dear Michael Liebreich, Thank you for engaging with the "Towards a Green Hydrogen Roadmap for the UK" report. It's always refreshing to see lively discussions around such an important topic, and your influence is incredibly valuable in generating meaningful debate. The group convened by The Royal Society and the Royal Academy of Engineering included a diverse range of academics, scientists, engineers, policy specialists, and others—individuals who, as you noted, have a vested interest or even personal stake in this space. They're people who have committed themselves and a good chunk of their time, in good faith, to developing credible solutions to the many challenges of the energy transition. In that context, I believe there's been a slight misrepresentation of the work that was done in your post and the subsequent comments. Firstly, the report doesn't advocate for the £400 million and £2 billion figures you mentioned. Those numbers are existing government policy allocations, determined by economists within the government to support the rollout of low-carbon hydrogen—especially in sectors where it's likely to be a game-changer or even strategically essential. In much of the reports discussion, this is well aligned with the top row of your own Hydrogen Ladder. Our focus was on the premise that some hydrogen deployment is both inevitable and essential, so we aimed to determine the best way to close gaps and reduce risk to deliver that solution effectively and create commercial value, in the UK, along the way. This is a precursor to any actual coordinated roadmap that might be created. Secondly, the report aimed to identify the challenges across the whole value chain( technology, hydrogen produced, storage, transportation and end use - a whole systems approach) where coordinated research, development, engineering, and planning are needed to stand a good chance of realising the ambitious cost targets you mentioned—such as achieving low single-digit pounds per kilogram of hydrogen. I think we'd both agree that coordination is crucial to avoid the waste of private and public resources through duplication and gaps, both of which are equally harmful to such an ambitious goal as net zero. Finally, it's well understood that government funding often leads to substantial additional investment from private investors and project developers, especially when coordination reduces risk. This "crowding in" effect amplifies the impact of public funds and accelerates progress toward our shared goals. In essence, while we may approach the subject from different angles, we're all striving toward a sustainable and efficient energy future. Open dialogue. constructive criticism and integrity are vital in this journey, and I appreciate the opportunity to clarify these points.   Best Regards, Mark

The "hydrogen economy": a consistent disappointment est. 1923. Below are the words of JBS Haldane from 1923. Words you could find in any of the glossy reports churned out every year by advocates of hydrogen. But in 100 years zero progress has been made. ‘Personally, I think that four hundred years hence the power question in England may be solved somewhat as follows: The country will be covered with rows of metallic windmills working electric motors which in their turn supply current at a very high voltage to great electric mains. At suitable distances, there will be great power stations where during windy weather the surplus power will be used for the electrolytic decomposition of water into oxygen and hydrogen. These gases will be liquefied, and stored in vast vacuum jacketed reservoirs, probably sunk in the ground. If these reservoirs are sufficiently large, the loss of liquid due to leakage inwards of heat will not be great; thus the proportion evaporating daily from a reservoir 100 yards square by 60 feet deep would not be 1/1000 of that lost from a tank measuring two feet each way. In times of calm, the gases will be recombined in explosion motors working dynamos which produce electrical energy once more, or more probably in oxidation cells. Liquid hydrogen is weight for weight the most efficient known method of storing energy, as it gives about three times as much heat per pound as petrol. On the other hand it is very light, and bulk for bulk has only one third of the efficiency of petrol. This will not, however, detract from its use in aeroplanes, where weight is more important than bulk. These huge reservoirs of liquified gases will enable wind energy to be stored, so that it can be expended for industry, transportation, heating and lighting, as desired. The initial costs will be very considerable, but the running expenses less than those of our present system. Among its more obvious advantages will be the fact that energy will be as cheap in one part of the country as another, so that industry will be greatly decentralised; and that no smoke or ash will be produced’

🌍 The Future of Green Hydrogen in the UK: Meeting Net-Zero Goals 🌱 The UK has set ambitious net-zero goals to reach zero emissions by 2050. Green hydrogen is a critical part of this plan, emerging as a sustainable alternative to fossil fuels. The UK government’s 2021 Hydrogen Strategy underscores this, targeting 5 GW of low-carbon hydrogen production by 2030 to support key sectors such as transport, heating, and power generation. While grey hydrogen remains a significant player, green hydrogen aligns better with long-term sustainability goals. Green vs. Grey Hydrogen Green Hydrogen: Produced using renewable energy, emits zero carbon and is ideal for meeting decarbonization targets. Blue/Grey Hydrogen: Produced using natural gas; while blue hydrogen captures some emissions, grey hydrogen is less sustainable. Circular Refining: A Sustainable Approach to Hydrogen Production In addition to green hydrogen, circular refining plays an essential role in enhancing sustainability by reusing byproducts and waste from hydrogen production. Circular Refining integrates processes that recycle carbon and energy within the hydrogen production chain, further reducing emissions and resource use. This approach complements the development of green hydrogen and ensures that each part of the production cycle is optimized for minimal waste. Transport Applications of Hydrogen in the UK While limited in general transport, hydrogen shows promise in specific areas: Heavy Goods Vehicles (HGVs): Hydrogen fuel cells are ideal for long-distance logistics. Public Transport (Buses): Cities like Aberdeen lead with hydrogen bus fleets, thanks to dedicated hydrogen infrastructure. Back-to-base Vehicles: Hydrogen refuelling is more practical for centralized fleets, making it suitable for logistics hubs. Aberdeen's commitment is a prime example, with infrastructure like the Aberdeen City Hydrogen Energy Storage (ACHES) facility and Europe’s largest hydrogen bus fleet, showcasing how hydrogen and circular refining are transforming the public transport sector. 📍 Spotlight on Aberdeen Aberdeen is paving the way with Europe’s largest hydrogen bus fleet, supported by local hydrogen production facilities like ACHES. 📝 Source: Richard Winterbourne, "The Future of Green Hydrogen in the UK: Meeting Net-Zero Goals," 30 Sep 2024 🔗 #GreenHydrogen #NetZero #SustainableEnergy #CleanFuel #UKHydrogen #EcoFriendly #FutureEnergy #HydrogenEconomy #CarbonNeutral #CircularEconomy #ClimateAction #RenewableEnergy #LowCarbon #EnergyTransition #Decarbonization #HydrogenInnovation #CarbonCapture #HydrogenInfrastructure #SustainableFuture #CleanTech #ZeroEmissions #GreenTech #EnvironmentalImpact #HydrogenRevolution #2050Goals #EnergyStorage #HydrogenFuel https://lnkd.in/gB7bC78T

ICS: 300 new hydrogen carriers needed to meet EU2030 hydrogen target Shipping’s largest trade lobby, the International Chamber of Shipping (ICS), has commissioned a hydrogen demand forecast it’s calling a ’once-in-a-generation opportunity’ A new report commissioned by the International Chamber of Shipping claims hundreds of newbuild hydrogen carriers will be needed to transport the amount of hydrogen EU policymakers are slating in for use by the trading bloc within a few years. Written by Biberach University of Applied Sciences Professor of Energy Economics, Stefan Ulreich, the report, Turning hydrogen demand into reality: Which sectors come first?, examines the potential for so-called ’clean hydrogen’ produced using renewable energy to decarbonise various economic sectors, including those deemed ’hard-to-abate’. "The report identifies that to meet future hydrogen demand, the scale of renewable electricity demand for green hydrogen production is unprecedented and leads to once-in-a-generation opportunities and challenges," the ICS said. According to current energy use scenarios, global demand for hydrogen-based fuel sources will need to be scaled by five times between 2030 and 2050 to reach net-zero emissions by 2050. Current levels of production, estimated at 100M tonnes in 2030, will have to reach 500M tonnes by 2050 during a 20-year timeline where a still nascent, volatile and unpredictable energy transition away from fossil fuels will be emerging. With ICS secretary general Guy Platten asserting the shipping sector is well positioned to "play a key role as an enabler to the hydrogen economy" based on Professor Ulreich’s work, Prof Ulreich takes the step of attempting to quantify the number of new vessels that would be needed to transport hydrogen or hydrogen storage fuel ammonia. Even in scenarios where hydrogen transport grows relatively modestly, the number of new vessels Dr Ulreich predicts will be needed is in the hundreds. “What we are seeing is the annual hydrogen demand would mean increasing the fleet to transport hydrogen by ship. To just meet a global increase of 30M tonnes of hydrogen traded worldwide, we could need up to 411 new hydrogen vessels (for long distances) or up to 500 vessels if transported as ammonia,” he said. Alongside production infrastructure, Prof Ulreich lists transport as key to the emergence of a true hydrogen-based economy. The vessels that will transport the hydrogen fuels will, in turn, require the creation of port-based infrastructure and pipeline transport to move the fuel from its landing point to end users. Noting the intertwined nature of infrastructure needs to move hydrogen from producing, or ’surplus’, regions to the areas of highest initial consumption, Prof Ulreich suggests "co-ordinated action" to encourage and subsidise the development of this infrastructure. Click on the following for the full article

Germany will miss its green hydrogen production targets. Here’s why. Germany is making a major push to lead the global green hydrogen revolution. It’s setting ambitious emissions reduction targets and investing heavily. Germany is targeting at least 10 GW of electrolyzer capacity operational by 2030. This is twice the original target set in 2020. As of August 2023, Germany had 33 electrolyzers in operation with a capacity of 62 megawatts (0.062 GW). By 2030, current announcements indicate Germany will have 111 electrolyzer plants with a total capacity of 8,712 megawatts (8.7 GW). However, this still falls short of the German government's target. The discrepancy between planned projects and final investment decisions remains large. Plus, the expansion of green hydrogen production efforts in Germany is actually slowing down... The hydrogen generation capacity planned by 2030 rose from 8.1 gigawatts in February 2023 to 8.7 gigawatts in August 2023. This increase is nowhere near as strong as before. While plans exist, there is still uncertainty about whether all these projects will be built. So, why the slow down? Some major challenges that electrolyzer projects face: • Cost increases of producing and installing electrolyzers e.g., raw materials, the cost of energy and inflation • Uncertainty in regulations and H2 certifications • Decrease in allocation of renewable energy assets for hydrogen production due to increased global energy demand • Macroeconomic factors e.g., high interest rates Then, why is the German government setting such ambitious targets? • Green hydrogen is seen as a crucial component of Germany's efforts to achieve its ambitious climate targets, including a 65% reduction in emissions by 2030 and climate neutrality by 2045 • Particularly, green hydrogen can be used to decarbonize hard-to-abate sectors such as steel and chemicals • Green hydrogen can help reduce Germany's dependence on fossil fuels and enhance its energy security While the road ahead won't be easy Germany's strong commitment to green hydrogen is undeniable. What do you think of Germany's bold green hydrogen plans? -- Enjoy this? ♻️ Repost it to your network and follow Joseph Ciccone for more. Picture credit: Agro & Chemistry

Green Hydrogen's Role in the UK’s Net-Zero Ambitions The UK’s target of net-zero emissions by 2050 places green hydrogen at the forefront of its energy transition. The 2021 Hydrogen Strategy aims for 5 GW of low-carbon hydrogen production by 2030, making green hydrogen—a zero-emission, renewable-powered solution—a critical component. Grey and blue hydrogen, produced from natural gas, serve as interim technologies to help build hydrogen infrastructure. Green vs. Grey Hydrogen with Circular Refining Green Hydrogen: Produced from renewable energy, with no carbon emissions. Grey/Blue Hydrogen: Produced from natural gas; blue hydrogen captures some emissions, while grey remains less sustainable. As a Circular Refining, Mark Shaw and I can enhance sustainability by recycling emissions and byproducts within the hydrogen production cycle, reducing waste and environmental impact. Hydrogen shows high potential in sectors like heavy transport, public transit (e.g., Aberdeen’s hydrogen buses), and centralized logistics hubs. Cities like Aberdeen are investing in hydrogen infrastructure, with circular refining practices further supporting the transition to a sustainable, low-emission economy. 🔗 #GreenHydrogen #NetZero #SustainableEnergy #CleanFuel #UKHydrogen #EcoFriendly #FutureEnergy #HydrogenEconomy #CarbonNeutral #CircularEconomy #ClimateAction #RenewableEnergy #EnergyTransition #Decarbonization #HydrogenInnovation #2050Goals

Once hailed as a potential superfuel capable of decarbonising significant portions of the economy, hydrogen’s likely applications have dramatically shrunk.  The initial enthusiasm surrounding hydrogen has waned, and its practical uses are now more limited than previously anticipated. The cost of green hydrogen, produced via electrolysis using renewable energy, remains a key challenge.  As of now, it is more expensive than other fuels. In Germany, green hydrogen production costs around €3 to €6 per kilogram, making it less competitive than natural gas or petrol. The cost of green hydrogen, produced using renewable energy, needs to decrease for widespread adoption.   Building a hydrogen infrastructure is costly and requires significant investment. Building infrastructure for hydrogen storage, transportation, and refuelling stations is capital-intensive. Japan has invested in hydrogen refuelling stations, but the network is still limited. The overall energy efficiency of hydrogen production and utilisation is lower compared to other fuels.  Energy losses occur during electrolysis and compression. Electrolysis, the primary method for green hydrogen production, has energy losses. Only about 70-80% of the input electricity is converted into hydrogen.   Hydrogen has low energy density, necessitating specialised storage solutions. Liquid hydrogen requires extremely low temperatures (-253°C), while high-pressure storage tanks are bulky and costly. Liquid hydrogen is extremely cold, and high-pressure storage can be hazardous. Hydrogen is flammable and poses safety risks.  Safety protocols are critical for handling and transport.  Accidents like the Hindenburg disaster highlight the risks. Scaling up hydrogen production and integrating it into existing energy systems is complex and requires coordination among stakeholders. Integrating hydrogen into existing energy systems requires coordination. Australia’s National Hydrogen Strategy aims to scale up production and export, but it is a long-term endeavour. Alternatives like batteries and electrification compete with hydrogen for clean energy applications. Electric vehicles (EVs) have gained momentum, impacting hydrogen adoption.   Producing hydrogen from fossil fuels, what is called grey or blue hydrogen, emits carbon dioxide.  Transitioning to green hydrogen, produced without emissions, is crucial for decarbonisation. I am not convinced that hydrogen fuel is feasible, considering the amount of fuel we need for it to make a dent in the energy market, and the carbon footprint in current production methods. It is a fad. Terence Nunis Terence K. J. Nunis, Consultant President, Red Sycamore Global

Once hailed as a potential superfuel capable of decarbonising significant portions of the economy, hydrogen’s likely applications have dramatically shrunk.  The initial enthusiasm surrounding hydrogen has waned, and its practical uses are now more limited than previously anticipated. The cost of green hydrogen, produced via electrolysis using renewable energy, remains a key challenge.  As of now, it is more expensive than other fuels. In Germany, green hydrogen production costs around €3 to €6 per kilogram, making it less competitive than natural gas or petrol. The cost of green hydrogen, produced using renewable energy, needs to decrease for widespread adoption.   Building a hydrogen infrastructure is costly and requires significant investment. Building infrastructure for hydrogen storage, transportation, and refuelling stations is capital-intensive. Japan has invested in hydrogen refuelling stations, but the network is still limited. The overall energy efficiency of hydrogen production and utilisation is lower compared to other fuels.  Energy losses occur during electrolysis and compression. Electrolysis, the primary method for green hydrogen production, has energy losses. Only about 70-80% of the input electricity is converted into hydrogen.   Hydrogen has low energy density, necessitating specialised storage solutions. Liquid hydrogen requires extremely low temperatures (-253°C), while high-pressure storage tanks are bulky and costly. Liquid hydrogen is extremely cold, and high-pressure storage can be hazardous. Hydrogen is flammable and poses safety risks.  Safety protocols are critical for handling and transport.  Accidents like the Hindenburg disaster highlight the risks. Scaling up hydrogen production and integrating it into existing energy systems is complex and requires coordination among stakeholders. Integrating hydrogen into existing energy systems requires coordination. Australia’s National Hydrogen Strategy aims to scale up production and export, but it is a long-term endeavour. Alternatives like batteries and electrification compete with hydrogen for clean energy applications. Electric vehicles (EVs) have gained momentum, impacting hydrogen adoption.   Producing hydrogen from fossil fuels, what is called grey or blue hydrogen, emits carbon dioxide.  Transitioning to green hydrogen, produced without emissions, is crucial for decarbonisation. I am not convinced that hydrogen fuel is feasible, considering the amount of fuel we need for it to make a dent in the energy market, and the carbon footprint in current production methods. It is a fad. Terence Nunis Terence K. J. Nunis, Consultant President, Red Sycamore Global

Once hailed as a potential superfuel capable of decarbonising significant portions of the economy, hydrogen’s likely applications have dramatically shrunk.  The initial enthusiasm surrounding hydrogen has waned, and its practical uses are now more limited than previously anticipated. The cost of green hydrogen, produced via electrolysis using renewable energy, remains a key challenge.  As of now, it is more expensive than other fuels. In Germany, green hydrogen production costs around €3 to €6 per kilogram, making it less competitive than natural gas or petrol. The cost of green hydrogen, produced using renewable energy, needs to decrease for widespread adoption.   Building a hydrogen infrastructure is costly and requires significant investment. Building infrastructure for hydrogen storage, transportation, and refuelling stations is capital-intensive. Japan has invested in hydrogen refuelling stations, but the network is still limited. The overall energy efficiency of hydrogen production and utilisation is lower compared to other fuels.  Energy losses occur during electrolysis and compression. Electrolysis, the primary method for green hydrogen production, has energy losses. Only about 70-80% of the input electricity is converted into hydrogen.   Hydrogen has low energy density, necessitating specialised storage solutions. Liquid hydrogen requires extremely low temperatures (-253°C), while high-pressure storage tanks are bulky and costly. Liquid hydrogen is extremely cold, and high-pressure storage can be hazardous. Hydrogen is flammable and poses safety risks.  Safety protocols are critical for handling and transport.  Accidents like the Hindenburg disaster highlight the risks. Scaling up hydrogen production and integrating it into existing energy systems is complex and requires coordination among stakeholders. Integrating hydrogen into existing energy systems requires coordination. Australia’s National Hydrogen Strategy aims to scale up production and export, but it is a long-term endeavour. Alternatives like batteries and electrification compete with hydrogen for clean energy applications. Electric vehicles (EVs) have gained momentum, impacting hydrogen adoption.   Producing hydrogen from fossil fuels, what is called grey or blue hydrogen, emits carbon dioxide.  Transitioning to green hydrogen, produced without emissions, is crucial for decarbonisation. I am not convinced that hydrogen fuel is feasible, considering the amount of fuel we need for it to make a dent in the energy market, and the carbon footprint in current production methods. It is a fad. Terence Nunis Terence K. J. Nunis, Consultant President, Red Sycamore Global