Australia

As nations around the world seek to reduce carbon dioxide emissions in order to mitigate climate change risks there has been a resurgence of interest in the use of hydrogen as a zero-emissions energy carrier. Hydrogen can be produced from diverse feedstocks via a range of low-emissions pathways and has broad potential in the process of decarbonization across the energy transport and industrial sectors.<br/>With an abundance of both renewable and fossil fuel energy resources a comparatively low national energy demand and excellent existing regional resource trading links Australia is well positioned to pursue industrial-scale hydrogen production for both domestic and export purposes. In this paper we present an overview of the progress at the government industry and research levels currently undertaken to enable a large-scale hydrogen industry for Australia.

The demand for fossil fuels is increasing because of globalization and rising energy demands. As a result many nations are exploring alternative energy sources and hydrogen is an efficient and practical alternative fuel. In the transportation industry the development of hydrogen-powered cars aims to maximize fuel efficiency and significantly reduce exhaust gas emission and concentration. The impact of using hydrogen as a supplementary fuel for spark ignition (SI) and compression ignition (CI) engines on engine performance and gas emissions was investigated in this study. By adding hydrogen as a fuel in internal combustion engines the torque power and brake thermal efficiency of the engines decrease while their brake-specific fuel consumption increase. This study suggests that using hydrogen will reduce the emissions of CO UHC CO2 and soot; however NOx emission is expected to increase. Due to the reduction of environmental pollutants for most engines and the related environmental benefits hydrogen fuel is a clean and sustainable energy source and its use should be expanded.

To ensure the UK’s net zero targets are met the transition from conventionally fueled transport to low emission alternatives is necessary. The impact from increased decarbonised electricity generation on ecosystem services (ES) and natural capital (NC) are not currently quantified with decarbonisation required to minimise impacts from climate change. This study aims to project the future electric and hydrogen energy demand between 2020 and 2050 for car bus and train to better understand the land/sea area that would be required to support energy generation. In this work predictions of the geospatial impact of renewable energy (onshore/offshore wind and solar) nuclear and fossil fuels on ES and NC were made considering generation mix number of generation installations and energy density. Results show that electric transport will require ~136599 GWh for all vehicle types analysed in 2050 much less than hydrogen transport at ~425532 GWh. We estimate that to power electric transport at least 1515 km2 will be required for solar 1672 km2 for wind and 5 km2 for nuclear. Hydrogen approximately doubles this requirement. Results provide an approximation of the future demands from the transport sector on land and sea area use indicating that a combined electric and hydrogen network will be needed to accommodate a range of socio-economic requirements. While robust assessments of ES and NC impacts are critical in future policies and planning significant reductions in energy demands through a modal shift to (low emission) public transport will be most effective in ensuring a sustainable transport future.

Green hydrogen (H2) is emerging as a future clean energy carrier. While there exists significant analysis on global renewable (and non-renewable) hydrogen generation costs analysis of its transportation costs irrespective of production method is still limited. Complexities include the different forms in which hydrogen can be transported the limited experience to date in shipping some of these carrier forms the trade routes potentially involved and the possible use of different shipping fuels. Herein we present an open-source model developed to assist stakeholders in assessing the costs of shipping various forms of hydrogen over different routes. It includes hydrogen transport in the forms of liquid hydrogen (LH2) ammonia liquified natural gas (LNG) methanol and liquid organic hydrogen carriers (LOHCs). It considers both fixed and variable costs including port fees possible canal usage charges fuel costs ship capital and operating costs boil-off losses and possible environmental taxes among many others. The model is applied to the Rotterdam-Australia route as a case study revealing ammonia ($0.56/kgH2) and methanol ($0.68/kgH2) as the least expensive hydrogen derivatives to transport followed by liquified natural gas ($1.07/kgH2) liquid organic hydrogen carriers ($1.37/kgH2) and liquid hydrogen ($2.09/kgH2). While reducing the transportation distance led to lower shipping costs we note that the merit order of assumed underlying shipping costs remain unchanged. We also explore the impact of using hydrogen (or the hydrogen carrier) as a low/zero carbon emission fuel for the ships which led to lowering of costs for liquified natural gas ($0.88/kgH2) a similar cost for liquid hydrogen ($2.19/kgH2) and significant increases for the remainder. Given our model is open-sourced it can be adapted globally and updated to match the changing cost dynamics of the emerging green hydrogen market.

Introducing CO2 electrochemical conversion technology to the iron-making blast furnace not only reduces CO2 emissions but also produces H2 as a byproduct that can be used as an auxiliary reductant to further decrease carbon consumption and emissions. With adequate H2 supply to the blast furnace the injection of H2 is limited because of the disadvantageous thermodynamic characteristics of the H2 reduction reaction in the blast furnace. This paper presents thermodynamic analysis of H2 behaviour at different stages with the thermal requirement consideration of an iron-making blast furnace. The effect of injecting CO2 lean top gas and CO2 conversion products H2–CO gas through the raceway and/or shaft tuyeres are investigated under different operating conditions. H2 utilisation efficiency and corresponding injection volume are studied by considering different reduction stages. The relationship between H2 injection and coke rate is established. Injecting 7.9–10.9 m3/tHM of H2 saved 1 kg/tHM coke rate depending on injection position. Compared with the traditional blast furnace injecting 80 m3/tHM of H2 with a medium oxygen enrichment rate (9%) and integrating CO2 capture and conversion reduces CO2 emissions from 534 to 278 m3/tHM. However increasing the hydrogen injection amount causes this iron-making process to consume more energy than a traditional blast furnace does.

This  paper  reports  on  the  results  of  interviews  conducted  with  21  representatives  from   emergency services organisations within Australia and New Zealand. With a relative emergent industry such as future fuels a chicken and egg situation does emerge with regards to how much training needs to be in place in advance of large-scale industry development or not. These respondents were employed in a variety of roles being directly involved in research and training of emerging technologies frontline operational  managers  and  other  senior  roles  across  the   emergency  services  sector.  Participants' responses to a series of questions were able to provide insights into the state of knowledge and training requirements within their organisations in relation to hydrogen and other future fuels. The findings suggest that formal and informal processes currently exist to support the knowledge development and transferal around the adoption of hydrogen and other future fuels. From the interviews it became clear that  there  are  a  number  of  processes  that  have  emerged  from  the  experiences  gained  through  the implementation   of  rooftop  solar  PV  and  battery  storage  that  provide  some  background  context  for advancing future fuels information across the sector. Because safety is a critical component for securing a social licence to operate engagement and knowledge sharing with any representatives from across this sector will only help to build confidence in the industry. Similarly because interviewees were very keen to access information they expressed a clear willingness to learn more through more formalised relationships rather than an ad hoc information seeking that has been employed to date. The presentation will  identify  key  recommendations  and  also  highlight  the   importance  of  QR  Codes in the emergency responder landscape. Implications for industry and policy makers are discussed.

This work reports on H2 fuel generation from sewage water using Cu/CuO nanoporous (NP) electrodes. This is a novel concept for converting contaminated water into H2 fuel. The preparation of Cu/CuO NP was achieved using a simple thermal combustion process of Cu metallic foil at 550 ◦C for 1 h. The Cu/CuO surface consists of island-like structures with an inter-distance of 100 nm. Each island has a highly porous surface with a pore diameter of about 250 nm. X-ray diffraction (XRD) confirmed the formation of monoclinic Cu/CuO NP material with a crystallite size of 89 nm. The prepared Cu/CuO photoelectrode was applied for H2 generation from sewage water achieving an incident to photon conversion efficiency (IPCE) of 14.6%. Further the effects of light intensity and wavelength on the photoelectrode performance were assessed. The current density (Jph) value increased from 2.17 to 4.7 mA·cm−2 upon raising the light power density from 50 to 100 mW·cm−2 . Moreover the enthalpy (∆H*) and entropy (∆S*) values of Cu/CuO electrode were determined as 9.519 KJ mol−1 and 180.4 JK−1 ·mol−1 respectively. The results obtained in the present study are very promising for solving the problem of energy in far regions by converting sewage water to H2 fuel.

As the global search for new methods to combat global warming and climate change continues renewable fuels and hydrogen have emerged as saviours for environmentally polluting industries such as aviation. Sustainable aviation is the goal of the aviation industry today. There is increasing interest in achieving carbon-neutral flight to combat global warming. Hydrogen has proven to be a suitable alternative fuel. It is abundant clean and produces no carbon emissions but only water after use which has the potential to cool the environment. This paper traces the historical growth and future of the aviation and aerospace industry. It examines how hydrogen can be used in the air and on the ground to lower the aviation industry’s impact on the environment. In addition while aircraft are an essential part of the aviation industry other support services add to the overall impact on the environment. Hydrogen can be used to fuel the energy needs of these services. However for hydrogen technology to be accepted and implemented other issues such as government policy education and employability must be addressed. Improvement in the performance and emissions of hydrogen as an alternative energy and fuel has grown in the last decade. However other issues such as the storage and cost and the entire value chain require significant work for hydrogen to be implemented. The international community’s alternative renewable energy and hydrogen roadmaps can provide a long-term blueprint for developing the alternative energy industry. This will inform the private and public sectors so that the industry can adjust its plan accordingly.

The recent detection of natural hydrogen seeps in sedimentary basin settings has triggered significant interest in the exploration of this promising resource. If large economical resources exist and can be extracted from the sub-surface this would provide an opportunity for natural hydrogen to contribute to the non-carbon-based energy mix. The detection and exploration of hydrogen gas in the sub-surface is a significant challenge that requires costly drilling sophisticated instrumentation and reliable analytical/sampling methods. Here we propose the application of a commercial-based sensor that can be used to detect and monitor low levels of hydrogen gas emissions from geological environments. The sensitivity selectivity (K > 1000) and stability (<1 ppm/day) of the sensor was evaluated under various conditions to determine its suitability for geological field monitoring. Calibration tests showed that the hydrogen readings from the sensor were within ±20% of the expected values. We propose that chemical sensing is a simple and feasible method for understanding natural hydrogen seeps that emanate from geological systems and formations. However we recommend using this sensor as part of a complete geological survey that incorporates an understanding of the geology along with complementary techniques that provide information on the rock properties.

Developing a thriving hydrogen industry will depend on public and community support. Past research mainly focusing on the acceptance of hydrogen fuelling stations and cars suggests that people generally support hydrogen energy technology (HET). Few studies have however considered how people think about other components of the hydrogen supply chain (i.e. technologies required to make store transport and use hydrogen). Moreover there has been limited research investigating how people interpret and develop beliefs about HET after being presented with technical information. This paper attempts to address these research gaps by presenting the findings from four face-to-face focus group discussions conducted in Australia. The findings suggest that people have differing views about HET which depends on the type of technology and these views influence levels of support. The study also revealed concerns about a range of other factors that have yet to be considered in hydrogen acceptance research (e.g. perceived water use efficiency and indirect benefits). The findings highlight the value of qualitative research for identifying salient beliefs that shape attitudes towards HET and provide recommendations for future research and how to effectively communicate with the public and communities about an emerging hydrogen industry.