United Kingdom

Hydrogen embrittlement can cause catastrophic failure of high strength alloys yet determining localised hydrogen in the microstructure is analytically challenging. NanoSIMS is one of the few techniques that can map hydrogen and deuterium in metal samples at microstructurally relevant length scales. Therefore it is essential to understand the artefacts and determine the optimum methodology for its reliable detection. An experimental methodology/protocol for NanoSIMS analysis of deuterium (as a proxy for hydrogen) has been established uncovering unreported artefacts and a new approach is presented to minimise these artefacts in mapping hydrogen and deuterium in alloys. This method was used to map deuterium distributions in electrochemically charged austenitic stainless steel and precipitation hardened nickel-based alloys. Residual deuterium contamination was detected in the analysis chamber as a result of deuterium outgassing from the samples and the impact of this deuterium contamination was assessed by a series of NanoSIMS experiments. A new analysis protocol was developed that involves mapping deuterium in the passive oxide layer thus mitigating beam damage effects that may prevent the detection of localised deuterium signals when the surface is highly deuterated.

Hydrogen has been hailed as a promising energy carrier for decades. But compared to the thriving success of hybrid and plug-in electric cars the prospects for cars powered by hydrogen fuel cells have recently diminished mostly due to challenges in bringing down the costs of fuel cells and developing a broad network of fuelling stations.<br/>Beginning in March 2020 three major auto manufacturers—Daimler AG] Volkswagen and General Motors (GM)]—followed the April 2019 move by Honda to back out of the hydrogen-powered passenger car market. Instead these companies and others are looking to develop the technology as an emission-free solution to power heavy commercial and military vehicles with refuelling taking place at centralized locations.

Fuel cells as clean power sources are very attractive for the maritime sector which is committed to sustainability and reducing greenhouse gas and atmospheric pollutant emissions from ships. This paper presents a technological review on fuel cell power systems for maritime applications from the past two decades. The available fuels including hydrogen ammonia renewable methane and methanol for fuel cells under the context of sustainable maritime transportation and their pre-processing technologies are analyzed. Proton exchange membrane molten carbonate and solid oxide fuel cells are found to be the most promising options for maritime applications once energy efficiency power capacity and sensitivity to fuel impurities are considered. The types layouts and characteristics of fuel cell modules are summarized based on the existing applications in particular industrial or residential sectors. The various research and demonstration projects of fuel cell power systems in the maritime industry are reviewed and the challenges with regard to power capacity safety reliability durability operability and costs are analyzed. Currently power capacity costs and lifetime of the fuel cell stack are the primary barriers. Coupling with batteries modularization mass production and optimized operating and control strategies are all important pathways to improve the performance of fuel cell power systems.

This study presents an approach for estimating fuel boil‐off behaviour in cryogenic energy carrier ships such as future liquid hydrogen (LH2) carriers. By relying on thermodynamic model‐ ling and empirical formulas for ship motion and propulsion the approach can be used to investigate boil‐off as a function of tank properties weather conditions and operating velocities during a laden voyage. The model is first calibrated against data from a liquefied natural gas (LNG) carrier and is consequently used to investigate various design configurations of an LH2 ship. Results indicate that an LH2 ship with the same tank volume and glass wool insulation thickness as a conventional LNG carrier stores 40% of the fuel energy and is characterised by a boil‐off rate nine times higher and twice as sensitive to sloshing. Adding a reliquefaction unit can reduce the LH2 fuel depletion rate by at least 38.7% but can increase its variability regarding velocity and weather conditions. In calm weather LH2 boil‐off rates can only meet LNG carrier standards by utilising at least 6.6 times the insulation thickness. By adopting fuel cell propulsion in an LH2 ship a 1.1% increase in fuel delivery is expected. An LH2 ship with fuel cells and reliquefaction is required to be at least 1.7 times larger than an existing LNG carrierto deliverthe same energy. Further comparison of alternative scenarios indicates that LH2 carriers necessitate significant redesigns if LNG carrier standards are desired. The present approach can assist future feasibility studies featuring other vessels and propulsion technologies and can be seen as an extendable framework that can predict boil‐off in real‐time.

Energy system models are often used to assess the potential role of hydrogen and electric powertrains for reducing transport CO2 emissions in the future. In this paper we review how different energy system models have represented both vehicles and fuel infrastructure in the past and we provide guidelines for their representation in the future. In particular we identify three key modelling decisions: the degree of car market segmentation the imposition of market share constraints and the use of lumpy investments to represent infrastructure. We examine each of these decisions in a case study using the UK MARKAL model. While disaggregating the car market principally affects only the transition rate to the optimum mix of technologies market share constraints can greatly change the optimum mix so should be chosen carefully. In contrast modelling infrastructure using lumpy investments has little impact on the model results. We identify the development of new methodologies to represent the impact of behavioural change on transport demand as a key challenge for improving energy system models in the future.

One option to decarbonise residential heat in the UK is to convert the existing natural gas networks to deliver hydrogen. We review the technical feasibility of this option using semistructured interviews underpinned by a literature review and we assess the potential economic benefits using the UK MARKAL energy systems model. We conclude that hydrogen can be transported safely in the low-pressure pipes but we identify concerns over the reduced capacity of the system and the much lower linepack storage compared to natural gas. New hydrogen meters and sensors would have to be fitted to every building in a hydrogen conversion program and appliances would have to be converted unless the government was to legislate to make them hydrogen-ready in advance. Converting the gas networks to hydrogen is a lower-cost residential decarbonisation pathway for the UK than those identified previously. The cost-optimal share of hydrogen is sensitive to the conversion cost and to variations in the capital costs of heat pumps and micro-CHP fuel cells. With such small cost differentials between technologies the decision to convert the networks will also depend on non-economic factors including the relative performance of technologies and the willingness of the government to organise a conversion program.

Liquid hydrogen has the potential to form part of the energy strategy in the future due to the need to decarbonise and replace fossil fuels and therefore could see widespread use. Adoption of LH2 means that the associated hazards need to be understood and managed. In recognition of this the European Union Fuel Cells and Hydrogen Joint Undertaking co-funded project PRESLHY undertook prenormative research for the safe use of cryogenic liquid hydrogen in non-industrial settings. Several key scenarios were identified as knowledge gaps and both theoretical and experimental studies were conducted to provide insight into these scenarios. This included experiments studying the evolution/dispersion of a hydrogen cloud following a liquid release and the generation of electrostatic charges in hydrogen plumes and pipework each of which are described and discussed. In addition assessment of the physical phase of the hydrogen flow within the pipework (i.e. liquid gas or two phase) was investigated. The objectives experimental set up and result summary are provided. Data generated from these experiments is to be used to generate and validate theoretical models and ultimately contribute to the development of regulations codes and standards for the storage handling and use of liquid hydrogen.

The transition to energy systems with a high share of renewable energy depends on the availability of technologies that can connect the physical distances or bridge the time differences between the energy supply and demand points. This study focuses on energy storage technologies due to their expected role in liberating the energy sector from fossil fuels and facilitating the penetration of intermittent renewable sources. The performance of 27 energy storage alternatives is compared considering sustainability aspects by means of data envelopment analysis. To this end storage alternatives are first classified into two clusters: fast-response and long-term. The levelized cost of energy energy and water consumption global warming potential and employment are common indicators considered for both clusters while energy density is used only for fast-response technologies where it plays a key role in technology selection. Flywheel reveals the highest efficiency between all the fast-response technologies while green ammonia powered with solar energy ranks first for long-term energy storage. An uncertainty analysis is incorporated to discuss the reliability of the results. Overall results obtained and guidelines provided can be helpful for both decision-making and research and development purposes. For the former we identify the most appealing energy storage options to be promoted while for the latter we report quantitative improvement targets that would make inefficient technologies competitive if attained. This contribution paves the way for more comprehensive studies in the context of energy storage by presenting a powerful framework for comparing options according to multiple sustainability indicators.

There is renewed interest in hydrogen as an alternative fuel for aero engines due to their perceived environmental and performance benefits compared to jet fuel. This paper presents a cycle thermal performance energy and creep life assessment of hydrogen compared with jet fuel using a turbofan aero engine. The turbofan cycle performance was simulated using a code developed by the authors that allows hydrogen and jet fuel to be selected as fuel input. The exergy assessment uses both conservations of energy and mass and the second law of thermodynamics to understand the impact of the fuels on the exergy destruction exergy efficiency waste factor ratio environmental effect factor and sustainability index for a turbofan aero engine. Finally the study looks at a top-level creep life assessment on the high-pressure turbine hot section influenced by the fuel heating values. This study shows performance (64% reduced fuel flow rate better SFC) and more extended blade life (15% increase) benefits using liquefied hydrogen fuel which corresponds with other literary work on the benefits of LH2 over jet fuel. This paper also highlights some drawbacks of hydrogen fuel based on previous research work and gives recommendations for future work aimed at maturing the hydrogen fuel concept in aviation.

This standard has been created for the specific purposes of the Hy4Heat programme. The standard was commissioned in 2018 and this version was considered and approved by the relevant IGEM committees in May of 2020. This version of the standard was developed using the latest publicly available information at that time and may include some conservative requirements which further research may deem not necessary. The supplement will be updated regularly following the publication of new research into the application of hydrogen.



This Reference Standard aims to identify and discuss the principles required for the safety and integrity of Hydrogen installation and utilisation in premises.



This document intends to:

• provide a point of reference for those requiring an understanding of the implications of using hydrogen as a distributed gas in properties
• detail the characteristics of Hydrogen
• detail the comparisons between hydrogen and Natural Gas (NG)
• discuss the safety implications of using hydrogen
• discuss the implications for materials when using hydrogen
• discuss the implications for the installation and use of using hydrogen in domestic & smaller commercial buildings.

The standard is available to download through the IGEM website here.

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.

Following the release of the “Hydrogen on the Horizon” series in July and September 2021 the World Energy Council in collaboration with EPRI and PwC led a series of regional deep dives to understand regional differences within low-carbon hydrogen development. These regional deep dives aimed to uncover regional perspectives and differing dynamics for low-carbon hydrogen uptake.<br/>Although each region presents its own distinctive challenges and opportunities the deep dives revealed that the “regional paths” provide new insights into the global scaling up of low-carbon hydrogen in the coming years. In addition each region holds its own unique potential in achieving the Sustainable Development Goals.<br/>Key Takeaways:<br/>1. Our new regional insights indicate that low-carbon hydrogen can play a significant role by 2040 across the world by supporting countries’ efforts towards achieving Paris Agreement goals whilst contributing to the diversity and security of their energy portfolios. This would require significant global trade flows of hydrogen and hydrogen-based fuels.<br/>2. The momentum for hydrogen-based fuels is continuing to grow worldwide but differences are seen between regions – based on differing market activities and opportunities.<br/>3. Today moving from “whether” to “how” to develop low-carbon hydrogen highlights significant uncertainties which need to be addressed if hydrogen is to reach its full potential.<br/>Can the challenges in various supply chain options be overcome?<br/>Can hydrogen play a role in tackling climate change in the short term?<br/>Can bankable projects emerge and the gap between engineers and financers be bridged? Can the stability of supply of the main low-carbon hydrogen production sources be  guaranteed?<br/>4. Enabling low-carbon hydrogen at scale would notably require greater coordination and cooperation amongst stakeholders worldwide to better mobilise public and private finance and to shift the focus to end-users and people through the following actions:<br/>Moving from production cost to end-use price<br/>Developing Guarantees of Origin schemes with sustainability requirements<br/>Developing a global monitoring and reporting tool on low-carbon hydrogen projects<br/>Better consideration of social impacts alongside economic opportunities

As part of the LTS Futures HyTechnical project IGEM requested that DNV GL undertake an assessment of the possible impact of hydrogen transmission on BPDs to support the development of supplements to the existing suite of natural gas standards to accommodate the possible future use of hydrogen. The current state of knowledge of the behaviour of large scale high pressure hydrogen releases is limited in comparison with the considerable body of data from research and operational experience of natural gas but is adequate to undertake an impact assessment to take account of the different gas outflow and fire characteristics of 100% hydrogen vs. natural gas.<br/>Calculations of the BPDs for 100% hydrogen pipeline fires on an equivalent basis to those in IGEM/TD/1 for natural gas have been performed with a degree of confidence in the results and demonstrated that the equivalent BPDs for 100% hydrogen are approximately 10% smaller than for natural gas. The results are presented graphically in this report.<br/>However hydrogen introduces the potential for substantially higher overpressures than natural gas due to the higher flame speed and wider flammable limits if delayed ignition is a credible event. The overpressure estimates presented in this report are intended to be scoping calculations to put the likely overpressures into context. The results suggest that significant overpressures are possible at the BPDs but there is a lack of evidence to support the estimation of the overpressures following delayed ignition of a large turbulent hydrogen release in the open (in contrast to explosions in confined or congested regions) and there is a high degree of uncertainty in the predictions presented here. It is therefore recommended that large scale pipeline rupture experiments are performed similar to those undertaken previously for hydrogen natural gas and natural gas/hydrogen mixtures but with ignition engineered to take place after a short delay in order to measure the overpressures and provide the means to validate or refine the predictions made.<br/>The analysis has highlighted limitations in the original method of calculating BPDs in IGEM/TD/1 which reflects the techniques available at the time approximately 40 years ago. Since then understanding of the hazards from pipeline failures and the ability to model the consequences and predict the associated risks to people in the surrounding area have advanced very considerably facilitated by software tools and documented in standards such as IGEM/TD/2. These methods allow the highly transient nature of a high pressure gas pipeline rupture release to be modelled more accurately and for the thermal effects of fires on people and buildings to be calculated taking account of the time-varying thermal dose.<br/>For these reasons a simple comparison of the possible overpressure effects of delayed ignition of a 100% hydrogen release at the BPDs can be misleading and implies that the overpressure hazards could be more severe than those for fires which may not be the case. Example calculations have been performed for a representative pipeline case which indicate that using current methods the predicted thermal hazard distances for 100% hydrogen pipeline fires (house burning and escape for people) are substantially greater than those estimated for overpressures following delayed ignition for similar levels of vulnerability. This report addresses buried pipelines only – the potential for more severe explosion overpressure effects for hydrogen releases may be more significant for Above Ground Installations (AGIs) especially where congestion or confinement may be present. It is recommended that similar studies are conducted to quantify the effect of hydrogen conversion on the consequences and risks associated with hydrogen releases at AGIs.<br/>Finally it is stressed that the analysis in this report does not consider the relative risks for 100% hydrogen and the equivalent natural gas pipelines. There remain uncertainties in the failure frequencies for steel pipelines transporting hydrogen and particularly the probability of immediate and delayed ignition. The likelihood of delayed ignition of a large turbulent high pressure hydrogen gas pipeline rupture release may be very low due to the wider flammability limits and lower minimum ignition energy for hydrogen compared with natural gas. Additional research is currently ongoing or planned to address the gaps in knowledge for 100% hydrogen which should allow more robust comparisons of the relative risks to be made in the future.

Carbonate looping (CaL) has been shown to be less energy-intensive when compared to mature carbon capture technologies. Further reduction in the efficiency penalties can be achieved by employing a more efficient source of heat for the calcination process instead of oxy-fuel combustion. In this study a kW-scale solid oxide fuel cell (SOFC)-integrated calciner was designed and developed to evaluate the technical feasibility of simultaneously generating power and driving the calcination process using the high-grade heat of the anode off-gas. Such a system can be integrated with CaL systems or employed as a negative-emission technology where the calcines are used to capture CO₂ from the atmosphere. The demonstration unit consisted of a planar SOFC stack operating at 750 °C and a combined afterburner/calciner to combust hydrogen slip from the anode off-gas and thermally decompose magnesite dolomite and limestone. The demonstrator generated up to 2 kWelDC power achieved a temperature in the range of 530–550 °C at the inlet of the afterburner and up to 678 °C in the calciner which was sufficient to demonstrate full calcination of magnesite and partial calcination of dolomite. However in order to achieve the temperature required for calcination of limestone further scale-up and heat integration are needed. These results confirmed technical feasibility of the SOFC-calciner concept for production of calcined materials either for the market or for direct air capture (DAC).

This Supplement gives additional requirements and qualifications for the transmission of Hydrogen including Natural Gas/Hydrogen blended mixtures (subsequently referred to as NG/H blends) and for the repurposing of Natural Gas (NG) pipelines to Hydrogen service. For the purposes of this document any NG/H blend above 10% MOL is considered to be an equivalence to 100% hydrogen. For blends below 10% MOL there is no evidence to confirm that blends containing up to 10 mol.% hydrogen do not cause material degradation but it is considered that the risk is low.

This Supplement covers the design construction inspection testing operation and maintenance of steel pipelines and certain associated installations in Hydrogen service and the repurposing of NG pipelines to Hydrogen service at maximum operating pressure (MOP) exceeding 7 bar and not exceeding 137.9 bar.

This standard can be purchased here

We investigate the implications of conducting hydrogen-assisted fatigue crack growth experiments in a hydrogen gas environment (in-situ hydrogen charging) or in air (following exposure to hydrogen gas). The study is conducted on welded 42CrMo4 steel a primary candidate for the future hydrogen transport infrastructure allowing us to additionally gain insight into the differences in behavior between the base steel and the coarse grain heat affected zone. The results reveal significant differences between the two testing approaches and the two weld regions. The differences are particularly remarkable for the comparison of testing methodologies with fatigue crack growth rates being more than one order of magnitude higher over relevant loading regimes when the samples are tested in a hydrogen-containing environment relative to the pre-charged samples. Aided by finite element modelling and microscopy analysis these differences are discussed and rationalized. Independent of the testing approach the heat affected zone showed a higher susceptibility to hydrogen embrittlement. Similar microstructural behavior is observed for both testing approaches with the base metal exhibiting martensite lath decohesion while the heat affected zone experienced both martensite lath decohesion and intergranular fracture.

The Innovate UK KTN Hydrogen Innovation Network is bringing you this second episode with Steffan Eldred and Simon Buckley from Innovate UK KTN who continue their ‘back to basics' approach and delve deeper to understand where hydrogen should be used with their special guest Joanna Richart Head of Hydrogen Business at Ricardo. As with any technology or fuel discussions can get carried away implying they are the solution to all things but at Innovate UK KTN we strongly believe that we should ensure hydrogen is used where it can be most effective for decarbonising energy industrial and chemical industries.



The podcast can be found on their website

In this fourth episode Simon Buckley and Matthew Moss from Innovate UK KTN are exploring the use of hydrogen in the global maritime industry alongside their special guest Chester Lewis Business Development Manager at Ryze Hydrogen.

This podcast can be found on their website

‘A System For All Seasons’ analyses Britain’s electricity generation and consumption trends concluding that the country’s wind and solar farms will have enough spare electricity generated in spring and summer when demand is lower to produce green hydrogen to the equivalent capacity of 25 Hinkley Point C nuclear power plants.

The hydrogen stored would provide the same amount of energy needed for every person in the UK to charge a Tesla Model S electric vehicle more than 21 times in the autumn and winter months when energy demand is highest creating a clean energy buffer that avoids having to manage limited energy supplies on the international markets.

Crucially the research finds that the UK has enough capacity to store the hydrogen in a combination of salt caverns and disused oil and gas fields in the North Sea as well other locations to meet this demand.

The research also finds that using renewable hydrogen will help reduce the total number of wind farms needed in 2050 by more than 75% because it will ensure electricity generated by Britain’s wind farms is used as efficiently as possible by avoiding surplus electricity going to waste.

‘A System For All Seasons’ finds that:

• Britain’s wind and solar farms could generate between 60-80GW of renewable hydrogen - the equivalent capacity of 25 Hinkley Point C nuclear power plants - from spare renewable electricity generated in the spring and summer months between May and October each year.
• Running the energy system this way will reduce the need for the total electricity generating capacity of UK wind farms from 500-600GW by 2050 down to 140-190GW – a reduction of up to 76%.
• It would mean Great Britain would be using spare renewable electricity that would otherwise go to waste to produce green hydrogen. Under the alternative scenario additional wind farms would need to be built to accommodate for autumn and wind energy demand peaks but be left unused during other times of the year.
• With 140-190GW of wind generation capacity 115 to 140TWh of green hydrogen would be stored – enough energy for every person in the UK to charge a Tesla Model S more than 21 times.
• The potential storage volume from Britain’s salt fields ranges from >1TWh up to 30TWh. For disused oil and gas fields the potential storage volume for individual sites ranges from ~1TWh up to 330TWh.

Hydrogen as an environmentally friendly energy carrier has received special attention to solving uncertainty about the presence of renewable energy and its dependence on time and weather conditions. This material can be prepared from different sources and in various ways. In previous studies fossil fuels have been used in hydrogen production but due to several limitations especially the limitation of the access to this material in the not-too-distant future and the great problem of greenhouse gas emissions during hydrogen production methods. New methods based on renewable and green energy sources as energy drivers of hydrogen production have been considered. In these methods water or biomass materials are used as the raw material for hydrogen production. In this article after a brief review of different hydrogen production methods concerning the required raw material these methods are examined and ranked from different aspects of economic social environmental and energy and exergy analysis sustainability. In the following the current position of hydrogen production is discussed. Finally according to the introduced methods their advantages and disadvantages solar electrolysis as a method of hydrogen production on a small scale and hydrogen production by thermochemical method on a large scale are introduced as the preferred methods.

Hydrogen is widely considered a clean source of energy from the viewpoint of reduction in carbon dioxide emissions as a countermeasure against global warming and air pollution. Various efforts have been made to develop hydrogen as a viable energy carrier including the implementation of fuel cell vehicles (FCVs) and hydrogen refuelling stations (HRSs). A good network of hydrogen refuelling stations is essential for operating FCVs and several hydrogen refuelling stations have been constructed and are in operation worldwide [1]. However despite the potential benefits of hydrogen its flammability creates significant safety concerns. Furthermore even though the energy density of hydrogen is lower than that of gasoline and there is no carbon present which means the amount of radiant heat flux released during combustion is relatively small hydrogen must be handled at high pressure in order to make the cruising range of a fuel cell vehicle (FCV) equal to that of gasoline-powered vehicles. Therefore it is essential to properly evaluate these safety concerns and take reasonable and effective countermeasures. Approximately 50 accidents and incidents involving HRSs have been reported globally [2]. Sakamoto et al. [2] analysed accidents and incidents at HRSs in Japan and the USA to identify the safety issues. Most types of accidents and incidents are small leakages of hydrogen but some have led to serious consequences such as fire and explosion. Recently there was a serious incident in Norway at Kjørbo where a strong explosion was observed [3] – indeed this was within a short time of two other serious incidents in the USA and South Korea showing that the frequency of such incidents may be higher as deployments increase. Use of hydrogen forklifts (and the associated refuelling infrastructure) is another challenge to consider. Hydrogen refuelling stations are often installed in urban areas facing roads and are readily accessible to everyone. Therefore a key measure to approve the hydrogen refuelling stations is safety distances between the hydrogen infrastructure and the surrounding structures such as office buildings or residential dwellings. Whilst a lot of work has been carried out on safety distances (see e.g. [4-6) the accident scenario assumptions and safety distances varied widely in those studies. As a result no consensus has yet emerged on the safety distances to be used and efforts are still needed to bridge the gap between international standards and local regulations (see e.g. [7-8]). The paper analyses this issue and provides guidance on the way forward.

Owing to their extremely high energy density single-bonded polymeric nitrogen and atomic metallic hydrogen are generally regarded as the ultimate energetic materials. Although their syntheses normally require ultrahigh pressures of several hundred gigapascals (GPa) which prohibit direct materials application research on their stability metastability and fundamental properties are valuable for seeking extreme energetic materials through alternative synthetic routes. Various crystalline and amorphous polymeric nitrogens have been discovered between 100 and 200 GPa. Metastability at ambient conditions has been demonstrated for some of these phases. Cubic-gauche and black-phosphorus polymorphs of single-bonded nitrogen are two particularly interesting phases. Their large hystereses warrant further application-inspired basic research of nitrogen. In contrast although metallic hydrogen contains the highest-estimated energy density its picosecond lifetime and picogram quantity make its practical material application impossible at present. “Metallic hydrogen” remains a curiosity-driven basic research pursuit focusing on the pressure-induced evolution of the molecular hydrogen crystal and its electronic band structure from a low-density insulator with a very wide electronic band gap to a semiconductor with a narrow gap to a dense molecular metal and atomic metal and eventually to a previously unknown exotic state of matter. This great experimental challenge is driving relentless advancement in ultrahigh-pressure science and technology.

Algeria richly-endowed with renewable resources is well-positioned to become a vital green hydrogen provider to Europe. Aiming to aid policymakers stakeholders and energy sector participants this study embodies the first effort in literature to investigate the viability and cost-effectiveness of implementing green hydrogen production projects destined for exports to Europe via existing pipelines. A land suitability analysis utilizing multi-criteria decision making (MCDM) coupled with geographical information system (GIS) identified that over 43.55% of Algeria is highly-suitable for hydrogen production. Five optimal locations were investigated utilizing Hybrid Optimization of Multiple Electric Renewables (HOMER) with solar-hydrogen proving the most cost-effective option. Wind-based production offering higher output volumes reaching 968 kg/h requires turbine cost reductions of 17.50% (Ain Salah) to 54.50% (Djanet) to achieve a competitive levelized cost of hydrogen (LCOH) of $3.85/kg with PV systems. A techno-economic sensitivity analysis was conducted identifying Djanet as the most promising location for a 100 MW solar-hydrogen plant with a competitive LCOH ranging from $1.96/kg to $4.85/kg.

In this third episode Steffan Eldred and Hannah Abson from Innovate UK KTN are exploring the scale of the opportunity that hydrogen and aviation present alongside their special guest Katy Milne Head of Industrial Strategy at FlyZero.

The podcast can be found on their website

IGEM/TD/13 Standard applies to the safe design construction inspection testing operation and maintenance of pressure regulating installations (PRIs) in accordance with current knowledge and operational experience.

This Supplement provides additional requirements for new PRIs to be used for the transmission of Hydrogen including Natural Gas/Hydrogen blended mixtures (subsequently referred to as NG/H blends) and for the repurposing of Natural Gas (NG) PRIs for Hydrogen service.

NG/H blends are considered to be equivalent to 100 mol % Hydrogen with respect to limits on design stresses the potential effect on the material properties and damage and defect categories and acceptance levels unless an additional technical evaluation is carried out to qualify the materials.

NG/H blends containing in excess of 10 mol % Hydrogen are considered to be equivalent to 100 mol.% Hydrogen with respect to all other requirements except for hazardous areas.

This Supplement gives additional recommendations for PRIs and installations

• with an upstream maximum operating pressure (MOP) not greater than 100 bar
• with an outlet pressure greater than or equal to 7 bar
• for use with Hydrogen or NG/H blends with a Hydrogen content greater than 10 %
• operating with a temperature range between -20°C and 120°C.

You can purchase the standard here

The objective of this report is to analyse the upfront capital costs facing consumers when considering the installation of new low carbon heating technology solutions for their homes today including the cost of any associated home upgrades that will likely be required. The UK Government have recently published its Heat and Buildings Strategy which sets out plans to significantly cut carbon emissions from the existing housing stock and new homes. Whilst the Strategy points to a future role for a variety of technologies such as heat pumps hydrogen and heat networks the success of this Strategy will largely be determined by the ability to achieve installed cost reductions for heat pumps of at least 25-50% by 2025 with the view to achieving cost parity with a gas boiler by 2030. The purpose of this report is to launch a series which tracks the  upfront costs of these respective technologies over time to establish whether the cost reduction targets mooted by government and heat pump stakeholders are being delivered and the implications this has on our ability to decarbonise the UK housing stock.

Decarbonisation of heating and road transport are regarded as necessary but very challenging steps on the pathway to net zero carbon emissions. Assessing the most efficient routes to decarbonise these sectors requires an integrated view of energy and road transport systems. Here we describe how a national gas and electricity transmission network model was extended to represent multiple local energy systems and coupled with a national energy demand and road transport model. The integrated models were applied to assess a range of technologies and policies for heating and transport where the UK’s 2050 net zero carbon emissions target is met. Overall annual primary energy use is projected to reduce by between 25% and 50% by 2050 compared to 2015 due to ambitious efficiency improvements within homes and vehicles. However both annual and peak electricity demands in 2050 are more than double compared with 2015. Managed electric vehicle charging could save 14TWh/year in gas-fired power generation at peak times and associated emissions whilst vehicle-to-grid services could provide 10GW of electricity supply during peak hours. Together managed vehicle charging and vehicle-to-grid supplies could result in a 16% reduction in total annual energy costs. The provision of fast public charging facilities could reduce peak electricity demand by 17GW and save an estimated £650 million annually. Although using hydrogen for heating and transport spreads the hydrogen network costs between homeowners and motorists it is still estimated to be more costly overall compared to an all-electric scenario. Bio-energy electricity generation plants with carbon capture and storage are required to drive overall energy system emissions to net zero utilisation of which is lowest when heating is electrified and road transport consists of a mix of electric and hydrogen fuel-cell vehicles. The analysis demonstrates the need for an integrated systems approach to energy and transport policies and for coordination between national and local governments.

The UK National Transmission System (NTS) is a key enabler to decarbonise the gas network in Great Britain (GB) in order to meet the UK government’s target of net-zero emissions by 2050. FutureGrid is National Grid’s research programme assessing the capability of the transmission system to transport hydrogen. Our goal is to accelerate the decarbonisation of power industry and heat by delivering a safe supply of energy to all customers both during and after the energy transition. FutureGrid will lead to a better understanding of what the technical parameters are around the ultimate role of the NTS in the energy system and how the transition can be managed. Under FutureGrid National Grid will construct a NTS hydrogen test facility at DNV’s Spadeadam testing and research site. NTS assets due to be decommissioned in early RIIO2 will be reconstructed to create a test network that can be used to answer some of the fundamental questions around safety and operation of a converted network. Flows of hydrogen/natural gas blends including 100% hydrogen will be tested for the first time in GB at transmission pressures. This system will connect to the existing H21 distribution network test facility at Spadeadam to prove a complete beach-to-meter network can be decarbonised to develop a comprehensive programme for the hydrogen transition. The project will provide a transmission facility which is a key enabler for more advanced hydrogen testing on industrial equipment such as hydrogen separation technology hydrogen compressors and/or purification of hydrogen for transport. Our paper will detail the current position and aims of the project.

Milford Haven: Energy Kingdom is a two-year project exploring what a decarbonised smart local energy system could look like for Milford Haven Pembroke and Pembroke Dock.

The project explores the potential of hydrogen as part of a multi-vector approach to decarbonisation. Central to the project and to achieving Net Zero is a commitment to engage with the community and local industry providing insight and opportunities for growth.

The ambition is to gather detailed insight into the whole energy system around Milford Haven to identify and design a future smart local energy system based on a truly multi-vector approach and comprehensive energy systems architecture.

The transition to Net Zero requires action across the economy. As the UK’s largest energy port Milford Haven is an industrial cluster that can handle 30% of total UK gas demand is home to Europe’s largest gas power station powering 3.5 million homes and businesses has ambitions to build 90MW of floating offshore wind supports 5000 jobs and injects £324m to the Pembrokeshire economy.

This work describes the outcomes of the effort to define designs of future energy system architectures combining; technology the interconnectivity between them and data; with markets trading platforms and policies; with business models and defined organisational governance. The aim of these designs is to provide:

• The basis for a roadmap for the next phases of development and implementation
• Confidence to innovators and investors in the future longevity of investments in hydrogen and
• A common basis of understanding for all stakeholders wishing to contribute to the Milford Haven: Energy Kingdom.

In this paper a systematic review of academic literature and policy papers since 2008 is undertaken with an aim of identifying the prevalent energy systems models and tools in the UK. A list of all referenced models is presented and the literature is analysed with regards sectoral coverage and technological inclusion as well as mathematical structure of models. The paper compares available models using an appropriate classification schema the introduction of which is aimed at making the model landscape more accessible and perspicuous thereby enhancing the diversity of models within use. The distinct classification presented in this paper comprises three sections which specify the model purpose and structure technological detail and mathematical approach. The schema is not designed to be comprehensive but rather to be a broad classification with pertinent level of information required to differentiate between models. As an example the UK model landscape is considered and 22 models are classified in three tables as per the proposed schema.

Ammonia has been proposed as a potential energy storage medium in the transition towards a low-carbon economy. This paper details experimental results and numerical calculations obtained to progress towards optimisation of fuel injection and fluidic stabilisation in swirl burners with ammonia as the primary fuel. A generic tangential swirl burner has been employed to determine flame stability and emissions produced at different equivalence ratios using ammonia–methane blends. Experiments were performed under atmospheric and medium pressurised conditions using gas analysis and chemiluminescence to quantify emission concentrations and OH production zones respectively. Numerical calculations using GASEQ and CHEMKIN-PRO were performed to complement compare with and extend experimental findings hence improving understanding concerning the evolution of species when fuelling on ammonia blends. It is concluded that a fully premixed injection strategy is not appropriate for optimised ammonia combustion and that high flame instabilities can be produced at medium swirl numbers hence necessitating lower swirl and a different injection strategy for optimised power generation utilising ammonia fuel blends.

Over the past decade energy demand has witnessed a drastic increase mainly due to huge development in the industry sector and growing populations. This has led to the global utilization of renewable energy resources and technologies to meet this high demand as fossil fuels are bound to end and are causing harm to the environment. Solar PV (photovoltaic) systems are a renewable energy technology that allows the utilization of solar energy directly from the sun to meet electricity demands. Solar PV has the potential to create a reliable clean and stable energy systems for the future. This paper discusses the different types and generations of solar PV technologies available as well as several important applications of solar PV systems which are “Large-Scale Solar PV” “Residential Solar PV” “Green Hydrogen” “Water Desalination” and “Transportation”. This paper also provides research on the number of solar papers and their applications that relate to the Sustainable Development Goals (SDGs) in the years between 2011 and 2021. A total of 126513 papers were analyzed. The results show that 72% of these papers are within SDG 7: Affordable and Clean Energy. This shows that there is a lack of research in solar energy regarding the SDGs especially SDG 1: No Poverty SDG 4: Quality Education SDG 5: Gender Equality SDG 9: Industry Innovation and Infrastructure SDG 10: Reduced Inequality and SDG 16: Peace Justice and Strong Institutions. More research is needed in these fields to create a sustainable world with solar PV technologies.

The use of hydrogen storage tanks at 100% of nominal working pressure (NWP) is expected only after refuelling. Driving between refuellings is characterised by the state of charge SoC <100%. There is experimental evidence that Type IV tanks tested in a fire at initial pressures below 1/3 NWP leaked without rupture. This paper aims at understanding this phenomenon. The numerical research has demonstrated that the heat transfer from fire through the composite overwrap at storage pressures below NWP/3 is sufficient to melt the polymer liner. This melting initiates hydrogen microleaks through the composite before it loses the load-bearing ability. The fire-resistance rating (FRR) is defined as the time to rupture in a fire of a tank without or with blocked thermally activated pressure relief device. The dependence of a FRR on the SoC is demonstrated for the tanks with defined material properties and volumes in the range of 36–244 L. A composite wall thickness variation is shown to cause a safety issue by reducing the tank’s FRR and is suggested to be addressed by tank manufacturers and OEMs. The effect of a tank’s burst pressure ratio on the FRR is investigated. Thermal parameters of the composite wall i.e. decomposition heat and temperatures are shown in simulations of a tank failure in a fire to play an important role in its FRR.

The climate emergency is one of the biggest challenges humanity must face in the 21st century. The global energy transition faces many challenges when it comes to ensuring a sustainable reliable and affordable energy supply. A likely outcome is decarbonizing the existing gas infrastructure. This will inevitably lead to greater penetration of hydrogen. While the introduction of hydrogen into natural gas  transmission and distribution networks creates challenges there is nothing new or inherently impossible about the concept. Indeed more than 4000 kilometers of hydrogen pipelines are currently in operation. These pipelines however were (almost) all built and operated exclusively in accordance with specific hydrogen codes which tend to be much more restrictive than their natural gas equivalents. This means that the conversion of natural gas pipelines which have often been in service for decades and have accumulated damage and been subject to cracking threats (e.g. fatigue or stress corrosion cracking (SCC)) throughout their lifetime can be challenging. This paper will investigate the impact of transporting hydrogen on the crack management of existing natural gas pipelines from an overall integrity perspective. Different cracking threats will be described including recent industry experience of those which are generic to all steel pipelines but exacerbated by hydrogen and those which are hydrogen specific. The application of a Hydrogen Framework to identify characterise and manage credible cracking threats to pipelines in order to help enable the safe economic and successful introduction of hydrogen into the natural gas network will be discussed.

Fully decarbonizing global industry is essential to achieving climate stabilization and reaching net zero greenhouse gas emissions by 2050–2070 is necessary to limit global warming to 2 °C. This paper assembles and evaluates technical and policy interventions both on the supply side and on the demand side. It identifies measures that employed together can achieve net zero industrial emissions in the required timeframe. Key supply-side technologies include energy efficiency (especially at the system level) carbon capture electrification and zero-carbon hydrogen as a heat source and chemical feedstock. There are also promising technologies specific to each of the three top-emitting industries: cement iron & steel and chemicals & plastics. These include cement admixtures and alternative chemistries several technological routes for zero-carbon steelmaking and novel chemical catalysts and separation technologies. Crucial demand-side approaches include material-efficient design reductions in material waste substituting low-carbon for high-carbon materials and circular economy interventions (such as improving product longevity reusability ease of refurbishment and recyclability). Strategic well-designed policy can accelerate innovation and provide incentives for technology deployment. High-value policies include carbon pricing with border adjustments or other price signals; robust government support for research development and deployment; and energy efficiency or emissions standards. These core policies should be supported by labeling and government procurement of low-carbon products data collection and disclosure requirements and recycling incentives. In implementing these policies care must be taken to ensure a just transition for displaced workers and affected communities. Similarly decarbonization must complement the human and economic development of low- and middle-income countries.

Blending hydrogen into the gas grid could be an important stepping stone during the transition to a sustainable net zero system. In particular it may: provide a significant and reliable source of demand for hydrogen producers supporting the investment case for hydrogen; provide learnings and incremental change towards what could potentially become a 100% hydrogen grid; and immediately decarbonise a portion of the gas flowing through the grid. Technical questions relating to hydrogen blending are being taken forward by the industry (e.g. through the HyDeploy project in relation to the maximum potential blend of hydrogen that can be accommodated without end user appliances needing to be altered or replaced). But if blending is to take place changes to commercial arrangements will be necessary as today these assume a relatively uniform gas quality. In particular the commercial framework will need to ensure that limits on the percentage of hydrogen that can safely be blended (currently expected to be around 20% by volume) are not exceeded. We have been commissioned by Cadent to undertake a Network Innovation Allowance (NIA) project to identify the changes required to the gas commercial framework that will enable hydrogen blending in the GB gas grid and to set out a roadmap for how these can be delivered. This report sets out our recommendations.

This review critically evaluates the latest trends in fuel cell development for portable and stationary fuel cell applications and their integration into the automotive industry. Fast start-up high efficiency no toxic emissions into the atmosphere and good modularity are the key advantages of fuel cell applications. Despite the merits associated with fuel cells the high cost of the technology remains a key factor impeding its widespread commercialization. Therefore this review presents detailed information into the best operating conditions that yield maximum fuel cell performance. The paper recommends future research geared towards robust fuel cell geometry designs as this determines the cell losses and material characterization of the various cell components. When this is done properly it will support a total reduction in the cost of the cell which in effect will reduce the total cost of the system. Despite the strides made by the fuel cell research community there is a need for public sensitization as some people have reservations regarding the safety of the technology. This hurdle can be overcome if there is a well-documented risk assessment which also needs to be considered in future research activities.

The envisioned role of hydrogen in the energy transition – or the concept of a hydrogen economy – has varied through the years. In the past hydrogen was mainly considered a clean fuel for cars and/or electricity production; but the current renewed interest stems from the versatility of hydrogen in aiding the transition to CO2 neutrality where the capability to tackle emissions from distributed applications and complex industrial processes is of paramount importance. However the hydrogen economy will not materialise without strong political support and robust infrastructure design. Hydrogen deployment needs to address multiple barriers at once including technology development for hydrogen production and conversion infrastructure co-creation policy market design and business model development. In light of these challenges we have brought together a group of hydrogen researchers who study the multiple interconnected disciplines to offer a perspective on what is needed to deploy the hydrogen economy as part of the drive towards net-zero-CO2 societies. We do this by analysing (i) hydrogen end-use technologies and applications (ii) hydrogen production methods (iii) hydrogen transport and storage networks (iv) legal and regulatory aspects and (v) business models. For each of these we provide key take home messages ranging from the current status to the outlook and needs for further research. Overall we provide the reader with a thorough understanding of the elements in the hydrogen economy state of play and gaps to be filled.

Green hydrogen—a carbon-free renewable fuel—has the capability to decarbonise a variety of sectors. The generation of green hydrogen is currently restricted to water electrolysers. The use of freshwater resources and critical raw materials however limits their use. Alternative water splitting methods for green hydrogen generation via photocatalysis and photoelectrocatalysis (PEC) have been explored in the past few decades; however their commercial potential still remains unexploited due to the high hydrogen generation costs. Novel PEC-based simultaneous generation of green hydrogen and wastewater treatment/high-value product production is therefore seen as an alternative to conventional water splitting. Interestingly the organic/inorganic pollutants in wastewater and biomass favourably act as electron donors and facilitate the dual-functional process of recovering green hydrogen while oxidising the organic matter. The generation of green hydrogen through the dual-functional PEC process opens up opportunities for a “circular economy”. It further enables the end-of-life commodities to be reused recycled and resourced for a better life-cycle design while being economically viable for commercialisation. This review brings together and critically analyses the recent trends towards simultaneous wastewater treatment/biomass reforming while generating hydrogen gas by employing the PEC technology. We have briefly discussed the technical challenges associated with the tandem PEC process new avenues techno-economic feasibility and future directions towards achieving net neutrality.

Autoignition risk in initially non-premixed flowing systems such as premixing ducts must be assessed to help the development of low-NOx systems and hydrogen combustors. Such situations may involve randomly fluctuating inlet conditions that are challenging to model in conventional mixture-fraction-based approaches. A Computational Fluid Dynamics (CFD)-based surrogate modelling strategy is presented here for fast and accurate predictions of the stochastic autoignition behaviour of a hydrogen flow in a hot air turbulent co-flow. The variability of three input parameters i.e. inlet fuel and air temperatures and average wall temperature is first sampled via a space-filling design. For each sampled set of conditions the CFD modelling of the flame is performed via the Incompletely Stirred Reactor Network (ISRN) approach which solves the reacting flow governing equations in post-processing on top of a Large Eddy Simulation (LES) of the inert hydrogen plume. An accurate surrogate model namely a Gaussian Process is then trained on the ISRN simulations of the burner and the final quantification of the variability of autoignition locations is achieved by querying the surrogate model via Monte Carlo sampling of the random input quantities. The results are in agreement with the observed statistics of the autoignition locations. The methodology adopted in this work can be used effectively to quantify the impact of fluctuations and assist the design of practical combustion systems. © 2022 The Authors. Published by Elsevier Inc. on behalf of The Combustion Institute.

Hydrogen can be used to enable decarbonisation of challenging applications such as provision of heat and as a fuel for heavy transport. The UK has set out a strategy for developing a new low carbon hydrogen sector by 2030. Underground storage will be a key component of any regional or national hydrogen network because of the variability of both supply and demand across different end-use applications. For storage of pure hydrogen salt caverns currently remain the only commercially proven subsurface storage technology implemented at scale. A new network of hydrogen storage caverns will therefore be required to service a low carbon hydrogen network. To facilitate planning for such systems this study presents a modelling approach used to evaluate the UK's theoretical hydrogen storage capacity in new salt caverns in bedded rock salt. The findings suggest an upper bound potential for hydrogen storage exceeding 64 million tonnes providing 2150 TWh of storage capacity distributed in three discrete salt basins in the UK. The modelled cavern capacity has been interrogated to identify the practical inter-seasonal storage capacity suitable for integration in a hydrogen transmission system. Depending on cavern spacing a peak load deliverability of between 957 and 1876 GW is technically possible with over 70% of the potential found in the East Yorkshire and Humber region. The range of geologic uncertainty affecting the estimates is approximately ±36%. In principle the peak domestic heating demand of approximately 170 GW across the UK can be met using the hydrogen withdrawn from caverns alone albeit in practice the storage potential is unevenly distributed. The analysis indicates that the availability of salt cavern storage potential does not present a limiting constraint for the development of a low-carbon hydrogen network in the UK. The general framework presented in this paper can be applied to other regions to estimate region-specific hydrogen storage potential in salt caverns.

Our Future Energy Scenarios (FES) draw on hundreds of experts’ views to model four credible energy pathways for Britain over coming decades. Matthew Wright our head of strategy and regulation outlines what the 2021 outlook means for consumers society and the energy system itself.<br/>This year’s Future Energy Scenarios insight reveals a glimpse of a Britain that is powered with net zero carbon emissions.<br/>Our analysis shows that our country can achieve its legally-binding carbon reduction targets: in three out of four scenarios in the analysis the country reaches net zero carbon emissions by 2050 with Leading the Way – our most ambitious scenario – achieving it in 2047 and becoming net negative by 2050.

The aim of the H21 project is to undertake measurements analysis and field trials to support the safe repurposing of Great Britain’s natural gas distribution network for hydrogen. As part of this project work has been ongoing to identify aspects of existing natural gas procedures that will need to be modified for hydrogen and to support the development of new procedures. This has included a review of the scientific basis of current displacement purging practices analysis of the potential implications of switching from natural gas to hydrogen and experimental support work. The reduced density and viscosity of hydrogen means that minimum purging velocities should (in principle) be higher for hydrogen to avoid stratification and ensure adequate removal of the purged gas during pipeline purging operations. A complicating factor is the high molecular diffusivity of hydrogen (roughly three times that of natural gas) which causes hydrogen to mix over short distances more rapidly than natural gas. Current models for pipeline purging do not take into account the mixing effect related to molecular diffusion. The wider flammable limits lower ignition energy and greater potential for combustion to transition from deflagration to detonation with hydrogen means that indirect purging with nitrogen is currently being investigated for distribution pipelines. This paper reviews the ongoing analysis of hydrogen pipeline purging and discusses a potential future scientific programme of work aimed at developing a new pipeline purging model that accounts for molecular diffusion effects.

The APPG on Hydrogen has published its report urging the Government to deliver beyond its existing net zero commitments and set ambitious hydrogen targets in forthcoming strategies to reach net zero by 2050.

The All-Party Parliamentary Group (APPG) on Hydrogen’s report on the role of ‘Hydrogen in powering industry’ sets out 10 recommendations to support and accelerate the growth of the UK’s hydrogen sector and enable a sustainable energy transition.

• The Government must continue to expand beyond its existing commitments of 5GW production in the forthcoming Hydrogen Strategy.
• Any forthcoming Government and devolved policies must be complementary of the wider UK low-carbon commitments.
• Industrial clusters should be prioritised for hydrogen use and will be the key catalyst for driving forward the UK’s decarbonisation of industry.
• The Government must commit to incentivising hydrogen production within the UK as opposed to importing this.
• The Government must align hydrogen production pathways with nuclear technology to enhance hydrogen production.
• The Government must develop a UK wide hydrogen network to support the transport sector including a larger-scale implementation of hydrogen refuelling stations.
• Regulators must act quickly to update energy regulations and guidance to support hydrogen’s role in powering industry.
• For hydrogen to expand in the UK a technology neutral approach is required for all types of energy systems.
• Significant and long-term financial support is required for the development deployment and operation of hydrogen technologies.
• Ofgem must ensure the hydrogen market is subject to effective competition to drive down prices for consumers.

This work investigates life cycle costing analysis as a tool to estimate the cost of hydrogen to be used as fuel for Hydrogen Fuel Cell vehicles (HFCVs). The method of life cycle costing and economic data are considered to estimate the cost of hydrogen for centralised and decentralised production processes. In the current study two major hydrogen production methods are considered methane reforming and water electrolysis. The costing frameworks are defined for hydrogen production transportation and final application. The results show that hydrogen production via centralised methane reforming is financially viable for future transport applications. The ownership cost of HFCVs shows the highest cost among other costs of life cycle analysis.

Alongside our Sixth Carbon Budget Advice the Climate Change Committee (CCC) are publishing a paper from Professor Nick Chater the Committee’s behavioural science specialist. This paper considers three behavioural principles that explain how people have adapted so rapidly and how we might “build back better” as we emerge from the pandemic with a particular focus on meeting the challenge of dramatically reducing greenhouse gas (GHG) emissions over the coming decades. The principles are:

• The power law of practice: People organizations and whole industries learn to adapt to new ways of working following a surprisingly predictable pattern. This can help predict where adaptation to new ways of living and working is likely to succeed or fail.
• The status quo effect: People and organizations tend to prefer the current status quo but can often adjust rapidly to prefer a new status quo. However we tend to systematically underestimate such effects and therefore can sometimes resist changes that in retrospect we may ultimately prefer.
• Unwritten rules: Our social behaviour is guided by implicit guidelines about what is “appropriate” which can be somewhat independent of our personal values. Changing these implicit rules alongside changes in regulation and the law is crucial to adapting to new circumstances—and the pandemic has shown that rapid change is possible though sometimes resisted (e.g. new norms about mask wearing and social distancing).

This report presents an analysis of how hydrogen and battery technologies are likely to be utilised in different sectors within the UK including transportation manufacturing the built environment and power. In particular the report compares the use of hydrogen and battery technology across these sectors. In addition it evaluates where these technologies will be in competition where one technology will dominate and where a combination of the two may be used. This sector analysis draws on DNV’s knowledge and experience within both the battery and hydrogen industries along with a review of studies available in the public domain. The analysis has been incorporated into DNV’s Energy Transition Outlook model an integrated system-dynamics simulation model covering the energy system which provides an independent view of the energy outlook from now until 2050. The modelling which includes data on costs demand supply policy population and economic indicators enables the non-linear interdependencies between different parameters to be considered so that decisions made in one sector influence the decision made in another.

In this episode of the podcast Debra Jones Chemistry Knowledge Transfer Manager and Ray Chegwin Nuclear Knowledge Transfer Manager from Innovate UK KTN talk about nuclear uses for hydrogen with special guest Allan Simpson Technical Lead at the National Nuclear Laboratory.

The podcast can be found on their website.

Ammonia an important basic chemical is produced at a scale of 150 million tons per year. Half of hydrogen produced in chemical industry is used for ammonia production. Ammonia containing 17.5 wt% hydrogen is an ideal carbon-free fuel for fuel cells. Compared to hydrogen ammonia has many advantages. In this mini-review the suitability of ammonia as fuel for fuel cells the development of different types of fuel cells using ammonia as the fuel and the potential applications of ammonia fuel cells are briefly reviewed.

An unusual philosophical approach is proposed here to decarbonise larger civil aircraft that fly long ranges and consume a large fraction of civil aviation fuel. These inject an important amount of carbon emissions into the atmosphere and holistic decarbonising solutions must consider this sector. A philosophical–analytical investigation is reported here on the feasibility of an airliner family to fly over long ranges and assist in the elimination of carbon dioxide emissions from civil aviation. Backed by state-of-the-art correlations and engine performance integration analytical tools a family of large airliners is proposed based on the development and integration of the body of a very large two-deck four-engine airliner with the engines wings and flight control surfaces of a very long-range twin widebody jet. The proposal is for a derivative design and not a retrofit. This derivative design may enable a swifter entry to service. The main contribution of this study is a philosophical one: a carefully evaluated aircraft family that appears to have very good potential for first-generation hydrogen-fuelled airliners using gas turbine engines for propulsion. This family offers three variants: a 380-passenger aircraft with a range of 3300nm a 330-passenger aircraft with a range of 4800nm and a 230- passenger aircraft with a range of 5500nm. The latter range is crucially important because it permits travel from anywhere in the globe to anywhere else with only one stop. The jet engine of choice is a 450kN high-bypass turbofan.