Sweden

Hydrogen is envisioned to become a fundamental energy vector for the decarbonization of energy systems. Two key factors that will define the success of hydrogen are its sustainability and competitiveness with alternative solutions. One of the many challenges for the proliferation of hydrogen is the creation of a sustainable supply chain. In this study a methodology aimed at assessing the economic feasibility of holistic hydrogen supply chains is developed. Based on the designed methodology a tool which calculates the levelized cost of hydrogen for the different stages of its supply chain: production transmission & distribution storage and conversion is proposed. Each stage is evaluated individually combining relevant technical and economic notions such as learning curves and scaling factors. Subsequently the findings from each stage are combined to assess the entire supply chain as a whole. The tool is then applied to evaluate case studies of various supply chains including large-scale remote and small-scale distributed green hydrogen supply chains as well as conventional steam methane reforming coupled with carbon capture and storage technologies. The results show that both green hydrogen supply chains and conventional methods can achieve a competitive LCOH of around €4/kg in 2030. However the key contribution of this study is the development of the tool which provides a foundation for a comprehensive evaluation of hydrogen supply chains that can be continuously improved through the inputs of additional users and further research on one or more of the interconnected stages.

The iron and steel industry is a major emitter of carbon dioxide globally. To reduce their carbon footprint the iron and steel industry pursue different decarbonization strategies including deploying bio-based materials and energy carriers for reduction carburisation and/or energy purposes along their value-chains. In this study two potential roles for biomass were analysed: (a) substituting for fossil fuels in iron-ore pellets induration and (b) carburisation of DRI (direct reduced iron) produced via fully hydrogen-based reduction. The purpose of the study was to analyse the regional demand-driven price and allocative effects of biomass assortments under different biomass demand scenarios for the Swedish iron and steel industry. Economic modelling was used in combination with spatial biomass supply assessments to predict the changes on relevant biomass markets. The results showed that the estimated demand increases for forest biomass will have significant regional price effects. Depending on scenario the biomass demand will increase up to 25 percent causing regional prices to more than doubling. In general the magnitude of the price effects was driven by the volumes and types of biomasses needed in the different scenarios with larger price effects for harvesting residues and industrial by-products compared to those of roundwood. A small price effect of roundwood means that the incentives for forest-owners to increase their harvests and thus also the availability of harvest residues are small. Flexibility in the feedstock sourcing (both regarding quality and geographic origin) will thus be important if forest biomass is to satisfy demands in iron and steel industry.

Due to the large quantities of carbon emissions generated by the transportation sector cleaner automotive technologies are needed aiming at a green energy transition. In this scenario hydrogen is pointed out as a promising fuel that can be employed as the fuel of either a fuel cell or an internal combustion engine vehicle. Therefore in this work we propose the design and modeling of a fuel cell versus an internal combustion engine passenger car for a driving cycle. The simulation was carried out using the quasistatic simulation toolbox tool in Simulink considering the main powertrain components for each vehicle. Furthermore a brief analysis of the carbon emissions associated with the hydrogen production method is addressed to assess the clean potential of hydrogen-powered vehicles compared to conventional fossil fuel-fueled cars. The resulting analysis has shown that the hydrogen fuel cell vehicle is almost twice as efficient compared to internal combustion engines resulting in a lower fuel consumption of 1.05 kg-H2/100 km in the WLTP driving cycle for the fuel cell vehicle while the combustion vehicle consumed about 1.79 kg-H2/100 km. Regarding using different hydrogen colors to fuel the vehicle hydrogen-powered vehicles fueled with blue and grey hydrogen presented higher carbon emissions compared to petrol-powered vehicles reaching up to 2–3 times higher in the case of grey hydrogen. Thus green hydrogen is needed as fuel to keep carbon emissions lower than conventional petrol-powered vehicles.

EU politics on decarbonizing shipping is an argumentative endeavor where different policy actors strive try to influence others to see problems and policy solutions according to their perspectives to gain monopoly on the framing and design of policies. This article critically analyzes by means of argumentative discourse analysis the politics and policy process related to the recent adoption of the FuelEU Maritime regulation the world’s first legislation to set requirements for decarbonizing maritime shipping. Complementing previous research focusing on the roles and agency of policy entrepreneurs and beliefs of advocacy coalitions active in the policy process this paper dives deeper into the politics of the new legislation. It aims to explore and explain the discursive framing and politics of meaning-making. By analyzing the political and social meaning-making of the concept “decarbonizing maritime shipping” this paper helps us understand why the legislation was designed in the way it was. Different narratives storylines and discourses defining different meanings of decarbonization are analyzed. So is the agency of policy actors trying to mutate the different meanings into a new meaning. Two discourses developed in dialectic conversation framed the policy proposals and subsequent debates in the policy process focusing on (i) incremental change and technology neutrality to meet moderate emission reductions and maintain competitiveness and (ii) transformative change and technology specificity to meet zero emissions and gain competitiveness and global leadership in the transition towards a hydrogen economy. Policy actors successfully used discursive agency strategies such as multiple functionality and vagueness to navigate between and resolve conflicts between the two discourses. Both discourses are associated with the overarching ecological modernization discourse and failed to include issue of climate justice and a just transition. The heritage of the ecological modernization discourse creates lock-ins for a broader decarbonization discourse thus stalling a just transition.

The large deployment of hydrogen technologies for new applications such as heat power mobility and other emerging industrial utilizations is essential to meet targets for CO2 reduction. This will lead to an increase in the number of hydrogen installations nearby local populations that will handle hydrogen technologies. Local regulations differ and provide different safety and/or separation distances in different geographies. The purpose of this work is to give an insight on different methodologies and recommendations developed for hydrogen (mainly) risk management and consequences assessment of accidental scenarios. The first objective is to review available methodologies and to identify the divergent points on the methodology. For this purpose a survey has been launched to obtain the needed inputs from the subtask participants. The current work presents the outcomes of this survey highlighting the gaps and suggesting the prioritization of the actions to take to bridge these gaps.

To meet the new regulation for the deployment of alternative fuels infrastructure which sets targets for electric recharging and hydrogen refuelling infrastructure by 2025 or 2030 a large infrastructure comprising trucksuitable hydrogen refuelling stations will soon be required. However further standardisation is required to support the uptake of hydrogen for heavy-duty transport for Europe’s green energy future. Hydrogen-powered vehicles require pure hydrogen as some contaminants can reduce the performance of the fuel cell even at very low levels. Even if previous projects have paved the way for the development of the European quality infrastructure for hydrogen conformity assessment sampling systems and methods have yet to be developed for heavy-duty hydrogen refuelling stations (HD-HRS). This study reviews different aspects of the sampling of hydrogen at heavy-duty hydrogen refuelling stations for purity assessment with a focus on the current and future specifications and operations at HD-HRS. This study describes the state-of-the art of sampling systems currently under development for use at HD-HRS and highlights a number of aspects which must be taken into consideration to ensure safe and accurate sampling: risk assessment for the whole sampling exercise selection of cylinders methods to prepare cylinders before the sampling filling pressure and venting of the sampling systems.

The utilization of hydrogen fuel in gas turbines brings significant changes to the thermophysical properties of flue gas including higher specific heat capacities and an enhanced steam content. Therefore hydrogen-fueled gas turbines are susceptible to health degradation in the form of steam-induced corrosion and erosion in the hot gas path. In this context the fault diagnosis of hydrogen-fueled gas turbines becomes indispensable. To the authors’ knowledge there is a scarcity of fault diagnosis studies for retrofitted gas turbines considering hydrogen as a potential fuel. The present study however develops an artificial neural network (ANN)-based fault diagnosis model using the MATLAB environment. Prior to the fault detection isolation and identification modules physics-based performance data of a 100 kW micro gas turbine (MGT) were synthesized using the GasTurb tool. An ANN-based classification algorithm showed a 96.2% classification accuracy for the fault detection and isolation. Moreover the feedforward neural network-based regression algorithm showed quite good training testing and validation accuracies in terms of the root mean square error (RMSE). The study revealed that the presence of hydrogen-induced corrosion faults (both as a single corrosion fault or as simultaneous fouling and corrosion) led to false alarms thereby prompting other incorrect faults during the fault detection and isolation modules. Additionally the performance of the fault identification module for the hydrogen fuel scenario was found to be marginally lower than that of the natural gas case due to assumption of small magnitudes of faults arising from hydrogen-induced corrosion.

This study aims to carry out a techno-economic analysis of different hydrogen supply chain designs coupled with the Swedish electricity system to study the inter-dependencies between them. Both the hydrogen supply chain designs and the electricity system were parameterized with data for 2030. The supply chain designs comprehend centralised production decentralised production a combination of both and with/without seasonal variation in hydrogen demand. The supply chain design is modelled to minimize the overall cost while meeting the hydrogen demands. The outputs of the supply chain model include the hydrogen refuelling stations’ locations the electrolyser’s locations and their respective sizes as well as the operational schedule. The electricity system model shows that the average electricity prices in Sweden for zones SE1 SE2 SE3 and SE4 will be 4.28 1.88 8.21 and 8.19 €/MWh respectively. The electricity is mainly generated from wind and hydropower (around 42% each) followed by nuclear (14%) solar (2%) and then bio-energy (0.3%). In addition the hydrogen supply chain design that leads to a lower overall cost is the decentralised design with a cost of 1.48 and 1.68 €/kgH2 in scenarios without and with seasonal variation respectively. The seasonal variation in hydrogen demand increases the cost of hydrogen regardless of the supply chain design.

Anion exchange membrane water electrolysis (AEMWE) is a potentially low-cost and sustainable technology for hydrogen production that combines the advantages of proton exchange membrane water electrolysis and traditional alkaline water electrolysis systems. Despite considerable research efforts in recent years the medium-term (100 h) stability of Aemion™ membranes needs further investigation. This work explores the chemical and electrochemical durability (>100 h) of Aemion™ anion exchange membranes in a flow cell using nickel felt as the electrode material on the anode and cathode sides. Remixing the electrolytes between the AEMWE galvanostatic tests was very important to enhance electrolyte refreshment and the voltage stability of the system. The membranes were analyzed by NMR spectroscopy after the AEMWE tests and the results showed no sign of severe chemical degradation. In a separate experiment the chemical stability and mechanical integrity of the membranes were studied by soaking them in a strongly alkaline electrolyte for a month (>700 h) at 90 C followed by NMR analysis. A certain extent of ionic loss was observed due to chemical degradation and the membranes disintegrated into small pieces.

To meet the International Maritime Organization’s (IMO) goal of decarbonising the shipping sector by 2050 zero-emission ship propulsion systems should be developed to replace conventional fossil fuel-based ones. In this study we propose a zero-emission hybrid hydrogen-wind-powered propulsion system to be retrofitted to a benchmark merchant ship with a conventional propulsion system. The ship and its propulsion systems are modelled using an in-house platform. We analyse power and energy requirements for the ship over a realistic route and one-year schedule factoring in actual sea and weather conditions. Initially we examine the battery-powered propulsion system which proves impractical even with a reduction in the ship’s speed and the addition of a charging station. This retrofitted battery-powered propulsion system will occupy a significant portion of the existing ship’s deadweight due to its substantial weight consequently reducing the ship’s cargo capacity. To address this we evaluate integrating a hydrogen-powered fuel cell system with power equal to the non-propulsive constant load in the ship. We demonstrate that under these conditions and with four Flettner rotors and the charging station positioned mid-port on the ship’s route the size of the zero-emission propulsion system can be approximately 20% of the deadweight rendering such a system feasible.