Applications & Pathways

Bangladesh focuses on green energy sources to be a lesser dependent on imported fossil fuels and to reduce the GHG emission to decarbonize the energy sector. The integration of renewable energy technologies for green hydrogen production is promising for Bangladesh. Hybrid renewable plants at the coastline along the Bay of Bengal Kuakata Sandwip St. Martin Cox’sbazer and Chattogram for green hydrogen production is very promising to solve the power demand scarcity of Bangladesh. Hydrogen gas turbine and hydrogen fuel cell configured power plant performances are studied to observe the feasibility/prospect to the green energy transition. The Plant’s performances investigated based on specification of the plant’s units and verified by MATLAB SIMULINK software. Fuels blending (different percent of hydrogen with fossil fuel/NG) technique makes the hydrogen more feasible as turbine fuel. The net efficiency of the fuel cell-based combined cycle configuration (74%) is higher than that of the hydrogen gas turbine-based configuration (51.9%). Moreover analyses show that the increment of combined cycle gas turbine efficiency (+18.5%) is more than the combined cycle PEMFC configuration (+14%). Long-term storage of renewable energy in the salt cavern as green hydrogen can be a source of energy for emergency. A significant share of power can be generated by a numbers of green power plants at specified places in Bangladesh.

Facing global warming and recent bans on the use of diesel in vehicles there is a growing need to develop vehicles powered by renewable energy sources to mitigate greenhouse gas and pollutant emissions. Among the various forms of non-fossil energy for vehicles hydrogen fuel is emerging as a promising way to combat global warming. To date most studies on vehicle carbon emissions have focused on diesel and electric vehicles (EVs). Emission assessment methodologies are usually developed for fast-moving consumer goods (FMCG) which are non-durable household goods such as packaged foods beverages and toiletries instead of vehicle products. There is an increase in the number of articles addressing the product carbon footprint (PCF) of hydrogen fuel cell vehicles in the recent years while relatively little research focuses on both vehicle PCF and fuel cycle. Zero-emission vehicles initiative has also brought the importance of investigating the emission throughout the fuel cycle of hydrogen fuel cell and its environmental impact. To address these gaps this study uses the life-cycle assessment (LCA) process of GREET (greenhouse gases regulated emissions and energy use in transportation) to compare the PCF of an EV (Tesla Model 3) and a hydrogen fuel cell car (Toyota MIRAI). According to the GREET results the fuel cycle contributes significantly to the PCF of both vehicles. The findings also reveal the need for greater transparency in the disclosure of relevant information on the PCF methodology adopted by vehicle manufacturers to enable comparison of their vehicles’ emissions. Future work will include examining the best practices of PCF reporting for vehicles powered by renewable energy sources as well as examining the carbon footprints of hydrogen production technologies based on different methodologies.

The paper provides an economic model for the assessment of hydrogen production at the site of an existing thermal power plant which is then integrated into the existing gas grid. The model uses projections of electricity prices natural gas prices and CO2 prices as well as estimates of the cost of building a power-to-gas system for a 25-year period. The objective of this research is to calculate the yellow hydrogen production price for each lifetime year of the Power-to-gas system to evaluate yellow hydrogen competitiveness compared to the fossil alternatives. We test if an incentive scheme is needed to make this technology economically viable. The research also provides several sensitivity scenarios of electricity natural gas and CO2 price changes. Our research results clearly prove that yellow hydrogen is not yet competitive with fossil alternatives and needs incentive mechanisms for the time being. At given natural gas and CO2 prices the incentive for hydrogen production needs to be 52.90 EUR/MWh in 2025 and 36.18 EUR/MWh in 2050. However the role of hydrogen in the green transition could be very important as it provides ancillary services and balances energy sources in the power system.

Hydrogen is considered a promising alternative to fossil fuels in an integrated energy system (IES). In order to reduce the cost of hydrogen energy utilization and the carbon emissions of the IES this paper proposes a low-carbon dispatching strategy for a coordinated integrated energy system using green hydrogen and blue hydrogen. The strategy takes into account the economic and low-carbon complementarity between hydrogen production by water electrolysis and hydrogen production from natural gas. It introduces the green hydrogen production–storage–use module (GH-PSUM) and the blue hydrogen production–storage–use module (BH-PSUM) to facilitate the refined utilization of different types of hydrogen energy. Additionally the flexibility in hydrogen load supply is analyzed and the dynamic response mechanism of the hydrogen load supply structure (DRM-HLSS) is proposed to further reduce operating costs and carbon emissions. Furthermore a carbon trading mechanism (CTM) is introduced to constrain the carbon emissions of the integrated energy system. By comprehensively considering the constraints of each equipment the proposed model aims to minimize the total economic cost which includes wind power operation and curtailment penalty costs energy purchase costs blue hydrogen purification costs and carbon transaction costs. The rationality of the established scheduling model is verified through a comparative analysis of the scheduling results across multiple operating scenarios.

The escalating global demand for goods transport via shipping has heightened energy consumption impacting worldwide health and the environment. To mitigate this international organizations aim to achieve complete fuel desulphurization and decarbonization by 50% by 2050. Investigating eco-friendly fuels is crucial particularly those with a reduced carbon and zero sulfur content. Methanol derived mainly from renewable sources and produced by carbon dioxide’s hydrogenation method stands out as an effective solution for GHG reduction. Leveraging its favorable properties global scalability and compatibility with the existing infrastructure especially LNGs methanol proves to be a cost-efficient and minimally disruptive alternative. This review explores methanol’s role as a hybrid maritime fuel emphasizing its ecological production methods advantages and challenges in the shipping industry’s green transition. It discusses the environmental impacts of methanol use and analyzes economic factors positioning methanol not only as an ecofriendly option but also as a financially prudent choice for global shipping. Methanol is efficient and cost-effective and excels over MGO especially in new ships. It is economically advantageous with decreasing investment costs compared to LNG while providing flexibility without specialized pressure tanks. Global marine fuel trends prioritize fuel traits accessibility and environmental considerations incorporating factors like policies emissions bunkering and engine adaptability during transitions.

Aviation contributes to anthropogenic climate change by emitting both carbon dioxide (CO2) and non-CO2 emissions through the combustion of fossil fuels. One approach to reduce the climate impact of aviation is the use of hydrogen as an alternative fuel. Two distinct technological options are presently under consideration for the implementation of hydrogen in aviation: hydrogen fuel cell architectures and the direct combustion of hydrogen. In this study a hydrogen demand model is developed that considers anticipated advancements in liquid hydrogen aircraft technologies forecasted aviation demand and aircraft startup and retirement cycles. The analysis indicates that global demand for liquid hydrogen in aviation could potentially reach 17 million tons by 2050 leading to a 9% reduction in CO2 emissions from global aviation. Thus the total potential of hydrogen in aviation extends beyond this considering that the total market share of hydrogen aircraft on suitable routes in the model is projected to be only 27% in 2050 due to aircraft retirement cycles. Additionally it is shown that achieving the potential demand for hydrogen in aviation depends on specific market prices. With anticipated declines in current production costs hydrogen fuel costs would need to reach about 70 EUR/MWh by 2050 to fulfill full demand in aviation assuming biofuels provide the cheapest option for decarbonization alongside hydrogen. If e-fuels are the sole option for decarbonization alongside hydrogen which is the more probable scenario the entire hydrogen demand potential in aviation would be satisfied according to this study’s estimates at significantly higher hydrogen prices approximately 180 EUR/MWh.

In Southern Italy near the Mediterranean Sea mobility services like cars bicycles scooters and materialhandling forklifts are frequently required in addition to multimodal local transportation services such as trains ferry boats and airplanes. This research proposes an innovative concept of hydrogen valley virtually simulated in Matlab/Simulink environment located in Calabria. As a novelty hydrogen is produced centrally and delivered via fuel cell hybrid trains to seven hydrogen refueling stations serving various mobility hubs. The centralized production facility operates with a nominal capacity of about 4 tons/day producing hydrogen via PEM electrolysis and storing hydrogen at 200 bar with a hydrogen compressor. As the size of vehicle fleets and the cost of acquiring renewable energy through power purchase agreements vary the hydrogen valley is examined from both a technical and an economic perspective analyzing: the values of the levelized cost of hydrogen the energy consumption and the energy efficiency of the energy systems. Specifically the levelized cost of hydrogen reached competitive values close to 5 €/kg of hydrogen under the most optimistic scenarios with fleet conversions of more than 60 % and a power purchase agreement price lower than 150 €/MWh. Then the benefits of hydrogen rail transport in terms of emissions reduction and health from an economic standpoint are compared to conventional diesel trains and fully electric trains saving respectively 3.2 ktons/year and 0.4 ktons/year of carbon dioxide equivalent emissions and corresponding economic benefits of respectively 51 and 0.548 million euros.

The hydrogen combustion engine (H2 ICE) is known to be able to burn H2 producing no CO2 emissions and extremely low engine-out NOeo emissions. In this work the potential to reduce the NOeo emissions through the implementation of electric hybridization of an H2 ICE-equipped passenger car (H2 -HEV) combined with a dedicated energy management system (EMS) is discussed. Achieving a low H2 consumption and low NOeo emissions are conflicting objectives the trade-off of which depends on the EMS and can be represented as a Pareto front. The dynamic programming algorithm is used to calculate the Pareto-optimal EMS calibrations for various driving missions. Through the utilization of a dedicated energy management calibration H2 -HEVs exhibit the potential to decrease the NOeo x emissions by more than 90% while decreasing the H2 consumption by over 16% compared to a comparable non-hybridized H2 -vehicle. The present paper represents the initial potential analysis suggesting that H2 -HEVs are a viable option towards a CO2 -free mobility with extremely low NOeo emissions.

A promising method of energy storage is the combination of hydrogen and compressed-air energy storage (CAES) systems. CAES systems are divided into diabatic adiabatic and isothermal cycles. In the diabatic cycle thermal energy after air compression is discharged into the environment and the scheme implies the use of organic fuel. Taking into account the prospects of the decarbonization of the energy industry it is advisable to replace natural gas in the diabatic CAES scheme with hydrogen obtained by electrolysis using power-to-gas technology. In this article the SENECA-1A project is considered as a high-power hybrid unit using hydrogen instead of natural gas. The results show that while keeping the 214 MW turbines powered the transition to hydrogen reduces carbon dioxide emissions from 8.8 to 0.0 kg/s while the formation of water vapor will increase from 17.6 to 27.4 kg/s. It is shown that the adiabatic CAES SENECA-1A mode compared to the diabatic has 0.0 carbon dioxide and water vapor emission with relatively higher efficiency (71.5 vs. 62.1%). At the same time the main advantage of the diabatic CAES is the possibility to produce more power in the turbine block (214 vs. 131.6 MW) having fewer capital costs. Thus choosing the technology is a subject of complex technical economic and ecological study.

High fluctuations in the combustion process from one cycle to another referred to as cycle-by-cycle variations can have adverse effects on internal combustion engine performances particularly in spark ignition (SI) engines. These effects encompass incomplete combustion the potential for misfires and adverse impacts on fuel economy. Furthermore the cycle-by-cycle variations can also affect a vehicle’s drivability and overall comfort especially when operating under lean-burn conditions. Although many cycle-by-cycle analyses have been investigated extensively in the past there is limited in-depth knowledge available regarding the causes of cycle-by-cycle (CbC) variations in hydrogen lean-burn SI engines. Trying to contribute to this topic the current study presents a comprehensive analysis of the CbC variations based on the cylinder pressure data. The study was carried out employing a hydrogen single-cylinder research SI engine. The experiments were performed by varying more than fifty operating conditions including the variations in lambda spark advance boost pressure and exhaust gas recirculation however the load and speed were kept constant throughout the experimental campaign. The results indicate that pressure exhibits significant variations during the combustion process and minor variations during non-combustion processes. In the period from the inlet valve close till the start of combustion pressure exhibits the least variations. The coefficient of variation of pressure (COVP) curve depicts three important points in H2-ICE as well: global minima global maxima and second local minima. The magnitude of the COVP curve changes across all the operating conditions however the shape of the COVP curve remains unchanged across all the operating conditions indicating its independence from the operating condition in an H2-ICE. This study presents an alternative approach for a quick combustion analysis of hydrogen engines. Without the need for more complex methodologies like heat release rate analysis the presented cylinder pressure cycle-by-cycle analysis enables a quick and precise identification of primary combustion features (start of combustion center of combustion end of combustion and operation condition stability). Additionally the engine control unit could implement these procedures to automatically adjust cycle-by-cycle variations therefore increasing engine efficiency.