H2020
Europeo
ExpectedOutcome:An important element of the European Hydrogen Strategy is to support the deployment of LH2 for heavy duty applications and to allow energy transportation over longer distances. A further important element of the strategy is to decrease the cost of hydrogen by development of an international hydrogen trade, which will allow the import into the EU of renewable hydrogen from regions with low-cost renewable power. Ultimately this will benefit the EU's competitiveness, manufacturing capabilities and secure renewable energy supply.
Shipping of LH2 will represent a flexible means for transport of larger quantities of hydrogen over longer distances, as well as for regional distribution without a gas-grid. The associated LH2 import terminals will make LH2 readily available as a green fuel for shipping, heavy duty mobility and aviation, which is essential for the decarbonisation of these hard to abate sectors. The storage of LH2 in the import terminal has also the potential to serve as a buffer (back-up) in the overall H2 and power supply system.
Cryogenic liquefied gases such as LNG or LH2 differ from each other in some aspects, which is also r...
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ExpectedOutcome:An important element of the European Hydrogen Strategy is to support the deployment of LH2 for heavy duty applications and to allow energy transportation over longer distances. A further important element of the strategy is to decrease the cost of hydrogen by development of an international hydrogen trade, which will allow the import into the EU of renewable hydrogen from regions with low-cost renewable power. Ultimately this will benefit the EU's competitiveness, manufacturing capabilities and secure renewable energy supply.
Shipping of LH2 will represent a flexible means for transport of larger quantities of hydrogen over longer distances, as well as for regional distribution without a gas-grid. The associated LH2 import terminals will make LH2 readily available as a green fuel for shipping, heavy duty mobility and aviation, which is essential for the decarbonisation of these hard to abate sectors. The storage of LH2 in the import terminal has also the potential to serve as a buffer (back-up) in the overall H2 and power supply system.
Cryogenic liquefied gases such as LNG or LH2 differ from each other in some aspects, which is also reflected in the technologies required for their storage. For LNG, which has been in use for decades, capacities of 100,000 to 150,000 m³ are easy to hold today. In comparison, the largest LH2 tank constructed today is about 5,000 m³. LH2 storage presents several new challenges that greatly impact scalability. EU suppliers of cryogenic storage systems are well positioned to close the gap. KHI[1] has announced a design of 11,000 m³ and CB&I[2] has announced a design up to 40,000 m³.
The insulation concepts developed so far are rather complex and costly. At present, nearly one year is spent on site erection for a 150 tonnes LH2 storage, exposing the project to unpredictable weather and manpower fluctuations. Furthermore, the existing technology is proposed only by non-EU suppliers (namely USA and Japan), while EU is yet to develop an independent innovative solution to preserve its competitive position.
Project results are expected to contribute to all of the following expected outcomes
Contribute to the development of safe, cost- and energy efficient storage of large quantities of LH2. For the import of LH2 at energy system scale, in the order of GW hydrogen energy flux, large scale LH2 storage tank concepts need to be developed. An important aspect is to utilise the techno-economic advantage of scale. Targeted dimensions will be in the range of those implemented for LNG import today, e.g., 150,000 m³ per tank, corresponding to 10,000 tonnes of hydrogen.Development of novel concepts enabling reduced costs, while maintaining low boil-off rates is therefore expected.Foster the basis for large scale trade of LH2 by 2030 being a supplement and an alternative to the current world-wide LNG trade. Project results are expected to contribute to the following objectives and KPIs of the Clean Hydrogen JU SRIA for large-scale shipping of bulk liquid hydrogen and should be considered as a reference to meet the desired performance requirements for the new insulation concepts.
Onshore LH2 containment tank capex (70 €/kg in 2024, < 20 €/kg in 2030)LH2 boil-off (0.1 %/day in 2024, < 0.1 %/day in 2030)
Scope:The scope of this topic is to develop and validate novel insulation concepts for storage of liquid hydrogen. The concepts developed should be suitable for a later scale-up to dimension similar to LNG storage tanks for shipping and or onshore storage.
The scope for the proposed project should include:
Definition of insulation concept suitable for LH2 storage, including novel support structures and/or architecture;Material selection and integrity evaluation for LH2 exposure, e.g., strength, ductility, toughness, thermal expansion and compatibility;Thermomechanical evaluation of the insulation concept;Evaluation of consequences of fires;Insulation application evaluation for large scale tanks and support structure (including the construction methodologies for pre-fabrication, concrete base limitation, innovative supports, reduced schedule for construction/erection…);Risk analysis for safe operation (evaluation of hazardous scenarios);Concept design and cost estimation for large scale LH2 tanks;Tests at laboratory scale, at least, should be performed to support the viability of the concept at relevant conditions, e.g., with respect to temperature and stress conditions;The circularity/sustainability of the solution (material and operation) should be demonstrated. Activities are expected to start at TRL 2 and achieve TRL 3 by the end of the project - see General Annex B.
The JU estimates that an EU contribution of maximum EUR 2.00 million would allow these outcomes to be addressed appropriately.
The conditions related to this topic are provided in the chapter 2.2.3.2 of the Clean Hydrogen JU 2023 Annual Work Plan and in the General Annexes to the Horizon Europe Work Programme 2023–2024 which apply mutatis mutandis.
Specific Topic Conditions:Activities are expected to start at TRL 2 and achieve TRL 3 by the end of the project - see General Annex B.
[1]Kawasaki Heavy Industries
[2]Chicago Bridge & Iron Company
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