Australia

This short film promotes Geoscience Australia's online and publicly accessible hydrogen data products. The film steps through the functionality of GA's Australian Hydrogen Opportunities Tool (AusH2) and describes the upcoming Hydrogen Economic Fairways Tool which has been created through a collaborative effort with Monash University.

Low-carbon hydrogen can play a significant role in decarbonizing the world. Hydrogen is currently mainly produced from fossil sources requiring additional CO2 capture to decarbonize which energy intense and costly. In a recent Green Energy & Environment paper Cheng and Di et al. proposed a novel integration process referred to as SECLRHC to generate high-purity H2 by in-situ separation of H2 and CO without using any additional separation unit. Theoretically the proposed process can essentially achieve the separation of C and H in gaseous fuel via a reconfigured reaction process and thus attaining high-purity hydrogen of ∼99% as well as good carbon and hydrogen utilization rates and economic feasibility. It displays an optimistic prospect that industrial decarbonization is not necessarily expensive as long as a suitable CCS measure can be integrated into the industrial manufacturing process.

Green hydrogen is a key element that has the potential to play a critical role in the global pursuit of a resilient and sustainable future. However like other energy production methods hydrogen comes with challenges including high costs and safety concerns across its entire value chain. To overcome these low-cost productions are required along with a promised market. Offshore renewables have an enormous potential to facilitate green hydrogen production on a large scale. Their plummeting cost technological advances and rising cost of carbon pave a pathway where green hydrogen can be cost-competitive against fossil-fuel-based hydrogen. Offshore industries including oil and gas aquaculture and shipping are looking for cleaner energy solutions to decarbonize their systems/operations and can serve as a substantial market. Offshore industrial nexus moreover can assist the production storage and transmission of green hydrogen through infrastructure sharing and logistical support. The development of offshore green hydrogen production facilities is in its infancy and requires a deeper insight into the key elements that govern decision-making during their life-cycle. This includes the parameters that reflect the performance of hydrogen technology with technical socio-political financial and environmental considerations. Therefore this study provides critical insight into the influential factors discovered through a comprehensive analysis that governs the development of an offshore green hydrogen system. Insights are also fed into the requirements for modelling and analysis of these factors considering the synergy of hydrogen production with the offshore industries coastal hydrogen hub and onshore energy demand. The results of this critical review will assist the researchers and developers in establishing and executing an effective framework for offshore site selection in largely uncertain and hazardous ocean environments. Overall the study will facilitate the stakeholders and researchers in developing decision-making tools to ensure sustainable and safe offshore green hydrogen facilities.

Modernising Australia’s old truck fleet and adopting a more stringent standard to reduce emissions and air pollutants is a primary objective for the Australian truck sector. Various strategies worldwide have been introduced to cut emissions and pollutants in the truck sector such as a low-emission strategy supported by strict diesel standards and a zero-emission strategy to shift to battery-electric or hydrogen trucks. The paper focuses on emissions and local air pollutants of trucks under various transition scenarios at both the tailpipe and the wider supply chain including domestic power generation and hydrogen production. In contrast for diesel we focus on tailpipe outputs following fuel standards in Australia given diesel is imported other than in some limited refineries. We compare and recommend actions that government and truck operators may take in the near to longer term in transitioning to cleaner energy. We tested a number of scenarios using a decision support system incorporating all the latest information on costs and emissions for all truck classes using diesel electric or hydrogen. A key finding from our scenario tests is that the current electricity mix has high carbon emissions and air pollutants due to fossil fuel-fired sources for power generation. Without improvement in using renewable energy sources in the future transitioning to electric trucks implies more carbon emissions and air pollutants in the atmosphere from power plants even though electric trucks generate zero tailpipe emissions. The main motivation for switching to zero-emission trucks is energy cost savings. We urge the government to decide on a clear roadmap for the truck sector before the sector is in a position to take action to shift to low or zero-emission trucks without totally relying on the likely reduction of emission intensity in electricity and renewable energy production.

Global supply chains must be decarbonised as part of meeting climate targets set by the United Nations and world leaders. Rail networks are vital infrastructure in passenger and freight transport however have not received the same push for decarbonisation as road transport. In this investigation we used real world data from locomotives operating on seven rail corridors to identify optimal battery capacity and hydrogen fuel cell (HFC) power in hybrid systems. We found that the required battery capacity is dependent on both the available regenerative braking energy and on the capacity required to buffer surpluses and deficits from the HFC. The optimal system for each corridor was identified however it was found that one 3.6 MWh battery and 860 kW HFC system could service six of the seven corridors. The optimal systems presented in this work suggest an average of around 5 h of battery storage for the HFC power which is larger than the 2 h previously reported in literature. This may indicate a gap between purely theoretical works that use only route topography and speed and those that employ real world locomotive data.

The demand for green hydrogen as an energy carrier is projected to exceed 350 million tons per year by 2050 driven by the need for sustainable distribution and storage of energy generated from sources. Despite its potential hydrogen production currently faces challenges related to cost efficiency compliance monitoring and safety. This work proposes Hydrogen 4.0 a cyber–physical approach that leverages Industry 4.0 technologies—including smart sensing analytics and the Internet of Things (IoT)—to address these issues in hydrogen energy plants. Such an approach has the potential to enhance efficiency safety and compliance through real-time data analysis predictive maintenance and optimised resource allocation ultimately facilitating the adoption of renewable green hydrogen. The following sections break down conventional hydrogen plants into functional blocks and discusses how Industry 4.0 technologies can be applied to each segment. The components benefits and application scenarios of Hydrogen 4.0 are discussed while how digitalisation technologies can contribute to the successful integration of sustainable energy solutions in the global energy sector is also addressed.

Hydrogen fuel cells power a range of vehicles including cars buses trucks forklifts and even trains. As fuel cell electric vehicles emit no carbon emissions and only produce water vapor as a by-product they present an attractive option for countries who are experiencing high pollution from transport. This paper presents the findings of ten focus groups and a subset of a national survey which focused specifically on use of hydrogen in the transport sector (N=948). When discussing hydrogen transport options Australian focus group participants felt that rolling out hydrogen fuel cell buses as a first step for fuel cell electric vehicle deployment would be a good way to increase familiarity with the technology. Deploying hydrogen public transport vehicles before personal vehicles was thought to be a positive way to demonstrate the safe use of hydrogen and build confidence in the technology. At the same time it was felt it would allow any issues to be ironed out before the roll out of large-scale infrastructure on a to support domestic use. Long haul trucks were also perceived to be a good idea however safety issues were raised in the focus groups when discussing these vehicles. Survey respondents also expressed positive support for the use of hydrogen fuel cell buses and long-haul trucks. They reported being happy to be a passenger in a fuel cell bus. Safety and environmental benefits remained paramount with cost considerations being the third most important issue. Respondents supportive of hydrogen technologies were most likely to report purchasing a hydrogen vehicle over other options

An adaptive response renewable energy plant (AREP) that provides grid balancing services and XeV station fuelling services (where “X” is any type) using renewable energy located in urban centres is described. The AREP has its own primary renewable energy sources and adapts operation in the short term to changing levels of excess or deficient energy on LV and MV electricity grids. The AREP adaptively responds by (1) storing excess energy in batteries for the short term and in hydrogen tanks after energy conversion by electrolysers for the long term; (2) returning power to the grid from either the AREP’s own primary (electron-based) energy sources or batteries and/or from hydrogen via conversion in fuel cells; (3) providing electricity for fast charging BeVs and PHeVs and hydrogen for FCeVs; and (4) exporting excess stored energy as hydrogen to domestic markets. The AREP also adapts over the long term by predictive planning of charging capacity such that the type and capacity of renewable energy equipment is optimised for future operations. A key advantage of this AREP configuration is a flexible “plug and play” capability with modular extension of energy assets. If the AREP footprint is constrained interaction with neighbouring AREPs as a mini-VPP-AREP network can assist in balancing short-term operating requirements. The benefits of this grid balancing and XeV renewable energy filling station or AREP are environmental social and economic through efficient functionality of appropriately sized components. AREPs provide a net zero emissions electricity solution to an existing network with short and long-term storage options as well as a net zero emissions fuel alternative to the transport sector while leveraging existing infrastructure with minimal upfront CAPEX. AREPs can give the flexibility a grid needs to enable high levels of renewable installations while developing green hydrogen production.

"Green hydrogen” i.e. hydrogen produced by splitting water with a carbon “free” source of electricity via electrolysis is set to become the energy vector enabling a deep decarbonisation of society and a virtuous water based energy cycle. If to date water electrolysis is considered to be a scalable technology the source of water to enable a “green hydrogen” economy at scale is questionable. Countries with the highest renewable energy potential like Australia are also among the driest places on earth. Globally 380000 GL/year of wastewater is available and this is much more than the 34500 GL/year of water required to produce the projected 2.3 Gt of hydrogen of a mature hydrogen economy. Hence the need to assess both technically and economically whether some wastewater treatment effluent are a better source for green hydrogen. Analysis of Sydney Water’s wastewater treatment plants alone shows that these plants have 37.6 ML/day of unused tertiary effluents which if electrolysed would generate 420000 t H2/day or 0.88 Mt H2/year and cover ∼100% of Australia’s estimated production by 2030. Furthermore the production of oxygen as a by-product of the electrolysis process could lead to significant benefits to the water industry not only in reducing the cost of the hydrogen produced for $3/kg (assuming a price of oxygen of $3–4 per kg) but also in improving the environmental footprint of wastewater treatment plants by enabling the onsite re-use of oxygen for the treatment of the wastewater. Compared to desalinated water that requires large investments or stormwater that is unpredictable it is apparent that the water utilities have a critical role to play in managing water assets that are “climate independent” as the next “golden oil” opportunity and in enabling a “responsible” hydrogen industry that sensibly manages its water demands and does not compete with existing water potable water demand.

The existing literature on the hydrogen supply chains has knowledge gaps. Most studies focus on hydrogen production storage transport and utilisation but neglect ports which are nexuses in the supply chains. To fill the gap this paper focuses on ports' readiness for the upcoming hydrogen international trade. Potential hydrogen exporting and importing ports are screened. Ports' readiness for hydrogen export and import are reviewed from perspectives of infrastructure risk management public acceptance regulations and standards and education and training. The main findings are: (1) liquid hydrogen ammonia methanol and LOHCs are suitable forms for hydrogen international trade; (2) twenty ports are identified that could be first movers; among them twelve are exporting ports and eight are importing ports; (3) ports’ readiness for hydrogen international trade is still in its infancy and the infrastructure construction or renovation risk management measures establishment of regulations and standards education and training all require further efforts.

Green Hydrogen (H2 via renewable-driven electrolysis) is emerging as a vector to meet net-zero emission targets provided it is produced with a low life cycle impact. While certification schemes for green H2 have been introduced they mainly focus on the embodied emissions from energy supply during electrolyser operation. This narrow focus on just operation is an oversight considering that a complete green H2 value chain also includes the electrolyser’s manufacturing transport/installation and end-of-life. Each step of this chain involves materials and energy flows that impart impacts that undermine the clean and sustainable status of H2. Therefore holistic and harmonised assessments of the green H2 production chain are required to ensure both economic and environmental deployment of H2. Herein we conduct an overarching environmental assessment encompassing the production chain described above using Australia as a case study. Our results indicate that while the energy source has the most impact material and manufacturing inputs associated with electrolyser production are increasingly significant as the scale of H2 output expands. Moreover wind power electrolysis has a greater chance of achieving green H2 certification compared to solar powered while increasing the amount of localised manufactured content and investment in end-of-life recycling of electrolyser components can reduce the overall life cycle impact of green H2 production by 20%.

Adopting proton exchange membrane fuel cells fuelled by hydrogen presents a promising solution for the shipping industry’s deep decarbonisation. However the potential safety risks associated with hydrogen leakage pose a significant challenge to the development of hydrogen-powered ships. This study examines the safe design principles and leakage risks of the hydrogen gas supply system of China’s first newbuilt hydrogen-powered ship. This study utilises the computational fluid dynamics tool FLACS to analyse the hydrogen dispersion behaviour and concentration distributions in the hydrogen fuel cell room based on the ship’s parameters. This study predicts the flammable gas cloud and time points when gas monitoring points first reach the hydrogen volume concentrations of 0.8% and 1.6% in various leakage scenarios including four different diameters (1 3 5 and 10 mm) and five different directions. This study’s findings indicate that smaller hydrogen pipeline diameters contribute to increased hydrogen safety. Specifically in the hydrogen fuel cell room a single-point leakage in a hydrogen pipeline with an inner diameter not exceeding 3 mm eliminates the possibility of flammable gas cloud explosions. Following a 10 mm leakage diameter the hydrogen concentration in nearly all room positions reaches 4.0% within 6 s of leakage. While the leakage diameter does not impact the location of the monitoring point that first activates the hydrogen leak alarm and triggers an emergency hydrogen supply shutdown the presence of obstructions near hydrogen detectors and the leakage direction can affect it. These insights provide guidance on the optimal locations for hydrogen detectors in the fuel cell room and the pipeline diameters on hydrogen gas supply systems which can facilitate the safe design of hydrogen-powered ships.

Conventional fuels for vehicular applications generate hazardous pollutants which have an adverse effect on the environment. Therefore there is a high demand to shift towards environment-friendly vehicles for the present mobility sector. This paper highlights sustainable mobility and specifically sustainable transportation as a solution to reduce GHG emissions. Thus hydrogen fuel-based vehicular technologies have started blooming and have gained significance following the zero-emission policy focusing on various types of sustainable motilities and their limitations. Serving an incredible deliverance of energy by hydrogen fuel combustion engines hydrogen can revolution various transportation sectors. In this study the aspects of hydrogen as a fuel for sustainable mobility sectors have been investigated. In order to reduce the GHG (Green House Gas) emission from fossil fuel vehicles researchers have paid their focus for research and development on hydrogen fuel vehicles and proton exchange fuel cells. Also its development and progress in all mobility sectors in various countries have been scrutinized to measure the feasibility of sustainable mobility as a future. This paper is an inclusive review of hydrogen-based mobility in various sectors of transportation in particular fuel cell cars that provides information on various technologies adapted with time to add more towards perfection. When compared to electric vehicles with a 200-mile range fuel cell cars have a lower driving cost in all of the 2035 and 2050 scenarios. To stimulate the use of hydrogen as a passenger automobile fuel the cost of a hydrogen fuel cell vehicle (FCV) must be brought down to at least the same level as an electric vehicle. Compared to gasoline cars fuel cell vehicles use 43% less energy and generate 40% less CO2.

Energy plays a crucial role in the sustainable development of modern nations. Today hydrogen is considered the most promising alternative fuel as it can be generated from clean and green sources. Moreover it is an efficient energy carrier because hydrogen burning only generates water as a byproduct. Currently it is generated from natural gas. However it can be produced using other methods i.e. physicochemical thermal and biological. The biological method is considered more environmentally friendly and pollution free. This paper aims to provide an updated review of biohydrogen production via photofermentation dark fermentation and microbial electrolysis cells using different waste materials as feedstocks. Besides the role of nanotechnology in enhancing biohydrogen production is examined. Under anaerobic conditions hydrogen is produced during the conversion of organic substrate into organic acids using fermentative bacteria and during the conversion of organic acids into hydrogen and carbon dioxide using photofermentative bacteria. Different factors that enhance the biohydrogen production of these organisms either combined or sequentially using dark and photofermentation processes are examined and the effect of each factor on biohydrogen production efficiency is reported. A comparison of hydrogen production efficiency between dark fermentation photofermentation and two-stage processes is also presented.

Decarbonisation of heavy haul rail is an essential contributor to a zero-emissions future. However the transition from diesel to battery locomotives is not always practical given the unique characteristics of each haul. This paper demonstrates the limitations of state-of-the-art batteries using real-world data from multiple locomotives operating in Australian rail freight. An energy model was developed to assess each route’s required energy and potential regenerated energy. The tractive and regenerative battery energy mass and cost were determined using data from the energy model coupled with battery specifications. The feasibility of implementing lithium iron phosphate (LFP) nickel manganese cobalt (NMC) and lithium titanium oxide (LTO) chemistries was explored based on cost energy density cycle lifespan and locomotive data. LFP was identified as the most suitable current battery solution based on current chemistries. Further examination of the energy demands and associated mass/volume constraints concluded that three platforms are required for heavy haul rail decarbonisation i) a battery electric locomotive for low-energy demands which can be coupled with either ii) a battery electric tender for medium energy demands or iii) a hydrogen fuel cell electric tender for higher energy demands. A future-looking techno-economic assessment of battery and hydrogen fuel cell platforms concludes that the lowest cost solution for low-energy hauls is a battery-only system and for high-energy hauls a battery-hydrogen system.

Ammonia plays a vital role in feeding the world through fertilizer production as well as having other industrial uses. However current ammonia production processes rely heavily on fossil fuels mostly natural gas to generate hydrogen as a feedstock. There is an urgent need to re-design and decarbonise the production process to reduce greenhouse emissions and avoid dependence on volatile gas markets and a depleting resource base. Renewable energy driven electrolysis to generate hydrogen provides a viable pathway for producing carbon-free or green ammonia. However a key challenge associated with producing green ammonia is managing low cost but highly variable wind and solar renewable energy generation for hydrogen electrolysis while maintaining reliable operation of the less flexible ammonia synthesis unit. To date green ammonia production has only been demonstrated at pilot scale and optimising plant configurations and scaling up production facilities is an urgent task. Existing feasibility studies have demonstrated the ability to model and cost green ammonia production pathways that can overcome the technical and economic challenges. However these existing approaches are context specific demonstrating the ability to model and cost green ammonia production for defined locations with set configurations. In this paper we present a modelling framework that consolidates the array of configurations previously studied into a single framework that can be tailored to the location of interest. Our open-source green ammonia modelling and costing tool dynamically simulates the integration of renewable energy with a wide range of balancing power and storage options to meet the flexible demands of the green ammonia production process at hourly time resolution over a year or more. Unlike existing models the open-source implementation of our tool allows it to be used by a potentially wide range of stakeholders to explore their own projects and help guide the upscaling of green ammonia as a pathway for decarbonisation. Using Gladstone in Australia as a case study a 1 million tonne per annum (MMTPA) green ammonia plant is modelled and costed using price assumptions for major equipment in 2030 provided by the Australian Energy Market Operator (AEMO). Using a hybrid (solar PV and wind) renewable energy source and Battery Energy Storage System as balancing technology we estimate a levelized cost of ammonia (LCOA) between 0.69 and 0.92 USD kgNH3 -1 . While greater than historical ammonia production costs from natural gas falling renewables costs and emission reduction imperatives suggest a major future role for green ammonia.

There is significant interest in Australia both federally and at the state level to develop a hydrogen production industry. Australia’s Chief Scientist Alan Finkel recently prepared a briefing paper for the COAG Energy Council outlining a road map for hydrogen. It identifies hydrogen has the potential to be a significant source of export revenue for Australia in future years assist with decarbonising Australia’s economy and could establish Australia as a leader in low emission fuel production.

As part of the ongoing investigations into the hydrogen production potential of Australia Geoscience Australia has been commissioned by the Department of Industry Innovation and Science to develop heat maps that show areas with high potential for future hydrogen production. The study is technology agnostic in that it considers hydrogen production via electrolysis using renewable energy sources and also fossil fuel hydrogen coupled with carbon capture and storage (CCS). The heat maps presented in this work are synthesized from the key individual national-scale datasets that are relevant for hydrogen production. In the case of hydrogen from electrolysis renewable energy potential and the availability of water are the most important factors with various infrastructural considerations playing a secondary role. In the case of fossil fuel hydrogen proximity to gas and coal resources water and availability of carbon storage sites are the important parameters that control the heat maps. In this report we present 5 different heat map scenarios reflecting different assumptions in the geospatial analysis and also reflecting to some degree the different projected timeframes for hydrogen production. The first three scenarios pertain to renewable energy and hydrogen There is significant interest in Australia both federally and at the state level to develop a hydrogen production industry. In August 2018 Australia’s Chief Scientist Dr Alan Finkel prepared a briefing paper for the COAG Energy Council outlining a road map for hydrogen. It identifies hydrogen has the potential to be a significant source of export revenue for Australia in future years assist with decarbonising Australia’s economy and could establish Australia as a leader in low emission fuel production.

As part of ongoing investigations into the hydrogen production potential of Australia Geoscience Australia has been engaged by the Department of Industry Innovation and Science to develop maps that show areas with high potential for future hydrogen production. The study is technology agnostic but considers only low carbon production processes. It includes hydrogen production via electrolysis using renewable energy sources (referred to as renewable hydrogen) as well as fossil fuel-derived hydrogen coupled with carbon capture and storage (CCS) (referred to as CCS hydrogen). The maps presented in this work are synthesized from the key individual national-scale datasets that are relevant for hydrogen production. In the case of hydrogen from electrolysis renewable energy potential (from wind solar and hydro resources) and the availability of water are the most important factors while various infrastructure considerations also play a role. In the case of CCS hydrogen proximity to gas and coal resources water and availability of carbon storage sites are the important parameters that control the spatial distribution of potential hydrogen production. In this report we present five different scenarios that reflect key differences in technologies for hydrogen production and the requirements of those technologies. Using geospatial analysis each scenario is translated into a heat map that shows regional trends in potential for hydrogen production based on access to underpinning resources and existing infrastructure.

Three scenarios explore the future potential for renewable hydrogen produced by electrolysis. These demonstrate a high potential for hydrogen production in the future near many Australian coastal areas which is even larger if infrastructure is available to transport renewable power generated from inland areas to the coast. Results also show significant future potential for hydrogen production in inland areas where water is available. The final two scenarios focus on the future potential for CCS hydrogen: a 2030 scenario and a 2050 scenario. A key factor in future CCS hydrogen potential is related to the timeframes for the availability of geological storage resources for CO_2.

Carbon-based nanocomposites have developed as the most promising and emerging materials in nanoscience and technology during the last several years. They are microscopic materials that range in size from 1 to 100 nanometers. They may be distinguished from bulk materials by their size shape increased surface-to-volume ratio and unique physical and chemical characteristics. Carbon nanocomposite matrixes are often created by combining more than two distinct solid phase types. The nanocomposites that were constructed exhibit unique properties such as significantly enhanced toughness mechanical strength and thermal/electrochemical conductivity. As a result of these advantages nanocomposites have been used in a variety of applications including catalysts electrochemical sensors biosensors and energy storage devices among others. This study focuses on the usage of several forms of carbon nanomaterials such as carbon aerogels carbon nanofibers graphene carbon nanotubes and fullerenes in the development of hydrogen fuel cells. These fuel cells have been successfully employed in numerous commercial sectors in recent years notably in the car industry due to their cost-effectiveness eco-friendliness and long-cyclic durability. Further; we discuss the principles reaction mechanisms and cyclic stability of the fuel cells and also new strategies and future challenges related to the development of viable fuel cells.

Hydrogen has received tremendous global attention as an energy carrier and an energy storage system. Hydrogen carrier introduces a power to hydrogen (P2H) and power to hydrogen to power (P2H2P) facility to store the excess energy in renewable energy storage systems with the facts of large-scale storage capacity transportability and multiple utilities. This work examines the techno-economic feasibility of hybrid solar photovoltaic (PV)/hydrogen/fuel cell-powered cellular base stations for developing green mobile communication to decrease environmental degradation and mitigate fossil-fuel crises. Extensive simulation is carried out using a hybrid optimization model for electric renewables (HOMER) optimization tool to evaluate the optimal size energy production total production cost per unit energy production cost and emission of carbon footprints subject to different relevant system parameters. In addition the throughput and energy efficiency performance of the wireless network is critically evaluated with the help of MATLAB-based Monte-Carlo simulations taking multipath fading system bandwidth transmission power and inter-cell interference (ICI) into consideration. Results show that a more stable and reliable green solution for the telecommunications sector will be the macro cellular basis stations driven by the recommended hybrid supply system. The hybrid supply system has around 17% surplus electricity and 48.1 h backup capacity that increases the system reliability by maintaining a better quality of service (QoS). To end the outcomes of the suggested system are compared with the other supply scheme and the previously published research work for justifying the validity of the proposed system.

Currently hydrogen energy is the most promising energy vector while gasification is one of the major routes for its production. However gasification suffers from various issues including slower carbon conversion poor syngas quality lower heating value and higher emissions. Multiple factors affect gasification performance such as the selection of gasifiers feedstock’s physicochemical properties and operating conditions. In this review the status of gasification key gasifier technologies and the effect of solid-fuel (i.e. coal biomass and MSW) properties on gasification performance are reviewed critically. Based on the current review the co-gasification of coal biomass and solid waste along with a partial utilisation of CO2 as a reactant are suggested. Furthermore a technological breakthrough in carbon capture and sequestration is needed to make it industrially viable

Carbon capture and storage (CCS) is broadly recognised as having the potential to play a key role in meeting climate change targets delivering low carbon heat and power decarbonising industry and more recently its ability to facilitate the net removal of CO₂ from the atmosphere. However despite this broad consensus and its technical maturity CCS has not yet been deployed on a scale commensurate with the ambitions articulated a decade ago. Thus in this paper we review the current state-of-the-art of CO₂ capture transport utilisation and storage from a multi-scale perspective moving from the global to molecular scales. In light of the COP21 commitments to limit warming to less than 2 °C we extend the remit of this study to include the key negative emissions technologies (NETs) of bioenergy with CCS (BECCS) and direct air capture (DAC). Cognisant of the non-technical barriers to deploying CCS we reflect on recent experience from the UK's CCS commercialisation programme and consider the commercial and political barriers to the large-scale deployment of CCS. In all areas we focus on identifying and clearly articulating the key research challenges that could usefully be addressed in the coming decade.

The global energy crisis and environmental pollution have caused great concern. Hydrogen is a renewable and environmentally friendly source of energy and has potential to be a major alternative energy carrier in the future. Due to its high capacity and relatively low cost of raw materials alanate has been considered as one of the most promising candidates for hydrogen storage. Among them LiAlH₄ and NaAlH₄ as two representative metal alanates have attracted extensive attention. Unfortunately the high desorption temperature and sluggish kinetics restrict its practical application. In this paper the basic physical and chemical properties as well as the hydrogenation/dehydrogenation reaction mechanism of LiAlH₄ and NaAlH₄ are briefly reviewed. The recent progress on strategic optimizations toward tuning the thermodynamics and kinetics of the alanate including nanoscaling doping catalysts and compositing modification are emphatically discussed. Finally the coming challenges and the development prospects are also proposed in this review.

The use of hydrogen energy and the associated technologies is expected to increase in the coming years. The success of hydrogen energy technology (HET) is however dependent on public acceptance of the technology. Developing this new industry in a socially responsible way will require an understanding of the psychology factors that may facilitate or impede its public acceptance. This paper reviews 27 quantitative studies that have explored the relationship between psychological factors and HET acceptance. The findings from the review suggest that the perceived effects of the technology (i.e. the perceived benefits costs and risks) and the associated emotions are strong drivers of HET acceptance. This paper does though highlight some limitations with past research that make it difficult to make strong conclusions about the factors that influence HET acceptance. The review also reveals that few studies have investigated acceptance of different types of HET beyond a couple of applications. The paper ends with a discussion about directions for future research and highlights some practical implications for messaging and policy.

Hydrogen as the International Energy Agency (IEA 2019) notes has experienced a number of ‘false dawns’ - in the 1970s 1990s and early 2000s - which subsequently faded. However this time there is reason to think that hydrogen will play a substantial role in the global energy system. The most important factor driving this renewed focus is the ability of hydrogen to support deep carbon abatement by assisting in those sectors where abatement with non-carbon electricity has so far proven difficult. Hydrogen can also address poor urban air quality energy security and provides a good means of shifting energy supply between regions and between seasons.

In response to these changed conditions many countries states and even cities have developed hydrogen strategies while various interest groups have developed industry roadmaps which fulfil a similar role.  

This report summarises 19 hydrogen strategies and aims to help readers understand how nations regions and industries are thinking about opportunities to become involved in this emerging industry. Its prime purpose is to act as a resource to assist those involved in long-term energy policy planning in Australia including those involved in the development of Australia’s hydrogen strategy

The full report can be read on the Energy Network website at this link here

Power to hydrogen (P2H) provides a promising solution to the geographic mismatch between sources of renewable energy and the market due to its technological maturity flexibility and the availability of technical and economic data from a range of active demonstration projects. In this review we aim to provide an overview of the status of P2H analyze its technical barriers and solutions and propose potential opportunities for future research and industrial demonstrations. We specifically focus on the transport of hydrogen via natural gas pipeline networks and end-user purification. Strong evidence shows that an addition of about 10% hydrogen into natural gas pipelines has negligible effects on the pipelines and utilization appliances and may therefore extend the asset value of the pipelines after natural gas is depleted. To obtain pure hydrogen from hydrogen-enriched natural gas (HENG) mixtures end-user separation is inevitable and can be achieved through membranes adsorption and other promising separation technologies. However novel materials with high selectivity and capacity will be the key to the development of industrial processes and an integrated membrane-adsorption process may be considered in order to produce high-purity hydrogen from HENG. It is also worth investigating the feasibility of electrochemical separation (hydrogen pumping) at a large scale and its energy analysis. Cryogenics may only be feasible when liquefied natural gas (LNG) is one of the major products. A range of other technological and operational barriers and opportunities such as water availability byproduct (oxygen) utilization and environmental impacts are also discussed. This review will advance readers’ understanding of P2H and foster the development of the hydrogen economy.