Poland

The subject of this study is the analysis of influence of capillary threshold pressure and injection well location on the dynamic CO2 and H2 storage capacity for the Lower Jurassic reservoir of the Sierpc structure from central Poland. The results of injection modeling allowed us to compare the amount of CO2 and H2 that the considered structure can store safely over a given time interval. The modeling was performed using a single well for 30 different locations considering that the minimum capillary pressure of the cap rock and the fracturing pressure should not be exceeded for each gas separately. Other values of capillary threshold pressure for CO2 and H2 significantly affect the amount of a given gas that can be injected into the reservoir. The structure under consideration can store approximately 1 Mt CO2 in 31 years while in the case of H2 it is slightly above 4000 tons. The determined CO2 storage capacity is limited; the structure seems to be more prospective for underground H2 storage. The CO2 and H2 dynamic storage capacity maps are an important element of the analysis of the use of gas storage structures. A much higher fingering effect was observed for H2 than for CO2 which may affect the withdrawal of hydrogen. It is recommended to determine the optimum storage depth particularly for hydrogen. The presented results important for the assessment of the capacity of geological structures also relate to the safety of use of CO2 and H2 underground storage space.

This article presents a novel approach to the analysis of heat release in a hydrogen-fueled internal combustion spark-ignition engine with exhaust gas recirculation (EGR). It also discusses aspects of thermodynamic analysis common to modeling and empirical analysis. This new approach concerns a novel method of calculating the specific heat ratio (cp/cv) and takes into account the reduction in the number of moles during combustion which is characteristic of hydrogen combustion. This reduction in the number of moles was designated as a molar contraction. This is particularly crucial when calculating the average temperature during combustion. Subsequently the outcomes of experimental tests including the heat-release rate the initial combustion phase (denoted CA0- 10) and the main combustion phase (CA10-90) are presented. Furthermore the impact of exhaust gas recirculation on the combustion process in the engine is also discussed. The efficacy of the proposed measures was validated by analyzing the heat-release rate and calculating the mean combustion temperature in the engine. The application of EGR in the range 0-40% resulted in a notable prolongation of both the initial and main combustion phases which consequently influenced the mean combustion temperature.

In Poland hydrogen production should be carried out using renewable energy sources particularly wind energy (as this is the most efficient zero-emission technology available). According to hydrogen demand in Poland and to ensure stability as well as security of energy supply and also the realization of energy policy for the EU it is necessary to use offshore wind energy for direct hydrogen production. In this study a centralized offshore hydrogen production system in the Baltic Sea area was presented. The goal of our research was to explore the possibility of producing hydrogen using offshore wind energy. After analyzing wind conditions and calculating the capacity of the proposed wind farm a 600 MW offshore hydrogen platform was designed along with a pipeline to transport hydrogen to onshore storage facilities. Taking into account Poland’s Baltic Sea area wind conditions with capacity factor between 45 and 50% and having obtained results with highest monthly average output of 3508.85 t of hydrogen it should be assumed that green hydrogen production will reach profitability most quickly with electricity from offshore wind farms.

Green hydrogen production is expected to play a major role in the context of the shift towards sustainable energy stipulated in the Fit for 55 package. Green hydrogen and its derivatives have the capacity to act as effective energy storage vectors while fuel cell-powered vehicles will foster net-zero emission mobility. This study evaluates the potential of green hydrogen production in Power-to-Gas (P2G) systems operated in former mining sites where sand and gravel aggregate has been extracted from lakes and rivers under wet conditions (below the water table). The potential of hydrogen production was assessed for the selected administrative unit in Poland the West Pomerania province. Attention is given to the legal and organisational aspects of operating mining companies to identify the sites suitable for the installation of floating photovoltaic facilities by 2050. The method relies on the use of GIS tools which utilise geospatial data to identify potential sites for investments. Basing on the geospatial model and considering technical and organisational constraints the schedule was developed showing the potential availability of the site over time. Knowing the surface area of the water reservoir the installed power of the floating photovoltaic plant and the production capacity of the power generation facility and electrolysers the capacity of hydrogen production in the P2G system can be evaluated. It appears that by 2050 it should be feasible to produce green fuel in the P2G system to support a fleet of city buses for two of the largest urban agglomerations in the West Pomerania province. Simulations revealed that with a water coverage ratio increase and the planned growth of green hydrogen generation it should be feasible to produce fuel for net-zero emission urban mobility systems to power 200 buses by 2030 550 buses by 2040 and 900 buses by 2050 (for the bus models Maxi (40 seats) and Mega (60 seats)). The results of the research can significantly contribute to the development of projects focused on the production of green hydrogen in a decentralised system. The disclosure of potential and available locations over time can be compared with competitive solutions in terms of spatial planning environmental and societal impact and the economics of the undertaking.

This article presents the results of a comparative scenario analysis of the “green hydrogen” development pathways in Poland and the EU in the 2050 perspective. We prepared the scenarios by linking three models: two sectoral models for the power and transport sectors and a Computable General Equilibrium model (d-Place). The basic precondition for the large-scale use of hydrogen in both Poland and in European Union countries is the pursuit of ambitious greenhouse gas reduction targets. The EU plans indicate that the main source of hydrogen will be renewable energy (RES). “Green hydrogen” is seen as one of the main methods with which to balance energy supply from intermittent RES such as solar and wind. The questions that arise concern the amount of hydrogen required to meet the energy needs in Poland and Europe in decarbonized sectors of the economy and to what extent can demand be covered by internal production. In the article we estimated the potential of the production of “green hydrogen” derived from electrolysis for different scenarios of the development of the electricity sector in Poland and the EU. For 2050 it ranges from 76 to 206 PJ/y (Poland) and from 4449 to 5985 PJ/y (EU+). The role of hydrogen as an energy storage was also emphasized highlighting its use in the process of stabilizing the electric power system. Hydrogen usage in the energy sector is projected to range from 67 to 76 PJ/y for Poland and from 1066 to 1601 PJ/y for EU+ by 2050. Depending on the scenario this implies that between 25% and 35% of green hydrogen will be used in the power sector as a long-term energy storage.

The utilization of hydrogen for reciprocating internal combustion engines remains a subject that necessitates thorough research and careful analysis. This paper presents a study on the co-combustion of hydrogen with diesel fuel and biodiesel (RME) in a compression-ignition piston engine operating at maximum load with a hydrogen content of up to 34%. The research employed engine indication and exhaust emissions measurement to assess the engine’s performance. Engine indication allowed for the determination of key combustion stages including ignition delay combustion time and the angle of 50% heat release. Furthermore important operational parameters such as indicated pressure thermal efficiency and specific energy consumption were determined. The evaluation of dual-fuel engine stability was conducted by analyzing variations in the coefficient of variation in indicated mean effective pressure. The increase in the proportion of hydrogen co-combusted with diesel fuel and biodiesel had a negligible impact on ignition delay and led to a reduction in combustion time. This effect was more pronounced when using biodiesel (RME). In terms of energy efficiency a 12% hydrogen content resulted in the highest efficiency for the dual-fuel engine. However greater efficiency gains were observed when the engine was powered by RME. It should be noted that the hydrogen-powered engine using RME exhibited slightly less stable operation as measured by the COVIMEP value. Regarding emissions hydrogen as a fuel in compression ignition engines demonstrated favorable outcomes for CO CO2 and soot emissions while NO and HC emissions increased.

This review synthesizes recent research on alternative fuels for piston-engine aircraft and related propulsion technologies. Biofuels show substantial promise but face technological economic and regulatory barriers to widespread adoption. Among liquid options biodiesel offers a high cetane number and strong lubricity yet suffers from poor low-temperature flow and reduced combustion efficiency. Alcohol fuels (bioethanol biomethanol) provide high octane numbers suited to high-compression engines but are limited by hygroscopicity and phase-separation risks. Higher-alcohols (biobutanol biopropanol) combine favorable heating values with stable combustion and emerge as particularly promising candidates. Biokerosene closely matches conventional aviation kerosene and can function as a drop-in fuel with minimal engine modifications. Emissions outcomes are mixed across studies: certain biofuels reduce NOx or CO while others elevate CO2 and HC underscoring the need to optimize combustion and advance second- to fourth-generation biofuel production pathways. Beyond biofuels hydrogen engines and hybrid-electric systems offer compelling routes to lower emissions and improved efficiency though they require new infrastructure certification frameworks and cost reductions. Demonstrated test flights with biofuels synthetic fuels and hydrogen confirm technical feasibility. Overall no single option fully replaces aviation gasoline today; instead a combined trajectory—biofuels alongside hydrogen and hybrid-electric propulsion—defines a pragmatic medium- to long-term pathway for decarbonizing general aviation.

This article provides an overview of current hydrogen technologies used in road transport with particular emphasis on their potential for decarbonizing the mobility sector. The author analyzes both fuel cells and hydrogen combustion in internal combustion engines as two competing approaches to using hydrogen as a fuel. He points out that although fuel cells offer higher efficiency hydrogen combustion technologies can be implemented more quickly because of their compatibility with existing drive systems. The article emphasizes the importance of hydrogen’s source—so-called green hydrogen produced from renewable energy sources has the greatest ecological potential. Issues related to the storage distribution and safety of hydrogen use in transport are also analyzed. The author also presents the current state of refueling infrastructure and forecasts for its development in selected countries until 2030. He points to the need to harmonize legal regulations and to support the development of hydrogen technologies at the national and international levels. He also highlights the need to integrate the energy and transport sectors to effectively utilize hydrogen as an energy carrier. The article presents a comprehensive analysis of technologies policies and markets identifying hydrogen as a key link in the energy transition. In conclusion the author emphasizes that the future of hydrogen transport depends not only on technical innovations but above all on coherent strategic actions and infrastructure investments.

In the coming years as a result of changing climate policies and finite fossil fuel resources energy producers will be compelled to introduce new fuels with lower carbon footprints. One of the solutions is hydrogen which can be burned or co-fired with methane in energy generation systems. Therefore this study presents a thermodynamic and emission analysis of a gas turbine fueled by a mixture of CH4 and H2 as well as pure hydrogen. Numerical studies were conducted for the actual operating parameters of the LM6000 gas turbine in both simple and combined cycles. Aspen Hysys and Chemkin-Pro 2023R1 commercial software were used for the calculations. It was demonstrated that with a constant turbine inlet temperature set at 1723 K the thermal efficiency increased from 39.4% to 40.2% for the gas turbine cycle and from 49% to 49.4% for the combined cycle gas turbine. Nitrogen oxides emissions were calculated using the reactor network revealing that an increase in H2 content above 20%vol. in the fuel leads to a significant rise in nitric oxides emissions. In the case of pure H2 emissions are more than three times higher than for CH4 . The main reason for this increase in emissions was identified as the greater presence of H O and OH radicals in the reaction zone causing an acceleration in the formation of nitric oxides.

The energy production market based on hydrogen technologies is an innovative solution that will allow the industry to achieve climate neutrality in the future in Poland and in the world. The paper presents the idea of using hydrogen as a modern energy carrier and devices that in cooperation with renewable energy sources produce the so-called green hydrogen and the applicable legal acts that allow for the implementation of the new technology were analyzed. Energy transformation is inevitable and according to reports on good practices in European Union countries hydrogen and the hydrogen value chain (production transport and transmission storage use in transport and energy) have wide potential. Thanks to joint projects and subsidies from the EU initiatives supporting hydrogen technologies are created such as hydrogen clusters and hydrogen valleys and EU and national strategic programs set the main goals. Poland is one of the leaders in hydrogen production both in the world and in Europe. Domestic tycoons from the energy refining and chemical industries are involved in the projects. Eight hydrogen valleys that have recently been created in Poland successfully implement the assumptions of the “Polish Hydrogen Strategy until 2030 with a perspective until 2040” and “Energy Policy of Poland until 2040” which are in line with the assumptions of the most important legal acts of the EU including the European Union’s energy and climate policy the Green Deal and the Fit for 55 Package. The review of the analysis of the development of hydrogen technologies in Poland shows that Poland does not differ from other European countries. As part of the assumptions of the European Hydrogen Strategy and the trend related to the management of energy surpluses electrolyzers with a capacity of at least 6 GW will be installed in Poland in 2020–2024. It is also assumed that in the next phase planned for 2025–2030 hydrogen will be a carrier in the energy system in Poland. Poland as a member of the EU is the creator of documents that take into account the assumptions of the European Union Commission and systematically implement the assumed goals. The strategy of activities supporting the development of hydrogen technologies in Poland and the value chain includes very extensive activities related to among others obtaining hydrogen using hydrogen in transport energy and industry developing human resources for the new economy supporting the activities of hydrogen valley stakeholders building hydrogen refueling stations and cooperation among Poland Slovakia and the Czech Republic as part of the HydrogenEagle project.