In spring 2023, a study on the development of a port-related hydrogen economy in the German Federal State of Bremen was presented to the public. The study was prepared by the Institute of Shipping Economics and Logistics and the Technology Transfer Centre Bremerhaven in cooperation with port infrastructure owner bremenports. In the investigations, two fundamental aspects are examined, namely, on the one hand, the future role of Bremen's ports in the handling of hydrogen and PtX energy carriers with respect to import and export and, on the other hand, the identification of local potentials for the development of transhipment terminals for renewable energy carriers. The study thus offers a solid basis for upcoming political decisions with regard to the future of Bremen's ports in the field of hydrogen-based energy carriers.

The German national hydrogen strategy with 9 billion euros, a political framework and 38 measures will set the framework for domestic hydrogen production, foreign H2 production and import. Germany is well positioned to play a key role as a connecting node for Europe's hydrogen backbone. In order to support the development of a hydrogen economy, the Federal Republic of Germany is starting to regulate (green) hydrogen with regard to its production, storage, and use and approval procedure to build production capacities. In addition to industrial applications, hydrogen will contribute to the decarbonization of the mobility sector: Germany is the leader here with more than 50% of H2 filling stations in Europe. The German national hydrogen strategy will support the introduction of climate-neutral hydrogen fuels to decarbonize sea and air transport through various measures (first pilots and quotas). Several funding, incentive and financing schemes (grants, CCfD etc.) at federal and state level (regional programs) support demonstration and commercial projects. In combination with EU structures and mechanisms (IPCEI, Hydrogen European Bank, Innovation Funds), the framework conditions for massive investment opportunities and cooperation along the entire supply chain from the product to the components to the materials has been created in Germany.

Hamburg offers one of the largest cohesive industrial areas in Europe with a perfectly suited site for large scale green hydrogen producers and industrial, logistics and aviation offtakes alike. The Free and Hanseatic City is thus perfectly positioned to become a model region for the whole hydrogen value chain. This includes advanced spatial planning for a gas infrastructure (which is to be connected to the European Hydrogen Backbone) and use cases in various sectors like transport and shipping as well as the basic and raw materials industries and heating. Hamburg is at the same time also positioning itself to become an import hub for green hydrogen and synthetic green fuels.

The European Union has very ambitious plans for hydrogen but there are considerable challenges to overcome to meet the targets. There is also currently uncertainty over unbundling requirements and how different hydrogen colours will be treated. This presentation will identify these challenges and compare them with the those present in the introduction of and development of the natural gas markets over more than 50 years. It will look at the risks faced by different players along the supply chain and suggest how they can be overcome. Reference will be made to selected large projects currently in the planning phase.

In this presentation, the challenges of developing integrated solutions in an ever-evolving hydrogen market are discussed. By talking about the challenges that integrated solutions face in a rapidly expanding and novel market while presenting several examples of how they evolved as the hydrogen market grew strong foothold, we present the important interplay between technological development based on market forces and user requirements.

What a new pipeline order will look like in terms of specification and testing requirements, pathways in repurposing existing pipelines and pipeline design methodology; combining test data, defect sizing and design loads in the Engineering Critical Assessment (ECA).

Hydrogen is an energy carrier of the future and is to be transported in the long term, above all from other countries to Europe and to Germany. The electrolysers that are built in Europe are also partly built offshore. But how can hydrogen be transported over longer distances or offshore? As liquid hydrogen by ship, in the form of other energy carriers such as ammonia, by pipeline or in the form of LOHC (Liquid organic hydrogen carrier)? To what extent are the costs dependent on distance and quantity? What technical challenges are there? What sample projects are there today? In this lecture, these different options will be compared from a technical and economic point of view and with specific examples, and the risks and opportunities will be addressed as to which solution would be possible in the short, medium, and long term.

The presentation looks at the ongoing conversion of Metrobus 100+ buses decarbonization and how hydrogen is already playing a role with one of the largest hydrogen Refuelling Stations in Europe. It depicts the remaining challenges of such endeavours and what legislators need to act on to ensure decarbonization of transport at scale becomes a reality.

Hydrogen is foreseen to play an important role as an energy carrier in the coming years and decades. Applications which are currently powered by natural gas, will switch over to hydrogen or to mixtures of natural gas and hydrogen. As part of the gas distribution infrastructure, accurate flow measurement is needed when the ownership of the hydrogen changes from producer to consumer (i.e. custody transfer). For these applications certified flowmeter and certified flow computers are required. The main challenge is to find instrumentation that is suitable for natural gas and for hydrogen. In a joint industry project together with several transmission system operators for gas and with instrumentation vendors, the ALTOSONIC V12 has been tested in an third party flow laboratory on mixtures on natural gas and hydrogen. The results of this study will be shown.

While significant savings in primary energy and CO2 emission in housing can be achieved easily by improved insultation and electric heat pumps, doing the same in mobility and transportation proves to be a hard nut to crack. It is very clear that the more we look into heavy duty mobility the more energy we need inside the vehicle. A car consumes on average 15-20 kWh per 100 km, so a 100kWh battery system which weighs around 400-500 kg can deliver sufficient range and be loaded from 20-80% in around half an hour. A large truck of 40-60 tons requires 120 – 150 kWh per 100 km and should be able to drive around 1000 km before refuelling / recharging. A 1.5MWh battery would weigh around 50 tons and would need 2-3 hours to recharge. NEUMAN & ESSER is convinced that only by providing trucks together with the H2 infrastructure including H2 generation and refuelling systems we can achieve the breakthrough of the new technology in heavy duty logistics. Both the infrastructure and the trucks must communicate with each other on a data platform to achieve the efficiency, reliability and robustness to replace the fossil-based technology with a sustainable and renewable system. The integration of proven compression technology together with H2 generation systems combined with Fuel Cell electric trucks running in a digital environment offers the biggest potential to successfully master the challenge of achieving carbon neutrality in heavy duty mobility and transportation.

This panel discussion will address the need for greenhouse gas accounting, green energy certification and safety training for the emerging hydrogen workforce; highlighting how stakeholders can take action.

Net Zero targets have catalysed sustainable aviation initiatives, including Hydrogen fuelled aviation. Expected to play a crucial role in the decarbonization of modern aviation, the energy carrier holds immense potential to change the face of the industry as we know it. A tripartite energy mix consisting of Electricity, Hydrogen (Fuel Cell & Combustion) and Sustainable Aviation Fuel (SAF) will offer a pathway for the industry to attain ambitious climate targets.

The application of composites offers significant advantages for light-weight liquid hydrogen storage and distribution systems in comparison to metals.The major challenge, which has prevented commercial applications of composites for cryogenic applications yet, is the tendency to form micro-cracks when in contact with liquid hydrogen. Two technologies have been identified to prevent the formation of micro-cracks in composites: Thin-ply technology and thermoplastic technologies. CTC and a consortium of partners has launched the project LeiWaCo to combine both technologies and to utilize them in a liquid hydrogen tank, that fulfills requirements from four different sectors: The trucking industry, train industry, the shipping industry and the aircraft industry. LeiWaCo covers the development of thermoplastic materials, the development of design methods and manufacturing technology for these materials and validation of the technology using a demonstrator. The project started at the end of 2022 and by September 2023 we will be able to present the first results on this new and promising approach for liquid hydrogen tanks.

Hydrogen embrittlement testing in 875 bar hydrogen gas at -40°C has been performed on two versions of the austenitic stainless steel 316L, one with 11% nickel and one with 13% nickel. The results shows that the high nickel version is resistant against hydrogen embrittlement and whereas the low nickel version is not. The aim of the paper is to explain the difference in behaviour that where the low nickel version has a microstructure is not stable enough to remain fully austenitic during the in-situ hydrogen gas testing. The results clearly indicates that high Ni content is a prerequisite for austenite stability and hence resistance to hydrogen embrittlement in 316L grades.

This presentation will discuss the critical considerations for fluid system components used in hydrogen applications and systems. As a small-molecule gas, hydrogen can migrate through tiny crevices and diffuse into the materials designed to contain them. Also, high storage and dispensing pressures, as well as rapid thermal and pressure changes, are challenges for the processing of H2 as a fuel source. Specification of high-performing fluid system components designed for these challenging applications will help ensure the long-term, leak-tight operation of the system.

By mixing hydrogen as a fuel for powering gas turbines, there is a potential to provide more stability in future energy systems that involve increasing shares from renewable sources, and to fulfill the requirements of a wide spectrum of applications in terms of efficiency, reliability, flexibility, and environmental compatibility. Based on our innovative technologies, Siemens Energy gas turbines can already operate on fuel with a wide range of hydrogen content. The ones that do not operate yet can be upgraded to fit hydrogen in order to reduce future retrofit costs.

The Hydrogen Market is growing rapidly from MW projects to even GW projects. The big question: How can all these electrolyzer projects be connect to the grid? What impact do these huge electrolyzer systems have on our electricity grid infrastructure? How can electrolyzer projects even support the grid stability and which technologies are necessary to provide additional grid services? The presentation gives answers to these questions. It furthermore shows power conversion solutions which allows a quick scaling-up of electrolyzer applications. SMA Altenso has already contracted over 70 hydrogen projects. This presentation will give a short insight on some of these references.

Europe’s economies are transforming at unprecedented pace to shake off their reliance on fossil fuels. Both the Northern Powerhouse in the UK and northern Germany are emerging hubs with vibrant hydrogen eco-systems. To enable the successful build-up of hydrogen economies at scale, a robust infrastructure will be required connecting supply and demand. The UK and Germany have much to gain from greater collaboration on hydrogen. The North meets North hydrogen dialogue brings together five northern German states and England’s North to actively shape and progress UK-DE hydrogen business collaboration. Join our discussion and learn more about the emerging hydrogen eco-systems in these two northern powerhouses, hear from industry reps in both regions about current projects and their views on the challenges of system integration and infrastructure.

The decarbonisation needed for the energy network, to support future fuels production and industrials processes presents a complex challenge. The system must be considered holistically, designed to avoid inefficiencies, and ultimately limit the amount of power generation capacity needed to be built. However, with the need for so much change and redesign, comes the opportunity for real optimisation. By understanding and exploiting the unique fluid properties of hydrogen and carbon dioxide, and designing the production and transmission networks in a more integrated way, we can achieve significant energy and cost savings without the need for major redevelopment of core components (e.g. compressors, heat exchangers). In this presentation, I will draw on my experience in designing compression systems for CCUS and in developing space access engines utilising hydrogen, to discuss the key properties that should be considered in designing these integrated fluid system networks and the critical role of thermal management in achieving an optimised solution.

Solid hydrogen carriers can fulfill several applications such as hydrogen storage, compression and purification. Metal hydrides (MH) operate at moderate temperatures and moderate gas pressure. Furthermore, they allow highest volumetric storage densities by up to 100 gH2/l. In this contribution, thermochemical compression is presented with a 2-stage laboratory scale MH compressor using different materials. MH and MHC are compared to assess the impact on compression productivity. The materials were filled into two double-walled pressure vessels and cycled between 20 and 100 °C. By using MHC with high thermal conductivity, the productivity of each stage of the compressor was increased by more than 200%. Finally, with two compression stages hydrogen was compressed from 5 to 70 bar.

Compressors are an essential part of the hydrogen value chain and are needed to efficiently transport and store hydrogen from its point of production to end-use. Especially Green hydrogen applications are unique in that there is significant production variability due to the intermittent nature of wind and solar. This places unique requirements on compressor solutions, particularly when it comes to turndown / flow flexibility. However, there are also other key variables that must be considered when selecting a compressor, including CAPEX, OPEX, footprint, maintenance requirements, etc. Balancing these factors to arrive at an optimized compressor solution is a complex undertaking that requires careful evaluation of each application on a case-by-case basis. This presentation will aim to provide decision-making support to plant developers by discussing the advantages and disadvantages of various compressor technologies for hydrogen (i.e., Reciprocating and Turbocompressors).

In this session, we will dive into the 3 factors of a successful sealing system: sealing material, design and hardware surface. Our focus will be on how to determine the optimum compound for challenging hydrogen applications and have confidence in a material selection for even basic applications. We will discuss the various available standards, test routines and programmes we have entered and provide a summary of results that demonstrate the range of non-metallic options available, from elastomers to thermoplastics and how they can be affected by challenges such as explosive decompression, permeation, interface leakage and low temperature conditions. The presentation will guide the audience to a range of options for hydrogen value chain applications to suit a variety of conditions.

As the world transitions towards renewable energy sources, hydrogen is becoming a popular means of storing and transporting energy. Cryogenic or highly compressed storage leads to higher on-board hydrogen densities, resulting in demanding material requirements for critical sealing elements. Parts made from engineering polymers are used across a wide range of wear & friction applications, including several in direct hydrogen service, such as valves and compressors. Vespel® polyimide parts exhibit properties that can provide unique advantages over other engineering polymers and non-metallic elements and help solve some of the toughest sealing and wear & friction challenges in hydrogen environment. This presentation will discuss the key material parameters required to meet the stringent wear and sealing requirements in the hydrogen environment and introduce some of the unique advantages of Vespel® polyimide parts.

At present no specific standards for valves and hydrogen exist. The main focus on standards is for piping, where other materials are used. This presentation discusses the latest developments in standardisation for valves (e.g. CEN TC69, API6Z) and possible impact from piping standards as ASME B31.12. The presentation further discusses emissions and hydrogen.

This presentation will discuss PEMScale1.5, which is a DLR project involving nine DLR institutes from the areas of energy, transport and aviation in order to develop a concept of a generic, integrated fuel cell system with an output of 1.5 megawatts including electric drive. The goal of the PEMScale1.5 project is to identify specific requirements for the fuel cell systems and power trains of the individual applications. Moreover, a concept of a generic fuel cell system with a power of up to 1500 kW is proposed.

From factory to production, this presentation addresses the latest developments in production methods of Fuel Cells and Electrolysers and how to scale impact of design features on production methods.

This presentation will discuss the dynamics of the Electrolyser market and the important considerations to scale Electrolyser manufacturing on a global scale. Wood is actively engaged in the global Electrolyser market, helping OEM’s to scale their manufacturing facilities and drive down cost through deployment of fully automated robotic assembly and automation system.

The presentation will report about the usage of hydrogen fuel cells for large stationary power plant. Andrea will review the status of the engineering activates at Intelligent Energy to deliver a 10 MW power plant based on hydrogen fuel cell that will be in operation in Korea in 2025.

The APC will present a comparison of installed powertrain costs for a hydrogen fuel cell system, NMC and LFP batteries used in large premium SUVs and vans. This analysis is novel because it links detailed future battery and fuel cell cost projections within a modular electrified platform concept, where OEMs can produce fuel cell and battery electric powertrains on the same vehicle production line.

This panel will address the pros and cons of both fuel cells and batteries, and how these can be complimentary rather than opposing technologies. The panel will also highlight how this might differ between different industries, with a particular focus being on the transport sector.

AVL has developed a modular 156 kW fuel cell system and based on it an optimized fuel cell powertrain for a long-haul semitrailer tractor that meets the industry requirements of lifetime, driving performance, fuel consumption, driving range as well as the costs for acquisition and operation. This presentation will elaborate on the methods and tools we used to optimize the Fuel Cell System, battery, e-Axle and all other relevant auxiliaries to develop a class leading solution for the 40ton truck.

The presentation explains why degradation is such a big challenge and outlines AVL's innovative, new and open fuel cell degradation R&D platform. The tool is fully embedded into an holistic approach and enables normalized stress and failure fingerprint indication throughout the whole development process.

Hydrogen is becoming one of the key enablers in achieving net-zero, and fuel cells are the way to promote the adoption of sustainable mobility worldwide. However, to achieve mass diffusion, the manufacturing process must definitely scale up. To permit the realization of such volumes, automation is the answer.

Fuel cell systems become more and more competitive as an alternative to mineral oil-based propulsions at applications such as independent power supplies as well as trains, ships, ferries, or vehicles. Sooner or later, electronics recycling facilities will be one of the main destinations of end-of-life fuel cell systems or related components such as fuel cell stacks. In this presentation, a verified recycling approach comprising of mechanical pre-treatment and chemical separation processes is introduced that ensures a high degree of recovery of the raw materials used and which is superior in terms of environmental compatibility and economic efficiency.

Increasing demand for green hydrogen needs a significant increase of water electrolysis capacity. Here, PEM electrolysis will cover a significant share of the planned GW installations to reach the ambitious H2 generation goals. However, all electrolysis technologies and particularly PEM electrolysis is dealing with critical raw materials, for the latter precious metals. On the other hand, precious metals also show highest efficiencies in activity and in recyclability which makes them not only a chance but a pivotal element of the hydrogen economy. Their application beyond water electrolysis shows especially in in fuel cells, gas purification and conversion into other compounds for transport, e.g. ammonia, a big opportunity

Water management of fuel cells is essential for efficient usage and optimal performance. This presentation will show an industrial useable approach with a good accuracy/time/cost ratio using an efficient VOF model which can be coupled with further sophisticated models for transport in gas-diffusion layers and membranes. It will also show results of water transport in industrial fuel cell designs as well as possible optimization strategies using various model levels.

The European Critical Raw Materials Act (CRMA) is set to secure Europe's competitive edge and produce 40% of its own clean tech by 2030. The EU plans to produce 10Mtons of renewable hydrogen, requiring 100 GW of electrolyser capacity. This panel discussion aims to highlight how the CRMA will impact fuel cell and electrolyser producers throughout the value chain.

Physical Vapor Deposition (PVD) coating has shown great potential in improving the performance and durability of fuel cells and electrolyzers. In this review, we present an overview of the current state of research on PVD coating for fuel cell and electrolyzer components, and discuss future directions for this technology.

Bronkhorst High-Tech has developed a calibration system for mass flow meters in which the calibration gas circulates through a pump in a closed loop circulation system. The presentation explains the principle and the setup of the calibration system. By increasing the system pressure, higher mass flow rates can be achieved at the same volume flow. Thermal stability is mandatory for calibrations and measures needed to be taken for that. Pressure drop and fluctuations have been investigated and have been optimized. With the system it is now possible to perform high flow real gas (hydrogen) calibrations.

This presentation will be about the EKPO NM12 stack module and its performance characteristics. The level of integration of the BOP-components and how we ensure a high quality over lifetime with our design verification plan.

Christian Vinther give an insight into how Ballard received the world’s first DNV Type Approval, what a Type Approval process involves and ultimately what this means for the marine market. In addition, Christian will also present several vessel projects which in 2023 will embark on their maiden voyages powered by Ballard’s fuel cells- showcasing how zero-emission operation can be made possible here and now.

It is imperative to develop breakthrough solutions to retrofit the existing fleets and allow maritime transport industry to meet the environmental challenges with investments that do not compromise their businesses nor waterborne transport industry. Therefore, the availability of cost-effective and easy-to-integrate PEM fuel cell systems type-approved for maritime applications and the use of green hydrogen as zero emission fuel will significantly contribute to the decarbonization of the shipping industry.

This panel will focus on recent breakthroughs in fuel cells and stack design, focussing on topics such as performance and durability, the latest developments in bipolar plates, simulation techniques and cost reduction strategies. The panel will conclude the discussion with future directions and challenges facing the industry.

The role of cathode air filter and its influence on the performance and durability of the fuel cell.

Fuel Cells represent an integral part of the future energy sector, i.e. in heavy-duty mobility or stationary power generation. However, its production is characterized by complex processes, the utilization of sensitive materials and niche knowledge due to its novelty regarding the series production. One main process chain represents the production of the membrane electrode assembly (MEA) where the electrochemical processes in the fuel cell take place. Hence, this component is primarily responsible for the overall fuel cell performance. By having a more profound insight into its production process it comes up, that improving material handling and product quality due the thin membrane, huge consumption of carrier material and high production cost remain major challenges in MEA production. As part of the project Fuel Cell Performance Production (FCPP), an innovative process concept is developed to address the above-mentioned challenges and propose a process solution for future fuel cell production systems. Within the concept, a re-coatable transfer belt is used as a continuous decal to enable a roll-to-roll coating of the membrane. In a following process step, the membrane is assembled with a subgasket and gas diffusion layer (GDL) to the MEA. To gain knowledge about relevant parts of the new concept, e.g. transfer belt coating and catalyst transfer to the membrane, first tests need to be conducted to understand relevant interdependencies of the materials, their handling and process parameters to enable a state-of-the-art MEA production. Thus, a holistic hands-on experience of the whole process chain of the MEA production is explained. Next to the applied materials, a prototypical manually MEA production line is described and integral process parameters as well as the impact of their deviation are shown. Finally, requirements to an automated and industrialized MEA production are derived.

Fuel cell stacks and bipolar plates are key components of any mobile or stationary fuel cell application. In addition to the safe operation of hydrogen-containing compounds, cost-effective processes with short cycle times are the main objectives when selecting leak testing methods for these components. Taking the requirements of mono plates, bipolar plates and complete stacks as examples, we present the selection process for the respective leak test method and discuss the advantages and disadvantages of the individual procedures.

The German Fuel Cell Cooperation will present the key elements of their concept of an integrated bipolar plate production and the parameters that enable a robust, efficient and scalable production that the industry demands. In an emerging market, it’s not only about the equipment but also about the technologies being used, which the German Fuel Cell Cooperation addresses as well.

In the previous BOSAL publication A1609 from EFCF2020, the modelling and advanced characterization of the thin foil counterflow heat exchanger elements were discussed and how they function optimally as quantum manager to achieve a quasi-reversible functionality. These quantum managers are a necessity to reach in SOFC and SOEC high electrical efficiencies. In such a way, they are crucial building blocks to achieve the desired conditions of the flows towards the fuel cell stack. Temperature and gas composition must be provided in the required windows, so the stack can function and perform as desired. Composing the quantum managers together results in a Hot-Balance of Plant (H-BoP) system. BOSAL realized already since 2008 SOFC H-BoP systems. Specifications regarding space, heat transfer and quantum management in combination with pressure drop (backpressure as it is called), are essential parameters to consider by finding the desired trade-off between CAPEX and OPEX. BOSAL has configured over the last years for multiple customers a variety of SOFC and SOEC systems based on the specific approach and P&ID of the customer, resulting in optimal designs and optimization for each approach. By doing so, a learning curve was generated, resulting in lessons learned which are taken in the process development for serial production. Very often small details make at the end the difference. Thermal management is key. Such experiences are shared in the paper to prepare and help the SOFC or SOEC system developer better in the multiple choices he has to make to generate a P&ID including the lay-out, the number of components and their position, which are very often the key to success. Practice showed that the best compromises deliver much better results compared to the theoretical best choices. Reason is that in reality, materials reach with their properties their limits in these applications, not speaking about the cost complications that sometime pushes the application in the direction of very exotic and costly material selections. Examples are discussed. Nowadays, multiple customers work on fast heat-up within minutes instead of hours for SOFC and SOEC components. There is the experience in the BOSAL-group coming from automotive exhaust systems to minimize the design and concept loops to achieve a functional and endured concept. Finetuning in the virtual environment happens before going into high production volumes by using Thermal Mechanical Fatigue (TMF), validated with thermal cycling tests with burners and heaters to control risks when going into high production volume. On request of multiple customers, BOSAL is realizing the industrialization of several heat exchanger footprints production up to the fully integrated H-BoP systems up to TRL 8.

Hydrogen, generated with renewable energy, is the promising energy storage type of the future. The challenges in the hydrogen value chain, from hydrogen generation to storage and transportation as well as end use, are numerous and especially materials used for these purposes have to be adapted to tough conditions. Not only materials are very sensitive to hydrogen influences but also special requirements need to be fulfilled to reach a higher product efficiency and longer service life. ZwickRoell would like to give an overview of the relevant material testing solutions regarding to the hydrogen fuel cell/electrolyzer.

Germany needs at least 700 TWh/a of renewable energy sources for a secure renewable energy supply. Green hydrogen is the only energy carrier that can be used to import this amount of energy economically and with security of supply. It is now necessary to develop a resilient import strategy for green hydrogen that takes into account an overall systemic approach between energy, industrial, economic and geopolitical policies.

Since mid 2021, PHINIA together with its partners DANGEL and CAILLAU has developed a complete vehicle conversion solution including injection system, engine adaption and hydrogen storage /supply that retains 90% of the vehicle’s original architecture. This solution could be applied as a conversion/retrofit kit for any existing vehicles enabling both their rapid decarbonization and ensuring to access to zero-emission zones.

The provision of hydrogen for mobility is key to the successful implementation of renewable energy. This presentation will outline the necessary steps to ensure fuel quality and its supply routes. Efficient refuelling of hydrogen vehicles can be realized based on metal hydrides capable of being used for storage, purification, as well as compressors. Furthermore, FCEVs can be used as a mobile CHP fleet to contribute to reverse power generation via sector integration.

MAN Energy Solutions is a market-leading provider of Power-to-X technologies. In this keynote, Luca Clausen will share insights about the involvement of MAN ES in the utilization of captured carbon dioxide and present different routes of defossilization from methane and methanol up to kerosene.

E-fuels are sustainable fuels made from green hydrogen and captured CO2 that are chemically equivalent to conventional fuels such as methanol, gasoline, diesel, or kerosene. This means they can be used in existing engines and infrastructure. Their applications are diverse including marine propulsion, aviation, cars, or any other engine-powered equipment used in forestry, agriculture, or construction. HIF Global is the world´s leading e-Fuels company, producing carbon-neutral gasoline in its Haru Oni Demonstration plant in southern Chile since December 2022. HIF Global plans a capital investment of approximately $50 billion to develop, build and operate plants around the world that will produce approximately 150,000 barrels of E-fuels per day, defossilizing more than 5 million vehicles.

This panel discussion will evaluate the future of eFuels in Europe, with contributions from representatives across the value chain discussing the necessary infrastructure, technology, and availability of renewable energy.

This presentation will address the role of internal combustion engines in a decarbonized transportation landscape and will highlight some of the challenges and benefits of bringing hydrogen fuelled engines to the market.

Hydrogen-fuelled internal combustion engines (ICE) offer a zero-carbon fuel option for many applications. Ricardo has developed single-cylinder and multi-cylinder heavy-duty hydrogen engines as part of a global effort to characterise and study the behaviour of hydrogen fuel in ICE applications. The engines are representative of a 13 litre Euro VI heavy-duty production application converted to run on hydrogen fuel with limited number of changes.

In this presentation, we will explore the influence of powertrain (e.g. fuel cell or internal combustion engine) operating pressure on the usable capacity for sLH2 and CcH2 storage systems, under the assumption of a 6 bar or a 30 bar operation.

This presentation will outline some of the practical, technical and legislative challenges associated with setting up in-house test facility. Sharing of a real-life journey from idea to actually using hydrogen in engine and fuel cell test facilities. What aspects were hard to deal with and what not to forget about in the process. Then we will look at what benefits does it add to company portfolio to have its own test capability? What data can be generated and how can these be used in simulation tools. Does availability of digital information help with product design? In this presentation we will share the results from our own hydrogen propulsion development.

While most investments are now focusing on bio-fuels due to perceived lower costs and opportunity to repurpose existing refinery capacities, e-fuels are key to reach meaningful volumes of sustainable fuels in the near future. ENGIE is therefore complementing its offering of biogas by developing a portfolio of e-fuel projects to reach COD in the second half of the decade. To be ready when quotas for sustainable fuels will start to bite, public pressure will spur vast demand, and bio feedstock scarcity will drive biofuel prices above e-fuel prices. Projects from ENGIE to produce e-fuels will be presented in more details, with focus on innovative designs to tackle regulatory and technology challenges, and how partnering improve their prospects.

In this presentation the benefits of decentralized and dispatchable power plants are explained for balancing the volatility of renewables or provide sustainable back-up power in case of a grid failure. The focus is on the roadmap to transfer from natural gas to renewable gas usage based on biomethane and hydrogen. Based on a dark doldrum example it is explained why a battery storage system is not suitable and a hydrogen based solution is much more feasible. We will present the most attractive hydrogen application using hydrogen to produce local power. We also explain how gas engine power plants can be designed today to support a smooth transition from natural gas to hydrogen. The presentation also explains the benefits of high efficiency CHP and how a flexible CHP solution can be designed to meet future demand as a complement to volatile renewables.

This panel will assess hydrogen internal combustion engines and fuel cells as complementary technologies, looking at how these technologies can be applied to support one another and achieve net-zero. Topics will include energy efficiencies, infrastructure and technology level readiness.

The presentation will give an overview about ECOMAT partners today's fields of competences in cryogenic Hydrogen technologies and its plan for the future. Coming from the space industry, ways of knowledge transfer to other industries will be shown. As a basic enabler for future H2 propulsion systems actual topics of material and process characterisation will be addressed. The speciality of Fire Safety testing for LH2 applications will be reported and the technical challenges for LH2 storage and distribution systems and subsystems will be summarized. The presentation will close with an outlook to the developments for mobility sector in the near future.

The presentation explores future supply and demand balance for Sustainable aviation fuels (SAFs) and other e-fuels across various countries and technologies, including next generation bio-fuels and e-fuels. A demand outlook for SAFs on regional and continental level is developed based on current jet fuel consumptions and future decarbonisation target. This demand is then compared to announced capacity for SAFs production from different production plants, across all technologies including next generation bio-fuels and Power-to-Liquid (PtL). The production capacity is also compared to short term demands coming from announced contracts from various airlines. The challenges in biofeedstock means PtL will have a key role in filling the gap to demand. Hence, PtL fundamentals will also be explored.

SAFs have the potential to revolutionise the aviation industry. This panel will address sever key factors, including a sustainable feedstock, appropriate storage and transportation and the evolving safety measures required to facilitate this. Finally, the panel will look at the cost and scalability of the industry.

As an organisation, you are planning to build a full size electrically propelled aircraft for your particular sector or application. How do you truly reconcile the many variable and complex aspects of the aircraft propulsion against the constraints of the flight profile and Airworthiness legislation? Many organisations fail to consider the full scope. This paper will look at the various electric aircraft types, and work through a number of scenarios, comparing various attributes, and showing how to make an informed decision.

The presentation reports about a R&D project started in January 2023 aiming at the development of an innovative technology to produce synthetic green methanol for shipping. The core of the project is the development of the technology and construction of a plant for synthetic ("green") methanol production (using green hydrogen and CO2 or biogenic origin at semi-industrial demonstration scale in Bremerhaven. The green methanol will be directly used to fuel the new built research vessel of the Alfred Wegener Institute, "Uthörn".

A university research ship, the only one of its kind in the UK, is set to reduce its emissions by up to 60% thanks to a pioneering £5.5 million hydrogen power initiative that could help re-shape the future of shipping. The Transship II project is the largest retrofit of its kind to-date and will see the Prince Madog retrofitted with a hydrogen electric hybrid propulsion system that will enable zero to low emission operation by 2025. The project is part of the Clean Maritime Demonstration Competition Round 3 (CMDC3), funded by the Department for Transport in partnership with Innovate UK. It will be delivered by a consortium of major UK innovators in green maritime technology and hydrogen systems, led by O.S Energy who own and operate a fleet of dedicated offshore service vessels.

This panel discussion will evaluate the maritime industry's transition to net-zero, looking to the latest innovations in the sector and the rising profile of alternative fuels and how they are being adopted across the sector.

The keynote presentation is aimed at highlighting the future market developments for E-Fuels in Europe. This encompasses long-term forecasts for off-taking and global production capacities. Within the presentation, we will address key risks associated with e-fuels and discuss strategies to enhance the bankability of mega-projects.

Q Power and P2X Solutions are on a journey to pave the way for large-scale e-fuel production with Finland’s first industrial-scale synthetic methane plant. The green transition has created a huge market potential for companies operating at the core of the hydrogen economy. However, despite the enormous market potential of the hydrogen economy, synthetic methane has struggled to reach the market due to incomplete EU regulations and inaccurate perceptions. Synthetic fuels have been criticized for being energy inefficient. This can be true or false depending on technology. Understanding how production efficiency affects renewable energy consumption is crucial. For instance, if the methanation technology process efficiency is 58% instead of 82%, this means the overall energy consumption is almost 30%. Efficiency has a particularly significant impact on the operating expenses of synthetic fuels because the cost of energy makes up a large portion of the price of the synthetic fuel produced. The Harjavalta e-methane plant will demonstrate the feasibility of large-scale e-fuel production using Q Power's efficient microbiological methanation process, making it a pioneer in the industry.

This presentation will address where we are in terms of deploying CCS, drivers between different regions globally, trends, policies and next steps needed in order to scale up this industry.

There are numerous projects planned across Europe to install Carbon Capture units at hard-to-abate sectors. In this presentation, we will be summarizing these projects while highlighting the challenges and opportunities experienced by various industries.

Equinor Net Zero strategy – Why we need CCS – Why we are confident in CCS – The potential of CCS for Europe – Our projects and ambitions.

At Technip Energies and Shell Catalysts & Technologies, we are taking CCUS to the next level with our strategic alliance. Together, we are making CCUS real, affordable and at scale. In this session, you will discover powerful solutions across carbon capture standardization, productization and technology development, to meet emitters' net zero ambitions and support their license to operate. You will learn from several case studies across various industries, showcasing our successful and innovative CCUS projects, plus key takeaways for making CCUS an attainable reality.

Industrial advances which have improved global standards of living carry with them a hefty carbon footprint. At ExxonMobil, we believe that carbon capture and storage (CCS) will play a critical role in global decarbonization, but the pace of project development is insufficient for the scope of the challenge. In addition to global policy improvements, it is imperative that the industry rapidly demonstrate that CCS is both technically and commercially viable at scale to serve as a beacon for policy and market incentives to be strengthened globally. ExxonMobil has stepped up to address these complexities integrated across the value chain. We strive to help catalyze the CCS market to form and validate that the time for broad action is now.

Innomotics is the new Siemens Business for MV Drives and LV & MV Motors. Innomotics offers a host of products, systems, technologies and services to help organizations in several sectors to implement Net Zero targets. Innomotics provides trustworthy MV VFDs and Motors to run the air fans, compressors, and pumps used in all the phases of CCUS. We will show examples of carbon footprint reduction by providing the transparency of equipment used in a CCUS plant with the impact of energy efficiency of motors.

There are many funding opportunities presented by the EU sometimes addressing different levels of project maturity (low TRL to High TRL and deployment). By highlighting relevant EU funding programmes and examples of what was funded, it will help a panel audience understand the opportunities for funding using various EU backed programmes.

Developing a BECCU/BECCS project in the current early stage market environment in Germany contains a variety of challenges and benefits. A growing market for the products created by such projects meets still immature regulatory, technical and commercial environments. The presentation will elaborate on key risks and opportunities using the example of current ongoing project developments.

Carbon dioxide (CO₂) is a by-product of cement production and is estimated to be responsible for around 7% of global carbon emissions . Through the use of carbon capture, Linde and Heidelberg Materials will aim to reduce carbon emissions at Heidelberg’s Lengfurt plant in Germany. The new plant will capture, liquefy and purify around 70,000 tons of CO₂ per year, with the majority of the resulting liquid CO₂ to be marketed by Linde as feedstock for the chemicals and food & beverage end markets. The plant will be build, owned and operated by the Cap2U GmbH, a joint venture established by Linde and Heidelberg Materials.

CCUS in hard-to-abate industries play a vital role in reaching net-zero. This panel will address the technical challenges of scaling up and deploying CCUS technologies in these sectors, including cost considerations and the potential for collaboration to achieve overall emissions reduction.

The presentation will cover the major aspects related to building an infrastructure that connects capture plants with storage sites (offshore- the presentation in particular focus on these assets that are not favourably located, for which more creative and possibly costly solutions are required.

In order to accelerate and scale up the CCUS projects, disruptive innovations are required to considerably simplify the system solutions and reduce costs, while ensuring highest safety and environmental protection standards. In this presentation, Subsea Carbon Injection using a lean all-electric technology from the transport vessels to the storage wells will be discussed.

This presentation shows KTS solution for Carbon Capture using desublimation as a separation method. According to the available resources, and according to the process, desublimation can be a wise solution for separating CO2 from diverse gas mixtures.

Carbon capture implementation plays a crucial role in mitigating greenhouse gas emissions and addressing climate change. However, these projects face various challenges, including high costs, technical complexities, and regulatory uncertainty. Universal automation utilizing an event driven approach based on the IEC 61499 standard can help address some of these challenges by enabling faster and more efficient deployment of carbon capture projects, while reducing the risks associated with it. The presentation will cover the following challenges on implementation of carbon capture projects, fundamental concepts of universal automation such as IP protection, hardware/software decoupling, seamless IT/OT integration and key values of universal automation and how it enables greater flexibility, scalability and interoperability for carbon capture implementation.

The production of blue hydrogen is entering a growth stage as hard-to-abate sectors seek to decarbonize, and various players advance their technologies and projects. Production capacity is expected to increase significantly over the next decade as more and more companies turn to blue hydrogen as a solution. In this talk, IDTechEx will evaluate different technologies for producing blue hydrogen and capturing CO2. The presentation will also aim to outline some of the key challenges, opportunities, and innovations in the blue hydrogen space.

Recently, several large-scale blue hydrogen manufacturing units having capacities exceeding 250kta of blue hydrogen have been announced in Europe and America. These plants utilise technology options such as Autothermal or Partial Oxidation due to their lower carbon footprint with the ability to achieve significantly higher production capacities in a single process train. These plants require CO2 capture capacity of over 2 million tons per annum. The design of such large scale carbon capture process with conventional chemical based solvent in a single train is challenging due to the size of the low pressure regeneration and associated reboilers for the need of stripping steam. This engineering difficulty can be overcome with the use of a physical solvent, such as propylene carbonate as an alternative, well proven in carbon capture applications. The propylene carbonate solvent loading is a function of CO2 partial pressure and solvent can be regenerated by simple flashes without any need of a regenerator column, reboilers or steam at fraction of energy needs as compare to amine based solvents. With customized configuration, the process is capable of producing 99 mol% pure CO2 at 99% CO2 recovery. A design check for a single train CO2 capture capacity of 4 million tons per annum has been carried out and, should the requirement arise, even higher single train CO2 capture capacities are possible.

This presentation will discuss the advantages and disadvantages of various types of CO2 compression technologies including integrally geared compressors, single shaft compressors, reciprocating compressors and pumps. It will aim to help operators make intelligent decisions regarding equipment selection by providing guidance on when each type of technology should be applied and relative trade-offs. Additionally, the presentation will discuss potential opportunities for capturing waste heat from compressors and applying it for steam production of amine-based carbon capture systems. It will outline which compression technologies are suitable for waste heat recovery and advice for maximizing efficiency, considering boundaries conditions of the equipment/system.

Metal-organic frameworks (MOFs) are novel type of porous adsorbents and have received tremendous attention for post-combustion CO2 capture since their inception two decades ago. They offer unique and competitive advantages compared to state-of-the-art technologies in terms of uptake capacity, energy consumption and capture costs. The technology platform of MOFs will be introduced and compared with other CO2 capture technologies to highlight the advantages, disadvantages, maturity for industrial use and challenges on the roadmap to industrial implementation.

This panel will address the necessary mechanisms to connect carbon capture, transportation, storage and utilisation to create a viable value chain. This discussion will also highlight technologies that can be instrumental in designing this ecosystem and standardise the industry.

In this presentation, several optimization possibilities will be shown across a typical absorption/stripping process using the right heat transfer technologies. The optimizations aim for utilising available waste heat and the full capacity of the heat transfer equipment, thereby improving the performance of the process in terms of energy efficiency, water management, investment, and operational costs.

This presentation will discuss the project development timeline of Oxyfuel based carbon capture technologies towards commercial operation to capture thousands of CO2 annually. The findings from a recent feasibility study show that integrating such capture systems with 100s MWe electrolyzer plants lead to reducing the cost of e-fuel production plants, whereas cost of captured CO2 is below 40 € per tonne. In addition, recently awarded Horizon Europe funded projects CaLby2030 and HERCCULES to decarbonize waste and biomass to energy, cement and steel plants with the calcium looping technology will be presented.

Serving our industrial clients, Bilfinger is encouraged to help changing the future in terms of energy transition. With the extensive expertise in Carbon Capture and corresponding auxiliary systems, like heat utilisation, Bilfinger is planning, constructing and integrating Carbon emission reduction solutions. This covers the CO2 capturing technology and its integration and optimization in existing process plants in several industries. Several of the Carbon capture project need a dedicated evaluation of their economic viability before being further developed in their execution phase.

Next to reducing our emissions to fight global warming, it is also critical to remove CO2 permanently from our atmosphere. Direct Air Capture is one of the leading technologies to fight the climate crisis, but currently way too expensive to become widespread implemented. By leveraging existing infrastructure in the form of waste heat sources and cooling towers, the cost of DAC can drastically be decreased. The presentation will especially be focused on how all industrial players attending this conference can leverage their own infrastructure to fight the climate crisis.

Aker Solutions would like to present a novel approach as an alternative to the energy intensive conventional production of green methanol from post combustion CO2 capture. The green hydrogen is produced from water and by-product of electrolysis is oxygen. Biogas containing high concentration of CO2 is combusted to produce CO2 and heat. This CO2 produced by high pressure oxyfuel combustion together with green hydrogen is used as raw material for synthesis of methanol. The heat produced by combustion of biogas can be used to produce electricity which can be supplied to grid. The excess heat from the reaction can be used in the process of distillation and water produced as by-product can be used as raw material for electrolysis. In this way, two energy intensive CO2 capture steps needed for biogas upgradation and post combustion CO2 capture can be avoided while electricity is produced as a by-product. The high-quality green methanol can be used to decarbonize the transportation sector or as raw material for other chemical synthesis processes.