LIHYP - LINKING HYDROGEN POWER POTENTIALS

LIHYP - LINKING HYDROGEN POWER POTENTIALS

PROJECTS

Credit DBT Inga HaarSource: NWN/Rainer Jensen
Pilot projects in the Netherlands, Denmark, France, Belgium and Germany are intended to lay the foundations for further projects.

International cooperation is the only way forward for the energy transition, which has become more urgent than ever. By pooling willpower, knowledge and best practices within the LIHYP project, the necessary tools will be created that will effectively contribute to a sustainable, secure and autonomous energy future. European cooperation at its best!

Ingrid Klinge

Lead partner and project coordinator of LiHYP, New Energy Coalition - NL

LIHYP - Linking Hydrogen Power Potentials

"Bringing together stakeholders to develop a regional hydrogen economy in the North Sea region" - this is the motto of the "LIHYP" project: Various pilot projects for the use of hydrogen are to be carried out in the Netherlands, Belgium, Denmark, France and Germany, e.g. hydrogen cargo bikes, hydrogen-powered freight trains, hydrogen bus stations and living labs. In addition, a hydrogen platform for the North Sea region will be set up to connect the relevant stakeholders and a solid database for hydrogen demand, production and supply will be created.

With offshore hubs and recent agreements between North Sea countries on hybrid offshore cooperation projects to become "Europe's green power plant", the region is seeking to supply the EU with green electricity and reduce dependence on imports. Despite numerous European initiatives for regional H2 development supported by national and EU programmes, few focus on knowledge exchange and interregional optimization.

LIHYP closes this gap by promoting intensive cooperation between regional players along the North Sea and connecting them across the entire hydrogen value chain for the exchange of know-how and cooperation between decision-makers, implementers and investors.

 

The entire project is scheduled to run until January 2027. The roadmap that is being drawn up for the overall project has a time horizon until 2030.

The overall project is divided into four work packages and five sub-projects:

Work packages

WP 1 - Pioneering cooperation in the field of hydrogen: launch of the NSR platform

WP 2 - LIHYP pilot activities: Driving innovation with H2 demonstrators

WP 3 - Harmonization of regulations for the integration of green hydrogen

WP 4 - Realization of interregional dynamic H2 roadmaps

 

Subprojects

Ghent, Belgium: Living Lab Belgium

Groningen, Netherlands: Hydrogen Valley Airport - Groningen Airport Eelde

Oldenburg, Germany: Development of a local Energy HUB for city cargo

Handest Hede, Denmark: Hydrogen Refueling Station connected directly Wind/PV site

Bentheim, Germany: Hydrogen driven freight train in the cross-border region DE/NL

 

As the Lower Saxony Hydrogen Network, we take a closer look at the projects in Lower Saxony here.

Development of a local energy hub for inner-city logistics

Source: LIHYP
The focus of the pilot project from OldenburgThe new fuel cell cargo bikes are designed to facilitate inner-city logistics.

Fuel cell cargo bikes for inner-city logistics enable longer operating times and benefits for the operator. This proof is being investigated in the project as a technical demonstration. Both the supply of green hydrogen and its provision are being investigated. In addition, the influences of fuel quality and the filling of the tanks for use in the vehicle will be conceptually and prototypically implemented. Both official regulations and labor law requirements for handling hydrogen must be implemented accordingly.

In addition to the reduction in emissions and the new logistical advantages, the pilot project should also be able to be recommended to other regions as a blueprint. To this end, the project will promote appropriate communication and presentation of the concept to interested parties.

 

Hydrogen-powered freight train in the DE/NL border region

Source: AdobeStock_9377671
As part of the pilot project from Bentheim, an in-depth analysis of the economic and ecological feasibility of hydrogen trains in the border region is being carried out and the foundations are being laid for the use of hydrogen-powered freight trains in the border region between north-west Germany and the northern Netherlands.

The transportation of goods is always associated with the emission of greenhouse gases. There are various approaches to reducing these emissions, such as combining different transportation solutions (trains, trucks, inland waterway vessels, aircraft) or using "green" drive technologies such as battery-powered electric vehicles.

Although freight transport by rail generally has a low carbon footprint, freight trains often use diesel engines because not all tracks and especially freight stations are fully electrified - and cross-border transport is not always possible even on fully electrified tracks. Alternative drive solutions are therefore required for the greenhouse gas-free transportation of goods by rail - especially in an international context.

But what does it take to run a cross-border freight train on hydrogen? What are the technological challenges, how does the hydrogen supply make the most sense and what synergies can be generated in the region?

Beyond the project, the results will help to ensure that further projects can be implemented more easily and that the first steps towards CO2-neutral freight trains can be taken.

The project is financed within the framework of the INTERREG North Sea program and is therefore CO-financed by the European Union.

More information on the website.

 

 

 

 

 

Lead partner

Project partners in Germany

AEMStack

AEMStack

PROJECTS

Credit DBT Inga HaarSource: NWN/Rainer Jensen
The "AEMStack" project aims to combine the respective advantages of alkaline and PEM electrolysis. 

Thanks to this project, we have already gained a lot of knowledge. We have tested over 100 different material combinations and have thus obtained a good starting point for the question of how certain membranes behave in interaction with the catalysts and the bipolar plates.

Dr. Thorsten Hickmann

Managing Director, Whitecell Eisenhuth GmbH & Co. KG

AEMStack - Efficient and cost-effective electrolysis

One of the most important prerequisites for the successful ramp-up of the hydrogen economy is the cost-effective production of green hydrogen by electrolysis. There are currently two electrolysis processes in particular, alkaline and proton exchange membrane electrolysis (PEM electrolysis), which are used depending on the area of application. Both processes have advantages, but also disadvantages - which is why the "AEMStack" research project funded by the state of Lower Saxony aims to combine the advantages of both processes and thus enable cost-effective electrolysis.  

Two electrolysis processes in particular are currently used: alkaline and PEM electrolysis. Both processes have certain advantages, but also disadvantages, which is why the choice of the "right" electrolysis process depends on the individual application. In order to illustrate the basic differences between the processes and highlight the problem, the two processes and their respective properties are presented in more detail in the following two fold-outs.

Alkaline electrolysis

Alkaline electrolysis uses a liquid potassium hydroxide solution as the electrolyte. One advantage of this approach is that inexpensive nickel and cobalt compounds can be used as catalysts. The production and maintenance of such electrolysers are comparatively simple. However, this process requires extensive system peripherals and the need to purify the hydrogen produced from alkaline components. In addition, control and measurement components must be specially designed for operation with concentrated caustic, which can limit flexibility in the event of fluctuating load conditions.

PEM electrolysis

PEM electrolysis uses a proton-conducting membrane as a solid electrolyte. This enables an extremely fast reaction time, as fluctuations in the electrolysis current can be followed within milliseconds. As a result, higher current densities are possible - in addition, the design of PEM electrolysers is more compact compared to alkaline electrolysis. However, the investment costs for PEM electrolysers are high, as they require corrosion-resistant cell components and expensive precious metal catalysts such as platinum and iridium.

The choice between alkaline and PEM electrolysis therefore depends heavily on the specific requirements and operating conditions. While alkaline electrolysis is cheaper to implement, PEM electrolysis is more flexible under fluctuating load conditions. In order to make electrolysis flexible yet cost-effective, both technologies are to be combined in the "AEMStack" project in order to unite the respective advantages of the electrolysis processes.

The planned electrolysis stack is characterized by new material combinations of the individual components and should bring a significant reduction in costs - through the use of so-called anion exchange membrane electrolysis (AEMEL). This technology combines the advantages of alkaline electrolysis, in particular the use of (cost-effective) precious metal-free catalysts, with the properties of a PEM electrolyser - such as high current and power densities, pressurized operation or dynamic load changes.

Source: AdobeStock_192820721

Efficient electrolysis has an important role to play in the development of the hydrogen economy.

Implementation in 7 sub-goals

This overall objective is to be achieved through the implementation of 7 sub-objectives. These comprise the following steps:

  1. Work objective: Development of bipolar plates that are characterized by long-term stability and low corrosion with good electrical contact properties.
  2. Work objective: Development of the porous transport layer (PTL), which facilitates material transport and electrical conductivity.
  3. Work objective: Reproducible production of membrane electrode units. These must be characterized by a high power density, long-term stability and be producible with commercially available materials.
  4. Objective: Development of a test environment for single-cell tests
  5. Work objective: To carry out single-cell tests to assess the electrochemical performance and the individual contributions to the overvoltages
  6. Work objective: Structural characterization of the individual components before and after the tests. This should reveal the degradation of components.
  7. Work objective: Building and testing the stack.

Project partners:

The project is being carried out by the German Aerospace Center and Whitecell Eisenhuth GmbH & Co. KG and funded by the state of Lower Saxony with around €977,000.

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    Hydrogen research at the Institute of Turbomachinery and Fluid Dynamics

    Hydrogen research at the Institute of Turbomachinery and Fluid Dynamics

    PROJECTS

       

    Turbomachinery for future energy conversion systems

    Hydrogen research at the Institute of Turbomachinery and Fluid Dynamics (Leibniz Universität Hannover)

    Successful research at universities and colleges plays a decisive role in the implementation of the energy transition. This is because research ensures technological innovation and helps to find solutions to complex challenges. Research also contributes to the development of new or improved products and processes that can increase competitiveness and open up new markets. This is particularly true in the context of hydrogen, as the development of the hydrogen economy is still in the starting blocks. But what does hydrogen research actually look like? We asked the Institute for Turbomachinery and Fluid Dynamics (TFD) at Leibniz Universität Hannover how research in the field of hydrogen is conducted at the institute

    "The use of hydrogen in the mobility sector is currently in great demand: especially in areas where electrification is difficult to achieve - e.g. heavy goods vehicles, trains or air traffic - the use of hydrogen can provide the necessary decarbonization of transport," says Prof. Seume, Head of the Institute of Turbomachinery and Fluid Dynamics (TFD).

    In this context, turbomachinery is an important component for improving the efficiency and power density of hydrogen utilization and thus reducing emissions. The Institute of Turbomachinery and Fluid Dynamics (TFD) at Leibniz Universität Hannover is conducting research on a wide range of projects in which the efficient use of hydrogen is being tested - whether chemically converted in the PEM fuel cell or burned in hydrogen engines and aircraft engines. Dr. Dajan Mimic, Group Leader Axial Compressors at TFD , also emphasizes the diverse areas of research in the context of hydrogen : "The topics of hydrogen and turbomachinery are linked in many ways. The possible applications range from hydrogen-powered gas turbines and fuel cell air supply systems to the complete integration of fuel cells in hybrid aircraft engine architectures."

    Hydrogen the focus of numerous research projects

    The diversity of hydrogen research also becomes clear when looking at the research projects being implemented at the TFD. In 2021, the research consortium "Sustainable Hydrogen Combustion Concepts (WaVe) ", funded by the state of Lower Saxony, was launched. As part of the project, the TFD is investigating possibilities for the so-called supercharging of hydrogen engines. The motivation is to reduce the combustion temperatures through a large excess of air and thus almost completely avoid nitrogen oxide emissions. This will make it possible to develop clean hydrogen combustion engines that guarantee the emission-free use of hydrogen in the mobility sector. In order to achieve this goal, the engine must be equipped with a highly efficient charging system that provides the necessary air. To this end, an axial compressor with a peak efficiency of over 80% is being developed at the institute and will be tested experimentally in the future. The project is expected to be completed in April 2024. The "WaVe" project was described at the NWN on the following page.

    Focus on efficiency

    Efficiency plays a decisive role in the use of hydrogen. The institute is therefore specifically dedicated to improving the efficiency of fuel cells - more specifically, PEM fuel cells. In the "ARIEL" project, the units for supplying air to the cathode (ARIEL) were optimized for this purpose.

    Charging system for PEM fuel cells investigated in the ARIEL project. Source

    In the "REZEBT" project , a recirculation blower was developed that transports unused hydrogen from the fuel cell outlet back to the inlet. This reduces the hydrogen requirement and significantly increases both the service life and the efficiency of the fuel cell. The PEM fuel cells are to be used in the 80 - 200 kW electrical power class. The main application is therefore in passenger cars and heavy goods vehicles - but the knowledge can also be transferred to rail, maritime and aviation applications.

    REZEBT: Innovative hydrogen recirculation blower to increase the efficiency of fuel cells, source

    In the SE²A Cluster of Excellence (EXC 2163), the knowledge generated to date is being applied and expanded to enable the use of PEM fuel cells in aviation. The challenges posed by the low ambient pressure at high altitudes are overcome by innovative compressor concepts. For example, mechanisms for actively influencing the flow through air injection and boundary layer suction are being investigated and combined with targeted humidification and cooling of the gas flow.

    Young scientists can gain important experience

    The TFD is also supporting a team of students in the construction of a hydrogen-powered multicopter in order to train young scientists in the use of hydrogen and allow them to gain important experience. The project, which is funded by the Hannover Region, involves the construction and testing of a multicopter with a diameter of over 2 meters and a take-off weight of almost 25 kg. By using hydrogen, the multicopter achieves longer flight times than are currently possible with conventional lithium-ion batteries. Further information can be found here and here.

    Design of the multicopter, which is powered by a fuel cell with an output of 2.4 kW.

    More about these and other hydrogen research projects at the institute:

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      HyNEAT

      HyNEAT

      PROJECTS

      HyNEAT - Hydrogen Supply Networks' Evolution for Air Transport

      The decarbonization of air travel poses a particular challenge, as electrification is difficult to achieve. However, the use of hydrogen and its derivatives offers the potential to fly in a climate-friendly way in the future. To this end, it is first necessary to develop appropriate propulsion technologies based on the use of hydrogen and make them ready for series production. In addition, however, the infrastructure in the airport sector must also be further developed so that the supply of hydrogen at airports is guaranteed. The BMBF-funded "HyNEAT" project, which is being implemented by various universities - including those in Hanover, Braunschweig and Clausthal - as part of a research alliance, is tackling precisely this challenge.

      While numerous decarbonization technologies are already available and being used more and more widely in private transport and public transport in particular, the decarbonization of air traffic is still in the starting blocks. As the electrification of aircraft is difficult to implement and only for smaller aircraft, other solutions are coming into focus - such as the use of hydrogen. Efficient propulsion systems that enable the use of hydrogen are key to success; however, the infrastructural prerequisites are also needed to realize the energy transition in aviation.

      It is precisely these infrastructural requirements that a research consortium of German universities is addressing in the HyNEAT project. The first step is to analyze the hydrogen demand (or the demand for liquid hydrogen - LH2) in aviation. This is done in an overarching approach that models the aviation system and its development in general. In the second part of the project, a mathematical optimization model will be developed that describes the influence of different hydrogen prices on route planning and the amount of hydrogen purchased by airlines. The findings from the first sub-project will be incorporated into this process.

      The calculations and simulations can then provide an orientation and planning basis for what hydrogen demand can be expected at what prices at the airports. From this, LH2 supply chains are then modeled, which include the relevant components for hydrogen production, compression and liquefaction as well as transport and storage and determine optimal supply networks.

      You can find out more about the project here.

      Source: HyNEAT

      Project partner

      • Leibniz University Hanover
        • Institute for Electrical Energy Systems (coordination)
        • Institute for Solid State Physics
        • Institute for Environmental Economics and World Trade
      • Braunschweig University of Technology
        • Institute of Automotive Economics and Industrial Production
        • Institute for Mathematical Optimization
        • Junior Research Group "Overall System Evaluation"
      • Clausthal University of Technology
        • Professorship for Processing, Recycling and Circular Economy Systems
      • Hamburg University of Technology
        • Working Group Resilient and Sustainable Operations and Supply Chain Management
      • Technical University of Munich
        • Chair of Plant and Process Engineering
      • Institute for Air Handling and Refrigeration Dresden
      • Pro Aviation Consult GmbH

      Further information on the project partners can be found here.

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          In conversation with Boris Richter

          In conversation with Boris Richter

          ©STORAG ETZEL

          The H2Cast project in Etzel, Lower Saxony, is testing the storage of hydrogen in salt caverns that were previously used for natural gas. 

          The key to security of supply: energy storage

          Last winter, the media reported almost daily on the filling levels of German gas storage facilities. For the first time, the public became aware of the issue of storage facilities and their importance. Storage facilities are particularly important for the energy transition. In 2021 alone, 5.8 TWh of renewable energy was curtailed so as not to overload the grid. This corresponds to the annual electricity consumption of more than 1.5 million households.

          Unlike electricity, hydrogen can be stored cost-effectively and, above all, for the long term. Storage facilities therefore play an important role in the future energy supply. For this issue on the subject of storage, we spoke to Boris Richter, Managing Director of STORAG ETZEL GmbH, the largest independent operator of cavern storage facilities in Germany.

          NWN: We are currently storing large quantities of gas in underground caverns in Germany for the winter. In the future, we want to move away from natural gas or LNG and electrify as many processes as possible. Will we still need the cavern storage facilities to their current extent?

          Boris Richter: The caverns have the task of storing energy, e.g. in the form of gas. It is precisely when large quantities of energy are drawn from the transmission grid, e.g. in winter, that the storage facilities provide additional support and cover peak demand by storing gas. The storage facilities have a buffer function. The import of energy, e.g. by sea via LNG tankers, also takes place intermittently, i.e. selectively over a short period of time. This means that cavern storage facilities are additionally required and must fulfill their function.

          In future, the plan is to produce hydrogen from renewable electricity from the North Sea, which can then be stored in Etzel, for example. Why don't we store the renewable electricity directly in large batteries and feed the electricity into the grid later when we need it?

          BR: In terms of efficiency, it makes perfect sense to store the electrons directly. However, the capacity of accumulators is currently far too small. A gas cavern with methane molecules can store one terawatt hour of energy. This can easily supply a small town with energy for a whole year. There are currently 51 gas caverns in operation in Etzel.

           

          Hydrogen can also be stored above ground in mobile tanks. What is the advantage of underground storage?

          BR: The volume of a cavern is much larger than an ordinary tank. On average, the caverns in Etzel are between 300,000 m³ and 600,000 m³ in size. The gas medium can be compressed with up to 200 bar and thus many millions of cubic meters of gas can be stored in a cavern. This would require many hundreds of tanks on the surface and therefore an enormous amount of space.

           

          In future, you also want to store hydrogen in Etzel. Storag Etzel is already converting a cavern for this in the H2Cast project. Where do you currently stand with the project?

          BR: We have just completed a positive leak test with hydrogen and will carry out further tests in the fall. Further construction work will be carried out above and below ground.

          "We want to make the Etzel site in Lower Saxony "H2-ready", i.e. prepare it for the foreseeable ramp-up of the hydrogen economy, which will help to decarbonize German industry, i.e. make it more CO2-free and climate-friendly. This will ensure security of supply with CO2-free energy in the future. The location is of crucial importance for north-western Europe. The energy transition will need these large-scale storage facilities from 2030 at the latest, as H2 supply and demand will diverge in terms of time and space. Our goal is to make the site fit for the future for generations to come!"

          Boris Richter

          Commercial Managing Director, Storag Etzel

          The majority of German hydrogen storage projects are located in Lower Saxony. Why are there so many storage facilities here in particular?

          BR: Caverns are artificial cavities created by mining in salt formations. In addition to the technology, a salt deposit is therefore also required. These are usually salt domes or salt pillows. These salts were formed around 270 million years ago during the Permian period. A sea dried up in several stages and residual components of the sea, mostly salt, were deposited. The sea at that time was formed due to a basin structure, in the North German basin. This also provides us with a local reference. This is because around 70 percent of the salt deposits on land in Germany are located in northern Germany and largely in Lower Saxony. That is why there are many cavern storage facilities here in Lower Saxony, because there is a lot of salt under our feet.

           

          What are the biggest challenges in the underground storage of hydrogen?

          BR: We have to answer many technical questions, but also questions relating to licensing law. First and foremost, the safety and protection of the public, our employees and our plant are paramount. As we are a mining company, we are subject to mining law and our licensing authority is the LBEG in Clausthal-Zellerfeld. The mining authority is our supervisory authority and examines our applications very carefully.

           

          Green hydrogen is to be imported to Germany for the first time via H2Global at the end of 2024. The first large-scale electrolysers will be connected to the grid in the coming years. Large quantities of hydrogen will soon be produced and landed in Lower Saxony. By when do we need functional hydrogen storage facilities?

          BR: We assume that hydrogen storage facilities will be needed from 2027/2028 and that the market ramp-up for hydrogen will take place. However, this also means that the cavern storage facilities will also be connected to hydrogen pipelines. The infrastructure for this must be in place, otherwise storage facilities will not work. The pipelines are like lifelines in which the energy is transported.

           

          In our future energy system based on renewable energies, we will need to store large quantities of hydrogen in order to guarantee security of supply. Assuming we convert all existing cavern storage facilities - would the current capacities even be sufficient for future storage requirements?

          BR: If natural gas is to be completely replaced by hydrogen for industry and we assume that this will take decades, then the current storage capacity will not be sufficient. Because if you look at it in terms of energy, hydrogen has almost four times less energy than natural gas. This means that four times more storage volume is required to store the same amount of energy. It should also be borne in mind that, in addition to the hydrogen storage requirement, the storage cavity must also be provided, albeit at a decreasing rate for natural gas.

           

          What order of magnitude are we talking about for future storage requirements?

          BR: Current studies put the storage requirement for hydrogen in 2050 at 74 terawatt hours.

           

          How long will it take to build up the corresponding capacities?

          BR: In Etzel, we need around two to four years to convert existing caverns for hydrogen storage and a little longer to construct new hydrogen caverns in the salt dome at 24 newly planned locations. We already have the mining permits to build new caverns. In the coming years, we will be working with our partners in the H2CAST research project to prove that hydrogen can be stored in caverns without any problems. The project is funded by the state of Lower Saxony and the federal government.

           

          Thank you very much, Mr. Richter. 

          SaltHy: Hydrogen storage in Harsefeld

          As part of the Clean Hydrogen Coastline project, industry partners in the Northwest region plan to build 400 megawatts of electrolysis capacity by 2026.

          Clean Hydrogen Coastline

          As part of the Clean Hydrogen Coastline project, industry partners in the Northwest region plan to build 400 megawatts of electrolysis capacity by 2026.

          Sektorenkopplung für den Eigenbedarf (abgeschlossen)

          Sector coupling for captive use - OGE's KRUH2 pilot project focuses on this aspect in hydrogen production, storage and use.

          Hydrogen Cavern for Mobility

          In the HyCAVmobil (Hydrogen Cavern for Mobility) project, EWE and its partners are researching the conditions under which pure hydrogen can be stored in salt caverns.

          H2March

          Access to hydrogen is gradually becoming a key location factor. The "H2Marsch" alliance has therefore been formed in the Wesermarsch region with the aim of securing the region's supply of hydrogen. This should not only secure 6,000 jobs, but also reduce 240,000 tons of CO2 emissions per year in the long term.

          Green Octopus Central Germany (GO!)

          The Green Octopus Central Germany "GO!" project by ONTRAS Gastransport and VNG Gasspeicher will, among other things, connect the Salzgitter steel region and the Helmstedt coalfield with the eastern German hydrogen network and the future hydrogen storage facility in Bad Lauchstädt. To this end, pipelines with a total length of around 305 kilometers will be converted or newly constructed for hydrogen transport.

          Wasserstoffspeicher in Krummhörn (abgeschlossen)

          In Krummhörn, Uniper is testing the construction and operation of an underground hydrogen storage facility.

          Hydrogen drying by absorption

          Bilfinger is currently developing a demonstration plant for hydrogen drying in Cloppenburg. Drying is necessary in order to be able to convert the hydrogen back into electricity after storage (e.g. in caverns) or to feed it into the grid.

          CHESS - Development of a hydrogen infrastructure in the Wesermarsch region

          As part of the CHESS (Compressed Hydrogen Energy Storage Solution) project in Huntorf (Wesermarsch district), EWE and Uniper want to jointly convert their respective existing gas and electricity infrastructures. The aim is to build a new hydrogen infrastructure on site quickly, efficiently and cost-effectively.

          Green Wilhelmshaven

          In the Green Wilhelmshaven project, the import of hydrogen by means of ammonia is made possible on a large scale; at the same time, however, green hydrogen is also produced on site by electrolysis. This will build capacities that together could cover 10-20% of the hydrogen demand of all of Germany in 2030.

          In conversation with Lars Eichhorn

          In conversation with Lars Eichhorn

          Credit DBT Inga HaarSource: LUH

          ©Technology Salon, Leibniz University

          Innovation Lab "Sustainable Hydrogen Combustion Concepts" (WaVe)

          More than 20 research teams in Lower Saxony are working on solutions for the hydrogen economy. Many of them within the framework of the five innovation labs coordinated by the EFZN.

          A contribution to the stronger networking of science and industry was the presentation of the EFZN hydrogen competence paper. The paper is a "performance showcase" of the Hydrogen Lower Saxony Research Alliance, which has been in existence since 2018.

          The NWN took the publication as an opportunity to talk to Lars Eichhorn, research associate at the Institute for Technical Combustion and researcher in the WaVe innovation laboratory.

          Mr. Eichhorn, you work in one of the five innovation labs in Lower Saxony. What does the WaVe deal with?

          Eichhorn: The Innovation Lab is working on sustainable hydrogen combustion concepts (WaVe) in three projects. One project is concerned with hydrogen engines in vehicles. It is investigating which concepts and adapted components can be used to run existing commercial vehicle engines on hydrogen. The second project is investigating how natural gas can be replaced by hydrogen in a gas-fired power plant. In the third project, on which I am personally working, we want to show that hydrogen can be used to provide primary control power in gas and steam power plants. The short-term power increase of a steam turbine required for this is generated with additional process steam, which is the reaction product of hydrogen-oxygen combustion.

          Why can't such processes be electrified?

          Eichhorn: In this and many other applications, temperature levels beyond 500 degrees Celsius are required. Especially in the production of ceramics, glass, or cement, the heat demand is very high. Here, thermal utilization is significantly more efficient than electrical utilization of hydrogen.

          They are trying to make this combustion even more efficient here. How does that work?

          Eichhorn: The handling of the very hot hydrogen-oxygen flame, which burns at atmospheric pressure and temperatures above 3000 °C, is particularly demanding. For this purpose, we are developing a burner that can withstand the thermal load and ensure optimum mixing of the gases as well as reliable stabilization of the flame. The focus is on reducing the combustion temperature to a technologically controllable level.

          And you do that with water?

          Eichhorn: Correct. In many cases, water vapor is used for this, which is added to the combustion; what is challenging is the quantities required. In our research approach, the flame is cooled with liquid water, which is atomized by the oxygen and enters the combustion chamber as a water-oxygen spray. Within the combustion chamber, the mixing and oxidation of the hydrogen takes place. In initial tests with the new burner, the flame temperature was reduced to below 2000 °C thanks to the innovative concept. Other advantages of using liquid water are the smaller pipe cross-sections in the supply line compared with vaporized water and the fact that no primary energy is required to produce steam. This makes this technology much more flexible and quicker to use.

          But steam can already be produced relatively quickly. Where do we need this time flexibility?  

          Eichhorn: The aim of primary control power is to provide additional power within seconds to ensure the stability of the power grid. Starting up a steam generator takes too long and is therefore not suitable. Instead, our research approach uses liquid water - without further preparation.

          You also work in a basic research laboratory at the Hydrogen Campus Hannover. What is being studied here?

          Eichhorn: The basic laboratory was primarily created to arouse students' interest in hydrogen in general and in sustainable combustion technology topics in particular. And indeed, although we are experiencing declining attendance at lectures on combustion engines, we are seeing increasing interest on the part of students in hydrogen technologies and alternative fuels. Especially through the lab, we receive some unsolicited applications for our innovative research projects.

          Thank you very much, Mr. Eichhorn.