HSSMI techno-economic assessment report for the HyDIME Project Authored by Ross Sloan, HSSMI The Partners 1 Table of Contents 03 - Executive Summary 04 - The HyDIME System 05 - Simulation Modelling 07 - Base Model Operation 08 - Environmental Impact | Scenario 1: 20% Hydrogen-Diesel Displacement 10 - Environmental Impact | Scenario 2: 60% Hydrogen-Diesel Displacement 14 - Environmental Impact | Scenario 3: Altering the Hydrogen Refuelling Logistics 16 - Environmental Impact | Scenario 4: Chartered Vessels for Hydrogen Transport 17 - Economic Impact 22 - Societal Impact 23 - Threats and Opportunities 25 - Future Developments | Centralising Orkney’s H2 Production 30 - Replication Opportunities | Isle of Wight 31 - Replication Opportunities | Lancaster Hydrogen Hub 32 - Replication Opportunities | Western Isles 33 - Replication Opportunities | Summary 34 - Conclusion MV Shapinsay leaving Kirkwall harbour. Source: EMEC 2 Executive Summary During the HyDIME project, report concludes with regulatory barriers that exist in the As expected, the biggest barrier HSSMI conducted a techno- recommendations of where this transition to integrate hydrogen with developing any hydrogen economic assessment of the system could be replicated and/or into the marine market. This technology is the cost of the fuel. HyDIME system being installed in scaled elsewhere in the UK. project will de-risk future marine, Until the cost of hydrogen Orkney and identified potential hydrogen projects. becomes cost partitive with threats of the system as well as This work concluded that the marine diesel, it is difficult to opportunities to scale and HyDIME system represents a This work identified that the foresee this system providing cost replicate it across the UK. feasible stepping stone solution in transportation of hydrogen savings. the journey to decarbonise the between the point of production The purpose of this report is to marine industry. The HyDIME and consumption presents the Despite the economical present the findings, outcomes, system can offer significant biggest challenge for the HyDIME challenges, the HyDIME system and insights that were generated emission reductions (up to 43,000 system being installed in Orkney. acts as a stepping-stone project during this work. kg CO2 per year) to existing The impact of a centralised and is a positive stride in the right vessels. This can be achieved with production infrastructure in direction towards incorporating The methodology for carrying out minimal vessel invasiveness and is Orkney was analysed and was hydrogen as a fuel into the marine the work is described, followed by significantly more economical found to provide significant market. the results of the environmental than manufacturing as new. emissions savings as well as solve and economic impact assessment many of the logistical problems of the system. Potential threats of The HyDIME project was also currently faced. the system are addressed, and the crucial in overcoming the 3 The HyDIME System (Hydrogen Diesel Injection in a Marine Environment) Hydrogen injection is a ferry in a dedicated hydrogen technology proven to reduce tube storage trailer (250kg) to be emissions within the automotive utilised by a 75kW fuel cell industry. This is achieved by powering shoreside activities. injecting hydrogen into the ICE It is proposed that the HyDIME (internal combustion engine) and system will utilise 25 kg of this displacing the amount of diesel hydrogen as onboard fuel for the required. The HyDIME project is hydrogen injection. concerned with proving this technology in the marine industry. As part of the HyDIME project, a model was to be developed to The HyDIME system will interact represent how the HyDIME system with the Surf ‘n’ Turf Project where could ideally operate and to try carbon free hydrogen is produced quantify the impact that it would using curtailed energy from wind have environmentally and and tidal turbines. This hydrogen economically. is produced at EMEC’s site in Eday and is transported to Kirkwall by Orkney hydrogen economy ambitions. Courtesy of BIG HIT project 4 Simulation Modelling To assist with assessing the impact Multiple assumptions had to be of the HyDIME system, a model made when creating the was created using AnyLogic, a simulation model. The primary Discrete Event Simulation software reasons these assumptions were package. The purpose of the required was due to a lack of model is to quantify the impact accurate information, and that the system would have, restrictions and difficulties within economically and environmentally, the software when trying to as well as identify potential bottle model the real scenario. The table [image] necks and threats that might exist on the following pages lists the when the system is rolled out. assumptions in the model, what is happening in reality, and why the Modelling techniques were used assumptions were necessary in order to incorporate the . complex logistics of transporting the hydrogen from one island, where it is produced to another island, where it is consumed. Simulation modelling. Source: © Creative Images – stock.adobe.com 5 No. Assumption Reality Why necessary Hydrogen production at Eday electrolyser is based The hydrogen production rate will fluctuate according to 1 on 250 kg per 24 hours at max capacity and is the availability and profile of electricity that is feeding it. Unavailable accurate data regarding the production rate of hydrogen at the Eday electrolyser constant This profile is not constant. Inter-island ferry movement is represented by the There is a summer and winter timetable with slightly Having both timetables would have insignificant effect on the model, and it was very complex to 2 winter timetable different timings within each timetable incorporate them both Only one trailer can move at a time while the other two are based at the Eday electrolyser site. Two of the three the hydrogen trailers act as There is 500kg of stationary storage along with three Therefore, it is reasonable to assume that there is 1000 kg of hydrogen storage. This reduces the 3 stationary storage assets. Thus, the stationary storage 250kg trailers. complexity of the hydrogen transport logistics modelling without reducing the realism of how the at the Eday electrolyser is 1000 kg model operates The model was deigned to simulate an ideal representation of the system. It is likely that the The hydrogen trailers, when filled, can only be The hydrogen trailers can be transported on all restrictions on transporting hydrogen will change and the assumption will soon become the reality. 4 transported on ferries with less than 25 passengers on public ferries Model modifications were eventually made to assess the impact of the passenger restrictions (see board later in report) The trailer does not fully empty of hydrogen – a An amount of hydrogen is unable to be fed to the fuel It is unknown how much hydrogen is left in the trailer once the pressure drops too low to be utilised 5 value of 25 kg was chosen to be left unused cell as the pressure is too low. in the fuel cell It is unknown how the refuelling logistics of the MV Shapinsay and the fuel cell will interact. It is possible that if It makes more logistical sense for the MV Shapinsay to refuel once and for the remainder of the The MV Shapinsay vessel can only be refilled once 6 the MV Shapinsay empties of hydrogen before the fuel hydrogen be used in the fuel cell. The logistics of repeatedly moving the trailer to and from each per trailer trip cell utilises all of the available hydrogen in the trailer, the consumption asset is unrealistic MV Shapinsay could refill again Hydrogen consumption rate at fuel cell is based on It is unlikely that the fuel cell operates at max capacity at 7 that it takes 3 days to empty trailer at optimum Unavailable accurate data regarding the hydrogen consumption rate of the fuel cell all times at a constant rate usage. The rate of consumption is constant. Once the hydrogen trailer is emptied by the fuel cell and the MV Shapinsay vessel, if there is a full It is possible that the trailers cannot always be delivered 8 hydrogen trailer available at the electrolyser, it will be as soon as they are required due to reasons such as The availability of the hydrogen trailers to be moved from Eday to Kirkwall is unknown. sent to replace the empty one as soon as possible unavailability of truck/trailer drivers Assumptions used in simulation modelling 6 Base Model Operation A high-level description of how the Shapinsay ferry. Otherwise, this base model works is as follows: step is skipped. The hydrogen on the ferry is consumed at a 1. Hydrogen is produced at the specified rate when the ferry is electrolyser in Eday at a specified moving between islands. rate and stored up to a max 5. The tractor carrying the trailer will capacity of 1000 kg. then leave the trailer with the fuel 2. If the hydrogen trailer feeding cell and return to the Eday the fuel cell is empty, a truck electrolyser on the first available carrying a 250 kg H trailer is sent 2 ferry. to the Eday port where it waits 6. The trailer will feed hydrogen to for a ferry to arrive. the fuel cell at a specified ratel 3. If the ferry is going to Kirkwall, until the capacity in the trailer the truck will board the ferry and depletes to a specified amount. move to Kirkwall. 7. Steps 2 – 4 are carried out again. 4. On arrival, if the MV Shapinsay 8. The truck will leave the full 250 vessel needs to be refueled with kg trailer with the fuel cell and hydrogen (condition for this is if return the empty trailer to the capacity is <= 5 kg), it will first Eday electrolyser where it can be deposit 25 kg to the MV refilled with hydrogen.