New thermal insulation concepts for bulk liquid hydrogen shipping

Expected Outcome

Shipping of bulk liquid hydrogen (LH2) requires concepts that are applicable, cost and energy-efficient, as well as safe, to make it attractive for the industry. However, the cryogenic storage conditions demand highly efficient insulation to reduce venting losses, as it is applied e.g. from NASA, JAXA or ESA for space applications, in the Hydrogen Energy Supply Chain (HESC) project of Japan, as well as it is proposed by the most recent interim recommendations of IMO for carrying LH2 in bulk by ship. Traditional vacuum-jacketed dewar tanks provide excellent insulation, but their performance is highly dependent on vacuum integrity and precise installation. Furthermore, there is only one vacuum volume which is lost in case of a single leakage of the inner or outer tank wall. In addition, large-scale production of these tanks is time, personnel, and material intensive, and limits the possibilities of quality assurance[[

[1] Fesmire, J. E., Energy Efficient Large-Scale Storage of Liquid Hydrogen, CEC - ICMC, 2021

To enhance robustness, new insulation concepts need to be explored and demonstrated. Examples include multi-layer insulation (MLI) or variable-density multilayer insulation (VDMLI) combined with, for example, spray-on foam insulation (SOFI), aerogels, and nano-cellular foams, or hybrid solutions. Modular and layered solutions in the design of the insulation system may be investigated as well. However, these techniques need further investigation to achieve the best trade-off between robustness and insulation performance.

Several promising projects (e.g. NICOLHy[1], LH2Craft[2]) and industry consortia are currently researching advanced storage concepts targeting cost and energy-efficient, as well as safe large liquid hydrogen bulk storage systems[[

[4] NICOLHy, Deliverable 1.1, LH2_storage_tank_and insulation_technologies,_applications,_and standards, https://cordis.europa.eu/project/id/101137629

2

This topic focuses on transport tanks for shipping of LH2. These tank types are more challenging than stationary tanks, in design, thermal insulation, structural integrity, manufacturing, operation, and service. Furthermore, they have more dynamic boundary conditions that should be regarded while in operation, loading, and unloading. Findings from demanding applications such as aeronautics and space could contribute in this sense. Nevertheless, relevant findings from research activities on ship insulations can be adapted to stationary tanks.

Project results are expected to contribute to all of the following expected outcomes:

• Develop an economically viable technology solution strengthening the European import and export market for LH2;
• Contribute to the development of safe, cost- and energy-efficient tanks for LH2 that should be scalable up to a size of a transport volume of up to 250000 m³ per ship, in line with world-wide LNG trade today, and in compliance with the most recent design and safety standards set by IMO;
• Foster the basis for large-scale trade and associated green fuel markets for shipping, heavy-duty mobility, aviation, high energy intensity industries like cement, steel or copper, as well as for thermal use, for instance for refrigeration or superconductor applications;
• Support and promote the European and associated industry in LH2 insulation technologies.

Project results are expected to contribute to the following objectives and KPIs of the Clean Hydrogen JU SRIA for large-scale shipping of bulk LH2 and should be considered as a reference to meet the desired performance requirements for the new insulation concepts.

• KP13: LH2 ship tank capacity (350 t in 2024, 2800 t in 2030)
• KP14: LH2 ship tank Capex (50 Euro/kg in 2024, <10 Euro/kg in 2030)
• KP15: LH2 boil-off (0.5 %/d in 2024, <0.3 %/d in 2030)

Scope

The scope of this topic is to develop validated containment concepts intended for bulk shipping of LH2. The concepts developed should also be suitable for a later scale-up.

To achieve this, several new challenges that greatly impact bulk LH2 storage scalability need to be addressed, ideally by an industrial lead consortium. The scope for the development of new thermal insulation concepts for bulk LH2 shipping requires:

• Assessment of the regulatory requirements for the transportation of bulk LH2 on ships;
• Development of an insulation system solution, notably the pipes through the insulation and pipe feedthroughs, the connections, and the supporting structures, during normal operation, loading and unloading processes, maintenance, and inspection;
• 2D Numerical analysis of tank heat ingress and internal heat and mass transfer (boil off rate, stratification, and temperature distribution in the insulation) taking into account thermal cycling (e.g. as those related to sloshing events, loading or unloading);
• Numerical analysis of tank internal and external supports to minimise heat leaks through thermal bridges while keeping structural integrity under high thermal stresses and transport conditions at sea;
• Design and manufacture a tank prototype with a capacity of at least 30 m3 to trade-off costs and representativeness and test it at relevant environmental conditions (with LH2, appropriate heat loads, accelerations) to confirm the benefits of the new insulation approach and to validate the numerical analysis;
• Analysis of the scalability of the concept among transport volume ranges;
• Demonstration of the techno-economic viability of the concept;
• Investigate cost-efficient manufacturing processes;
• Develop a System Oriented Digital Twin to assess the impact of the insulation at tank level within its functional operation/scenarios (venting, cool down, first-filling, refuelling), and to serve as support for scalability studies after its validation against the prototype experiments;
• Failure Modes and Effects Analysis (FMEA) for the tank concept, and analysis of the resilience and fault-tolerance of the system;
• Demonstration of the safety performance of the insulation concept;
• Evaluate the effects of the insulation system design on the risk management of the LH2 tank;
• Fire resistance of the insulation assembly by modelling and testing;
• Design a tank with improved insulation within the minimum size among proper transport volume ranges;
• Pre-normative standardisation of integrity assessment for LH2 and marine environment exposure and test methods in cooperation with relevant stakeholders from the industry.

Proposals are expected to demonstrate the contribution to EU competitiveness and industrial leadership of the activities to be funded including but not limited to the origin of the equipment and components as well infrastructure purchased and built during the project. These aspects will be evaluated and monitored during the project implementation.

Applicants are encouraged to seek synergies with the Zero Emission Waterborne Partnership concerning regulatory requirements and pre-normative standardisation.

Proposals should provide a preliminary draft on ‘hydrogen safety planning and management’ at the project level, which will be further updated during project implementation.

For additional elements applicable to all topics please refer to section 2.2.3.2

Activities are expected to start at TRL 3 and achieve TRL 5 by the end of the project - see General Annex B.

The JU estimates that an EU contribution of maximum EUR 4.00 million would allow these outcomes to be addressed appropriately.

Technology Readiness Level - Technology readiness level expected from completed projects

Activities are expected to start at TRL 3 and achieve TRL 5 by the end of the project - see General Annex B.

[1] https://cordis.europa.eu/project/id/101137629

[2] https://cordis.europa.eu/project/id/101111972