Dreaming of hydrogen for export

Professor Srđan Sokolović two years ago wrote an article in the Times of Malta about the use of hydrogen and suggested that if Malta had a national hydrogen policy, it would start benefiting from a lower electricity cost. Two years ago, the cost of producing green hydrogen was high, but by 2030, this cost is expected to become lower than the production cost of electric batteries.

In 2021, Malta used around 71 per cent natural gas to produce electricity, while almost 21 per cent of electricity was imported from the EU through the Malta-Italy interconnector (a second one is on the way). It imports natural LNG which is stored offshore in a special tanker moored in Marsaxlokk. Unfortunately, when Storm Helios hit the islands in the past, the LNG tanker had to be repositioned for safety reasons, so almost all the electricity during the storm was limited to that imported through the Sicily interconnector (hence the power shortage and blackouts).

Down memory lane, when Joseph Muscat was elected in 2013, he changed policy to put on tender the Electrogas (€540 million) – an LNG generator. As a consequence, he dismantled the last heavy oil power plant in 2017, and Electrogas was ceremoniously switched on to run on fossil fuel gas, which is a much cleaner fuel but still emits CO₂.

Was there an alternative? With hindsight, had the Socar of Azerbaijan (a heavy exporter of carbon fuels) been persuaded to finance an offshore solar and offshore turbine power outfit, by now green hydrogen would be produced (maybe also exported) from water which is used as a raw material engaging in an electrolysis process. Electricity generated from offshore wind or solar plants can alternatively be used in Enemalta or stored in large onshore batteries.

As the island is surrounded by water, therefore, production of green hydrogen would be a logical step, but importing it from Europe through a hydrogen-ready pipeline would also be a good temporary solution. With hindsight, if Malta were producing green hydrogen, the next time a severe storm hits the islands and the LNG tanker has to be repositioned, green hydrogen could be used to generate electricity and not depend exclusively on a Sicilian interconnector. Households and tourists would have been spared the agony of nation-wide blackouts.

Critics disagree about the switching to green energy in 2017, saying to produce hydrogen was expensive then, albeit CO₂-free and may qualify under Green EU policy. Today, eight years later, the cost of producing green hydrogen is still comparatively high, but by 2030, this cost is expected to become lower than most fossil fuel used since the arrival of Electrogas.

But readers remind us that Hon. Miriam Dalli just declared that electricity from renewables will need to wait beyond her electoral term, reaching 2030. All the while, last year Enemalta paid €34m to hire 24 used diesel portable generators to buttress electricity production, particularly during the peak periods.

Is it a pipe dream that had we invested in a windfarm or floating photovoltaic systems, running instead or together with Electrogas, the island would have heavily reduced its carbon footprint? Only time will tell if future political leaders will speed the building of a wind farm project (already three years passed since issue of first PMC).

Naturally, having the lowest population of EV cars on the roads in Europe speaks volumes about the political drive to reduce carcinogen fumes in our clogged roadways. To be fair, it has taken over two years waiting for installation of more electricity filling stations, so EV car owners are cautious.

The future use of green hydrogen beyond 2030 can mean that our transport system would possibly switch and be totally free from the use of hydrocarbons. Hydrogen technology in vehicles works by using fuel cell technology. Hydrogen gas is converted into electricity to power the vehicle’s engine. It is no rocket science.

The conversion takes place in a fuel cell where hydrogen is supplied to the anode side, and oxygen (from the air) is supplied to the cathode. The electricity generation process releases no byproducts except for water. The difference is, instead of being powered by a battery, hydrogen fuel-cell vehicles are powered by a fuel-cell stack where pure hydrogen passes through a membrane to react with oxygen from the air. This produces electricity to turn the wheels. Water vapour is the only by-product of the process.

Drivers can refill their vehicles equipped with carbon-fibre high-pressure tanks at “hydrogen fuelling stations”. This revolution has made hydrogen cars a complement to electrical and plug-in hybrid engines as companies strive to be more eco-conscious. They also benefit from existing infrastructure, as hydrogen fuel can be used in modified or new engines without the need for entirely new technologies, such as electric drivetrains.

This transition could help bridge the gap between current automotive technologies and a sustainable, zero-emission future, making hydrogen an essential part of the green energy revolution. Not only is the hydrogen use in industry a surprise, but some vehicle producers already advertise that a first hydrogen model is fast approaching.

Tesla has set an ambitious date for the release of their first hydrogen-powered car by 2026. The model has been dubbed “Model H” and will use advanced fuel-cell technology.

It is true that the hydrogen revolution was somewhat resisted since the early 2000s by legacy car producers which have a lot of franchise to risk in ICE models. Previously, Asia was a pioneer, having Honda, Hyundai, and Toyota as the only companies with hydrogen-powered commercial vehicles available. Toyota’s current hydrogen vehicles incorporate a battery to help the car accelerate.

After debuting in 1968, the Toyota Hilux symbolizes resilience, durability, and off-road prowess. Going from the Arctic to the Dakar Rally, the Hilux sets itself apart and gains the reputation of going where other vehicles can’t perform. However, Toyota is harnessing a new iconic Hilux model.

Hilux, despite being hydrogen-powered, keeps its rugged dimensions similar to its diesel sibling but conceals more cutting-edge tech under the hood. The hydrogen-powered Hilux delivers a modest 134 kW (182 DIN hp) and 300 Nm of torque, directed to the rear wheels. Hydrogen in Hilux gets stored in three high-pressure tanks that have been mounted in the vehicle’s ladder frame.

One cannot ignore the criticism from scientists who penned a letter to Toyota stating that the vehicles are misleading in terms of their environmental claims. However, experts assure us that in case of an accident, in the unlikely scenario that a hydrogen leak occurs, hydrogen, being the lightest of the elements, would quickly rise through the atmosphere and dissipate.