Interest in hydrogen as a key element in decarbonization efforts has significantly increased in recent years due to the ambitious objectives set by the European Union to become climate neutral by 2050.
The rapid growth in investment in electrolysis systems, both public and private, and the development of H2 projects, has led to a series of new initiatives to define standards of product, process, safety and skills.
A trained and skilled workforce is a vital prerequisite for achieving the EU’s objectives of scaling up local clean hydrogen production and establishing resilient hydrogen ecosystems.
According to research by Hydrogen Europe titled “European Hydrogen Skills Strategy”, around 1 million new jobs will be created from the hydrogen value chain by 2030.
This will place considerable pressure on the sector, as large numbers of new workers must be trained, or have their existing skills updated.
In this scenario, RINA can play a key role. The company has long been committed to supporting the implementation of energy transition strategies in both private and public entities.
Thanks to our consolidated know-how in the hydrogen field, assisted by our long experience in the Oil & Gas sector, RINA is the first Italian certification body, and among the first in Europe, to have obtained accreditation for the international standard ISO 22734:2019 dedicated to hydrogen generators (electrolysers) from ACCREDIA.
This standard defines the construction, safety and performance requirements of generators which use electrochemical reactions to produce hydrogen for use in industrial, commercial and residential applications.
RINA can also assist in defining and certifying training paths. There is a current lack of clear and common training and regulatory guidelines to ensure quality standards for the personnel involved in hydrogen activities.
RINA has therefore produced its own training and certification framework targeting re-skilling and up-skilling paths and certification. This programme has a triple function:
- Support the professional development of personnel currently involved in the hydrogen chain
- Contribute to an increase in the employment profiles where demand currently exceeds supply
- Anticipate the professional profiles that will be required in the future
RINA’s framework is based on modular training courses that allow for customization and offer flexibility. Learning units can be selected and combined to create personalized learning paths tailored to individual needs and aspirations.
RINA’S certification framework is aimed at a wide range of professionals involved in hydrogen processing activities, and across many different sectors from hard-to-abate industries, to utilities and energy companies, and industries involved in the storage, transport and components of hydrogen.
Differentiation is made between management profiles (Project Manager, Plant Manager) and technical operational (Operation and Maintenance Technician, Plant inspector). Certification is achieved by demonstrating the possession of specific requirements in terms of work experience, studies, and training completed.
Defining best practices, training requirements and career progression will be essential for the development of the hydrogen supply chain, and its ability to reach its full industrial and technological potential.
ENEL Green Power Case study
In 2023, ENEL Green Power, the renewables arm of the ENEL energy group, launched a collaboration with RINA aimed at identifying the training needs of its technical personnel working in H2, both in Europe and worldwide.
The first step in the collaboration was to identify the professional profiles and skills that would be needed by ENEL for the management and maintenance (O&M) of green hydrogen production through electrolysis technology.
Based on the findings, the partners co-designed a modular training package for staff.
The training package proposed by RINA’s experts had several principal objectives:
- To transmit basic knowledge relating to green hydrogen to all ENEL employees and increase their awareness of the role of hydrogen in the energy scenario
- To promote safety practices in line with the relevant safety regulations and policies
- And to increase staff awareness of the guidelines, processes and procedures relating to operational maintenance, enabling a homogeneous work model and operational excellence
A modular and blended system was chosen to accommodate different skill levels, languages and time zones.
Meanwhile, the training included e-learning with free content and quizzes, live webinars and in-depth discussions with experts, as well as remote face-to-face training with an H2 plant to get practical
experience on security and maintenance issues.
Hydrogen is set to play a key role in the energy transition due to its chemical and physical characteristics, which are significantly different from most common hydrocarbon fuel gases, such as natural gas and propane.
The risks associated with hydrogen use are closely related to its characteristics, and it is necessary to evaluate them carefully when designing, constructing, and operating plants.
In terms of fire and explosion hazards, hydrogen’s most distinctive characteristic is its flammability range, which is very wide, within 4 percent (LFL) and 75 percent (UFL), as well as its very low Minimum Ignition Energy (MIE) of 0.017 milliJoule. These two characteristics combined mean that hydrogen can easily ignite upon release.
At atmospheric pressure and ambient temperature hydrogen is gaseous with a very low density (0.0838 kg/m3), about 14 times lower than air. The low density of hydrogen results in high buoyancy (the tendency to disperse rapidly upwards) that can be an advantage in terms of safety, since in case of release hydrogen disperses upward and dilutes in air, reaching concentrations below the LFL in a short time.
The low density of hydrogen means, however, that it is necessary to compress it to a high pressure (up to 700-1000 bar) to reduce its volume and to be able to handle it within reasonable volumes, and there are safety issues related to the use of pressurized equipment (PED).
When burning, hydrogen flame emits low levels of radiation in the infrared range (no heat is perceived by people), and most of the radiation is emitted in the ultraviolet range. As a result, it is poorly visible to the naked eye, especially in daytime.
The design of plants and layout is crucial: attention must be given to the context, and it is recommended to proceed with a Quantitative Risk Analysis (QRA) to identify credible accident scenarios and assess the consequences.
Since concrete applications for green hydrogen plants are still limited, risk perception associated with this type of plant is limited. It is crucial not to underestimate the risks, and to rely on the applicable technical standards.
RINA has invested a lot in studying the safety of hydrogen, which is demonstrated by a recent collaboration. In 2022, RINA and the Dipartimento dei Vigili del fuoco del Soccorso pubblico e della Difesa civile signed a memorandum of understanding (MoU) with the aim of carrying out studies and research into the field of energy transition and safety.
The agreement provides for initiatives related to the interchange of technical information and experience in the field of fire and explosion risk assessment, as well as the formation of study and research groups, thus enabling RINA and Vigili del Fuoco to enhance each other’s expertise.
Within this framework, in 2022 RINA participated as an external expert in the Working Group that led to the publication of the important Ministerial Decree of July 7, 2023, “Technical rule of fire prevention for the identification of risk analysis methodologies and fire safety measures for the design, construction and operation of hydrogen production plants by electrolysis and related storage systems.”
Since 2009, Europe has set renewable energy targets for its Member States. The current Renewable Energy Directive of 2018 (known as RED II) mandates that 32% of gross final energy consumption must be met by renewable sources by the year 2030, with a dedicated target share of 14% in the transport sector.
On 20 November 2023, the Third Renewable Energy Directive (Directive 2023/2413, known as RED III) entered into force. This is an amending Directive that does not modify all the articles of RED II. Member States have 18 months from this date to transpose the directive into national law.
RED III sets more ambitious renewable energy targets for 2030, in line with the EU carbon neutrality target of 2050 set by the Green Deal and its goal to reduce GHG emissions by 55% in 2030.
The new targets mandate at least 42.5% of gross energy by renewables by 2030, and 29% in the transport sector. Alternately, the transport sector can also comply by achieving a greenhouse gas intensity reduction of at least 14.5% by 2030.
The renewable fuels that count to reach the targets are: Liquid Biofuels (to be used in the transport sector); Liquids Bioliquids (in the power generation, and heating and cooling sectors); Solid and gaseous biomass fuels (in power generation, heating and cooling, and transport); Recycled carbon fuels (RCF) (transport sector); and finally Liquid and gaseous fuels from renewable non-biological sources (RFNBO) (transport sector, and subsequently all sectors including industry when RED III is adopted).
Particularly favoured, with additional sub-targets, are fuels deriving from feedstocks like waste or residue or non-edible raw materials (listed in Annex IX of the RED II) and RFNBO. This is because they do not compete with the food sector, and the derived waste does not go into landfill. Furthermore, procuring the waste involves little to no cost, and is sourced locally.
There remain, however, concerns about the wider impact and true sustainability of individual fuels over the full supply chain. What are the total greenhouse gas savings, what is the impact from changes in land use, the social impact, the threat to biodiversity, and in the case of waste and by-products, the risk of fraud?
To meet these concerns, the Renewable Energy Directives set criteria under which these fuels can be certified. These cover the entire supply chain and provide a guarantee of fuels’ real sustainability. Complying with the criteria is a prerequisite for receiving government support.
RINA Services S.p.A, is the ideal partner for the certification of fuel sustainability according to the Renewable Energy Directives. Specialised in environmental certification, inspection, testing for the agro-forestry, energy, environmental, chemical sectors, it is accredited by a range of certification schemes*.
By verifying the true benefits of renewables over the entire supply chain, certification will contribute to an efficient energy transition, in line with Europe’s targets.
* RINA Services S.p.A. is accredited by ACCREDIA for the certification of biofuels and bioliquids, according to the national scheme established by Decree 14.11. 2019 and is recognised, respectively by ISCC System GmbH and by 2BS Consortium, for the certification of biofuels, bioliquids, biomass fuels for uses other than transport, advanced biofuels, biofuels with low ILUC risk, renewable fuels of non-biological origin for transport, known as RFNBO* and fuels from recycled carbon, known as RCF*, according to the voluntary schemes approved by the European Community according to the RED 2 Directive (Directive 2001/2018/EC) ISCC EU and 2BS. (*for RFNBO and RCF, recognition of the schemes by the European Community is pending). RINA Services S.p.A. is also recognised by ISCC System GmbH for the certification of sustainable aviation fuels, known as SAF, according to the ISCC CORSIA scheme, one of the schemes approved by ICAO (International Civil Aviation Organization) for certification according to the sustainability criteria defined by CORSIA.
In July 2023, the International Maritime Organization (IMO) revised its initial 2018 greenhouse gas emissions reduction strategy and set a new net zero target of 2050 for shipping.
In parallel, the “Fit for 55” package, a comprehensive set of directives designed by the European Parliament, will ensure Europe becomes the first climate neutral continent by 2050.
This new era for shipping will require companies to closely monitor their fleets in order to meet progressively more stringent emission requirements, while avoiding pollution penalties.
Each shipping company will be required to adopt a ‘techno-economic’ strategy that is appropriate for its individual business model and fleet operating profile, and the use of alternative fuels and advanced technologies will play a leading role going forward.
In the shipping industry, nuclear solutions are now being viewed with increasing interest as a potential means of meeting decarbonization goals.
Although nuclear installations have existed onboard ship for several decades both in the naval fleet and on ice breaking vessels, its application in the merchant fleet has been restricted by a range of factors, including public opinion, cost, technical operation, port management, and contractual compliance.
However, a new generation of small and modular nuclear reactors is paving the way for potential new energy solutions for merchant shipping, particularly for those ships which have a significant power demand and long sailing periods.
The new generation of nuclear power offers promising benefits: a substantial reduction in emissions, a significant increase in the refueling timespan, higher safety standards, and reduced waste compared with traditional nuclear reactors.
Because of their size and modularity, it may be possible to build these new reactors almost entirely in a controlled facility and then installed module by module in the ship’s engine room. This would replace the traditional method of building the reactor onboard ship while under construction in the shipyard.
Due to their flexibility, nuclear reactors can play an important complementary role, supporting alternative fuels and battery technology. In some cases, they can act as a catalyst in the Power-to-X industry, enabling the growth of new fuel infrastructures.
For instance, onshore or floating electrolyzer facilities powered by nuclear reactors could produce hydrogen, methanol, or ammonia, without emissions. Meanwhile, floating nuclear power sources could directly recharge batteries or provide energy to onshore power supply infrastructures in ports.
In this potential scenario, a ship powered by a nuclear reactor could itself become the power source, transferring electric energy to the port.
The potential adoption of nuclear solutions in the shipping industry will inevitably have regulatory implications, requiring an update to the current framework.
The nuclear ship chapter contained in the SOLAS (Safety of Life at Sea) Convention and Code of Safety for Nuclear Merchant Ships can be used as a starting reference point. However, a process of updating will be necessary to effectively regulate nuclear installations onboard marine units, requiring multilateral coordination among flag states, port states and coastal states.
In 2022, RINA Consulting was commissioned by CETUD (the Executive Council of Urban Transport of Dakar) to study the technical, economic and financial feasibility of a biofuel conversion chain to supply Dakar’s bus fleet using local vegetable, animal and household residues.
RINA conducted a multi-criteria analysis of the different potentially exploitable biofuel chains in Senegal, and proposed recommendations on the final choice based on project diagnosis and benchmarking. The study also assessed the feasibility of such production, with an identification of the entire supply chain up to final user.
After the diagnostic phase, attention was focused on the Municipal Solid Waste (MSW) to biomethane chain, considered the most promising for urban transport use in Senegal and in particular in the Dakar metropolitan area.
Indeed, the anaerobic digestion process of these wastes and the valorization of biogas into biomethane offers obvious advantages by exploiting widely available materials that are generally directed to landfills.
Furthermore, the method promotes a virtuous recovery of dangerous and polluting materials, with the additional benefit of reducing CO2 and GHG emissions over the life cycle. By making available by-products (digestate) which can in turn be resold and reused, the method contributes to the creation of an economy circular (residues > biofuel > fertilizer > agricultural raw materials > residues).
Wastewater and food industry waste can also be used in these proposed production units without modification. While they are not a necessary addition, they could be added to the raw materials in the production units, were they to become more readily available in the coming years.
Given that the technology needed for Municipal Solid Waste (MSW) to biomethane production is largely proven and carries few technical uncertainties, it was not considered necessary to consider a small-scale pilot installation.
On the contrary, the direct construction of an industrial-sized facility was considered suitable for the pilot plant, using three development phases:
- An initial pilot plant for 365 m³/h biofuel production for 127 buses, requiring a raw material quantity of 22 thousand tons per year of MSW;
- An expansion of this production site to service a total of 381 buses, requiring two additional plants of the same size on the same site;
- A second full-size production site needing more than 110 thousand tons per year of MSW, enabling the operation of another 635 biomethane buses.
Based on the implementation of these three phases, total production of biomethane could reach approximately 24 million m³ per year. This capacity could potentially power the entire fleet included in the CETUD project for the Dakar bus network.
The energy transition is a complex and challenging process that will require significant investment. The European Union (EU) is committed to supporting this transition, and has a number of funding programmes in place to help businesses, governments, and other organisations invest in clean energy and decarbonisation technologies.
These programmes include (non-exhaustive): Horizon Europe, dedicated to research and innovation, with a budget of €95.5 billion, covering the period 2021-2027; LIFE Programme, entirely focused on environmental, climate, and energy objectives, with a total financial envelope of €5.43 billion within the period 2021 - 2027; Innovation Fund, dedicated to the demonstration of innovative low-carbon technologies. The budget is linked to EU-ETS (Emission Trading System) and may amount to €40 billion from 2020 to 2030; Modernisation Fund, supporting the moderinisation of energy systems and improvement of energy efficiency in 13 lower-income Member States. The total revenues amount to €57 billion from 2021 to 2030, assuming a carbon price of €75/tCO2; Just Transition Fund, supporting the areas most affected by the transition towards climate neutrality and for preventing an increase in regional disparities, with a total budget of €19.32 billion from 2021 to 2027.
There are also smaller funds such as the European Regional Development Fund (ERDF), European Social Fund Plus (ESF+), Cohesion Fund, European Agricultural Fund for Rural Development (EAFRD) and the European Maritime and Fisheries Fund (EMFF).
In addition to EU funding programmes, there are also several national schemes available in Europe to support the energy transition. These vary from country to country, but they typically cover a wide range of areas, including renewable energy, energy efficiency, smart grids, clean transport, and carbon capture & storage (CCS).
The funding programmes help to:
- bridge the funding gap. This is especially important in developing countries and regions, where the cost of clean energy technologies may be prohibitive.
- de-risk investments in clean-tech. This is important because clean energy technologies are often new and unfamiliar, and investors may be hesitant to invest in them without financial support from the government.
- scale up investments in clean-tech. By providing financial support to a large number of projects, EU funding instruments can help to drive down the cost of clean energy technologies and make them more competitive.
It is important to underline that applying to EU and national funding programmes requires the integration of different skills and competences, including:
- Strategic planning skill to create specific business strategies and models in regard to the company’s overall long- term goals aligned to the funding programme objectives.
- Technical skills to assess project feasibility from a technical point of view.
- Financial skills to assess project feasibility from a financial point of view.
- Environmental impact assessment competences to assess the project impact on reducing greenhouse gas (GHG) emissions and climate change. For instance, “Do No Significant Harm (DNSH) assessment” is required in all tenders by the Italian Recovery and Resilience Plan (PNRR).
RINA provides comprehensive support in the preparation and submission of applications for the main EU and national funding programmes.
If funding is granted, RINA can also contribute to the subsequent implementation of projects using its specialist technical-engineering and economic-financial skills.
In the battle for cleaner, more sustainable energy sources, methanation has emerged as a captivating technology that could play a pivotal role in reducing carbon emissions.
Methanation, with its magical transformation power, is a chemical process that converts carbon dioxide (CO2) and hydrogen (H2) into methane (CH4), with a side release of pure, sparkling H2O.
In other words, with methanation, villainous carbon dioxide is transformed into desirable methane and, furthermore, the process exploits the excess energy from renewables, converting it into a substance that can be stored and used when most needed.
The science behind methanation is compelling. With a metal-based catalyst, the so-called Sabatier reaction allows the transformation of the primary reactants into methane and water. This can be tapped for many useful purposes, the most obvious ones being the reduction of greenhouse gases and the storage of precious excess energy into valuable methane.
Methanation could potentially play an even bigger role by being not only net zero but carbon negative. Methanation can reduce the overall quantity of circulating CO2, for example, in association with the popular Direct Air Capture technology.
What are the drawbacks? Why has methanation not yet made a bigger impact in the fight for decarbonization?
There remain several challenges still to be addressed before we can exploit the full potential of methanation. These include: the cost of (green) hydrogen production, the efficiency of the methanation process, the economic viability of methanation, and the actual scalability of the technology to larger industrial levels.
These days, governments, research institutions and private organizations including RINA are investing increasing time and money to overcome these challenges, in a bid to advance the adoption of methanation technology, and reduce the associated capital and operational costs of methanation.
Policies and incentives are being introduced in Europe and beyond to support the development and deployment of green hydrogen and methanation technologies, as part of efforts to achieve climate targets.
Various demonstration projects are also being developed worldwide, aimed at showcasing the feasibility and benefits of methanation.
All of these projects will play a vital role in increasing the general awareness and acceptance of the technology.
In this generations-long fight against climate change, we can only hope that the challenges are overcome in order that methanation can take its place in the panel of technological solutions which can work to make the world a greener and safer place.
