hydrogen

Turning plastic waste into low-cost hydrogen fuels

By Victoria Corless 
View the original article here

A flash heating technique breaks down plastic waste and converts it to pure hydrogen and graphene with significantly less emissions and at a low cost.

As the impacts of the ongoing climate crisis and environmental challenges like pollution and ecosystem degradation become increasingly evident, the need for innovative solutions that address these complex issues on multiple fronts grows more urgent.

In a recent study published in Advanced Materials, researchers led by Boris Yakobson and James Tour from the Department of Materials Science and NanoEngineering at Rice University in the US are doing just this with a new technology that converts waste plastic into clean hydrogen gas and high-purity graphene without any carbon dioxide (CO2).

“What if we turned waste plastic into something much more valuable than recycled plastic while at the same time capturing the hydrogen that is locked inside?” asked Kevin Wyss, a chemist at SLB (formerly known as Schlumberger) who completed the project as part of his Ph.D. thesis.

This idea led to a transformative solution that not only mitigates environmental harm but also harnesses untapped value from problematic waste materials.

The desire for hydrogen

Hydrogen stands out as a clean and attractive fuel source due to its ability to yield substantial energy per unit weight while generating water as its sole byproduct.

“This is what makes it sustainable or ‘green’ compared to current gas, coal, or oil fuels, which emit lots of CO2,” said Wyss. “And unlike batteries or renewable power sources, hydrogen can be stored and re-fueled quickly without waiting hours to charge. For this reason, many automobile manufacturers are thinking about transitioning to hydrogen fuel.”

In 2021, the global consumption of hydrogen reached a staggering 94 million tonnes, and demand is projected to surge in the coming decade. However, the dilemma lies in the fact that, despite hydrogen’s reputation as a green fuel, the dominant method of hydrogen production still relies on fossil fuels through a process called steam-methane reforming, which is not only energy intensive, but results in CO2 emissions as a byproduct. “In fact, for every ton of hydrogen made industrially right now, 10-12 tons of CO2 are produced,” said Wyss.

An emerging alternative is to produce hydrogen gas through a process known as electrolysis, where water is split into its constituent elements using electricity. While the electricity source can be renewable, such as solar, wind, or geothermal energy, ensuring this remains a challenge. These processes also require additional materials, such as catalysts, and cost around $3-5 USD per kg of hydrogen, making it difficult to compete with the reforming process at ~$2 USD per kg.

“You can see why we need methods to produce hydrogen in an efficient and low-cost method that does not produce large amounts of CO2,” said Wyss.

The problem with plastics and hydrogen fuels

Wyss explained that the challenges posed by plastic waste pollution and low-carbon hydrogen production are problems that scientists have successfully addressed decades ago.

“In the case of plastic waste pollution, we know how to recycle plastics — the problem lies in the fact that recycling is so expensive, with the high costs of manually separating plastic types, washing the waste, and then re-melting the polymers,” he said. “As a result, recycled plastics often cost more than new plastics, so there is not an economic incentive to recycle and thus, pollution is still a problem decades later.

“In the case of hydrogen production, we know how to make hydrogen fuel without producing CO2, but is two to three times more expensive than methods that produce hydrogen with lots of CO2.”

Hence, the real challenge lies not in solving these problems, but rather finding ways to reduce the cost of their solutions — a challenge Wyss and his colleagues are tackling head on.

Flash Joule heating breaks down plastics

Their approach uses flash Joule heating, a cutting-edge technique for rapidly heating materials to extremely high temperatures. To achieve this, an electric current is run through a material that has electrical resistance, which swiftly converts the electricity into heat, achieving temperatures of thousands of Kelvins in mere seconds.

“We discharge current through the sample of plastic, with a small amount of added ash to make it conductive, and achieve temperatures up to 2,500°C within a tenth of a second, before the sample cools back down within a few seconds,” said Wyss. “This rapid heating reorganizes the chemical bonds in the plastic — the carbon atoms in the plastic convert to the [carbon-carbon] bonds of graphene, and the hydrogen atoms convert to H2 [gas].”

“This process upcycles the waste plastics with high efficiency using no catalyst or other solvents,” he continued. “Once our plastics have undergone the reaction, we also get pure, valuable graphene, used for strengthening cars, cement, or even making flexible electronics and touchscreens, and which currently has a value of $60,000-$200,000 per ton.”

Wyss says that his lab at Rice University has been working on flash Joule heating for the past five years, but their main focus was previously on making graphene from plastics. But he says that, after some time, they realized that many plastic polymers also contain atomic hydrogen. “If we end up with graphene, which is 100% pure carbon, where is all the atomic hydrogen locked in the plastic going?” he asked.

They therefore set about trapping and studying the volatile gases emitted during their flash Joule heating process, and to their surprise discovered they were liberating almost 93% of the atomic hydrogen and were able to recover up to 64% of it as pure hydrogen — yields that are comparable to current industrial methods that emit five to six times more CO2.

“Our method produces 84% less CO2 and greenhouse gases per ton of hydrogen produced, compared to the current popular industrial method of steam methane reforming, […] and uses less energy than current ‘green’ hydrogen production methods, such as electrolysis,” Wyss said.

Making an EarthShot

This aligns with the US Department of Energy’s EarthShot Initiative, modeled after the historic “Moonshot Challenge”, which aimed to put a man on the moon in the 1960s. Similarly, the EarthShot initiative seeks to mobilize resources and creativity to achieve ambitious environmental goals.

These goals are intended to be scalable, achievable, and designed to tackle critical issues related to climate change, biodiversity loss, pollution, and other environmental crises. “The climate crisis calls for a different kind of moonshot,” they wrote on the website. “Energy Earthshots [such as the Hydrogen Shot] will accelerate breakthroughs of more abundant, affordable, and reliable clean energy solutions within the decade.”

The goal is to make 1kg of clean hydrogen cost $1 USD within the next decade, where clean hydrogen is defined as any that is produced with less then 4 kg of CO2 as a byproduct.

“Our research has shown that we can do that now, if the [flash Joule heating] process is scaled up, converting waste plastics into clean hydrogen and graphene,” said Wyss. “Currently, 95% of hydrogen produced globally results in 10-12 kg of CO2 being produced as a byproduct. Our process produces as little as 1.8 kg of CO2 per kg of hydrogen.”

Before this can happen, Wyss acknowledges that scale-up is still an issue. As hydrogen is a flammable gas, its safe capture and purification requires some careful planning and engineering. But Wyss is hopeful it can be done.

“A company named Universal Matter was started three years ago to scale-up the flash Joule heating process to make graphene,” Wyss said. “In that short time, [they have] scaled from gram-per-day levels to ton-per-day graphene production. So, we are very optimistic that this hydrogen production method can be similarly scaled successfully as the core principles are identical.”

Reference: Boris I. Yakobson, James M. Tour, et al., Synthesis of Clean Hydrogen Gas from Waste Plastic at Zero Net Cost, Advanced Materials (2023). DOI: 10.1002/adma.202306763

Feature image credit: tanvi sharma on Unsplash

A Hydrogen-Powered Boat Is Sailing The World. If Not In Cars, Do Boats Make Sense?

Written By: Brad Templeton
View the original article here

The Energy Observer, a French solar/hydrogen/wind boat, visits San Francisco
 
BRAD TEMPLETON

Recently the French originated demonstration boat the Energy Observer stopped for a visit to San Francisco, on its way around the world, having come from the Galapagos and on its way to Hawai`i. The boat uses solar power, hydrogen and battery energy storage and a small amount of high-tech wind.

On board are 200 square meters of solar panels, 1500kg of batteries, tanks for 63kg of hydrogen (good for 1MWH of electricity and another 1MWH of heat) along with electric motors, solid computer-controlled “ocean wing” sails and a desalinator and hydrogen generator to refuel the hydrogen tanks. It travels only 5mph without wind, though can do more — and even regenerate electricity — when the winds get strong enough.

Using renewable wind power to move ships is of course a very ancient technique, and it’s well understood and efficient. Sailing ships have issues when becalmed, and in sailing in narrow channels, but otherwise it’s not clear this ship is a better idea than a sailboat with a small motor system. It is more to demonstrate and play with technologies, and the operators are reluctant to give concrete numbers on costs. That’s unfortunate because any story about energy is vastly reduced in meaning without examination of the economics — even if it’s the future promised economics rather than today’s. Indeed, inattention to economics has led to some really stupid renewable energy projects and even some very stupid laws. Nonetheless, the ship is a cool project, even if it doesn’t deliver information as meaningful as it should.

Hydrogen is a controversial energy storage fuel. It’s not an energy source, but rather a competitor for things like lithium batteries. Many had high hopes for it in cars, but for now it has lost the battle to batteries. Toyota sells the Mirai hydrogen vehicle in very small numbers, but with only a few filling stations available, and the hydrogen coming from fossil fuels, it’s not clear why anybody buys one. Hydrogen’s advantages such as weight and refuel time (when there aren’t any stations) aren’t very powerful in a car compared to its disadvantages — higher cost for fuel and fuel cells, offering less than 50% efficiency, having no refueling infrastructure, non-green sourcing, bulky tanks and much more. Some of those can be fixed, but others are difficult.

This has left us to investigate hydrogen in other areas — large vehicles like trucks and buses, aircraft (where weight is hugely important) and now, ships. There is also research on grid storage, though the low efficiency of conversion is a sticking point. The greatest promise is in aircraft. Hydrogen is actually the best fuel around in terms of energy per kg, but at present storing a kg of hydrogen requires 5 to 12kg of tank, which eliminates a lot of that — but even at that poor ratio it still wins in aircraft.

Hydrogen tanks in hulls use 350 atmospheres of pressure.
 
BRAD TEMPLETON

In a ship, the Energy Observer crew believe that batteries would weigh more than 10 tons. While they don’t say the weight of their H2 system, it probably is more in the range of a ton. Weight is not quite as crucial for ships but that much extra weight comes at a cost. In addition, the EO reduces the waste of fuel cells by making use of the excess heat to provide heat on the ship. Normally the total cycle of hydrogen as storage is less than 50% efficient, which is not good when batteries can deliver 90% or more. Heat though, is certainly needed for a passenger vessel at sea. A cargo vessel might not need so much.

The ship uses up the H2 in operation when there is no wind. The H2 recharges the batteries and provides heat, then the batteries run all systems. With enough wind, the solar panels can instead recharge the batteries and make new H2 using desalinated water and electrolysis. Their goal is to not use any net H2 on a typical day, but if winds and sun are poor, they will use it up, but plan their missions to leave with enough H2 to handle such situations. While docked, the panels and shore power build up the H2, or in theory, they might some day find H2 refilling at a “hydrogen marina.” When they left for Hawai`i from San Francisco, they only filled the H2 tank partially because they did not need it all the way full.

Every surface is covered with solar panels. The wing/sails are down, a computer driven motor handles them
 
BRAD TEMPLETON
 

The ship used to be a racing catamaran, but instead of sails it has two “ocean wing” fixed-shape sails. These solid wings can generate as much thrust as cloth sails twice their size. They are small, to not block the sun, but they are also computer controlled, allowing them to be used without much crew effort or requiring any skill. When the wind is really strong, the propellers and motors can spin in reverse to generate electricity to build up more H2. Full sized sails would do better though, and could be put up at night with no risk of blocking the sun. They seem to have shied away from traditional sail and wind power in spite of their well established value. Before they had the ocean wings, they tried installing wind turbines, which failed for obvious reasons.

Life on board is spartan. The catamaran’s cabin is small for a crew of 8. Also on board is a small science sub-crew taking the opportunity to study the oceans and wildlife on such an unusual voyage.

A ship has the space for H2 tanks and the ability to generate it, so this can make sense. I don’t think a future vessel would look like the Energy Observer, but hybrids of electric drive and traditional sail, adding what solar power can be had make sense. Every inch of the deck is solar panels, and there are even panels to get the sunlight reflecting off the water. As panels get cheap this makes sense, though you don’t want to forgo useful sails because of the shade they will cast if the wind will give you more than the sun.

It’s possible to foresee solar/wind/electric recreational boats. Operating recreational boats is highly polluting and expensive. Sailboats are clean and cheap but a lot of work and under many limitations. A hybrid, using electric power, could be an answer there, as well as an answer for the big cargo ships.

What next for Hydrogen?

Hydrogen may not power cars, but it has some chance at other vehicles that want to avoid burning fossil fuel:

  • Aircraft care immensely about weight. Batteries today can give only modest range to electric aircraft. It’s either H2 or synthetic/biofuel hybrid power trains there.
  • One special type of aircraft is quite interesting, the airship. While people have been scared of H2 there since the Hindenberg, it’s important to realize that H2 can be more than a lift gas, it can be the power fuel. It’s the only fuel that has negative weight, and you don’t need to pressurize it with big heavy tanks in an airship.
  • Trucks are looking at H2 because the battery weight for a truck takes up a large part of their 40 ton limit, and trucks have a harder time stopping for long enough to charge it. The 50% energy loss is trouble, but the weight limit is a legal requirement.
  • Grid storage with over 50% loss is a serious problem. But with H2, if you want more capacity, you just need more tanks. Doubling the tanks doesn’t double the cost, but doubling batteries does double the cost.

Other types of energy storage are not standing still, though. There are experiments with newer batteries, flywheels, aluminum, synthetic hydrocarbon fuels and more underway. It’s a space ripe for change.