Report
International Workshop on Liquefied
Hydrogen Technology

Japan Ship Technology Research
Association

Table of Contents

1

INTRODUCTION ·················································································· 1

2

WELCOME SPEECH ············································································ 33

PLENARY SESSION ············································································ 44TECHNICAL SESSION 1: MAJOR PLAYERS············································ 95TECHNICAL SESSION 2: ADVANCED TECHNOLOGY······························136TECHNICAL SESSION 3: NEW APPLICATIONS OF LIQUID HYDROGEN ····167PANEL DISCUSSION: TOWARD PROMOTION OF R&D
AND WIDER USE OF LIQUID HYDROGEN ·············································19

1 Introduction
With the commercialization of Fuel Cell Vehicles (FCVs) in December 2014, Japan issteadily moving forward hydrogen society.
In order to realize hydrogen society at large-scale, it is necessary to develop efficienthydrogen technologies from production, delivery/storage and application, and liquefiedhydrogen technology is considered as one of key fundamental technologies to realize suchsociety.
With this background, we invited key persons from Japan and the world, and organizedInternational Workshop on Liquefied Hydrogen Technology, which is the first one of this kind in
the world, in order to enhance the exchanges on information among researchers andengineers, to encourage academic-industrial alliances and international collaborations, and topromote the liquefied hydrogen technology.
This becomes the unique opportunity to have comprehensive discussion on liquefiedhydrogen technology by exchanging latest knowledge and information on the technology.

International Workshop on Liquefied Hydrogen Technology
Date:

March 2, 2015

(Mon) 9:30-17:30

Venue:RIHGA Royal Hotel Kyoto(Kyoto, Japan)

1-Taimatsu-cho, Shiokoji-sagaru, Higashi Horikawa-dori, Shimogyo-ku,
Kyoto 600-8237, Japan
Organizer:

Japan Ship Technology Research Association (JSTRA)

Support:Japan Science and Technology Agency (JST)1

Photo 1 - Welcome speech: Mr. Shigeru Muraki,
Program Director, Cross-ministerial Strategic Innovation Promotion Program(Executive Vice President, Tokyo Gas)

Photo 2 - Plenary Session: Mr. Shoji Watanabe,
Director, Research and Development Division,
Industrial Science and Technology Policy and Environment Bureau,
Ministry of Economy, Trade and Industry

Photo 3 - Panel discussion: Toward promotion of R&D and wider use of liquid hydrogen22 Welcome Speech
2-1 Energy carrier -Toward the realization of new energy societyMr. Shigeru Muraki, Program Director, Cross-ministerial Strategic
Innovation Promotion Program (Executive Vice President, Tokyo Gas)
 Council for Science, Technology and Innovation (SCTI) is Japan’s headquarter for scienceand technology. It announced three arrows in 2014, as follows:- Improvement of the process for policy-making “S&T Budgeting Strategy Committee” and“Action Plans for S&T Priority Measures”- SIP (Cross-Ministerial Strategic Innovation Promotion Program)- ImPACT (Impulsing PAradigm Change through disruptive Technologies)
 To solve societal issues
andachieveeconomic

growth, SIP has selected
10 topics, one of which is“energy carrier” covering
all hydrogen supply chain
technologies. The basic
conceptisCO2-freehydrogen.

CO2-free hydrogen supply chain at SIP program One of main liquid hydrogen R&D topics is the development of carrier loading system,
targeting in 2018. Also we are working on international rule-making.
 The vision of “Energy Carrier” is as flows:
1st Phase (-2020):- CO2 free hydrogen R&D- Demonstration at Tokyo Olympic and Paralympics Games
2nd Phase (2020-2030):- Expansion of FC markets- Introduction ofH2 power
generation
3rd Phase (2030-):- Commercialization of large-scale
H2 power plant- Introduction of CO2-freehydrogen at large-scale
Demonstration at Tokyo Olympic and Paralympic

3

3 Plenary Session
3-1 Outline of Research and Development on Hydrogen Projects
Mr. Shoji Watanabe,
Director, Research and Development Division,
Industrial Science and Technology Policy and Environment Bureau,
Ministry of Economy, Trade and Industry
 Hydrogen is considered as an important energy in term of competitiveness and environment
protection, and the deployment of hydrogen, energy carrier technology is the key.
 Japan’s 4th Strategic Energy Plan, adopted by the Cabinet in April 2014, also featureshydrogen as one of important secondary energies.
 To follow the Strategic Energy Plan, METI announced “Strategic Road Map for Hydrogenand Fuel Cells” in June 2014, targeting 2040 aiming to depoly CO2-free hydrogen.
 Japan conducts hydrogen
R&D

projects

through

Inter-ministerial efforts. At
SIP

program,carrierhydrogentechnology

R&D

including liquid hydrogen,chemical

hydridesareconducted.
Hydrogen supply chain and Japan’s R&D structure METI conducts hydrogen supply chain R&D (FY 2014-2022), including liquid hydrogen R&D.
Total budget for FY 2014 is 1.66 billion yen.

METI’s hydrogen supply chain R&D

4

3-2 Overview of US Activities on LH2
Dr. Will James,
Project Manager, Safety, Codes and Standards Program Lead,
Fuel Cell Technologies Office, U.S. Department of Energy
 DOE has joined the public-private partnership “H2USA,” which was created to deploy
hydrogen infrastructure, by working on the cost reduction and location selection of hydrogenstations and enhancing the investment to the hydrogen infrastructure.
 The US has 1500 mile-long hydrogen pipeline, and annual hydrogen production volume is 9
million ton. There are about 50 hydrogen stations, among which around 10 are public. Mostof public stations are in California, which is investing $100 million by 2023 to install 100
hydrogen stations in the state.
 8 states, CA, CT, NY, MA, MD, OR, RI and VT, have signed the MoU to promote Zero
Emission Vehicles, including FCV. CT, NY and MA have also started the hydrogen
infrastructure deployment.
 For hydrogen delivery, compressed hydrogen and liquid hydrogen are the option for
short-term and pipeline delivery is also the option for long-term.

Hydrogen delivery mode (shot-tem and long-term) The US has two liquid hydrogenstations (West Sacrament and
Irvine).
 DOE is conducting simulations
on liquid hydrogen behaviors
especially on safety distance andrisk analysis.

Example of simulation of liquid hydrogen53-3 European hydrogen activities - in an international perspective
Dr. Steffen Møller-Holst
Vice President – Marketing, SINTEF(Leader of Norwegian Hydrogen forum Hydrogen council)
 Europe consume 94% of oil at transport sector, and 84% of oil is imported. Also Europe
spends 1 billion euro/day for oil in 2011. 25% of CO2 emission is from transport sector.
 European policy package of “Clean Power for Transport” in 2013 is aiming to introduce
alternative energy, including hydrogen.
 October, 2014, European Commission adopted “European Climate and Energy Policy
Framework” to reassure2020 target of “20-20-20” (introduction of renewable energy up to
20%, improvement of energy efficiency by 20%, and reduction of GHG by 20%) and to set
new target for 2030 (introduction of renewable energy up to 27%, improvement of energy
efficiency by 27%, and reduction of GHG by 40%).
 For Europe, FCHJU (Fuel Cells and Hydrogen Joint Undertaking) is the main platform topromote hydrogen RD&D with 22 member states. The main target is transport sector.

FCH JU Norway has large wind power
potential in northern part, but
electricity grid capacity is low.
Therefore

using

such

wind–

power can be converted intohydrogen, and it can be transport
to JapanHydrogen transport through Arctic route6

3-4 Hydrogen Technology Roadmap
Mr. Yasuhiro Sakuma
Programme Officer for Implementing Agreements related to renewableenergy and hydrogen Renewable Energy Division,
International Energy Agency
 IEA has developed 24 technology roadmaps and now we are working on hydrogentechnology roadmap. This work has started in 2013, and we have competed three regional
workshops (Paris, Washington DC, and Yamanashi). It will be released in Q2 of 2015.

Vision of IEA hydrogen technology roadmap: Today’s separated energy network (left) andFuture’s integrated energy network (right) Hydrogen can be flexible energy system (energy
storage system), however, low energy efficiencyof entire system is the main issue.

Storage options for surplus renewable electricity

Total energy efficiency of hydrogen-based energy storage

7

3-5 Current Development of Liquefied Hydrogen and its Prospects
Mr. Ko Sakata
Director, Hydrogen Program, Research and Development Division,
The Institute of Applied Energy
 Today’s energy mix is not suitable and we need low-carbon energy system at large-scale.
For Japan, importing large volume CO2-free hydrogen from the world is expected.
 In the past, there were several studies on large-scale hydrogen transport network, such as
EQHHP between Canada and Europe, Hysolar between Germany and Saudi Arabia, and
WE-NET in Japan.

Image of Low-carbon hydrogen transport system

 For the large-scale transport, liquid hydrogen and chemical hydrides are main options, arethey are used depending on applications. Liquid hydrogen is already matured technology.

R&D items for large-scale liquid hydrogen chain

 R&D Issues for liquid hydrogen include the development of liquid hydrogen carrier, compact
liquefaction facility, and hydrogen-based gas turbine for electricity generation.
8

4 Technical Session 1: Major players
4-1 Liquid Hydrogen Technologies from Linde
Mr. Markus Bachmeier
Head of Hydrogen Solutions and Advanced Customer Applications,Gases Division, Linde Linde is offering best delivery options depending on applications. Key factors are delivery
cost, footprint of site, demand volume, and required purity of hydrogen.

Hydrogen delivery option by applications

 Currently hydrogen liquefaction energy efficiency is10.8-12.7kWh/kg, but future energy
efficiency will be 7.5-9.0kWh/kg.
 For hydrogen delivery, liquid hydrogen can be good potion for delivery distance of more than
150 km and with large hydrogen demand. For the larger hydrogen demand, pipeline can be
the option, but it requires large investment.

Key factors for hydrogen delivery

94-2 Liquid Hydrogen Applications for Mobility in Automotive, Space andAeronautics
Mr. Pierre Crespi
Director of Innovation, Air Liquide Advanced Technologies
 Air Liquide is investing hydrogen supply chain in the world. The company has 545km longpipeline in the US and 950km long pipeline in Europe. Also Air Liquide has deployed 4,000
FC forklifts and 70 hydrogen stations worldwide.
 The company had operated the world largest liquid hydrogen station in Whistler for FC buseswith 500kg/day supply capacity. The total refueling number is more than 300.
 Liquid hydrogen station can be more affordable and more compact than compressedhydrogen stations.

Air Liquide’s packaged liquid hydrogen stations (patented)

 Air Liquide has developed hydrogen liquefaction facility using Turbo-Brayton technology(patented). Liquefaction energy efficacy can be improved by 30%

Image: Air Liquide’s patented technology for hydrogen liquefaction facility

104-3 Challenges In Scaling Up Production
Mr. Al BurgunderDirector, Energy & Environment Business Development,
Praxair Praxair has four liquefaction plans in North
America, with the liquid hydrogen market
share of 45%.

Praxair’s hydrogen liquefaction plants

 For liquid hydrogen supply chain, capital
cost and H2 feedstock cost are major cost
factors. For better economics, the reductionof capital cost, more affordable feedstock,and the improvement of liquefaction energy
are needed. Other issues are proper
investment with FCV market expansion,and proper investment risk management.

Cost Analysis on Liquid Hydrogen Supply Chain

 US DOE’s target on liquid hydrogen delivery is $4/kg, and it is necessary to reduce the costat liquefaction process.

US DOE’s target on liquid hydrogen delivery

114-4 Air Products Liquid Hydrogen Technologies
Mr. Hideo Shigekiyo
Commercial and Technology Manager, TGEE group Customer Plant
Support,Air products Japan
 Among 10 hydrogen liquefaction plans in North America, Air Products has 3 with the market
share of 45% (>110 ton/day), and supplies liquid hydrogen to more than 500 customers.

Hydrogen liquefaction plans in North America (Air Products has four) By combining LNG facility, the energy efficiency of liquid hydrogen production can be
improved from 11kWh/kg to 2-3.2kWh/kg. For the production of 1kg of liquid hydrogen,20.4kg of LNG is needed.

Liquid hydrogen production using cold heat from LNG

 Air Products has developed large-volume cryopump of 250kg/hr, which can produce
96.5MPa hydrogen. It also can compress liquid-gas mixed phase hydrogen.
 Air Products’ dual phase hydrogen tanker can deliver liquid hydrogen and compressedhydrogen at the same time.

12

5 Technical Session 2: Advanced Technology
5-1 IDEALHY project and Liquid Hydrogen activities at Dresden Technical
University
Dr. Christoph Haberstroh
Associate Professor, Institute of Energy Technology,
Faculty of Mechanical Engineering, Dresden University of Technology
 Dresden University of Technology is working on low temperature technologies, including
liquid hydrogen. For liquid hydrogen, onboard tank, cryopump, ortho-para conversion, andliquid hydrogen loading arms.
 Optimum liquefaction energy is 6.2kWh/kg (18.7% of hydrogen energy), but current
technology’s energy is 12-15kWh/kg (36-45％%). The improvement of efficiency is needed.

Liquefaction facility in the world and Liquefaction energy We have working on IdealHy project to reduce the liquefaction energy by 50%. The target
liquidation cost is 1.72 Euro/kg.

IdealHy Project13

5-2 Prediction of Liquid Motion and Heat Exchange in Space Propulsion
Systems
Dr. Takehiro Himeno
Associate Professor, Department of Aeronautics and Astronautics,
University of Tokyo
 It is important to predict motion of
free-surface flows in liquid Propulsion.

Free-surface flow at propulsion system of space vehicles

 For sloshing prediction, RVT (Reusable Vehicle Testing) and model tank with baffles RSR(Sub-orbital Reusable Sounding Rocket), and CIP-LSM simulation are used.
 Liquid hydrogen sometimes behaves like gaseous hydrogen. University of Tokyo is working
with Japan Aerospace Exploration Agency to understand the behavior of boiling liquid in
confined area. The knowledge can be applicable for liquefied hydrogen at pipe or tank.

Reusable Vehicle Testing

Model tank simulation with baffles RSR (Sub-orbital Reusable Sounding Rocket

145-3 Cost Efficient Storage and Transfer of Liquid Hydrogen
Mr. James E. Fesmire
Sr. Principal Investigator, Cryogenics Test Laboratory,
NASA Kennedy Space Center Aerospace industry is the largest LH2 user.
 At NASA Kennedy Space Center, 45% of purchased LH2 is lost.

Liquid hydrogen usage at NASA Kennedy Space Center Integrated Refrigeration and Storage (IRAS) Tank System
can reduce hydrogen losses and contribute to the cost
reduction and safety assurance. It is already demonstrated atlaboratory level (150L).

I
RAS Tank System

 Insulation material is the key for liquid hydrogen delivery and storage, and international
standard setting is on-going.
 Liquid hydrogen application is expanding by the collaboration with industry. It may havesynergyeffect

with

other

industry

sectors

superconductivity, LNG and medical.

15

like

intercontinental-transportation,

6 Technical Session 3: New applications of liquid hydrogen
6-1 Large Volume Hydrogen Application: Power-to-Gas
Dr. Ulrich Buenger
Senior Scientist, Ludwig-Bölkow-Systemtechnik (LBST) Power-to-Gas (PtG) is the technology to convert renewable electricity to hydrogen or
methane.
 Renewable portion of German electricity should be 50 % in 2030 and 80% in 2050, so weneed energy storage technology. Hydrogen can contribute to the stabilization of the grid.
 Renewable electricity can be supplied to EVs (total efficiency is 69%), to FCVs by convertingto hydrogen (32%), to CNGVs by converting to methane (17%), and to gasoline ICEs byconverting to synthesized gasoline (14%).

Suplying renewable electricty to vehciles

 In PtG scheme, LH2 is useful for long distance delivery, including international delivery.

Power-to-Gas and LH2

 It can be said that the US is for Gas-to-Power (due to shale gas), Europe is for Power-to-Gas(to introduce renewables), and Japan is for Gas-to-Power (due to LNG import).

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6-2 Introduction to a Pioneer Liquefied Hydrogen Carrier
Dr. Yukichi Takaoka
Technology Division Chief, Ship & Offshore Structure Company,
Kawasaki Heavy Industries
 Kawasaki Heavy industries, Ltd. (KHI) is promoting hydrogen supply chain between Japanand Australia. Producing hydrogen by gasification of brown coal in Australia andsubgenerated CO2 is captured and storage to Australian national CCS (CO2 capture andstorage) project called CarbonNet. By applying CCS, produced hydrogen will be CO2-freehydrogen, which is then liquefied and transported by liquefied hydrogen (LH2) carriers toJapan. For this purpose, KHI started developing an LH2 carrier.
 KHI is now developing the "Pioneer ship (carrier)" with the LH2 cargo total capacity of 2,500
m3. The ship will be powered by diesel-electric engine, but the ship also has testing spaces
as void spaces in way of the cargo holds for testing of fuel cells, hydrogen gas turbines, andso on aiming to utilize boil-off hydrogen gas from the cargo for propulsion in the future.
 The Pioneer ship has two Cargo Containment Systems to store LH2 (1,250m3 x 2), where
vacuum insulation double-hull structure are adopted. A horizontal cylindrical pressure vesselthat freely enable thermal shrinkage by LH2 carriage independent of the ship's hull structure,
adopted as the inner hull. It is supported by the supportive structures connecting to the outerhull at fore and aft saddle positions with very low heat penetration in the vacuum space.
 1,250-m3 LH2 Cargo Containment System of this ship (Total 1,250 m3 x 2) had been alreadyobtained the AiP (Approval in Principle) from Japanese Classification Society, ClassNK(Nippon Kaiji Kyokai), in December 2013.
 A Draft Minimum Requirement for Carriage of LH2 in Bulk based on the IGC code (TheInternational Code for the Construction and Equipment of Ships Carrying Liquefied Gases),
proposed by the Japanese government and discussed with the Australian government, hasbeen already agreed provisionally by the two on February 2015 in preparation for her firstvoyage.
 KHI has been developing LH2 loading system technologies led by the JSTRA in one of SIP(Strategic Innovation promotion Program) projects coordinated by JST (Japan Science andTechnology Agency). This system will be applied in shipping facilities in LH2 terminals bothof Japan and Australia. In this SIP project, KHI also has joined the R & D of the internationalrules and standards for LH2 loading system.

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6-3 Deployment of liquid hydrogen to hydrogen refueling station
Mr. Jun Miyazaki
Executive Managing Officer, Iwatani Corporation
 Iwatani has been promoting hydrogen energy since 1941.
 Japanese liquid hydrogen market is about 40 mil m3, only 1/60 of the US market.
 Liquid hydrogen has advantages on large-volume delivery (a LH2 truck carries 7 times larger
than compressed gas trucks), large-volume supply, large-volume storage, small footprint(LH2 storage facility footprint can be 1/3 of compressed gas storage facility), high purity(99.9999%), and utilization of low temperature energy (20 K).
 Iwatani has three hydrogen liquefaction facilities in Japan (hydro-edge in Sakai, Iwatani Gas
in Ichihara, and Liquid Hydrogen in Shunan), and they are covering entire Japan.
 Iwatani was the first company to announce hydrogen cost for FCVs. The cost is competitive
with gasoline cost of hybrid cars by 2020, which is the 2020 target of METI’s roadmap.
 Ariake hydrogen station is the first LH2 station (35 MPa) in Japan. This demonstration
station will be upgraded for 70 MPa system with capability for FC bus refueling.
 Iwatani will install 20 hydrogen stations. In July 2014, Iwatani opened Japan’s first hydrogenstation in Amagasaki, and will open new station with showroom near Tokyo Tower. We will
also install hydrogen refueling system at convenience stores (Tokyo and Aichi prefecture).
 Future hydrogen stations will be LH2 stations. For compression, ionic compressor or
cryo-pump will be used. We need to work on hydrogen station packaging, regulation review,and cost reduction and establishment of installation process.

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7 Panel Discussion:
Toward promotion of R&D and wider use of liquid hydrogen
Chair:
Panelist:

Dr. Takehiro Himeno (University of Tokyo)
Dr. WillJames (DOE)
Dr. UlrichBünger (Ludwig-Boelkow-Systemtechnik)
Dr. SteffenMøller-Holst (SINTEF)
Mr. Ko Sakata (The Institute of Applied Energy)
Dr. Eiichi Harada (Kawasaki Heavy Industries)
Mr. Jun Miyazaki (Iwatani Corporation)

7-1 Chair’s Session Summaries
Prior to Panel Discussion, Chair summarized the sessions, as follows:
Plenary Session(1) Major countries consider hydrogen is an important energy option to realize low-carbon
society.

They have clear commitment and vision for hydrogen deployment.

(2) It is generally agreed that liquefied hydrogen is one of the major technologies to support
large-scale deployment of hydrogen.
(3) Several countries are even working on the realization of the international transportationof hydrogen.
(4) Hydrogen-based power generation is one way to create large-scale hydrogen demand.
Technical Session 1: Major players(1)Major key-players use different hydrogen transportation technologies, depending on
conditions such as hydrogen demand and distance.
(2) For the deployment of liquefied hydrogen, the improvement of energy efficiency is acommon issue.
(3) Major players are already doing business on liquefied hydrogen, and they seem tobelieve on liquefied hydrogen promising technology to deliver and store hydrogen atlarge-scale.
(4) Reliable liquefied hydrogen technologies are available today, but we need more
technology development to improve its performance and reduce costTechnical Session 2: Advanced Technology(1) Research organizations are working on fundamental research of liquefied hydrogen, which
may have the potential to reduce cost and improve the energy-efficiency of such systems.
(2) Also, simulation and safety technologies can help the commercialization of liquefiedhydrogen technology.
(3) International collaborations are on-going, but we need to strengthen and further promote
such collaboration.
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Technical Session 3: New applications of liquid hydrogen(1)There are emerging applications to use hydrogen at large-scale.
e.g. Power-to-Gas
Hydrogen-based power generation
Established industries (e.g. Chemical companies)(2) Energy storage technology is needed to realize large-scale hydrogen deployment.
(3) Liquefied hydrogen is also useful for medium-scale hydrogen applications, mainlyhydrogen stations, because of its delivery efficiency.
(4) Regulatory framework is needed to deploy liquefied hydrogen at large-scale (especiallyfor international transportation).

7-2 Comments on Session Summaries
 Each company has different condition. For the US, compressed hydrogen delivery is main
option for the movement, and liquid hydrogen can be the option with FCV deployment.
 Hydrogen is already a commodity but it is delivered by compressed gas technology. With theincreasing hydrogen demand by FCVs, FC buses and FC trains, liquid hydrogen can haveadvantage.
 Norway is energy-exporting country, but hydrogen is not widely recognized as energy.
Japanese commitment may stimulate Norway, so that we look very much to Japanese
government and Japanese companies (e.g. KHI and Iwatani) as the front runner.
 It will be needed to have good balance between energy supply and demand internationally.
For Japan, LNG has been the major energy, but the international transportation of unusableenergies such as brown coal is needed, and hydrogen delivery can be the key energy
carrier.
 For the application of unusable energy such as brown coal, liquid hydrogen carrier is needed.
In old days, LNG was the dream, but Japan became the pioneer on the technology and now
Japan is the largest consumer of LNG. So, Japan can be the pioneer on liquid hydrogentechnology, so that Japan can contribute to the world.
 We need low cost hydrogen for expansion of market. For that purpose, we need largehydrogen consumption. Japan became the first nation to commercialize FCVs, but we needto promote hydrogen as one o important energies.

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7-3 Panel Discussion Topics
With above summaries and panelists’ comments, Chair proposed three discussion topics(1)What is the liquefied hydrogen’s role and position as energy carrier?
(2) Recognizing some of the challenges generally understood today such as cost, energy
efficiency, load-factor on liquefaction process and the need for an established regulatory
framework, what is needed to overcome these and other key issues to promote the wideuse of liquefied hydrogen as an energy carrier and promote the underlying R&D?
(3) Is there any possibility to create international hydrogen network, especially for liquefiedhydrogen?

7-4 What is the liquefied hydrogen’s role and position as energy carrier?
Panelists’ Comments
 Toward large-volume liquid hydrogen application, International cooperation should be led bygovernment, and international collaboration should be led by industry.
 Liquid hydrogen can work for large-scale delivery and small-scale delivery. So, liquidhydrogen technology should be competitive with hydrogen pipeline as well as small scale
onsite hydrogen production and tube truck delivery. Hydrogen can be complement withelectricity for the introduction of renewables.
 We need to identify applications which have potential benefits using liquid hydrogen. We
also need to support front runners. In that sense, we appreciate Japan’s commitment.
Chicken and Egg is still the issues and liquid hydrogen is also larger chicken, so that weneed international collaborations on this technology. This workshop can be the good start.
 For intercontinental transport, hydrogen tankers (e.g. liquid hydrogen tanker) are superior topipeline delivery. Other than liquid hydrogen, chemical hydride and ammonia delivery
technology have also been developed. With the technical maturity of liquid hydrogentechnology, we expect that technologies on large-volume hydrogen may be progressed.
 For intercontinental transport, liquid hydrogen has advantage because of its simple concept.
Liquefaction requires certain energy, so that it should be operated at the place with low
energy cost. There is still some room to reduce the energy. Also, there are a lot of potentials
for technology improvement, if we consider the theatrical efficiency.
 Liquefied hydrogen technologies are already used for domestic delivery. There are someproblems like high cost, but there are also advantages. Through addressing issues like BoG,
it is needed to identify the benefit of liquid hydrogen and prove it to the world.
Chair’s Summary Liquid hydrogen has advantage for intercontinental delivery.
 With comparison with other energy carriers, liquid hydrogen is matured technology and there21

is still some room to reduce the energy. We need to work on this technology.
 Japan should commit this technology as the front runner, with showing its results.

7-5 Recognizing some of the challenges generally understood today such as
cost, energy efficiency, load-factor on liquefaction process and the needfor an established regulatory framework, what is needed to overcome
these and other key issues to promote the wide use of liquefied hydrogenas an energy carrier and promote the underlying R&D?
Panelists’ Comments
 As mentioned at Session 3, regulation is also important. In the US, with the experience ofhydrogen stations, safety aspect of liquid hydrogen is discussed and reviewed. Also,international regulations on international delivery are important.
 In the past, there were several studies on international delivery such as Norway-Germany,
Canada-Europe, and WE-NET. Since then, liquid hydrogen technology has been improved
and it becomes very promising option. We need to continue the R&D.
 “Continuation” is the keyword, and R&D and public fund are still needed, so we need topromote this technology among public sector.
 Main issue is the cost. First we need to identify competing technologies and liquid hydrogencost also should be competitive with such technologies. Also we need a common platform to
discuss issues on intercontinental transport. Hydrogen transport from Australia can be themodel case with issues like negotiation with IMO and an exporting country. International
collaboration is needed.
 We need more efforts on R&D on large-scale energy transport. International collaboration
make R&D more efficient. For realization of the technology, related regulations should beinternationally standardized.
 Each country has different idea and standard on safety, so we need more collaborations toharmonize safety regulation and safety measures.
Chair’s Summary Other than R&D, we need efforts on international rule-making and common view on liquidhydrogen.
 Such efforts require international collaboration.

7-6 Is there any possibility to create international hydrogen network,
especially for liquefied hydrogen?
Panelists’ Comments
 International network on liquid hydrogen is needed, we need to identify the best option forcollaboration platform, such as IPHE (International Partnership for Hydrogen and Fuel Cells
22

in the economy) as intergovernmental collaboration and hydrogen infrastructure workshop
among Japan, the US, Germany and Scandinavian counties. We need to identify the bestcollaboration pathway (flexibly and practically) to promote this technology.
 We have been working on international collaborations so that liquid hydrogen network is also
possible. Each country has different condition, but we share the common purpose of“achievement of hydrogen-base system”. We will contribute to this network. The first task is
to creation of common vision.
 We need more efficient alignment not only on liquid hydrogen R&D also on entire hydrogen
R&D. Decision-making also should be efficient. One idea is to create new task at IEA HIA(hydrogen implementing agreement).
 IEA’s one of main purposes is establishment of low-carbon society, so that CO2-freeehydrogen is on the same direction. Since we need international collaboration on CO2-freehydrogen, and IEA can be one option. Also we need collaboration network among
researchers and engineers.
 Such international network cannot be achieved by one company’s efforts, and we would liketo propose the idea to create the network, such as “Liquid hydrogen network” with othercompanies having same vision in order for regular information exchange towardhydrogen-energy international network.
 Toward hydrogen society, we need international collaborations with international entities andagencies. We would like to cooperate on the establishment of such network.
Chair’s Summary Now we have concrete proposal of the creation of “Liquid Hydrogen Network (LH-NET)”. If
you agree on this idea, please give an applause. (all panelists applaud the proposal).

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