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The use of hydrogen as a fuel in the transportation sector is not a new concept. Examples include the automotive industry producing hydrogen powered cars, hydrogen powered buses in use in Europe, North America, Japan and China and hydrogen ferry trials in Orkney. Within the aviation sector airports such as Memphis and Oslo have for some time invested in hydrogen powered ground support equipment. More recently aircraft test flights powered by hydrogen fuel cells have taken place, the latest being this September at Cranfield Airfield where a six-seater aircraft became the largest aircraft to fly using a hydrogen fuel cell.
Unlike fossil fuels hydrogen doesn't exist naturally in usable quantities. Globally, the majority of hydrogen is produced from natural gas through a method called steam reforming. This is an energy intensive process that uses steam to separate hydrogen molecules from methane (CH4). An energy efficient and ‘cleaner’ process is to use surplus renewable electricity at times of low demand to separate water into hydrogen and water by electrolysis. This is known as ‘green hydrogen’. ‘Blue hydrogen’ from natural gas is carbon neutral when combined with carbon capture and storage. The benefit of hydrogen fuel is it eliminates CO2 emissions when used in propulsion. It can also be used in fuel cells to produce electricity for electric powered aircraft, again eliminating CO2 emissions.
Once produced hydrogen needs to be either compressed or liquefied. A significant amount of research is currently being undertaken within the aviation industry on hydrogen propulsion. Liquid hydrogen is likely to be the preferred format as storage tanks are smaller than compressed gas phase hydrogen, although still at least four times as big when compared to the current kerosene fuel tanks. Technology developments therefore need to continue to address storage requirements and reliable fuel distribution; this could involve adapting existing airframe and aircraft fuselage or new aerodynamic concepts. A likely initial scenario is that hydrogen powered aircraft will be developed for the commuter and short haul market, in addition to using hydrogen fuel cells to power electric aircraft. Hydrogen powered aircraft for the medium and long haul pose  more of a challenge but could come at a later stage of development.
If hydrogen propulsion is initially more suited to the commuter, regional, short range and electrical aviation markets then regional airports, rather than larger international airports, are best placed to take the lead. Airport operators will need to consider:
If hydrogen propulsion is initially more suited to the commuter, regional, short range and electrical aviation markets then regional airports, rather than larger international airports, are best placed to take the lead.
Geoff Dewick
Aviation Director
Aircraft manufacturers, fuel companies, airports and airlines need to collaborate to ensure that the aircraft, fuel and infrastructure developments happen concurrently. A road map is required to ensure hydrogen provides a major part in delivering our global carbon targets by 2050 within the aviation sector. The UK Government included the production of low carbon hydrogen in their Ten Point Plan for a Green Industrial Revolution, so this must be the time for the aviation sector to start collaborating, the next question is – who and how?
If you want to join in the conversation or talk to us about how °ÄÃÅÐþ»úͼ can assist with airport planning or net zero carbon, then please don’t hesitate to get in touch.