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The Future of Hydrogen Chapter 4: Present and potential industrial uses of hydrogen Port of Rotterdam Authority are also jointly assessing the feasibility of a 250 MW electrolysis plant for the production of 45 ktH2/yr for the BP refinery in Rotterdam. Despite this progress, policy support is going to be needed if electrolysis is to take off at scale. In certain instances there is also scope to avoid some current hydrogen-related emissions through “outside-gate collaboration” (CIEP,2018). Petrochemical steam crackers tend to generate a surplus of hydrogen that could be used in refineries; conversely, the low-value fuel gases produced by refineries can be used in steam crackers. Incentivising the development of the necessary infrastructure to exchange these products within industrial clusters would help to reduce overall emissions. Box 8. Can California’s Low Carbon Fuel Standard support low-carbon hydrogen? In 2007 California enacted a world-first mandate to reduce the carbon intensity of transport fuel used in the state. It requires oil refiners and distributors to meet a declining target for the complete lifecycle greenhouse gas emissions of transport fuels so as to deliver a 20% reduction in carbon intensity by 2030, compared to a 2010 baseline. Policies that take a similar approach are now in place in the EuropeanUnion, Oregon and Canada, where a clean fuel standard is under development for all fuels and end uses. Amendments in California in 2019 expanded the range of eligible abatement technologies, and introduced incentives to develop hydrogen refuelling and electric vehicle fast-charging stations. The amendments also included measures to enable carbon capture and sequestration operators to receive credit for emission reductions, including via direct air capture of CO2 outside California. California’s Low Carbon Fuel Standard (LCFS) is a market-based standard with tradeable credits. Suppliers of fuel with a carbon intensity above the target generate deficits and must buy credits equivalent to their deficit from suppliers of lower carbon fuels. This system motivates fuel suppliers to keep improving their carbon intensity, even if they are already producing a renewable fuel or charging electric vehicles. Credits are issued in units of tonnes of CO2 equivalent, relative to a standard value for gasoline, diesel or jet fuel (CARB, 2019a). Over time the diversity of sources of credits has increased. In 2011 bioethanol suppliers received 80% of credits. In 2018 supply of renewable diesel, biodiesel, electricity and biomethane generated over 60% of credits. The average price for the 13 million credit transactions in 2018 was USD 160/tCO2. Hydrogen can generate credits in a variety of ways, which include: Operation of a hydrogen refuelling station Supply of hydrogen to fuel cell electric vehicles (FCEVs) or forklifts Supply of petroleum products produced using low-carbon hydrogen, for example from CCUS, steam-reforming of biomethane, or electrolysis in refineries Supply of renewable diesel or alternative jet fuel produced using low-carbon hydrogen input Use of an electrolyser at times of day with low carbon intensity electricity. The value of a unit of hydrogen varies according to use and life cycle CO2 emissions. For example, at USD 160/tCO2 one kg of low-carbon hydrogen with zero upstream emissions would be worth roughly USD 4.3 if used directly in a fuel cell car, USD 3.6 if used directly in a fuel cell forklift, or PAGE | 98 IEA. All rights reserved.PDF Image | The Future of Hydrogen 2019
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