Full halls, thousands of visitors, a record number of exhibitors: in a nutshell, that was the result of the Hydrogen Technology Expo Europe 2024 trade fair, which took place in Hamburg, a week and a half ago.
From the dynamic conversations happening at exhibitors’ booths, to the cutting-edge insights shared in panel discussions and technical sessions, every corner of the expo had something exciting to offer.
The large stand of Airbus and its industrial partners was often packed in Hall A1 of the expo ground. Supposedly because the European aircraft manufacturer is at the forefront when it comes to hydrogen concepts. Aviation aficionadas seem to be fascinated by plans that should see the first hydrogen-powered Airbus passenger aircraft enter commercial service in 2035. On the occasion, leading representatives confirmed that there are no compromises to the schedule, even though there is still a challenging road ahead for the Group and its industrial partners, admitted Nicole Dreyer-Langlet, Member of the Management Board of Airbus and Head of Research and Development, Germany.
A380 receives new honors
To gain the technical expertise required to build an H2 fleet as quickly as possible, a vintage aircraft highly valued by air travelers will be reactivated: the very first Airbus A380, serial number MSC 001, whose maiden flight dates back to 18MAR05. Flight engineers will equip the aircraft with a fifth engine in the aft fuselage segment, solely powered by hydrogen. The data gained through continuous tests will serve as the basis for the development of an H2-powered fleet.
No major modifications to the aircraft are required except for some structural reinforcements.In terms of aerodynamics, the A380 is a very stable aircraft. “With the A380, we have an aircraft that’s already fully instrumented. The flight-test-instrumentation (FTI) is a big part of the project and can be a major driver in terms of cost and planning. So MSN001 was the perfect fit for us,” states Nicole Dreyer-Langlet.
Three aircraft to choose from
Airbus has identified three aircraft variants that could be considered as prototypes for hydrogen engines: a turboprop model for shorter distances, a jet for medium-haul routes, and a delta wing aircraft capable of covering longer distances. Following a series of laboratory tests, a decision is to be made by 2027, which of the models fits best as a prototype for the H2 concept. Ms. Dreyer-Langlet left no doubt that the first H2 aircraft will be ready for use come 2035, categorically ruling out the usual delays associated with many aircraft programs. The future H2 aircraft is expected to offer a range of 1,000 to 2,000 nautical miles, with a seating capacity of between 100 and 200 passengers.
Five European H2 hubs
At the same time, the Airbus manager and delegates of airports emphasized that the step into the H2 aviation future would only be possible if there was a corresponding ecosystem on the ground. Its realization is already in full swing. Airbus has identified five airports in Europe to become H2 hubs, including Hamburg, the center and coordinator for hydrogen airports in the Baltic Sea region. This group includes prominent names such as Stockholm Arlanda, Riga International, Helsinki Vantaa, Tallinn Airport, Gothenburg Landvetter, and Vilnius Airport, among 15 others named on the list.
As far as Hamburg is concerned, its project manager, Julian Klaassen, points out that two sources have been identified to supply the airport: The construction of 6 wind turbines on a larger site around 20 km away, at a cost of EUR 36 million, and a pipeline from a deep-water port in the North Sea (port of Wilhelmshaven) to Hamburg. In addition to the supply issue, the airport is also working on improving energy efficiency by converting its fleet of buses, pushbacks or luggage carts, for example. “Since the base year 2009, we have already reduced CO2 emissions at Hamburg Airport by 90%,” says Klaassen proudly. “Now the airlines have to follow suit by adding more SAF to their kerosene.”
Saudi Arabia becomes main supplier of green energy
The holistic picture was provided by manager, Ulrich Herzog, from the U.S. H2 provider, Air Product. He referred to Saudi Arabia, a traditional oil exporter, which is planning to build a huge PV plant covering an area of 48 km2, and wind farms within a region spanning across 213 km2. Due to the favorable geographical and climatic conditions, an average of 600 tons of hydrogen per day can be produced and converted into transportable ammonia, and shipped to Rotterdam, NL, Hamburg, D, and Immingham, UK. At these destinations, the ammonia is then liquefied again and converted into H2. The scale is gigantic. For example, 20 tons of green hydrogen are currently being produced by three providers across Europe. Measured against the future quantity coming from Saudi Arabia, this corresponds to the contents of a bucket. As the safe storage of hydrogen requires a lot of space, caverns such as old coal mines, need to be reactivated, says expert Herzog. In a nutshell, the hydrogen future of aviation and the entire transportation sector has begun, but only in small steps. That was the consensus among exhibitors and visitors at the Hydrogen Technology Expo.
