A FUTURE haulage industry powered by hydrogen is gaining traction. INEOS Inovyn has been on board with using hydrogen to help drive down CO2 emissions for years. But the company is now part of a year-long trial that could help to accelerate the change.
“We know there is still a long way to go because it is a phased project, but Rome wasn’t built in a day,” said Dirk Dupon, Head of Hydrogen at Inovyn.
Five companies are currently trialling trucks, fuelled by liquid hydrogen, for Daimler.
As part of that trial, Vervaeke has been transporting powdered PVC to INEOS Inovyn’s customers in Germany and the Benelux region. DYKA in Steenwijk in The Netherlands has been on the receiving end of some of those deliveries. So has Ostendorf Kunststoffe, Exte GmbH, OBO Betterman and Funke Kunststoffe.
“We regard sustainability as a differentiating business driver to be successful in important market segments,” said Gabriel Spruijt, DYKA Steenwijk’s executive vice-president.
“We already have sustainable CO2-reduced PVC in our product range, even though the market readiness for the most sustainable grades is limited for the moment.”
The powdered PVC is being transported to Inovyn customers in a Mercedes-Benz GenH2 Truck – a prototype that covered 1,047km on a single tank of liquid hydrogen in 2023.
“Since we started the test, a lot of hauliers have contacted us so it is clear that the logistics market is now taking CO2 savings as a priority,” said Dirk.
The Daimler Truck trials began in December. When they end, Daimler will be seeking feedback from all the companies involved – INEOS Inovyn, Air Products, Amazon, Holcim and Wiedmann & Winz.
Inovyn says there have been few teething problems with the Mercedes-Benz GenH2 Truck, which coped admirably with the 4,500ft Brenner Pass during its early trials.
A shortage of hydrogen filling stations during the trial – there is just one in Duisburg that Inovyn can use right now – has meant its drivers need to book slots 24 hours in advance.
The truck also needs to be back at the depot at night because the drivers are not allowed to sleep in the cab for safety reasons because it is a prototype.
Inovyn has also had to install a compressor on the trailer and Inovyn customers have had to invest in a special electric power connection to enable the PVC to be unloaded.
“Diesel trucks must leave their engines running while unloading to power the hydraulic compressor,” said Dirk. “But with the prototype liquid hydrogen trucks, this is not possible therefore our customers need to invest in a high voltage electric connection to power the compressor.”
Daimler will use the five companies’ findings to drive forward the project.
“When it comes to decarbonising transport, we are focusing on battery-electric and hydrogen-based vehicles,” said Martin Daum, Chairman of the Board of Management of Daimler Truck. But he added: “The transformation can only succeed if green energy is sufficiently and comprehensively available – and for this we need both technologies.”
But it is widely believed that hydrogen will only become the fuel of choice for buses and HGVs if more countries invest in the infrastructure.
‘We know there is still a long way to go because it is a phased project, but Rome wasn’t built in a day’