Opening the discourse around intercontinental shipping of green hydrogen, one finds that the calculated Levelized Cost of Hydrogen (LCOH) for shipments between Australia and Korea is estimated at $7.54 per kilogram of hydrogen. This represents a significant cost framework, given the constraints and potential of renewable energy transport. Central to this discussion is the role of hydrogen as an energy carrier—posing as a solution to the disparities in renewable energy availability.
Underpinning these estimates is the essential architecture of the supply chain encompassing 75,000 cubic meter floating export/import terminals alongside a 50,000 cubic meter tanker. Such infrastructure investment denotes large capital outlay but also illustrates engineering adaptability and innovation in contemporary transport logistics. Interestingly, the lion’s share of this cost originates from hydrogen production and liquefaction components, priced at $3.96 and $1.41 per kilogram, respectively. These metrics underscore the capital-intensive nature of green hydrogen logistics, drawing focus to production efficiencies and technology scalability as crucial determinants of economic feasibility.
The urgency of establishing such supply chains is driven by rising global demand for renewable energy sources, exacerbated by geographic imbalances in renewable energy capabilities. Regions such as Australia, endowed with natural resources conducive to renewable energy generation, represent potential hubs for hydrogen production. In contrast, energy-limited nations like South Korea are compelled to import—rendering effective international energy logistics essential.
The analysis of historical projects may lend insight into the potential pathways for expansion. Initiatives such as the Euro-Quebec project and Japan’s WE-NET have historically sought to actualize similar goals, albeit on smaller scales. Japan’s experience from 1993 to 2002, which encompassed integrative hydrogen supply chain system solutions, paved the way for more ambitious projects. For example, Australia’s current pursuits in transporting hydrogen derived from brown coal demonstrate operational viability—but these nonetheless indicate the necessity for technological refinement and scalability to reach projected targets. According to South Korea’s Hydrogen Economy Roadmap, a staggering 70% of hydrogen supply by 2040 is anticipated to be met through imports.
Essentially, the study emphasizes the value of an integrated economic evaluation of hydrogen transportation. With infrastructure comprising floating structures—advantageous for reduced construction timelines and enhanced oversight—the supply chain offers notable efficiencies. The floating LNG terminal concept adhered to here not only showcases engineering ingenuity but potentially redefines future benchmarks in energy shipping.
Sensitivity analysis further elaborates on LCOH variance, falling between $4.69 and $10.16 per kilogram depending on fluctuating electricity levels and equipment costs across systems—a clear signal of the volatile nature of the supply environment and the need for adaptive strategies. As the reach of hydrogen technology expands, optimizing cost variables across diverse scenarios becomes paramount in guiding investment and policy decisions. Thus, this comprehensive study, devoid of promotional hyperbole, provides an essential basis for stakeholders navigating the embryonic but promising landscape of green hydrogen shipping.
