Austria’s first and leading hydrogen research center HyCentA began life in 2005. Now promoted to become part of the COMET funding program (Competence Centers for Excellent Technologies), it is continuing its research on the campus of Graz University of Technology as a K1 center of excellence.
Advertisements
The Hydrogen Research Center Austria located at Graz University of Technology, better known as HyCentA, is Austria’s top research center for hydrogen technologies. Since it was founded in 2005, HyCentA has specialized in developing novel technological solutions for electrolysis, hydrogen storage and fuel cells, delivering innovations in cooperation with partners and supporting technologies as they progress from initial idea to market maturity.
Alexander Trattner, scientific director of HyCentA, explains: “We want to push the sustainable hydrogen society much further because we’re convinced that green hydrogen has to be part of the solution for a net-zero energy system. Approval as a COMET K1 center allows us to carry out extensive research into hydrogen technologies that are especially relevant for the future: electrolyzers, storage systems and fuel cells. We’re also able to concentrate more on a holistic view of hydrogen within the areas of electricity, heat supply, transport and industry. The COMET K1 program enables long-term research to take place at HyCentA, underpinned by decades of experience in research and development as well as hundreds of successfully completed projects.”
COMET network
COMET’s mission is to build bridges between science and industry for a sustainable future. As Austria’s flagship science and industry program, it is intended to support pioneering research. The network funds the setup of technological centers of excellence referred to as COMET centers.
The work conducted by the 80-member team at HyCentA is divided into four areas. The goal is to lower the cost of technologies, reduce degradation and raise the efficiency of electrochemical cells. In addition, the intention is to identify the ideal combination of key technologies and optimization potential by coupling the energy, industry and mobility sectors. Ultimately, it is hoped that this will enable a higher degree of self-sufficiency in renewables, increase the resilience of the energy system and safeguard international competitiveness through in-country value creation. A total of around 40 leading national and international businesses and academic partners are contributing to the research alongside HyCentA as part of the COMET program’s work on hydrogen technologies.
Area 1: Electrolysis and Power-to-X
Area 1 covers all technologies that support the sustainable and emission-free production of hydrogen and chemicals for storing hydrogen. The main technologies for electrolytic hydrogen production are the more developed techniques of alkaline and proton exchange membrane electrolysis (AEL and PEMEL) as well as applications with mid-levels of technology readiness (anion exchange membrane and solid oxide electrolysis: AEMEL and SOEL) and promising methods with a low degree of readiness (proton-conducting ceramic electrolysis: PCCEL). Other research focuses on approaches for splitting water by means of solar energy (photoelectrolysis) and the electrochemical manufacturing of chemicals such as hydrogen peroxide and ammonia.
The aim is to further develop the technologies, starting with the materials and progressing through the cell and stack and continuing all the way to system level. Although the general goals of increasing longevity and efficiency and lowering cost apply to all technologies, the specific research approaches vary. When it comes to raising efficiency, it is the design and operational strategies that need to be optimized. For extending the life of electrolyzers, on the other hand, the focus is on accelerated aging tests. Meanwhile, for improvements in production processes, the research sets its sights on increasing the automation of manufacturing and assembly processes.
Area 2: Green Energy and Industry
Area 2 concentrates on key technologies that are essential for hydrogen applications in the energy and industry sectors. Under consideration are stationary and mobile storage technologies based on compressed gas storage as well as metal hydride and liquid storage. Synergies from bringing together stationary and on-board applications are exploited by developing an intelligent combination of distribution and logistics systems with stationary forms of infrastructure. Investigations are carried out into areas including electrochemical compression and purification in addition to power conversion using stationary fuel cells. Alongside the efficiency of the technologies examined, the reliability and safety of systems are also a key research priority.
Area 3: Green Mobility
The focus of Area 3 is on fuel cell and hydrogen storage systems, particularly for mobility applications. These comprise PEM and AEM cells, stacks and systems as well as optimized forms of existing and alternative storage systems. The research work aims to generate a deeper understanding of the mechanisms of fuel cells and storage systems so the problems of performance, degradation, cost and industrialization can be better appreciated and solved using suitable countermeasures.
Relevant results for the interface definition at the level of vehicle integration and refueling infrastructure are used to create the best possible basis for future developments. Key knowledge is used to improve production and manufacturing so that market readiness and viability can be rapidly achieved.
Area 4: Circularity and System Optimization
Area 4 develops seamless tool chains in order to examine and optimize resilient, cross-sector energy systems based on renewable primary energy and hydrogen. These simulation tools allow operational strategies for power-to-X plants to be devised and business cases created.
Innovative testing and measuring instruments for fuel cells and electrolysis as well as underlying measuring and diagnostic methods are developed for the purposes of gaining knowledge about degradation, state of health and predictive maintenance. Efficient and cost-effective measuring tools and systems are deployed for applications across the entire hydrogen value chain, and extensive knowledge is acquired about the suitability and compatibility of materials in conjunction with hydrogen applications.
Analyses and concept developments are translated broadly into systemic and economic market models and recycling options for the purposes of creating a circular economy. The future potential of recycling processes and technologies is also assessed and evaluated on a representative small scale. An environmental performance model is being developed for recycling scenarios which methodically compares and contrasts new and recycled materials.
Hydrogen, fuel cell & electrolyzer test center
Testing is an integral part of the HyCentA research portfolio. The center’s facilities are used to test and inspect performance, safety, degradation behavior and reliability in real hydrogen operations. This work is undertaken by numerous labs and testing areas which meet the unique and stringent demands of established testing and inspection routines as well as specialist customer requirements.
The various tests which can be conducted in these facilities include quality assessments, calibration services, performance and efficiency tests, safety tests, service life tests and examinations under real environmental conditions. Among the amenities at the 1,200-square-meter (12,900-square-foot) test center are two single-cell electrolysis test stations, two short-stack electrolysis test stations, a high-pressure test station up to 1,000 bar with climatic chamber, two multifunctional test stations, a fuel cell cathode subsystem test station, a fuel cell system test station up to 160 kilowatts with climatic chamber, a gas analysis lab, an analytical and electrochemical lab, an electrochemical compression test station, a 350-bar and 700-bar hydrogen refueling station, a test cell for hydrogen permeation and an autoclave for hydrogen material compatibility analysis of samples.
TU Graz and HyCentA
The HyCentA research center aims to benefit the community as a whole. Researchers work in close cooperation with Graz University of Technology, also known as TU Graz, particularly when it comes to industrial research into electrolysis, fuel cells and hydrogen infrastructure. HyCentA shareholders are TU Graz, which owns a 50 percent stake, Magna, OMV and the combustion and thermodynamics research organization FVT. The COMET center of excellence is financed by the Austrian government – specifically the climate action ministry and the economy ministry – and the states of Steiermark, Upper Austria, Tyrol and Vienna. The Austrian research promotion agency FFG has been in charge of program management for more than 20 years.
TU Graz is Austria’s most tradition-rich technical and scientific institution for research and education. The university has been successfully researching electrochemistry and hydrogen for more than 50 years. Today, the TU Graz campus is home to a 160-member team working in hydrogen research and across its unique lab and research facilities, making it one of Europe’s leading establishments. The university covers the entire value chain for the renewable hydrogen industry, from production via storage and distribution to deployment, and is a one-stop shop for hydrogen technology research –from the fundamentals through applied technologies and systems.
The results of the European Union’s HyResponder and HyTunnel-CS projects have been awaited with great anticipation. Numerous experts from industry, the fire service and research institutes been involved in these initiatives over the past few years, tasked with tackling the issue of fires and accidents connected with hydrogen applications. Now the International Fire Academy, the IFA, writes: “Hydrogen vehicles in tunnels: great danger for emergency response personnel.”
Advertisements
The publication of Germany’s national hydrogen strategy saw the German government set out a framework for action for the future production, transport, use and reutilization of hydrogen and related innovations. Hydrogen can make a significant contribution to mitigating climate change – as a fuel for cars, a feedstock for industry or a fuel for heating systems. A multifaceted energy carrier, it can be applied across all sectors and therefore has a key role to play in the energy transition.
In power-to-gas plants, a carbon-neutral process is employed to produce green hydrogen using renewable energy, allowing this energy to be stored effectively in the gas grid and carried onward. Hence its proponents are suitably upbeat about the technology.
However, hydrogen is – as a quick glance at the safety data sheet will tell you – a highly flammable gas and one which is now being stored and transported with increasing frequency and in ever-larger quantities. This poses a challenge for fire services and public authorities when handling approvals procedures and inevitably when responding to emergency situations, as the following call-out examples show:
Truck catches fire at a hydrogen refueling station
Two persons seriously injured following a hydrogen tank explosion
Hydrogen refueling station exploded
Difficult salvage operation – accident with “hydrogen vehicle”
Fire services are well used to dealing with traditional fuels such as gasoline and diesel on their rescue missions. Alternative fuels like liquefied natural gas, better known as LNG, or hydrogen have so far played only a very minor role, which is why emergency crews have fairly limited experience of them.
Now the energy transition is starting to gain momentum. Due to the conflict in Ukraine, the demand for LNG and hydrogen has risen sharply. In addition, natural gas grids are expected to convey hydrogen in the future, initially in blended form. A great deal of technical research and regulation will be needed to make it possible, and is currently being agreed and established in various committees.
This requires appropriate resources to be made available to public authorities and emergency organizations in order to handle the arrangements, train up staff and ensure the provision of special firefighting equipment.
We have observed that there are already established hydrogen applications for which fire crews often do not yet have the appropriate skills to carry out an emergency response.
HyResponder and HyTunnel-CS projects
In the past few years, the EU’s HyResponder project has developed a European Emergency Response Guide which is currently being presented at a country level. In Germany, an event took place in Oldenburg at the end of May 2023 in order to communicate the proposed hydrogen emergency responses to German firefighting experts. The same event was held in Austria in April.
The most important outcome from the European HyTunnel-CS research project, to which the IFA contributed its views from a fire service perspective, is: “Firefighters can protect themselves against smoke, heat and fire spurts, but not against the blast waves from explosions of hydrogen vehicles in tunnels. Therefore, it is vital to keep a safe distance. However, how can people be saved and fires be fought effectively? There is still no satisfactory answer to this question – although more and more hydrogen-powered vehicles are being registered. That is why the fire services need to work on suitable solutions immediately.”
Alongside recommendations from the research projects, there are other national and international means of support for emergency services, for instance ISO 17840 – the first global standard for firefighters. Knowing how the energy is stored on board a vehicle can mean the difference between a successful rescue and a possibly unexpected explosion, gas leak, shooting flame or a fatal electric shock.
Several hundred thousand users have downloaded the Euro Rescue app. It offers access to 1,400 vehicle rescue sheets in four languages. The international association of fire and rescue services CTIF is pushing its distribution and takeup.
Nevertheless, this presupposes that rescue teams are able to identify the type of vehicle. In cases of fires occurring in tunnels or underground parking lots, this is difficult to accomplish. It is this particular circumstance the IFA was referring to in the earlier quotation. This is because fire crews would proceed as usual and then suddenly happen upon a fuel cell vehicle. Even if the correct rescue data sheet is found, the information about the necessary safety distances for emergency crews in the event of a hydrogen vehicle fire can be best described as “leaving room for improvement.”
When dealing with fires and accidents, the overall scenario always has to be considered. This must include the area surrounding the rescue site and account needs to be taken of this in response planning. A fuel cell bus, for example, could be on fire at night in the parking lot because it is parked next to another burning vehicle. The hydrogen bus is not the cause here, yet it does make the scenario much more serious. Two basic situations need to be contemplated: One in which hydrogen equipment (hydrogen bus, hydrogen car) is itself the cause and the other, much more likely case where hydrogen equipment will be affected by an external event. It is essential that the approvals procedure takes both variations into consideration.
Artificial intelligence has great potential
On the other hand, new digital applications, particularly artificial intelligence or AI, are offering up possibilities for rapid information gathering in the future which could support the emergency response. The long times taken by public authorities to process approvals have come under much criticism. Policymakers are promising to speed up procedures significantly in this respect. Here too, AI can come into play and save a lot of time.
In particular, a suitable AI module can allow the fire service to quickly analyze the documents received and check plausibility. Robots and drones – with AI – can bring decisive benefits for emergency responses in explosive ranges. For example, a robot can scan an underground parking lot. Especially relevant here is the ability to identify fuel cell vehicles in underground parking lots and tunnel systems without endangering emergency crews.
One solution would be to fit vehicles that run on alternative fuels with a chip so that robots or drones are able to identify the vehicles more quickly. Measurement technology on the robot could also be used to detect leaking hydrogen.
Explosive situations cannot be practiced in real life which is why training using virtual reality or augmented reality techniques lends itself to this purpose. As Figure 3 shows, useful training for incident commanders can be carried out with regular free-of-charge programs.
Balancing act
If the fire service needs training and special resources, it doesn’t necessarily mean that the hydrogen technology is faulty or susceptible. It is the new scenarios, such as a multi-vehicle accident in a tunnel involving a hydrogen truck or bus, that are significantly increasing the risk for responders.
This is all “politically controversial” in terms of getting action, since the desired message is that hydrogen is virtually problem-free. Financial support for emergency response is “not likely” to be provided. Emergency service organizations are increasingly confronted with a variety of new technologies and fuels. Many different fuels are being used in parallel during the transitional phase. For those working in fire and hazard prevention and in incident planning, this often means they come across new situations and are learning by doing. Not only does workplace health and safety need to be ensured for staff at hydrogen refueling stations and tanker drivers but equally so for emergency crews as part of a risk assessment.
How much extra training do we want to provide our fire service members? At the moment there are still no special training facilities in Germany. The German interior minister warns of “attacks” on energy infrastructure, and violent action by activists also needs to be taken into consideration. This requires incident planning by fire services. Alternative forms of energy are “closely” linked to this: In terms of emergency response, it makes sense to exploit synergies, for example by including LNG and CNG in hydrogen training courses.
ISO 17840: The First Worldwide Firefighters’ Standard | CTIF – International Association of Fire Services for Safer Citizens through Skilled Firefighters
Petter, F.: First on site: Decision-making training for incident commanders in vehicle fires, internal study, unpublished
200,000 users have downloaded the Euro Rescue app – access to 1400 vehicle Rescue Sheets in 4 languages | CTIF – International Association of Fire Services for Safer Citizens through Skilled Firefighters
Author: Franz Petter, Chief Fire Officer, Hamburg, Germany, FranzPetter@aol.com
Green hydrogen is an important building block of the energy transition. With its help, regenerative energy can be stored and used as needed in a wide variety of sectors. But how will the generation, storage, distribution and use of hydrogen come together? An answer to this question is the goal of the project H2VL of the regional district (Landkreis) Havelland: Various local players along the entire hydrogen value chain are being identified, networked and supported in the implementation of their projects – from production through distribution to use. For this, Havelland is being supported by the German transport ministry, through the hydrogen and fuel cell innovation support program NIP2, with nearly 400,000 euros as one of the 15 winners of the title HyExpert Region.
Advertisements
In the H2VL network are represented nearly 140 stakeholders from 75 different organizations – from companies and municipalities to advocacy groups and research institutions. The environmental ministry of the district in Brandenburg is leading the project and supporting the H2 developments from the political side. Funding is being coordinated by NOW GmbH (federal hydrogen and fuel cell agency) and administered by project manager Projektträger Jülich (PtJ).
“With the hydrogen generated locally with renewable energies and then used directly in the local transportation sector, a valuable contribution to climate protection in the Havelland can be made.”
Nico Merkert, Havelland environmental office director
The project will be accompanied for one year by a consortium of hydrogen and transportation experts. The Reiner Lemoine Institut (RLI) is leading the project on the contractor side and will have scientific support from IAV Ingenieurgesellschaft Auto und Verkehr, Consulting4Drive and the Institut für Klimaschutz, Energie und Mobilität (IKEM). At the end of the project, the findings will be summarized in a regional feasibility study.
Proximity to implementation is important
One of the most important building blocks of the H2VL project is the cooperation with local players in the field of hydrogen. Specifically, cooperation has taken place in a variety of formats: In the beginning, the focus was on getting to know each other in bilateral talks and on-site meetings. Systematic data was requested from all stakeholders with a survey. In eight workshops, the participants were networked with each other and were able to learn about projects within and without the Havelland. This has led to the players now knowing each other well and, furthermore, driving forward joint projects.
The project has been developed as five packages. In addition to the project and stakeholder management described above, the entire value chain of a green hydrogen economy was considered
Hydrogen production
If the hydrogen is produced locally from renewable energies (RE) and used later on, this offers the advantage of regional value creation. It is important that citizens and communities benefit directly and indirectly from RE and H2 generation in their neighborhoods. That is why the project will focus on regionally anchored stakeholders. The Havelland has enormous potential for renewable energy generation. About 1 GW of photovoltaic and 2.5 GW of wind power would be technically possible.
Even if only a small portion of these potential areas were used, it would allow large amounts of RE to be generated and used for, among other things, hydrogen production. How much hydrogen can be produced and for what price depends on the price of electricity, the electrolyzer full load hours and the ratio of installed RE to electrolyzer capacity (see Fig. 2). Depending on the operator model, production costs between 7.80 and 9.70 euros per kilogram of hydrogen are likely for the Havelland.
“We see that in the Havelland there is great potential for generation of renewable energies and therefore also of green hydrogen. To leverage this potential, it is important that the people in the Havelland benefit from the establishment of the hydrogen economy. That is why in the project we’re putting value on regional value chains and the inclusion of municipal businesses.”
Anne Wasike-Schalling, Reiner Lemoine Institut
In addition to hydrogen production from renewable energies, the company Neue Energien Premnitz is also planning to generate H2 from waste materials. Specifically, this means that the non-recyclable waste from the company Richter Recycling are to be used for incineration with waste recovery, also called thermal recycling (see H2-international October 2021). The land for the plant has already been secured, and the procedure for approval in accordance with German emissions law (BImSchG) is underway.
Hydrogen demand
Hydrogen can be employed in many sectors, and can be used as a starting material or replace fossil energy sources. In Havelland, the transport and industrial sectors in particular were examined. For the industrial companies in Havelland, hydrogen would more often than not replace the natural gas used up to this point. For this to be economically feasible, the price corridor for green hydrogen would have to be between about 5 (natural gas parity price) and 10 euro cents per kilowatt-hour (corresponds to 1.67 to 3.33 euros per kg of hydrogen). This is not foreseen as happening within the next few years. The use of hydrogen as a chemical resource in the Havelland is not established at this time.
In the transport sector, various modes of transportation were highlighted. In local rail travel and shunting operations, the employment of hydrogen is imaginable, but no concrete demand quantities are foreseeable at present. In road traffic, the focus is primarily on heavy vehicles or those with long ranges. Because of the higher energy density of hydrogen compared to the electric battery, its advantages could prevail here.
For the conversion from diesel to hydrogen, comprehensive cost considerations over the entire life cycle (total cost of ownership) were carried out with stakeholders. These show, for example, that for the operation of a public transport bus fleet, if the green hydrogen costs between 5.90 and 7.50 euros per kilogram, cost parity with diesel vehicles can be achieved. That is a large distance from the current probable cost of hydrogen production (see above).
To nevertheless enable business models in the ramp-up phase, the German government has expanded the incentives around the Treibhausgasminderungsquote (greenhouse gas reduction rate, THG-Quote). Consequently, the putting of green fuels such as hydrogen into circulation will enable additional rewards through so-called selling of the THG-Quote from low or zero emissions product owners to companies that will not sufficiently reduce their emissions.
Storage and distribution
Hydrogen can be stored and transported in various ways. With stakeholders and in the feasibility study, various types of storage and transport were discussed. Critical for the planning of the stakeholders is also the planned starting grid Brandenburger H2-Startnetz. This will be gradually expanded. Through this, more and more different locations within the Havelland will become part of a supraregional hydrogen supply network.
Various parts of the value chain of a hydrogen economy were joined using actual players in the last work package. In order to be able to realize efficient business models, both the generation and the demand side need consideration. In two regional clusters, possible supply chains were outlined, analyzed and further developed together with stakeholders.
Cluster Östliches Havelland (eastern cluster)
In this cluster, the consortium is currently exploring along with regional energy provider GASAG whether and how the company’s planned electrolyzer in the city Ketzin can be built and operated economically and the hydrogen can be made available to the regional transport sector. As potential consumers of the hydrogen due to sufficient theoretical quantities, the consortium is of the opinion that portions of the municipal fleets in nearby Nauen would be the most suitable option at this time. There is general interest in a partial conversion to H2 drives for these fleets. The economic viability is currently being examined separately in detail.
Initial rough calculations also show that when both sides are considered together, a regional value chain from production to distribution, refueling stations and consumption could be conceivable under certain conditions, for example subsidies. However, several parameters still need to be clarified. Players in the transport logistics industry in the area Wustermark-Brieselang are also being considered in this cluster, as they could represent further anchor customers.
Cluster Westliches Havelland (western cluster)
Rathenower Wärmeversorgung, the heating provider for the city Rathenow, is working on a project for the production of climate-friendly heat. This is to occur through the company’s own renewable energy generation in combination with a power-to-heat plant. The renewable electricity will be directly converted into district heating in this way. To optimally use the fluctuations in RE generation, the installation of an electrolyzer is additionally under consideration. The intent is to use energy surpluses to produce green hydrogen. Incidentally, the waste heat from the electrolyzer can also be used in the district heating network. Wasser- und Abwasserverband Rathenow, with its fleet of sewage suction vehicles, could be a regional H2 consumer.
Furthermore, stakeholders are encouraged to continue independently networking themselves. The digital hydrogen marketplace Wasserstoffmarktplatz Berlin-Brandenburg enables the decentralized networking of all participants and also the targeted search for specific players in the value chain. Stakeholders can also network beyond the scope of the H2VL project.
Authors: Anne Wasike-Schalling, Reiner Lemoine Institut gGmbH, Berlin, anne.wasike@rl-institut.de, Nico Merkert, Landkreis Havelland, nico.merkert@havelland.de
In Erftstadt, a city near Cologne, grid energy provider GVG Rhein-Erft and distribution operator RNG are currently testing the effects of blending 20 volume percent hydrogen in the natural gas network there. The interim results of the field test running since October 2022 are thoroughly positive. All of the connected gas consuming installations, according to independent test organization TÜV Rheinland, are running 100 percent problem-free. Citizens as well as the businesses connected were able to use their devices like usual throughout the whole heating season. The consuming devices did not need to be altered in order to use the gas blend. The gas tightness of the network was unaffected.
Up to now, only a blending of 10 vol.% hydrogen has been allowed for the German gas grid. The test confirms that “both the gas network and the connected gas consuming installations can tolerate twice that amount of hydrogen blending,” as stated by Reiner Verbert, project manager at TÜV Rheinland. This test is the first to be carried out in a low calorific gas grid in Germany. The field test is to run until the end of December of this year. A total of 100 households from the city regions of Niederberg, Borr and Friesheim are taking part in it.
Advertisements
The area is particularly well suited for this pilot run important for the energy transition because the network of about nine kilometers (6 miles) was only just built in 2007 – so the technical state is very modern. The distribution lines and house connections are also easy to monitor. Both the network topology and device technology of the test households are therefore especially suited to provide informative results before transferring this innovative system to other areas of the country.
The technical university TH Köln has programmed a free online calculator intended to make the construction as well as design of electrolysis stations easier. Prof. Peter Stenzel from the Cologne Institute for Renewable Energy explained: “In one of my lectures, the question came up of how to support construction planning agencies or industrial companies in the conception of such plants. Students and staff of the institute accordingly developed the Electrolysis Calculator, which enables an initial rough design to be made based on the outputs.”
The tool shows, for example, how many full load hours a planned system would be in operation, how much hydrogen would be produced and which use cases would be possible. The basis for the calculations is the relative ratio of electricity sources for operation of the electrolyzer. In addition, it is possible to specify how large in capacity the electrolysis plant should be.
Advertisements
Stenzel explained further: “To make the result more visual, our tool also shows possible use cases for the transport, industry and building sectors: How many fuel cell cars or buses could run for a year on the amount of hydrogen generated? How many tonnes of crude steel could be produced with it? How many residential buildings with condensing boilers could be heated for one year with the hydrogen or with the generated waste heat?”
We use cookies on our website to give you the most relevant experience by remembering your preferences and repeat visits. By clicking “Accept”, you consent to the use of ALL the cookies.
This website uses cookies to improve your experience while you navigate through the website. Out of these, the cookies that are categorized as necessary are stored on your browser as they are essential for the working of basic functionalities of the website. We also use third-party cookies that help us analyze and understand how you use this website. These cookies will be stored in your browser only with your consent. You also have the option to opt-out of these cookies. But opting out of some of these cookies may affect your browsing experience.
Necessary cookies are absolutely essential for the website to function properly. These cookies ensure basic functionalities and security features of the website, anonymously.
Cookie
Duration
Description
cookielawinfo-checbox-analytics
11 months
This cookie is set by GDPR Cookie Consent plugin. The cookie is used to store the user consent for the cookies in the category "Analytics".
cookielawinfo-checbox-functional
11 months
The cookie is set by GDPR cookie consent to record the user consent for the cookies in the category "Functional".
cookielawinfo-checbox-others
11 months
This cookie is set by GDPR Cookie Consent plugin. The cookie is used to store the user consent for the cookies in the category "Other.
cookielawinfo-checkbox-necessary
11 months
This cookie is set by GDPR Cookie Consent plugin. The cookies is used to store the user consent for the cookies in the category "Necessary".
cookielawinfo-checkbox-performance
11 months
This cookie is set by GDPR Cookie Consent plugin. The cookie is used to store the user consent for the cookies in the category "Performance".
viewed_cookie_policy
11 months
The cookie is set by the GDPR Cookie Consent plugin and is used to store whether or not user has consented to the use of cookies. It does not store any personal data.
Functional cookies help to perform certain functionalities like sharing the content of the website on social media platforms, collect feedbacks, and other third-party features.
Performance cookies are used to understand and analyze the key performance indexes of the website which helps in delivering a better user experience for the visitors.
Analytical cookies are used to understand how visitors interact with the website. These cookies help provide information on metrics the number of visitors, bounce rate, traffic source, etc.
Advertisement cookies are used to provide visitors with relevant ads and marketing campaigns. These cookies track visitors across websites and collect information to provide customized ads.
