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what distinguishes them from standard electric buses is that electric power is generated directly on board the vehicle.

Also, people who ride them for hours begin to hallucinate, and to suspect that the buses are alive and sentient.
 
GCC:
Daimler Trucks begins rigorous testing of its fuel-cell truck

https://www.greencarcongress.com/2021/05/20210520-daimlerfct.html


Daimler Trucks is focusing on hydrogen-powered fuel-cells for the electrification of its vehicles for flexible and demanding long-haul transport. It aims to achieve ranges of up to 1,000 kilometers and more without any stops for refueling. In late April, the truck manufacturer began to conduct rigorous tests of the first new enhanced prototype of its Mercedes-Benz GenH2 Truck, which was unveiled in 2020. . . .

The extensive series of tests is very demanding for the vehicle and its components, and focusses, among other things, on continuous operation, different weather and road conditions, and various driving maneuvers.

According to Daimler Trucks’ development plan, the vehicle will also be tested on public roads before the end of the year. Customer trials are scheduled to begin in 2023. The first series-produced GenH2 Trucks are expected to be handed over to customers starting in 2027. . . .

We are consistently pursuing our technology strategy for the electrification of our trucks. We want to offer our customers the best locally CO2-neutral trucks—powered by either batteries or hydrogen-based fuel-cells, depending on the use case. are consistently pursuing our technology strategy for the electrification of our trucks. We want to offer our customers the best locally CO2-neutral trucks—powered by either batteries or hydrogen-based fuel-cells, depending on the use case.

The hydrogen-powered fuel-cell drive will become indispensable for CO2-neutral long-haul road transport in the future. This is also confirmed by our many partners with whom we are working together at full steam to put this technology on the road in series-production vehicles. Moreover, considerable momentum is being generated by the clear commitment of national and European regulators to the use of hydrogen for road freight transport. Political support plays an important role in promoting the creation of an infrastructure for green hydrogen and making an economically viable use of fuel-cell trucks possible for our customers.


—Martin Daum, Chairman of the Board of Management of Daimler Truck AG and Member of the Board of Management of Daimler AG

The development engineers at Daimler Trucks are designing the GenH2 Truck so that the vehicle and its components meet the same durability requirements as a comparable conventional Mercedes-Benz Actros. This means 1.2 million kilometers on the road over a period of ten years and a total of 25,000 hours of operation. . . .

The GenH2 Truck has been newly designed from the ground up. It features completely new components, on which the developers are particularly focusing during the tests. These components include the fuel-cell system, the all-electric powertrain, and all of the associated systems such as the special cooling unit.

In addition, the new components’ specific weight and position in the vehicle affect the truck’s handling properties. As a result, the vibrations caused by bumpy roads, for example, and especially by extreme situations, subject the fuel-cell truck to different forces than those in conventional vehicles. In order to obtain extensive information about this at an early stage, the current prototype is loaded during the tests with a payload of up to 25 tons for a gross vehicle weight of about 40 tons, which is identical with the specifications planned for the series-produced variant of the GenH2 Truck.

Daimler Trucks prefers to use liquid hydrogen because in this state, the energy carrier has a far higher energy density in relation to volume than gaseous hydrogen. As a result, the tanks of a fuel-cell truck using liquid hydrogen are much smaller and, due to the lower pressure, significantly lighter. This gives the trucks more cargo space and a higher payload. At the same time, more hydrogen can be carried, which significantly increases the trucks’ range.

This makes the series GenH2 Truck, like conventional diesel trucks, suitable for multi-day, difficult-to-plan long-haul transport and where the daily energy throughput is high.

The engineers at Daimler Trucks are forging ahead with the development of tank technologies for liquid hydrogen on the basis of a predefined development plan. By the end of the year, the engineers plan to have the new prototype tank system sufficiently mature to be used to continue the ongoing demanding tests of the GenH2 Truck.

The vehicle tests will then be conducted exclusively with liquid hydrogen tank systems until the series-production stage is reached. Until this can be done, the extensive internal testing of the GenH2 Truck will use a gaseous hydrogen tank system as an interim solution. Daimler Trucks is thus demonstrating that both variants—gaseous and liquid—can be technically implemented.
 
ABG:
Daimler Truck 'all in' on green energy as it targets costs

Aims for zero-emission vehicles to make up 60% of its sales by 2030, 100% by 2039

https://www.autoblog.com/2021/05/22/daimler-truck-hydrogen-electric-commitment/


Daimler Truck aims to cut costs and boost profit across all regions by 2025 as it goes "all in" for electric and hydrogen fuel cell powered vehicles, the world's largest truck and bus maker said on Thursday. . . .

"Both technologies (electric and hydrogen) will be needed," Daimler Truck CEO Martin Daum told an investor presentation on Thursday. "And we intend to lead the way in both technologies. . . ."

Daimler Truck and Volvo AB said last month they aim jointly to cut the costs of hydrogen fuel cells by a factor of five or six by 2027 as they seek to make the technology commercially viable for long-haul trucking.
 
GCC:
Albertsons makes first US commercial 100% electric refrigerated grocery delivery with a Class 8 truck; Volvo Trucks and AEM

https://www.greencarcongress.com/2021/05/20210529-volvo.html


Albertsons Companies, the second-largest grocery chain in the US, recently took delivery of two Volvo VNR Electric trucks at its distribution center in Irvine, California. The VNR Electric models from Volvo Trucks North America are the first zero-tailpipe emission, battery-electric Class 8 trucks to be deployed in Albertsons Cos. company-wide fleet, and will be serving Albertsons, Vons, and Pavilions stores in Southern California.

Albertsons has procured electric-powered transport refrigeration units from Advanced Energy Machines (AEM) to pair with its Volvo VNR Electrics, enabling Albertsons Cos. to make the first commercial 100% zero-emission grocery delivery with a Class 8 truck in the US.

The inaugural delivery took place on 28 May at a LEED-certified Albertsons store in Irvine, California.

Albertsons Cos. operates 1,400 Class 8 trucks nationwide, all of which are certified under the US Environmental Protection Agency (EPA) SmartWay program as meeting high transportation sustainability and efficiency standards. The Southern California fleet, which is made up entirely of trucks manufactured by Volvo Trucks, covers 335 stores in the region, running from the Central Coast to the California-Mexico border. . . .
 
GCC:
Port of Los Angeles rolls out $82.5M hydrogen fuel cell electric freight demonstration; Toyota fuel cell technology

https://www.greencarcongress.com/2021/06/20210614-pola.html


The Port of Los Angeles and its partners rolled out five new hydrogen-powered fuel cell electric vehicles (FCEV) and introduced two hydrogen fueling stations. Under the $82.5-million Shore-to-Store (S2S) project, more than a dozen public and private sector partners have teamed up for a 12-month demonstration of the zero-emissions Class 8 trucks and will expand the project to include five more hydrogen-fueled heavy-duty trucks, two battery-electric yard tractors, and two battery-electric forklifts.

The large-scale, multiyear demonstration is designed to assess the operational and technical feasibility of the vehicles in a heavy-duty setting, as well as to expand infrastructure to support hydrogen throughout the region.

The Port’s technology development partners are Toyota Motor North America, which designed and built the powertrain’s fuel cell electric power supply system; Kenworth Truck Co., which designed and built the Class 8 trucks with Toyota’s fuel cell electric system; and Shell Oil Products US (Shell), which designed, built and will operate the project’s two new high-capacity hydrogen fueling stations in Wilmington and Ontario. . . .

The California Air Resources Board (CARB) is supporting the project with a matching grant of $41.1 million. Project partners are contributing the remaining $41.4 million in financial and in-kind support.

Partners operating the trucks are Toyota Logistics Services (TLS), UPS, and trucking companies Total Transportation Services Inc. (TTSI) and Southern Counties Express (SCE).

Gas and technology leader Air Liquide is also participating as a fuel supplier. The Port of Hueneme will partner on drayage runs and serve as the site for testing the zero-emissions yard tractors.

Other public sector partners are the South Coast Air Quality Management District (AQMD), serving as a project advisor; the National Renewable Energy Laboratory, which will collect and analyze project data; and the Coalition for a Safe Environment, representing the community. Many communities that are home to ports and related trucking and warehouse operations are low-income areas disproportionately impacted by air pollution from vessels, rail, trucking and off-road cargo handling equipment.

The vehicles’ duty cycles will consist of local pickup and delivery and drayage near the Port and short regional haul applications in California’s Inland Empire. Partners will study the technical feasibility of hydrogen-fueled tractors and battery-electric cargo handling equipment operating under the rigorous demands of the Southern California market. At the same time, they will measure the reduction of nitrogen oxide, particulate matter, and greenhouse gas emissions, as well as other pollutants. . . .
 
GCC:
Germany investing €227M to support electrification of rail

https://www.greencarcongress.com/2021/06/20210619-germany.html


Germany will invest some €227 million to support the electrification of rail, with a focus on batteries and hydrogen fuel cells, including charging and refueling infrastructure.

Currently, 61% of the rail network in Germany is electrified with overhead lines. Conventional rail vehicles with diesel engines are currently used almost exclusively on the non-electrified routes.

The goal of Germany’s Electrification Plus program is that by 2050, 100% of all train kilometers are to be covered electrically or climate-neutrally. To this end, 70% of the rail network is to be equipped with overhead lines. On routes without overhead lines, the trains should run with alternative drives.

The BMVI has issued its first call for projects under the alternative drive for rail program, seeking:

The procurement of innovative rail vehicles or the conversion to alternative drives for routes without overhead lines;

The construction of charging / hydrogen refueling infrastructure, as well as electrolysis systems for the production of hydrogen; and

Studies on possible uses in the respective route network. . . .
 
All GCC:
Moscow to begin testing hydrogen buses in 2022

https://www.greencarcongress.com/2021/07/20210704-moscoqwh2.html


Moscow will begin testing hydrogen fuel cell buses by September 2022. Moscow Mayor Sergei Sobyanin signed an agreement to that effect with representatives of KAMAZ and RUSNANO at the Moscow Urban Forum. A center for the production of hydrogen buses will be created on the basis of SVARZ plant—site of the production of battery-electric buses (earlier post)—in 2023.

Refueling urban transport with hydrogen is convenient and economical. When using hydrogen fuel, only water vapor and heat are released. In winter, the heat can be used to heat the bus cabin—it is convenient and safe, with zero emissions. . . .


Given Moscow's climate, there would seem to be obvious operational advantages for FCEV vs. BEV buses there, at least until batteries improve their energy density a great deal. Or else use separate H2 or other heaters.



First city in Poland getting hydrogen bus

https://www.greencarcongress.com/2021/07/20210708-solarish2.html


MZK in Konin will be the first public transport operator in Poland to add a hydrogen bus to its fleet. Secured by Solaris Bus & Coach, the contract stipulates the four-year lease of a Urbino 12 hydrogen bus. The vehicle will be delivered to Konin in 2022. . . .

The hydrogen will be stored in gaseous form, in roof-stacked tanks. The commissioned bus will also feature a Solaris High Power battery.

Cities in Austria, Germany, Italy, the Netherlands and Sweden have commissioned more than 80 Solaris Urbino 12 hydrogen buses in total so far.



Ballard receives initial order for fuel cell modules to power 15 Tata Motors buses in India

https://www.greencarcongress.com/2021/07/20210710-ballard.html


. . . Ballard plans to complete delivery of all modules by 2022. The buses are planned for deployment in Faridabad, the largest city in the National Capital Region of Delhi.

The 15 buses will be supplied by Tata to the Research & Development Centre of Indian Oil Corporation Limited (IOCL). Tata and IOCL will jointly study the potential of fuel cell technology for commercial vehicles, including testing, maintenance and operation of the FCEBs in real-world public transport conditions in India’s National Capital Region. IOCL will also generate and dispense the hydrogen fuel to be used by the Ballard modules in these buses.

India’s government and industry are increasingly looking at hydrogen—and particularly green hydrogen produced using renewable energy sources—as an alternative fuel to combat pollution levels in the country. This includes the National Capital Region, where winter months see dangerous levels of polluted air. Moreover, a new energy transition coalition called India H2 Alliance was recently formed by major industry players, with a focus on commercializing hydrogen technologies and systems to create net-zero carbon pathways in India.
 
GCC:
Universal Hydrogen signs LOIs with 3 carriers for hydrogen-powered aircraft

https://www.greencarcongress.com/2021/07/20210715-uh.html


Universal Hydrogen (earlier post) has signed LOIs with Icelandair Group (Iceland), Air Nostrum (Spain), and Ravn Air (Alaska) for aftermarket conversion of aircraft to hydrogen propulsion and for the supply of green hydrogen fuel using Universal Hydrogen’s modular capsules.

Icelandair. Universal Hydrogen signed a letter of intent (LOI) with Icelandair Group under which Icelandair and Universal Hydrogen will pursue the implementation of green hydrogen as a propellant for Icelandair’s domestic aircraft fleet.

Universal Hydrogen is enabling this transformation with its aftermarket hydrogen conversion kit for regional aircraft, as well as its fuel distribution system based on modular hydrogen capsule technology.

For Universal Hydrogen and Icelandair, this LOI is the first step of an ambitious multilateral initiative, which requires working with Icelandic hydrogen producers, transportation companies, and airports. In a country with an electricity network powered by renewable energy, this represents an opportunity to decarbonize one of the most challenging industries—aviation.

Given a positive outcome of the project and upon completion of the Dash 8 conversions of the Icelandair domestic fleet, Universal Hydrogen and Icelandair would enter into a long-term fuel services contract to provide cost-effective green hydrogen for Icelandair’s fleet at scale. The net outcome of this relationship is to realize operational efficiencies as sustainability objectives are achieved.

Air Nostrum. Under the terms of the LOI with Air Nostrum, a regional airline based in Valencia, Spain, Air Nostrum would purchase eleven of Universal Hydrogen’s turboprop conversion kits for use across its existing and future fleet. These kits encompass a hydrogen fuel cell and electric motor that replaces the aircraft’s existing turboprop engine. They also provide for compatibility with Universal Hydrogen’s modular hydrogen capsule technology that allows for the delivery of hydrogen to any airport without any purpose-built infrastructure.

Alongside the aircraft conversions, Universal Hydrogen would become Air Nostrum’s long-term green hydrogen service provider. The conversion of Air Nostrum’s turboprop fleet to a Universal Hydrogen-powered, zero-carbon configuration would be concluded after an operational evaluation of the design and performance. The aircraft are expected to have equivalent or better unit economics compared to the existing fleet.

Ravn Air. Under the terms of this LOI, Ravn is committed to purchasing five of Universal Hydrogen’s conversion kits that will integrate the company’s modular hydrogen capsule technology and hydrogen powertrain into Ravn’s growing regional turboprop fleet. In a transportation segment that is critical to the way of life in Alaska, the conversions will provide a zero-carbon solution for both passenger and cargo services.
 
GCC:
Mercedes-Benz to produce battery-electric and hydrogen fuel cell trucks at Wörth plant

https://www.greencarcongress.com/2021/07/20210717-wörth.html


. . . Among other things, this includes the decision to locate the production of further trucks with CO2-neutral drive systems at the Wörth location. In addition to the Mercedes-Benz eActros, which will already go into series production there in October 2021, the production of further Mercedes-Benz zero-emission trucks, such as the eEconic and eActros LongHaul, is also planned for Wörth in the future. Accordingly, Daimler Truck will continue to invest “substantially” in the location in the coming years. . . .

In its transformation toward CO2-neutral transportation, Daimler Truck is consistently relying on two all-electric drive technologies: battery-electric and hydrogen-based fuel-cell. With these, every customer application can be covered with full flexibility in terms of routes—from well-plannable, urban distribution to difficult-to-plan, multi-day transports. Which solution is used by the customer depends on the specific application.

The battery-electric Mercedes-Benz eActros for routes in distribution transport will go into series production at the Mercedes-Benz plant in Wörth in October 2021, followed by the eEconic next year. The battery-electric eActros LongHaul for long-haul transport will follow from the middle of the decade. With the decision to manufacture the zero-emission trucks in Wörth, the company is securing the long-term capacity utilization of the plant and stable employment at the site.

In addition to the products, the entire Wörth site, including production, will be CO2-neutral from 2022, just like all other European Daimler Truck plants.
 
Both GCC:
Hyzon Motors signs MoU with Superior Pak for up to 20 hydrogen-powered refuse collection vehicles

https://www.greencarcongress.com/2021/07/20210719-hyzon.html


Hyzon Motors, a global supplier of hydrogen fuel-cell vehicles, announced a Memorandum of Understanding to develop and to supply 20 refuse collection vehicles (RCV) together with Superior Pak, an Australian manufacturer of waste-handling equipment.

The companies aim to deliver a zero-emissions, high-performance side-lift garbage truck, capable of undertaking the 1500-2000 compactor lifts required during an 8-10 hour suburban working cycle. The first 5 vehicles are expected to be delivered and operational in Q2 2022.

Three of the first 5 vehicles are expected to be available from Hyzon under minimum 1 month demonstration loan arrangements in the Brisbane, Sydney and Melbourne areas associated with available hydrogen refueling facilities.

Orders are currently being accepted for the balance of 15 vehicles with expected demand from local governments as well as waste collection operators across Australia. . . .

Refuse collection offers a particularly suitable application for hydrogen fuel cell technology to replace diesel, as the back-to-base model allows for a central refueling infrastructure. Operating the hydraulic lifts also demands significant power, which Hyzon’s high-density fuel cells can supply.



Moscow to introduce electric ships for river public transport; solicitation to open in September

https://www.greencarcongress.com/2021/07/20210719-moscow.html


The city of Moscow is planning to bring back river public transport after an absence of 16 years. Water transport first appeared in the city in 1923. In 1960s it was in great demand. In 2006 regular water transport on the Moskva River stopped running—only leisure trips remained. 49 bridges span the river and its canals within the city’s limits.

The Mayor of Moscow supports the implementation of the project and it will be launched in stages. As a first step, electric river trams will start shuttles regularly in 2022, and their number on cruise will gradually increase.

The carrying capacity of each route will be 15-16 thousand passengers per day; this will be another important element of Moscow transport and a convenient alternative to a personal car.

The future river vessels will be 100% electric—the same as Moscow’s city electric buses. The Moscow vessels will be spacious: about 22 meters in length, each with 42 seats, two of which are for people with disabilities. The cabin will have information screens, USB charging, Wi-Fi, places for scooters and bicycles, as well as comfortable seats and tables for working with a laptop.

One of mandatory terms for the supplier is a service contract; repair and maintenance remains with the manufacturer 24/7 for 15 years. It will give confidence that the manufacturer fully understands its responsibility and will produce reliable transport for the daily transportation of Muscovites and guests of the city.

All terms and requirements will be spelled out in the technical specification for the production of electric vessels. Moscow plans to launch the competition in September of this year. . . .

A difficult challenge is the development of berths. Careful reconstruction and improvement of their availability will be required. For example, the transfer of surface transport stops or the creation of new pedestrian routes are necessary for the maximum convenience of future passengers. Some of the berths are equipped with charging stations for fast charging of vessels. Testing the first charging spot at one of the berths of route Nº 1 is already planned.
 
GCC:
XL Fleet and eNow partner to electrify refrigerated trailers

https://www.greencarcongress.com/2021/07/20210722-xlenow.html


XL Fleet Corp. announced a battery and power electronics development and supply agreement and an investment in eNow, Inc., a provider of solar and battery power systems that enable fully-electric Transport Refrigeration Units (eTRUs) for Class 8 commercial trailers.

Under the terms of the agreement, XL Fleet will supply battery and power electronics systems for the first 1,000 units of eNow’s new electrified refrigerated trailer solutions.

eNow has pioneered the development of mobile solar battery charging systems to the commercial fleet market since 2011. eNow’s patented roof-mounted solar modules store energy in auxiliary batteries used to power lift gates, in-cab HVAC, refrigeration, telematics and other loads such as appliances and lighting. eNow has established itself in a favorable pre-market position to deliver emission-free eTRUs for commercial trailers in the US.

XL Fleet’s partnership with eNow accelerates and expands the company’s existing market opportunity into Class 8 trailers. Approximately 50,000 new diesel-powered refrigerated trailers are sold annually in the US., reflecting a multi-billion dollar potential total addressable market for all-electric solutions.

Each conventional diesel power refrigerated trailer can use as much diesel as a delivery truck uses in a day, so there are large opportunities for diesel and emissions savings with electrified refrigerated trailers. Additionally, the partnership enhances XL Fleet’s strategic position to collaborate with important Class 8 transportation customers, providing potential cross-selling opportunities for XL Fleet’s integrated solutions offering, including electrified powertrains and XL Grid charging infrastructure.

XL Fleet and eNow are collaborating on the design and development of the system that will power eTRUs, as a replacement for conventional diesel-powered systems.

XL Fleet is developing the high-capacity integrated lithium-ion battery and power electronics technology that will be installed underfloor on the Class 8 trailer, providing approximately 12 hours or more of run time between charges.

eNow will integrate this system into its architecture, including solar panels mounted on the roof of the trailer to maintain the battery charge and extend operation.

Currently available 480V 3 phase shore power will be used for charging of the batteries and powering of the eTRU when idle or during loading and unloading of the trailer. The system will be equipped with a thermal management system to enable year-round operation across North America.

XL Grid will support customers that require new charging or expanded charging infrastructure, or energy solutions. This partnership also builds on XL Fleet’s promise of delivering Electrification-as-a-Service, by giving customers the opportunity to finance or lease the refrigerated trailers and related infrastructure.

eTRUs deliver a lower total cost of ownership and are more environmentally friendly than diesel-powered units currently serving the majority of the market today. eTRUs can be hauled by traditional internal combustion engine or electrified tractors, as a way for fleet managers to immediately and significantly reduce emissions.

XL Fleet and eNow expect to deliver initial eTRUs beginning in the first half of 2022 to customers in industries including food, retail, manufacturing and distribution. . . .


No details on how much of a weight penalty there is, 12 hours may not be enough, and providing charging at terminals and stops is likely to be problematic and expensive. Probably okay for fleets running between company terminals, but not for owner-operators picking up and delivering loads wherever, at least not for decades.
 
All GCC:
Air Products and Cummins partner on hydrogen fuel cell trucks; Air Products to convert global 2K truck fleet to H2

https://www.greencarcongress.com/2021/07/20210727-apcummins.html


Air Products and Cummins signed a memorandum of understanding (MOU) to work together to accelerate the integration of hydrogen fuel cell trucks in the Americas, Europe and Asia. Cummins will provide hydrogen fuel cell electric powertrains integrated into selected OEM partners’ heavy-duty trucks for Air Products, as Air Products begins the process of converting its global fleet of distribution vehicles to hydrogen fuel cell vehicles.

Following a successful demonstration and pilot phase, Air Products plans to convert its global fleet of approximately 2,000 trucks to hydrogen fuel cell zero-emission vehicles. Cummins and Air Products expect the demonstration phase to begin in 2022.

Additionally, Cummins and Air Products will work together to increase the accessibility of renewable hydrogen, including hydrogen infrastructure opportunities that promote the adoption of hydrogen for mobility. . . .

Hydrogen fuel cells are gaining momentum as the technology of choice in heavy-duty applications due to the duty cycles, especially in extreme climate conditions. . . .



Hyundai bringing XCIENT Fuel Cell trucks to California

https://www.greencarcongress.com/2021/07/20210727-xcient.html


Hyundai Motor Company will deploy the company’s latest hydrogen fuel cell electric heavy-duty trucks in California in two publicly funded projects to improve the air quality in the region. The demo trucks that Hyundai will bring into the United States are developed based on XCIENT Fuel Cell, the world’s first mass-produced, heavy-duty truck powered by hydrogen.

Debuting last year in Switzerland, XCIENT Fuel Cell has proven its commercial viability through more than one million kilometers of driving in real-world conditions. The US model provides a maximum driving range of 500 miles, or about 800 kilometers. . . .

30 XCIENT Fuel Cell trucks in northern California by early 2023. Hyundai Motor teamed with public and private partners in the US to operate 30 units of Class 8 XCIENT Fuel Cell trucks, starting from the second quarter of 2023. This will be the largest commercial deployment of Class 8 hydrogen-powered fuel cell trucks in the US.

A consortium led by the Center for Transportation and the Environment (CTE) and Hyundai Motor recently won $22 million in grants from the California Air Resources Board (CARB) and the California Energy Commission (CEC) and $7 million in additional grants from the Alameda County Transportation Commission and the Bay Area Air Quality Management District in support of this project.

Hyundai’s NorCAL ZERO project, also known as Zero-Emission Regional Truck Operations with Fuel Cell Electric Trucks, will deploy 30 units of Class 8 XCIENT Fuel Cell, with a 6x4 drive axle configuration, to northern California by the second quarter of 2023. Glovis America, a logistics service provider, will be the fleet operator of these trucks. Macquarie’s Specialized and Asset Finance business, part of its Commodities and Global Markets division, will finance the trucks through a lease to the operator.

This project will be the largest commercial deployment of Class 8 hydrogen FCETs in North America.

The consortium also plans to establish a high-capacity hydrogen refueling station in Oakland, California that will be able to support as many as 50 trucks with an average fill of 30 kilograms.

12-month pilot program with fleet partner to operate two XCIENT Fuel Cell. Hyundai Motor was also awarded a $500,000 grant from the South Coast Air Quality Management District (South Coast AQMD) to demonstrate in Southern California two Class 8 XCIENT Fuel Cell heavy-duty trucks. Largely funded by the US Environmental Protection Agency (EPA), the project contributes to the attainment of clean air standards in the South Coast Air Basin by reducing emissions from diesel trucks.

Hyundai Motor and its fleet partner plan to begin operating these trucks in August. They will be used for long-haul freight operations between warehouses in southern California for a 12-month period. Hyundai will also work with the market leader in hydrogen refueling stations in California, First Element Fuel (FEF), to utilize three hydrogen refueling stations in the region to refuel the trucks. . . .

In 2020, Hyundai announced its plan to deliver 1,600 XCIENT Fuel Cell trucks to Europe by 2025. The first 46 units were delivered to Switzerland last year, and they have cumulatively driven more than one million kilometers, or about 620,000 miles, in 11 months of service. During that time, the fleet has reduced CO2 emissions by an estimated 630 tons, compared to diesel-powered vehicles.

The Class 8 XCIENT Fuel Cell trucks that Hyundai will deploy in California will have a maximum driving range of 500 miles, because the hydrogen will be stored in greater quantity on the vehicle in tanks rated at 700 bar, or about 10,000 psi, of pressure. The maximum gross combination weight of Class 8 XCIENT Fuel Cell truck will be more than 37 tons, or about 82,000 lbs.

Based on the experience gathered from the initial demonstrations, Hyundai will accelerate its effort to launch its zero-emission commercial trucks in North America officially. Hyundai is already in talks with multiple logistics and commercial companies that are interested in leveraging hydrogen technology for their freight delivery and drayage services in the US. . . .



UC San Diego receives $35M in state funding for new hydrogen-hybrid coastal research vessel

https://www.greencarcongress.com/2021/07/20210726-ucsd.html


. . . The new vessel will be operated by Scripps Institution of Oceanography at UC San Diego. The feasibility study to conceptualize the hydrogen fuel-cell propulsion technology for the vessel was initially completed in 2020 by Sandia National Laboratories, Glosten, and Scripps. (Earlier post.) The study was funded by the US Department of Transportation’s Maritime Administration.

The proposed 125-foot vessel will take three years to design, build, and commission, and replace Research Vessel Robert Gordon Sproul, which has served thousands of University of California students in its nearly 40 years of service but is nearing completion of its service life.

This new vessel will feature an innovative hybrid propulsion system that integrates hydrogen fuel cells alongside a conventional diesel-electric power plant, enabling zero-emission operations. The design is scaled so the ship will be able to operate 75% of its missions entirely using a non-fossil fuel—hydrogen—with only pure water and electricity as reaction products. For longer missions, extra power will be provided by clean-running modern diesel generators.

The hybrid-hydrogen design of this new vessel represents an innovation in the maritime industry. Development of this and subsequent zero-emission vessels is essential to the University of California’s Carbon Neutrality Initiative, the goal to be carbon-neutral by 2025.

The vessel will be equipped with instruments and sensing systems, including acoustic Doppler current profilers, seafloor mapping systems, midwater fishery imaging systems, biological and geological sampling systems, and support for airborne drone operations.

It is envisioned that the vessel will carry up to 45 students and teachers to sea on day trips, improving the university’s capacity for experiential learning at sea. UC graduate students, postdoctoral scholars, and early-career faculty will also be able to apply for research time at sea through the UC Ship Funds Program, which provides support for expeditions on Scripps vessels through a competitive peer-reviewed proposal process. . . .


Some more details on the trucks can be found in this ABG article: https://www.autoblog.com/2021/07/27/hyundai-hydrogen-powered-trucks-in-california/
 
GCC:
BAAAQMD funds 7 zero-emission tractors

https://www.greencarcongress.com/2021/07/baaaqmd-funds-7-zero-emission-tractors.html


The Bay Area Air Quality Management District in California announced the deployment of seven zero-emission tractors at Bay Area farms as part of an approximately $1-million grant through the Funding Agricultural Reduction Measures for Emission Reductions (FARMER) program to demonstrate zero-emission technology in Bay Area agricultural operations.

The program is the first-of-its-kind in California, where moving from diesel-powered to zero-emission equipment across all sectors of the economy is a priority to achieve significant reductions in greenhouse gas emissions, criteria pollutants and toxic emissions.

In 2020, the Air District awarded Monarch Tractor $480,000 and Solectrac by Ideanomics $514,688 for demonstration projects under the FARMER program. The grants support the advancement of battery-powered electric tractors, which are not yet commercially available on a large scale. . . .

Partnering farms where the tractors were deployed and data will be collected include Old School Vineyards in Napa, Arroyo Lindo Vineyard in Sonoma, Wente Vineyards in Livermore, The Mushroom Farm in Pescadero and Crocker Estate in St. Helena.

The FARMER Program is part of California Climate Investments.
 
https://www.cnbc.com/2021/07/29/us-prosecutors-charge-trevor-milton-founder-of-electric-carmaker-nikola-with-three-counts-of-fraud.html

When it sounds too good to be true, it likely isn't.
 
^^^Shouldn't that be "it likely _is_"?

As with most startups, the truth often gets stretched. Admittedly, usually not this far or this criminally. If Elon had made that "funding secured" claim a few years earlier he'd likely be facing similar charges, instead of just having to pay a fine and be (ineffectively) muzzled.

This ABG article claims some Nikola execs tried to muzzle Milton ala' Musk, without success: https://www.autoblog.com/2021/07/29...-cord-nuggets-from-nikola-founder-indictment/
 
GRA said:
I've always seen it "if it sounds too good to be true, it 'likely' (more common term 'probably') is", i.e. it _is_ too good to be true
You have now seen it a different way.

Follow ups to minkhole.
 
GCC:
First hydrogen fuel-cell vessel: San Francisco ferry ready to go

https://www.greencarreports.com/new...l-cell-vessel-san-francisco-ferry-ready-to-go


A hydrogen fuel-cell ferry is currently undergoing trials ahead of planned passenger operations in the San Francisco Bay Area. Owner Switch Maritime claims it will be the world's first commercial vessel powered solely by hydrogen fuel cells.

Dubbed Sea Change, the ferry is a 70-foot, 75-passenger catamaran that, Switch claims, will have the same operational capabilities as conventional diesel boats, but with zero emissions and lower maintenance needs.

Onboard hydrogen tanks have a storage capacity of 246 kilograms, and the fuel cells are supplemented by a 100-kwh battery pack. Electricity generated by the fuel cells powers a pair of 300-kw (402-horsepower) electric motors. Estimated range is 300 nautical miles, with a top speed of 23 mph, according to Switch.

A fuel-cell ferry for San Francisco was first proposed in 2015, but the Sea Change appears to be the first such vessel to be completed. Small numbers of battery-electric commercial ships have been built for use in Norway and other countries, however.

The Sea Change uses fuel cells from Cummins. While best known for diesel engines, the company is looking to commercialize fuel-cell tech. It's also pushing hydrogen fuel-cell semi trucks as alternative to its own diesels.

The future for fuel cells is increasingly looking farther from passenger vehicles and toward industry and trains, ships, or possibly planes. Toyota, Hyundai, and General Motors have created modularized fuel-cell systems for such purposes over the past several years. This approach sidesteps many of the issues that have held back fuel-cell cars, while focusing an applications that may be difficult to electrify with batteries.
 
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