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Both GCC:
Apex Clean Energy and Plug Power partner on largest green hydrogen power purchase agreement in the US

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


Apex Clean Energy, one of the nation’s largest independent clean energy companies, and Plug Power announced a 345 MW wind power purchase agreement (PPA) and a development services agreement for a green hydrogen production facility.

The power purchased through the PPA will directly supply a new hydrogen production plant with 100% renewable power. The hydrogen plant, which is being co-developed by Apex and Plug Power, will be the first and largest wind-supplied hydrogen project in the United States and the largest onshore wind-powered project across the globe.

Once operational, the plant is anticipated to produce more than 30 metric tons per day of clean liquid hydrogen, enough to fuel the equivalent of more than 2,000 light commercial vehicles or more than 1,000 heavy duty class 8 trucks. . . .



GCC:
Wartsila launches major test program towards carbon-free solutions with hydrogen and ammonia

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


SQL errors, so can't quote.
 
GCC:
Air Products chooses Haldor Topsoe’s SynCOR technology for world-scale blue hydrogen energy complex in Canada

https://www.greencarcongress.com/2021/07/20210723-topsoe.html


Air Products has selected Haldor Topsoe’s low-carbon SynCOR technology for a world-scale net-zero hydrogen energy complex in Canada. Topsoe’s SynCOR technology will enable capture of more than 95% of CO2 emissions from the production of blue hydrogen from natural gas for the recently announced Air Products facility to be built in Edmonton, Alberta, Canada. (Earlier post.) The captured CO2 will be stored underground.

Hydrogen-fueled electricity will power the plant and offset the remaining five percent of emissions at the site. The clean energy complex will help refining and petrochemical customers served by the Air Products Heartland Hydrogen Pipeline to reduce their carbon intensity. The complex will also produce liquid hydrogen for merchant sales and as a clean fuel in the transportation sector.

This industry-proven and advanced technology produces hydrogen at large scale with low emissions and energy consumption. Canada’s clean energy diversification strategy has marked hydrogen as a key enabler for Canada to achieve its goal of carbon neutrality by 2050. Expected to come onstream in 2024, the SynCOR-based hydrogen facility will effectively support that goal. . . .

The hydrogen complex is part of Air Products’ ambition to reach more than 1,500 tons of hydrogen production per day and achieve more than three million tons per year of CO2 capture in Alberta alone.
 
GCC:
Eastman to supply benzyl toluene to Hydrogenious for hydrogen carrier

https://www.greencarcongress.com/2021/07/20210725-eastman-1.html


Eastman and Hydrogenious LOHC Technologies, a pioneer in the liquid organic hydrogen carrier (LOHC) industry (earlier post), are partnering to make the storage and transportation of sustainable hydrogen more secure, easier and more affordable for the fast-growing clean energy market.

Eastman is poised to meet the increasing needs of the hydrogen transport industry through production of an LOHC specialty product—a member of the Marlotherm family—which is a carrier medium that chemically binds the hydrogen molecules to ensure safe and easy logistics and storage.

The product is produced at Eastman’s site in Marl, Germany, and can be reused even after several hundred cycles. Eastman can also reprocess the fluid to enable significant greenhouse gas emission reductions and contribute to a truly circular economy. . . .



IndianOil to build India’s first green hydrogen plant at Mathura refinery

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


. . . While IndianOil has been working on various hydrogen production pathways, the project at Mathura Refinery will be pioneering the introduction of green hydrogen in the Indian oil & gas sector.

IndianOil has drawn a strategic growth path to focus on its core refining and fuel marketing businesses while making bigger inroads into petrochemicals, hydrogen, and electric mobility over the next ten years. IndianOil has a wind power project in Rajasthan. We intend to wheel that power to our Mathura refinery to produce absolutely green hydrogen through electrolysis.

—Shrikant Madhav Vaidya, Chairman IndianOil

Vaidya said that the green hydrogen will replace carbon-emitting fuels used in the refinery to process crude oil into value-added products such as gasoline and diesel.

Petroleum refining and marketing with much higher petrochemicals integration will continue to be IndianOil’s key focus area. We are going to add 25 million tonnes of refining capacity by the year 2023-24. Forecasts by various agencies sees Indian fuel demand climbing to 400-450 million tonnes by 2040 as against 250 million tonnes now. This demand surge offers enough legroom for all forms of energy to co-exist. And, while exploring the multiple energy avenues, environmental conscience will be a critical priority for IndianOil. We are pushing ahead with research on carbon capture, utilisation and storage technologies.

—Shrikant Madhav Vaidya
 
All GCC:
MAN Energy Solutions and ANDRITZ Hydro to develop projects for green hydrogen from hydropower

https://www.greencarcongress.com/2021/07/20210730-man.html


MAN Energy Solutions and ANDRITZ Hydro have completed a strategic framework agreement jointly to develop international projects for the production of green hydrogen from hydropower.

A pilot project in Europe will mark the start of the collaboration. Subsequently, the companies want to identify jointly further projects and implement them in the context of the German Federal Government’s H2 Global initiative. H2 Global is a market-based funding platform, which aims to efficiently promote the market launch of green hydrogen and hydrogen-based power-to-X products.

For this purpose, hydrogen energy partnerships are to be established with countries with a correspondingly high potential to provide a long-term, cost-effective and reliable green hydrogen supply to Germany and the EU.

The companies are aiming to launch an initial joint pilot project before the end of this year to provide about 650 tons of green hydrogen by using an electrolysis output of up to 4 MW, initially for local use. In follow-up projects, designed for the export of hydrogen, the installed electrolysis output is expected to increase to up to 100 MW. . . .



Fortescue Future Industries, JSW Future Energy to explore potential green hydrogen projects in India

https://www.greencarcongress.com/2021/07/20210730-fortescue.html


Australia-based Fortescue Future Industries (FFI) has entered into a framework agreement with India-based JSW Future Energy Limited, a wholly owned subsidiary of JSW Energy Limited, to explore opportunities to develop green hydrogen projects in India.

Under the agreement, FFI and JSW Energy will collaborate and conduct scoping work on potential projects relating to the production of green hydrogen and explore opportunities to utilize it for green steel making, hydrogen mobility, green ammonia and other mutually agreed industrial applications in India.

FFI is the 100% renewable green energy and industry company of Fortescue Metals Group Limited (Fortescue). FFI is establishing a global portfolio of renewable green hydrogen and green ammonia operations. FFI has the vision of green hydrogen becoming the most globally traded seaborne energy commodity in the world, with an initial plan to produce 15 million tonnes per year of green hydrogen by 2030.

JSW Future Energy Limited is a 100% subsidiary of JSW Energy Limited (JSWEL), a leading power company in India, and part of the US$13-billion JSW Group—a diversified business conglomerate in India with interests across Steel, energy, infrastructure, cement, paints, sports and venture capital. JSWEL currently has 4,559 MW of operational thermal, hydro and solar power capacity. The company has around 2,500 MW of renewable energy projects under construction which are likely to be completed by 2023.

JSWEL has outlined a blueprint to reach 20 GW of capacity by 2030 and expand the share of renewable energy in its portfolio to 85% from 30% currently. JSWEL has also committed to net-zero carbon emission target by 2050.



Hyundai Motor and Hyundai Electric to develop hydrogen fuel cell package for power generation

https://www.greencarcongress.com/2021/07/20210731-hyundai.html


. . . Under the agreement, Hyundai Motor will supply PEMFC fuel cell systems and provide technical support while Hyundai Electric will develop and commercialize a fuel cell-based power generation package which includes mobile generators and AMP supply systems. Hyundai Electric will also explore a variety of business models for marketing the new package in Korea and abroad.
 
Both GCC:
Energy ECS company McDermott joins H2@Scale in Texas and Beyond

https://www.greencarcongress.com/2021/08/20210804-mcdermott.html


. . . The project is supported by DOE’s Hydrogen and Fuel Cell Technologies Office within the Office of Energy Efficiency and Renewable Energy. H2@Scale in Texas and Beyond intends to show that renewable hydrogen can be a cost-effective fuel for multiple end-use applications, including fuel-cell-electric vehicles, when coupled with large, baseload consumers that use hydrogen for clean, reliable stationary power.

McDermott’s participation will add additional expertise to the team’s capabilities in the delivery of integrated energy infrastructure and underscores McDermott’s commitment in advancing hydrogen as a key driver to low carbon and affordable energy.

The project will leverage Texas’ extensive resources—wind power, solar energy, underground salt-dome storage formations, hydrogen pipelines, natural gas infrastructure, international port operations, and a large, concentrated industrial infrastructure—to demonstrate the potential of DOE’s H2@Scale initiative. . . .

The partnership is currently focusing on two separate initiatives:

The University of Texas at Austin will host a first-of-its-kind integration of commercial hydrogen production, distribution, storage and use. The project partners will generate zero-carbon hydrogen onsite via electrolysis with solar and wind power and reformation of renewable natural gas from a Texas landfill. It is the first time that both sources of renewable hydrogen will be used in the same project. The hydrogen will power a stationary fuel cell to provide clean, reliable power for the Texas Advanced Computing Center and supply a hydrogen station with zero-emission fuel to fill a fleet of fuel-cell-electric vehicles.

At the Port of Houston, the project team will conduct a feasibility study for scaling up hydrogen production and use. The team will assess available resources, prospective hydrogen users and delivery infrastructure, such as existing pipelines that supply hydrogen to refineries. The study will examine policies, regulations and economics so that industry can develop a strategic action plan to present to policymakers—enabling heavy-duty fuel cell transportation and energy systems. . . .




California Fuel Cell Partnership envisions 70,000 heavy-duty fuel cell electric trucks supported by 200 hydrogen stations in-state by 2035

https://www.greencarcongress.com/2021/08/20210804-calfcp.html


The California Fuel Cell Partnership (CaFCP) released a new foundational document for heavy-duty class 8 fuel cell electric trucks (FCETs), “Fuel Cell Electric Trucks: A Vision for Freight Movement in California and Beyond,” that envisions 70,000 trucks supported by 200 heavy-duty truck stations by 2035.

The vision emphasizes the need for policies that unlock and accelerate private investment to achieve this interim step towards a larger goal of 100% zero-emission trucks by 2045. . . .

Heavy-duty trucks represent only 2% of vehicles on California roads, yet these hundreds of thousands of trucks generate more than 9% of the State’s greenhouse gas emissions, 32% of its nitrogen oxides, and 3% of its particulate emissions. . . .

With the right policy mechanisms in place, the vision foresees a self-sustaining market by 2035. The draft of a California Air Resources Board report concludes that a self-sufficient light-duty fuel cell passenger car fueling network is possible, suggesting the same can happen for heavy-duty fuel cell trucks.

The release of the vision document comes on the heels of the California Air Resources Board’s Advanced Clean Truck rule, the world’s first rule requiring truck manufacturers to transition from diesel trucks and vans to electric zero-emission trucks beginning in 2024. . . .




Repsol and Talgo to develop hydrogen-powered trains

https://www.greencarcongress.com/2021/08/20210804-repsolvittal.html


Spain-based global energy company Repsol and Talgo, a manufacturer of intercity, standard, and high speed passenger trains, will promote a renewable-hydrogen-powered train, fostering emission-free rail transport in the Iberian Peninsula.

Repsol is the leading producer and consumer of hydrogen in the Iberian Peninsula and operates the largest hydrogen plant of Europe. The company uses this gas as a raw material at its industrial centers which are already evolving to become multi-energy hubs where renewable hydrogen is a strategic pillar in achieving net-zero emissions by 2050.

Repsol announced in November 2020, in its Strategic Plan, that it wants to play a leading role in renewable hydrogen, to be at the forefront of the market in the Iberian Peninsula. To do so, it will have an installed capacity of 400 MW by 2025 and will exceed 1.2 GW by 2030.

For its part, Talgo is developing hydrogen-powered trains that will make it possible to de-carbonize railway lines, especially those of the secondary network that are not electrified. To this end, it has developed its Vittal One train, a modular solution for medium-distance and commuter trains powered by hydrogen fuel cells, which will be a dual hydrogen-electric train.

The company is also planning to put on track next November a first train that will allow demonstrating and validating the concept in conditions similar to those of commercial operation. . . .

This collaboration will promote the achievement of one of the objectives set in the Hydrogen Roadmap approved by the Spanish Government last October: to have two lines of hydrogen-powered commercial trains by 2030. . . .

Talgo had said earlier that the first phase of the validation tests of the hydrogen technology will be conducted in 2021. After the validation process, the hydrogen technology will be installed in the new train during a second manufacturing phase that will take place between 2021 and 2023.

Repsol will use organic waste to generate biogas at its industrial centers, which will be used to produce renewable hydrogen. It has announced the installation of two electrolyzers with a capacity of 100 MW in Cartagena and Petronor that will supply its complexes with renewable hydrogen. . . .

These initiatives include the Basque Hydrogen Corridor, launched in February 2021 by Petronor-Repsol and which already brings together 128 companies (Talgo is included among others); the Hydrogen Valley Catalonia, coordinated by the Universitat Rovira i Virgili, Repsol, and Enagás, whose objective is to consolidate an integrated ecosystem in the region around the hydrogen value chain, the renewable hydrogen hub around the Escombreras Valley, in Cartagena; and the Hydrogen cluster of Castilla-La Mancha, with the installation of a renewable hydrogen production plant using photoelectrocatalysis, a technology that Repsol is developing together with its partner Enagás, which will place the Puertollano Industrial Complex at the forefront of the sector.
 
All GCC:
Hyundai becomes a partner in H2 MOBILITY in Germany

https://www.greencarcongress.com/2021/08/20210805-hyundaih2.html


Hyundai Motor become a partner in H2 MOBILITY, a company that sets up and coordinates the nationwide hydrogen infrastructure in Germany. (Earlier post.) The Hyundai Motor Company will be represented by Hyundai Motor Deutschland GmbH at the shareholders’ meeting. Hyundai is the seventh shareholder alongside the founding members Total, Shell, OMV, Linde, Air Liquide and Daimler. . . .

he decision to join, after many years of partnership, is based on H2 MOBILITY's extensive experience in setting up an infrastructure for hydrogen. H2 MOBILITY has been building and operating the hydrogen filling station network in Germany since 2015. As the world’s largest operator, the company is currently responsible for 91 hydrogen filling stations, most of them in Germany in the metropolitan areas of Hamburg, Berlin, Rhine-Ruhr, Frankfurt, Nuremberg, Stuttgart and Munich as well as on the adjacent motorways. Another two filling stations are in the planning phase, 10 in the approval phase. Three are about to go into operation.

Fuel cell electric vehicles—passenger cars and light commercial vehicles—can be filled with 700 bar at all H2 MOBILITY stations, and a growing number of medium-weight commercial vehicles can also be filled with 350 bar. In order to cope with the increasing number of larger commercial vehicles such as buses, garbage trucks, road sweepers and trucks with fuel cell drives, future stations will allow hydrogen refueling in addition to 700 with 350 bar from the outset. . . .




Hyundai makes Series B investment in hydrogen and fuel cell catalyst maker Pajarito Powder

https://www.greencarcongress.com/2021/08/20210805-pajarito.html


US-based startup Pajarito Powder has received a Series-B investment from Hyundai Motor Company. The investment is intended to allow Hyundai Motor to expand its portfolio in the value chain of the hydrogen industry and strengthen the establishment of the hydrogen ecosystem.

Based in Albuquerque, New Mexico, Pajarito Powder develops and commercializes advanced electrocatalysts for fuel cells and electrolyzers. Pajarito Powder manufactures a range of catalyst products using its own intellectual property as well as intellectual property licensed from the University of New Mexico, Los Alamos National Laboratory, and Institut National de la Recherche Scientifique (INRS) in Québec, Canada. . . .




Universal Hydrogen, magniX, Plug Power, and AeroTEC set up hydrogen aviation center at Moses Lake, Washington

https://www.greencarcongress.com/2021/08/20210805-moseslake.html


. . . The center will focus on the test flight and certification of Universal Hydrogen’s retrofit conversion of a Dash-8 regional turboprop aircraft, scheduled for entry into commercial service in 2025. (Earlier post.).

Early adopters of the zero-carbon emission technology include Ravn Alaska, Icelandair, and Spain’s Air Nostrum, which have entered into letters of intent with Universal Hydrogen to convert their existing and future fleets to a hydrogen powertrain, and for long-term hydrogen fuel supply contracts using Universal Hydrogen’s modular capsule distribution network.

The hydrogen powertrain comprises electric propulsion units (EPUs) from Everett-based magniX and fuel cells from Plug Power, which has a significant operational footprint in Spokane, Washington. Seattle-based AeroTEC will lead aircraft conversion, flight test, and certification activities, drawing on its own extensive experience with electric aviation and expertise from across the aerospace sector.

The conversion work for US-based airlines, flight test, as well as continuing airworthiness support would be based in AeroTEC’s Moses Lake facility.

AeroTEC’s Moses Lake facility has long been a favorite location for electric aviation projects, having recently flown a battery-powered 9-passenger Cessna 208B “eCaravan,” also powered by a magniX EPU.

Universal Hydrogen’s Dash-8 conversion will be the first commercially-relevant hydrogen-powered aircraft, serving 41 to 60 passengers on routes up to 1,000 kilometers. Hydrogen fuel for the airplanes will be supplied using modular capsules that can be transported to airports using the existing freight network and on-airport cargo handling equipment, requiring no new infrastructure. . . .
 
Both GCC:
HS Orka and Hydrogen Ventures partner on green hydrogen and methanol project in Iceland

https://www.greencarcongress.com/2021/08/20210809-hsorka.html


Icelandic power generator HS Orka and Hydrogen Ventures Limited (H2V) will partner to develop a production plant for green methanol using green hydrogen to power the marine sector, as well as domestic and commercial vehicles such as cars, vans and lorries.

This project will comprise two phases, with an initial 30MW input, followed by a second phase of a much larger scale for the production of green hydrogen. The total cost of Phase One is anticipated to be €100 million.

More than 80% of Iceland’s energy consumption is already based on renewables—primarily geothermal and hydro power.

HS Orka/H2V’s projects will focus on using geothermal energy to produce green hydrogen, which will then be used in the production of synthetic fuels. All the hydrogen created and used will be certified green hydrogen—meaning that 100% of the energy used to generate it comes from renewable sources. . . .




Jemena and Coregas partner on green hydrogen for New South Wales transport industry

https://www.greencarcongress.com/2021/08/20210809-jemena.html


. . . Under a new agreement, Jemena will produce and supply green hydrogen from its Western Sydney plant for use by transport and industrial customers from early 2022. This is the first time the New South Wales transport industry will have access to green hydrogen. . . .

The green hydrogen will be produced at Jemena’s $15-million Western Sydney Green Gas demonstration project. Co-funded by the Australian Renewable Energy Agency (ARENA), the Power-to-Gas project will convert solar and wind power into hydrogen gas via electrolysis. The hydrogen will then be stored for use across the Jemena Gas Network (JGN) in New South Wales, the biggest gas distribution network in Australia.

The JGN is 25,000 kilometers in length and is capable of storing as much energy as 8 million Powerwall bateries. The JGN supplies more than 1.4 million customers each year.

Coregas Executive General Manager Alan Watkins commented that Coregas is working hard to apply their expertise in hydrogen distribution, compression and storage as part of Australia’s transition to a hydrogen economy.
 
Producing green hydrogen in Iceland is easy, because you have a steady supply of carbon-free energy (hydro and geothermal). Unfortunately Iceland's advantages cannot be replicated at scale.

I've yet to read about a true green hydrogen plant using intermittent renewables. The ones I've read about all run off solar/wind when available and the rest of the time they draw fossil-fuel energy from the grid. It's no different than if the solar/wind were fed into the grid in the first place.
 
^^^ Sure it is, as you don't have the transmission losses if the RE is co-located or nearby.

Ultimately H2 will be used for seasonal storage for the grid, as well as transportation and industrial processes.
 
GCC:
Cal Energy Commission awards Shell $4M to develop and demonstrate multi-modal hydrogen refueling station; road and rail

https://www.greencarcongress.com/2021/08/20210813-shell.html


. . . The multi-modal hydrogen refueling station will serve hydrogen-fuel-cell-powered on-road heavy-duty vehicles and locomotives at the Port of West Sacramento and will support the Sierra Northern Hydrogen Locomotive Project resulting from the same solicitation and previously awarded.

High-throughput clusters, such as marine ports, concentrate harmful criteria pollutants such as diesel particulate matter and oxides of nitrogen. Locomotives and marine vessels emit approximately 90% of diesel particulate matter and 24% of statewide NOx. With a multi-modal hydrogen refueling station at a high-throughput cluster—such as a marine port—high utilization of hydrogen fuel could be achieved by supplying diverse and complementary applications, including on-road vehicles, locomotives, marine vessels, and cargo handling equipment.

However, these applications need the hydrogen refueling station to be in place in order to come to market, and they also need an affordable cost of hydrogen to be competitive with diesel for long-term operation and increased adoption. . . .

The goals of this project are to:

Build, own, and operate a Multi-modal Hydrogen Refueling station that provides hydrogen fuel at 350-bar pressure to on-road vehicles (up to Class 8 trucks) on the public open retail side of the station and at 250-bar pressure to a fuel cell-powered locomotive on the private rail tracks side of the station.

Achieve low-cost hydrogen fuel by implementing important innovations in standardized next-generation hydrogen refueling station equipment. This includes implementing a high-flow variant of a dual-hose dispenser, and utilizing hydrogen fuel supply via a “trailer-swap” mode of operation.

Enhance fueling performance through the inclusion of a thermal management subsystem in the station design.

Enable long-term operation of the hydrogen fueling infrastructure with options to expand to meet growing demand across a wide range of applications including on-road vehicles, rail, marine, and cargo handling equipment.

Demonstrate and deliver significant emission reductions from mobile sources, through the displacement of diesel fuel from particularly highemitting locomotives and drayage trucks in locations of concentrated emissions.

Demonstrate and enable growth in economic activity in West Sacramento through increased adoption of fuel cell-powered applications and the expansion of the proposed station. . . .
 
All GCC:
Nel to provide 1.25 MW containerized PEM electrolyzer for nuclear power plant; DOE H2@Scale project

https://www.greencarcongress.com/2021/08/20210816-nel.html


Nel Hydrogen US . . . has received a contract for a 1.25 megawatt (MW) containerized PEM electrolyzer from a leading utility in the US. The client will be installing an MC250 electrolyzer at a nuclear power plant for self-supply of hydrogen to meet turbine cooling and chemistry control requirements.

Nel launched the MC250 and MC500 containerized PEM electrolyzers earlier this year. The products, which deliver (246 and 492 Nm3/h hydrogen, respectively, integrate Nel’s newly developed 1.25 MW PEM cell-stack, allowing for higher capacities per unit and lower cost. The platform allows multiple units to be integrated in the field—a key consideration during the development.

A primary project outcome includes the successful operation and control of what will be the first PEM electrolyzer at a nuclear generating plant in the US configured for dynamic dispatch.

In addition, the project will demonstrate the economic feasibility of hydrogen production at nuclear sites and provide a blueprint for large scale carbon-free hydrogen export in support of DOE’s H2@Scale program objectives.

The purchase order has a value of approximately US$2.6 million, and the electrolyzer will be delivered in 2022. The project is funded by the Department of Energy’s Hydrogen and Fuel Cell Technologies Office, through the H2@Scale Program.




UK government launches first Hydrogen Strategy

https://www.greencarcongress.com/2021/08/20210817-ukh2.html


The UK government has launched a Hydrogen Strategy intended to create a thriving low-carbon hydrogen sector—blue and green—in the UK over the next decade and beyond.

The UK’s first Hydrogen Strategy drives forward the commitments laid out in the Prime Minister’s 10 Point Plan for a green industrial revolution by setting the foundation for how the UK government will work with industry to meet its ambition for 5GW of low-carbon hydrogen production capacity by 2030—which could replace natural gas in powering around 3 million UK homes each year as well as powering transport and businesses, particularly heavy industry.

The government says that a booming, UK-wide hydrogen economy could be worth (£900) million (US$1.24 billion) and create more than 9,000 high-quality jobs by 2030, potentially rising to 100,000 jobs and worth up to £13 billion (US$18 billion) by 2050. By 2030, hydrogen could play an important role in decarbonizing polluting, energy-intensive industries such as chemicals, oil refineries, power and heavy transport such as shipping, heavy-duty trucks and trains, by helping these sectors move away from fossil fuels.

With government analysis suggesting that 20-35% of the UK’s energy consumption by 2050 could be hydrogen-based, this new energy source could be critical to meet UK targets of net zero emissions by 2050 and cutting emissions by 78% by 2035, the government said—a view shared by the UK’s independent Climate Change Committee.

In the UK, a low-carbon hydrogen economy could deliver emissions savings equivalent to the carbon captured by 700 million trees by 2032 and is a key pillar of capitalizing on cleaner energy sources as the UK moves away from fossil fuels. . . .

the government has also launched a public consultation on a preferred hydrogen business model which, built on a similar premise to the offshore wind CfDs, is designed to overcome the cost gap between low carbon hydrogen and fossil fuels, helping the costs of low-carbon alternatives to fall quickly.

Alongside this, the government is consulting on the design of the £240-million (US$333-million) Net Zero Hydrogen Fund, which aims to support the commercial deployment of new low-carbon hydrogen production plants across the UK.

Other measures included in the UK’s first Hydrogen Strategy include:

Outlining a ‘twin track’ approach to supporting multiple technologies including ‘green’ electrolytic and ‘blue’ carbon capture-enabled hydrogen production, and committing to providing further detail in 2022 on the government’s production strategy.

Collaborating with industry to develop a UK standard for low-carbon hydrogen giving certainty to producers and users that the hydrogen the UK produces is consistent with net zero while supporting the deployment of hydrogen across the country.

Undertaking a review to support the development of the necessary network and storage infrastructure to underpin a thriving hydrogen sector.

Working with industry to assess the safety, technical feasibility, and cost effectiveness of mixing 20% hydrogen into the existing gas supply. Doing so could deliver a 7% emissions reduction on natural gas.

Launching a hydrogen sector development action plan in early 2022 setting out how the government will support companies to secure supply chain opportunities, skills and jobs in hydrogen. . . .

Prioritizing and supporting polluting industries to slash their emissions significantly, the government also announced a £105-million (US$146 million) funding package through its Net Zero Innovation Portfolio that will act as a first step to build up Britain’s low-carbon hydrogen economy. The investment will help industries to develop low carbon alternatives for industrial fuels, including hydrogen, which will be key to meeting climate commitments. This includes:

£55-million (US$76-million) Industrial Fuel Switching Competition. Funding will support the development and trials of solutions to switch industry from high to low carbon fuels such as natural gas to clean hydrogen, helping industry reach net zero by 2050.

£40-million (US$55.5-million) Red Diesel Replacement Competition. Providing grant funding for the development and demonstration of low carbon alternatives to diesel for the construction, quarrying and mining sectors, with the aim of decarbonising these industries reliant on red diesel, a fuel used mainly for off-road purposes such as in bulldozers. With red diesel responsible for the production of nearly 14 million tonnes of carbon each year, the investment supports the UK government’s budget announcement removing the entitlement to use red diesel and rebated biodiesel.

£10-million (US$14-million) Industrial Energy Efficiency Accelerator (IEEA). Offering funding to clean technology developers to work with industrial sites to install, test and prove solutions for reducing UK industry’s energy and resource consumption.

This comes as the Transport Secretary unveils the winners of a £2.5-million (US$3.5-million) R&D competition for hydrogen transport pilots in the Tees Valley area, which will lead to supermarkets, emergency services and delivery companies trialing hydrogen-powered transport to move goods and carry out local services. . . .

The UK government is already working with the Health and Safety Executive and energy regulator Ofgem to support industry to conduct first-of-a-kind hydrogen heating trials. These trials along with the results of a wider research and development testing program will inform a UK government decision in 2026 on the role of hydrogen in decarbonizing heat. If a positive case is established, by 2035 hydrogen could be playing a significant role in heating people’s homes and businesses, powering cars, cookers, boilers and more – helping to slash carbon emissions from the UK’s heating system and tackle climate change.

The Hydrogen Strategy is one of a series of strategies the UK government is publishing ahead of the UN Climate Summit COP26 taking place in Glasgow this November. The UK government has already published its Industrial Decarbonization Strategy, Transport Decarbonization Strategy and North Sea Transition Deal, while its Heat and Buildings and Net Zero Strategies will be published later this year.




Energy researchers: clean US hydrogen economy is within reach, but needs a game plan

https://www.greencarcongress.com/2021/08/20210817-ush2.html


Addressing climate change requires not only a clean electrical grid, but also a clean fuel to reduce emissions from industrial heat, long-haul heavy transportation, and long-duration energy storage. Hydrogen and its derivatives could be that fuel, argues a commentary by four energy researchers in the journal Joule. However, they note, a clean US hydrogen economy will require a comprehensive strategy and a 10-year plan.

The commentary suggests that careful consideration of future hydrogen infrastructure, including production, transport, storage, use, and economic viability, will be critical to the success of efforts aimed at making clean hydrogen viable on a societal scale. . . .

About 70 million metric tons of hydrogen are produced around the world each year, with the US contributing about one-seventh of the global output. Much of this is used to produce fertilizer and petrochemicals, and nearly all of it is considered “gray H2,” which costs only about $1 per kilogram to produce but comes with roughly 10 kilograms of CO2 baggage per kilogram H2. . . .

Researchers have plenty of colorful visions as to what a clean H2 economy might look like. “Blue H2,” for example, involves capturing CO2 and reducing emissions, resulting in H2 with less greenhouse gas output. However, it currently costs about 50% more than gray H2, not including the cost of developing the pipelines and sequestration systems needed to transport and store unwanted CO2.

To make blue hydrogen a viable option, research and development is needed to reduce CO2 capture costs and further improve capture completeness, say Majumdar and colleagues in the commentary.

“Green H2” has also captured scientists’ attention. Green H2 involves the use of electricity and electrolyzers to split water, without any greenhouse gas byproducts. However, it costs $4 to $6 per kilogram, a price that Majumdar and colleagues suggest could be reduced to under $2 per kilogram with a reduction in carbon-free electricity and electrolyzer costs.

“Turquoise H2,” which is achieved through methane pyrolysis, when methane is cracked to generate greenhouse gas-free H2, is also creating a buzz in the research world. The solid carbon co-product generated in this process could be sold to help offset costs, although Majumdar and colleagues point out that the quantity of solid carbon produced at the necessary scale would exceed current demand, resulting in a need for R&D efforts to develop new markets for its use.

Whether blue, green, or turquoise, greenhouse gas-free hydrogen or its derivatives could be used in transportation; the chemical reduction of captured CO2; long-duration energy storage in a highly renewable energy-dependent grid; chemical reductants for steel and metallurgy; and as high-temperature industrial heat for glass and cement production. But for these applications to become a reality, H2 production will have to hit certain cost benchmarks—$1 per kilogram for the production of ammonia and petrochemicals or for use as a transportation fuel or fuel cells.

The researchers also emphasize that the US will need to consider how H2 pipelines will be developed and deployed in order to transport it, as well as how to store H2 cost-effectively at a large scale. . . .

Other recommendations from the authors include:

Hydrogen R&D should be integrated with a private-public partnership for technology demonstration program to address economic, regulatory, supply chain, and policy considerations and thereby establish a credible de-risking approach to attract private investors.

federal and/or state authorities must adopt policies to support a hydrogen market either by a charge on GHG emissions or via clean energy standards that involve GHG-free H2 as an option, or a combination of the two. These policies should also include the enabling market creating policies for solid carbon produced via methane pyrolysis. Furthermore, governments should use their purchasing power to create a demand for GHG-free H2 and, most importantly, use a reverse auction to foster a globally competitive supply chain in the private sector.

Despite the strong interest in green hydrogen from electrolysis, the economic reality suggests that there could be a significant fraction of the hydrogen originating from natural gas. Therefore, a holistic hydrogen strategy should also be aligned with a national carbon management plan, which should include an infrastructure for carbon capture, transport, and sequestration derived from processes yielding either gaseous (SMR) or solid (pyrolysis) carbon co-production.




DOE awards Nikola $2M to research autonomous refueling for hydrogen stations

https://www.greencarcongress.com/2021/08/20210813-nikola.html


. . . Autonomous fueling is part of the industry’s effort to ensure fast, efficient, and safe fueling of a large onboard storage system to be less than 20 minutes for heavy-duty vehicles. This project is expected to address this goal by working to develop an autonomous fueling system that can rapidly refuel heavy-duty fuel-cell electric trucks, while minimizing labor and challenges relating to ergonomics and maintenance of equipment, as compared to an equivalent manual fueling process.

The grant is funded by the US Department of Energy’s Energy Efficiency and Renewable Energy (EERE) Transportation Office under the recently announced Hydrogen and Fuel Cells R&D FY2021 FOA. . . .
 
All GCC:
SSAB produces first fossil-free steel and delivers it to Volvo Group; HYBRIT technology

https://www.greencarcongress.com/2021/08/20210819-hybrit.html


. . . In July, SSAB Oxelösund rolled the first steel produced using HYBRIT technology—i.e., reduced by 100% fossil-free hydrogen instead of coal and coke, with good results. The steel is now being delivered to the first customer, the Volvo Group.

The hydrogen gas used in the direct reduction process is produced by electrolysis of water with fossil-free electricity, and can be used directly or stored for later use. In May, HYBRIT began construction of a hydrogen unit on a pilot scale in connection with the pilot plant for direct reduction in Lulea.

SSAB, LKAB and Vattenfall created HYBRIT, Hydrogen Breakthrough Ironmaking Technology, in 2016, with the aim of developing a technology for fossil-free iron- and steelmaking.

In June 2021, the three companies were able to showcase the world’s first hydrogen-reduced sponge iron produced at HYBRIT’s pilot plant in Lulea. This first sponge iron has since been used to produce the first steel made with this breakthrough technology.

The goal is to deliver fossil-free steel to the market and demonstrate the technology on an industrial scale as early as 2026. Using HYBRIT technology, SSAB has the potential to reduce Sweden’s total carbon dioxide emissions by approximately 10% and Finland’s by approximately 7%. . . .




Bakken Energy to purchase synfuels plant and convert to blue hydrogen production as part of $2B hydrogen hub project

https://www.greencarcongress.com/2021/08/20210819-bakken.html


Energy infrastructure developer Bakken Energy (Bakken) has reached agreement with Basin Electric Power Cooperative (Basin Electric) on key terms and conditions to purchase the assets of the Dakota Gasification Company (Dakota Gas), a subsidiary of Basin Electric, and the owner of the Great Plains Synfuels Plant. The closing is subject to the satisfaction of specified conditions and expected to be completed by 1 April 2023.

Located near Beulah, North Dakota, the Synfuels Plant will be transformed into the largest and lowest-cost, blue hydrogen production facility in the United States. In June 2021, Bakken and Mitsubishi Power Americas (Mitsubishi) entered into a strategic partnership to create a world-class clean hydrogen hub in North Dakota to produce, store, transport, and locally capture and sequester carbon (CO2).

The Synfuels Plant facility will form the nucleus of a clean energy hub designed to advance regional, national, and global decarbonization objectives through the development of clean hydrogen applications for the agriculture, power, and transportation sectors.

The Synfuels Plant is an established, large-scale producer of synthetic fuels and provides the existing infrastructure and processes required to accelerate its transformation into the largest and lowest-cost producer of low-carbon clean hydrogen and ammonia in the United States. This transformation will be greatly facilitated by the Synfuels Plant workforce of experienced personnel.

Bakken says that new, world-class clean hydrogen production facilities generally require up to 10 years to begin producing hydrogen and to develop regional infrastructure and applications. The redevelopment of the Synfuels Plant will cut this time in half and produce an estimated 310,000 metric tons of hydrogen per year. This production will use locally sourced feedstock and employ established production and carbon capture processes.

The project will use advanced ATR (autothermal reforming) hydrogen production technology and capture 95% of the carbon emissions. ATR technology was selected over steam methane reformation (SMR) and other technologies to maximize CO2 capture rates and repurposing of existing Synfuels Plant infrastructure and processes.

The North Dakota Hydrogen Hub is expected to be commercially operational in late 2026 with a redevelopment budget for the broader hub including carbon capture and sequestration and hydrogen storage exceeding $2 billion.

As part of the agreement between Basin Electric and Bakken the Synfuels Plant will continue existing operations through 2025. . . .




Maersk secures green e-methanol for the world’s first container vessel operating on carbon-neutral fuel; new plant in Denmark

https://www.greencarcongress.com/2021/08/20210819-maersk.html


Maersk has identified its partners to produce green fuel for its first vessel to operate on carbon-neutral methanol (earlier post): REintegrate, a subsidiary of the Danish renewable energy company European Energy.

REintegrate and European Energy will establish a new Danish facility to produce the approx. 10,000 tonnes of carbon neutral e-methanol that Maersk’s first vessel with the ability to operate on green e-methanol will consume annually. Maersk will work closely with REintegrate and European Energy on the development of the facility. . . .

The methanol facility will use renewable energy and biogenic CO2 to produce the e-methanol. The fuel production is expected to start in 2023.

The energy needed for the power-to-methanol production will be provided by a solar farm in Kasso, Southern Denmark. . . .

Maersk announced the dual fuel vessel, an industry first, in February 2021. In June, Maersk announced that Hyundai Mipo Dockyards will be building the 2100 TEU (Twenty-Foot Equivalent) feeder.

The world’s first methanol feeder will be 172 meters long and it is expected to join the Maersk fleet in mid-2023. It will sail in the network of Sealand Europe, a Maersk subsidiary, on the Baltic shipping route between Northern Europe and the Bay of Bothnia. It will fly the Danish flag.




BMW to present BMW iX5 Hydrogen at the IAA Mobility 2021

https://www.greencarcongress.com/2021/08/20210818-bmw.html


. . . Currently still in series development, the Sports Activity Vehicle (SAV) with hydrogen fuel cell drive train will be one of several vehicles visitors can experience as they are driven along the Blue Lane connecting the main exhibition grounds with other exhibition venues in the city center.

A small series of the BMW iX5 Hydrogen, developed on the basis of the BMW X5, will be used for demonstration and testing purposes from the end of next year. . . .

With the right conditions, hydrogen fuel cell technology has the potential to become another pillar in the BMW Group’s drive train portfolio for local CO2-free mobility. The BMW i brand, which is entirely geared towards locally emission-free mobility, could in the future also offer vehicles with hydrogen fuel cell drive trains, in addition to battery-electric models such as the BMW i3, BMW iX3, BMW iX and BMW i4.

Provided the hydrogen is produced using renewable energy and the necessary infrastructure is available, this technology can complement the BMW Group’s electrified drive train portfolio— and, in particular, meet the needs of customers who do not have their own access to electric charging infrastructure, frequently drive long distances or desire a high degree of flexibility. . . .

Driving dynamics, strong long-distance capabilities. The BMW iX5 Hydrogen combines fuel cell technology with a fifth-generation BMW eDrive. The fuel cell delivers an electrical output of up to 125 kW/170 hp, with water vapor as the only emission. This drive power also enables it to maintain consistently high speeds over longer distances.

The electric motor was developed from the fifth-generation BMW eDrive technology also used in the BMW iX. In coasting overrun and braking phases, it serves as a generator, feeding energy into a power battery. The energy stored in this power battery is also utilized for particularly sporty driving maneuvers—delivering a system output of 275 kW/374 hp and guaranteeing the brand’s signature driving experience.

The hydrogen needed to supply the fuel cell is stored in two 700-bar tanks made of carbon-fiber reinforced plastic (CFRP), which together hold almost six kilograms of hydrogen. . . .




Renewable fuels company Raven SR announces $20M strategic investment from Chevron, ITOCHU, Hyzon Motors and Ascent Hydrogen Fund

https://www.greencarcongress.com/2021/08/20210818-raven.html


Raven SR Inc., a waste-to-fuels company, closed a $20-million strategic investment from Chevron USA, ITOCHU, Hyzon Motors and Ascent Hydrogen Fund. Raven SR plans to build modular waste-to-green hydrogen production units and renewable synthetic fuel facilities initially in California and then worldwide. (Earlier post.)

Raven SR’s technology makes it one of the only combustion-free, waste-to-hydrogen producers in the world. Raven SR’s Steam/CO2 Reformation process—acquired from Intellergy in 2018—uses high-temperature super-heated steam—not pressurized—to cause rapid decomposition of the feedstock to create a hydrogen-rich syngas prior to hydrogen purification or the Fischer-Tropsch process.

In Steam CO2 Reforming, there is no oxygen or air (i.e. 78.09% nitrogen, 20.95% oxygen, 0.93% argon, 0.04% carbon dioxide, and small amounts of other gases) added—instead it is evacuated from the process so there is zero combustion inside the rotary reformer. For this reason, the California EPA has determined that the Raven SR method is a non-combustion process (cf. 22 CCR 66260.10 Definitions and 40 CFR 260.10 Definitions).

Raven supplies all the needed endothermic heat from sources outside of the reformer by recycling waste heat and/or electrical heat up to 1,200 deg. F (649 C). Raven can also control the temperature gradient along the axis of the rotary reformer from 300 deg. F (149C) at the front up to 1,200 deg. F at the exit end. This permits the control of the rotary reformer when there is water content or chemical makeup variation in the feedstock, such as in MSW.

Careful temperature control prevents glass and metals from melting and becoming slag, and produces a biocarbon which is a salable product. As a non-combustion process, there is no ash, no slag, build up, or hotspots in the equipment. Raven can also add small amounts of CO2 to adjust the H2/CO ratio in the process that is needed for FT fuel production.

Raven’s non-combustion waste-to-energy process produces hydrogen fuel compliant with SAE J2719 (“Hydrogen Fuel Quality for Fuel Cell Vehicles”). Raven SR’s process can also produce other renewable energy products such as synthetic liquid fuels (diesel, Jet A, mil-spec JP-8), additives and solvents (such as acetone, butanol, and naphtha) and electricity via microturbines. . . .

The strategic investment comes after Raven and Hyzon Motors agreed to build up to 250 hydrogen production facilities across the United States and globally. Hyzon Motors, with US operations based in Rochester, NY, is a leading global supplier of zero-emission hydrogen fuel cell-powered commercial vehicles.

Raven SR’s first renewable fuel production facilities will be built at landfills and will produce fuel for Northern California hydrogen fuel stations and for Hyzon’s hydrogen hubs. These initial facilities are expected to process approximately 200 tons of organic waste daily, yielding green hydrogen and producing on-site energy to be as autonomous as possible. . . .
 
All GCC:
DOE awards Nikola $2M to research autonomous refueling for hydrogen stations

https://www.greencarcongress.com/2021/08/20210813-nikola.html




Loop Energy to supply eFlow hydrogen fuel cell systems for transit buses in South Korea

https://www.greencarcongress.com/2021/08/20210822-loop.html


. . . The first hydrogen fuel cell system supplied under the agreement is earmarked for construction of the first testing and homologation vehicles under the agreement signed between NGVI and Ulsan Metropolitan City for supply of hydrogen electric transit buses.

Under the first phase of the multi-year agreement, Ulsan is anticipated to invest 2.3 billion KRW (approximately US$2.0 million) by 2024 in testing and certification of hydrogen bus technologies, supplied by a consortium of partners including NGVI. Ulsan announced a plan in 2018 to replace 40% of the city’s 949 buses with hydrogen-fueled vehicles and establish 60 hydrogen fueling stations by 2030.

After development and demonstration, the buses are expected to expand to fleet used in the capital area where Seoul Bus Company and TCHA Partners own more than 1,200 buses. The city says demand will rise as approximately 10% of Seoul buses are replaced or decommissioned annually. The number of buses owned by them is expected to be more than 2,000 by 2023, and the demand in the metropolitan area is expected to be more than 200 per year. . . .




Queensland to trial 5 Hyundai NEXO fuel-cell vehicles in state government fleet

https://www.greencarcongress.com/2021/08/20210822-nexo.html


The Australian state Queensland has added five Hyundai NEXO fuel cell vehicles to QFleet for a trial; they join 100 electric vehicles already in the State Government fleet and will be available to frontline health staff, educators and community workers.

Support for Queensland’s hydrogen industry is a key part of the Palaszczuk Government’s plan for recovery from COVID-19. . . .

QFleet now has more than 100 electric vehicles in its stable and is well on track to hit its target of 144 electric vehicles by the end of 2021, and 288 by the end of 2022, de Brenni said.




Arcola Energy to lead hydrogen road freight study in Scotland; green hydrogen refueling

https://www.greencarcongress.com/2021/08/20210822-arcola.html


The Scottish Hydrogen Fuel Cell Freight Trial (SHyFT), led by Arcola Energy, has secured funding from the Department for Transport’s Zero Emission Road Freight program for the design of a trial of hydrogen fuel cell trucks, supported by a green hydrogen refueling infrastructure in Scotland.

The project will asses the opportunity for zero-emission fuel cell electric vehicles (FCEV) with key freight operators who are looking to decarbonize operations in emission sensitive sectors such as utilities, forestry, wholesale food and drink logistics, including cold chain.

The project partners include NewCold, which will provide a deep-dive study on cold chain logistics; The Scottish Wholesale Association; St Andrews University; BOC; and Scottish Power. SHyFT will also make use of Scotland’s green hydrogen supply and expanding refuelling infrastructure by incorporating long-distance routes in its testing.

The key objective of the project is to identify early adopters in heavy-duty freight sectors with a strong drive to decarbonize operations. By understanding their use cases, we can specify vehicle and infrastructure requirements for what they need now with a view to expanding capacity and capabilities in other sectors and vehicle types over time.

—Richard Kemp-Harper, Strategy Director, Arcola Energy
Arcola will model and integrate these early adopter vehicle requirements into a trial concept design and vehicle development program. Based on the outcome of the study, a future trial could involve a test fleet of 20-30 trucks, using three existing refuelers with the potential to add new installations during the trial. The project will also include a Total Cost of Ownership (TCO) analysis to help operators evaluate sustainability. . . .




Monash study on solar-driven electrolysis for green hydrogen production cautions on life-cycle emissions and EROI

https://www.greencarcongress.com/2021/08/20210823-monash.html


Researchers at Monash University in Australia have conducted a lifecycle analysis and net energy analysis (LCA/NEA) of a hypothetical large-scale solar-electrolysis plant for the production of green hydrogen. The open-access paper on the study is published in the RSC journal Energy & Environmental Science.

An important consideration of solar-electrolysis in the context of climate mitigation is the enormity of upscaling required—both at the global scale with respect to the investment, land area, materials, and embodied energy; and at the project scale with respect to the potential localised impacts of gigawatt scale plants. According to the IEA, less than 0.1% of hydrogen is currently produced via water electrolysis and only a fraction of this production is powered by renewable energy.

Taking IRENA’s REmap scenario as a reference, renewable hydrogen could deliver 5% of total final energy demand in 2050. Assuming that a half of this demand is met by solar-electrolysis, 3,100 GW of solar would need to be dedicated to hydrogen production in 2050, or around four-times the current world solar PV installed capacity (based on the current world capacity factor for solar PV of 14%). These projections would imply that perhaps hundreds of gigawatt-scale plants will need to be in operation by 2050. Targets for hydrogen demand beyond 2050 are much greater.

Along with hydrogen production and use, an energy transition will involve the synchronous upscaling of renewable electricity, batteries, and energy use technologies. The materials and metals demanded by a low-carbon economy are projected to be immense and create challenges along the full supply pathway. Some of the most critical materials include cobalt, lithium, nickel, indium, silver, and tellurium. For hydrogen, the platinum group metals used in PEM electrolysers and fuel cells are critical. There is no immediate concern for copper resources, but the average ore grade is declining as higher grade deposits become exhausted.

Energy extraction and processing costs increase super-linearly with declining ore grade, and therefore will tend to worsen EROI. In light of the sheer scale of the hydrogen challenge, several questions demand close consideration. For instance, what will the costs be for water electrolysis powered by solar PV, in energy and material terms; what are the trade-offs between hydrogen and electric transition pathways; and how will energetic, financial, social and other constraints determine or shape future hydrogen production pathways?

—Palmer et al.

They calculated hydrogen production as the ratio of annual solar farm electricity output (minus transmission losses =and balance-of-plant loads), and electrolyzer efficiency. Solar farm electricity generation was determined using average global horizontal irradiance (GHI) for Learmonth, Western Australia of 2,200 kWh m-2 yr-1. They assumed electrolyzer efficiency of 55 kWh kg-1 H2, with sensitivity of 50 and 60 kWh kg-1 H2.

They ran two baseline scenarios:

The solar-battery scenario assumed that on-site battery storage powers standby operation with no grid connection, and depending on electrolyzer turndown, maintains minimum electrolyzer operation during periods of low solar electricity.

The solar-grid scenario assumed that the hydrogen site is connected to the regional grid—the North West Interconnected System (NWIS) of Western Australia. The grid connection enables grid imports to support load balancing of variable solar supply; and grid exports during surplus solar generation (i.e. solar generation exceeding electrolyzer capacity). The NWIS comprises mostly gas-fired generation and has a GHG emission factor of 620 g CO2-e kWh-1. This is higher than the global average of 510 g CO2-e kWh-1.

Key results from the study were:

For both baseline scenarios, the GHG emission intensity is around a quarter that of H2 produced from SMR. However, under reasonably anticipated conditions with grid buffering, the GHG emissions may be comparable to SMR.

For both baseline scenarios, the EROI is less than comparable estimates for fossil fuels, and under some conditions, much less.

For the solar-battery scenario, the solar modules were the most significant component that influenced EROI and GHG emissions.

For the solar-grid scenario, the solar modules were important for EROI, but grid emissions were equally important for GHG emissions.

Electrolyzer turndown is a key sensitivity. The baseline turndown was set at 95%, but at 80 to 90% turndown, the EROI and GHG are adversely impacted. For the solar-battery configuration, a lower turndown (higher minimum electrolyzer load) may be infeasible due to impractically large battery capacity.

The emissions factor of electricity for the solar module supply chain is a critical sensitivity. Production in a lower emission region would significantly decrease the GHG emission intensity.

Operational lifetime is important for both EROI and GHG intensity. Early decommissioning due to obsolescence, accelerated degradation, or premature failure would worsen both metrics.

We found that EROI was lower than the reference EROI for fossil fuels under baseline scenarios, and under some 20 conditions with multiple sensitivities, much lower. Ongoing efficiency improvements in solar module manufacturing will drive improvements in EROI, while resource constraints will worsen EROI.

Further work needs to be undertaken to ascertain turndown and ramp rates of electrolysers and post-electrolysis processes at scale, the impact on control, safety, degradation and performance, and integration with hydrogen liquefaction or ammonia plants. Design for sustainability implies that life cycle parameters need to be treated as objective functions in plant optimisation. We recommend that LCA and NEA are integrated with project planning to inform decision making to ensure that hydrogen meets the goals of sustainable production.


—Palmer et al.
 
GCC:
Proton Motor Fuel Cell and Aumann AG expand partnership to series production of hydrogen fuel cells

https://www.greencarcongress.com/2021/08/20210824-proton.html


Since 2017, Proton Motor Fuel Cell GmbH has been working with Aumann AG as part of the larger EU program “Fit-4-AMandA” (Fit for Automatic Manufacturing and Assembly) on hydrogen fuel cell stack production with financing from the agency FCH JU (Fuel Cells and Hydrogen Joint Undertaking).

Aumann is a leading international manufacturer of innovative special machines and automated production lines with a focus on electromobility. It combines unique winding technology for the highly efficient production of electric motors with decades of automation experience.

The prototype “stack robot” resulting from the Proton-Aumann can expand production capacity to up to 2,500 fuel cell units per year. In the Proton Motor system, graphite bipolar plate stacks are embedded in a module as the core.

For the next four years, with the conclusion of the funded Fit-4-AMandA project, Aumann will exclusively convert the Fit-4-AMandA machine prototype into an automatic fuel cell stack production plant for series production at Proton Motor. . . .
 
Catching up. All GCC:
Hyundai outlines broad hydrogen strategy; focus on commercial vehicles; cost parity with BEVs by 2030

https://www.greencarcongress.com/2021/09/20210907-hyundaih2.html



. . . The Group said it will electrify all new commercial vehicle models—featuring fuel cell electric or battery electric powertrains, as well as the application of fuel cell systems—by 2028. This central target to apply its commercial vehicle lineup fully with fuel cells by 2028 will make it the first global automaker to realize such ambitions for commercial vehicle transportation, the Group said.

The vision for Hyundai Motor Group is that by 2040 hydrogen energy will be used not only for transportation but will also be applied to wider areas of industries and sectors. The Group aims to make hydrogen energy available to “Everyone, Everything and Everywhere”.

The Group has already started mass-producing an improved version of the current XCIENT Fuel Cell heavy-duty truck. It is also developing a tractor based on the XCIENT Fuel Cell that will be released in 2023. The Group also unveiled the “Trailer Drone” concept, a hydrogen-powered container transportation system capable of operating fully autonomously, with a double e-Bogie configuration.

The Group will also develop a 5- to 7-meter fuel cell PBV (Purpose Built Vehicle) to target the global light commercial vehicle market projected for seven million unit sales per year by 2030. This will be in part undertaken by an expansion in its business capabilities and applying autonomous driving and robotics to the commercial vehicle sector.

Next-generation fuel cell systems. The Group plans to introduce a new generation fuel cell system in 2023 that realizes a reduced price and volume with significantly improved durability and output. Through ongoing R&D gains, engineering teams for the Group have been able to reduce fuel cell costs significantly over the last 20 years. By ensuring price competitiveness, the Group’s goal is to achieve a fuel cell vehicle price point comparable to a battery electric vehicle by 2030.

Currently in development, the third-generation fuel cell stack will succeed NEXO’s current stack. The Group showcased two power versions of the third-generation fuel cell stack: 100 kW and 200 kW.

The 100 kW stack has reduced in size by 30%, making it easier to apply to different vehicle types and applications. The 200 kW version has been designed for commercial vehicle applications and is similar in size to the current NEXO system, but the power output has doubled.

For the second-generation fuel cell stack launched in 2018, the company achieved 5,000 hours and 160,000 kilometers of usage, which is similar to the warranty of an ICE vehicle. For the third-generation fuel cell development, the goal is to improve durability by 50-100%. High durability stacks for commercial vehicles will achieve 500,000 kilometers of drive range.

Furthermore, the price of the third-generation fuel cell stack will be reduced significantly—with projections being upwards of more than 50%—which will be the key factor to achieving cost parity of FCEVs with BEVs by 2030. . . .




Ballard Power Systems and Quantron partner for the development of hydrogen fuel cell electric trucks

https://www.greencarcongress.com/2021/09/20210908-ballard.html


. . . Initial collaboration will focus on the integration of Ballard’s FCmove family of heavy-duty fuel cell power modules into QUANTRON’s electric drivetrain and vehicles. Fuel cell electric truck platforms currently in development include a 7.5t delivery truck, a 44t heavy duty truck and a municipal waste collection truck.

Initial deployment of fuel cell electric trucks is scheduled for the second half of 2022.

In Europe, various government subsidies and incentives will be available to vehicle fleet operators. Specifically, Germany has recently committed to covering up to 80% of conversion costs from internal combustions engines to alternative drives through the e-mobility support program. . . .




ZeroAvia places evaluation order for Hyzon Motors’ high power density fuel cell system

https://www.greencarcongress.com/2021/09/20210908-hyzon.html


Hyzon, a supplier of hydrogen fuel cell-powered heavy vehicles, announced that ZeroAvia has placed an order for Hyzon Motors’s next generation, high-performance lightweight fuel cell. ZeroAvia will evaluate the fuel cell for use in its zero-emission aircraft development program, which focuses on hydrogen-electric solutions.

ZeroAvia selected Hyzon’s fuel cell stack for this evaluation due to its industry-leading power density. As confirmed by technical certification provider TUV Rheinland, Hyzon’s Gen3 fuel cell stack achieves a volumetric power density above 6.0 kW/liter and gravimetric power density more than 5.5 kW/kg. These factors are critical in aviation to minimize weight while providing sufficient power for the desired performance. . . .


More to come.
 
All GCC:
MITEI study finds hydrogen-generated electricity is a cost-competitive candidate for backing up wind and solar

https://www.greencarcongress.com/2021/08/20210829-mitei.html


A team at MITEI (MIT Energy Initiative) has found that hydrogen-generated electricity can be a cost-competitive option for backing up wind and solar. In a paper published in the journal Applied Energy, they report devising a methodology to estimate the levelized cost of energy (LCOE) of meeting the seasonal nature of variable renewable energy (VRE) resources with either a hydrogen-fired gas turbine (HFGT) or lithium-ion battery system (LI).

Applying the model, they found that the average LCOE associated with meeting this seasonal imbalance is $2400/MWh using a HFGT fueled with green hydrogen and $3000/MWh using a LI. If the HFGT operates with blue hydrogen, the average LCOE decreases to $1560/MWh.

However, the authors noted, the power prices required to justify investment in an HFGT to replace a natural gas-fired gas turbine are considerably higher than those seen in the market today.

Because VREs such as solar and wind power produce electricity only when the sun shines and the wind blows, they need back up from other energy sources, especially during seasons of high electric demand. Currently, plants burning fossil fuels, primarily natural gas, fill in the gaps as peaker plants—a tendency that is likely to grow pari passu with VREs. . . .

Low- and zero-carbon alternatives to greenhouse-gas emitting peaker plants are in development, such as arrays of lithium-ion batteries and hydrogen power generation. But each of these evolving technologies comes with its own set of advantages and constraints, and it has proven difficult to frame the debate about these options in a way that’s useful for policy makers, investors, and utilities engaged in the clean energy transition.

Gençer and Drake D. Hernandez devised a model that makes it possible to pin down the pros and cons of peaker-plant alternatives with greater precision. Their hybrid technological and economic analysis is based on a detailed inventory of California’s power system. While their work focuses on the most cost-effective solutions for replacing peaker power plants, it also contains insights intended to contribute to the larger conversation about transforming energy systems.

Our study’s essential takeaway is that hydrogen-fired power generation can be the more economical option when compared to lithium-ion batteries—even today, when the costs of hydrogen production, transmission, and storage are very high.

—Drake Hernandez

California draws more than 20% of its electricity from solar and approximately 7% from wind, with more VRE coming online rapidly. This means its peaker plants already play a pivotal role, coming online each evening when the sun goes down or when events such as heat waves drive up electricity use for days at a time.

Selecting 2019 as their base study year, the team looked at the costs of running natural gas-fired peaker plants, which they defined as plants operating 15% of the year in response to gaps in intermittent renewable electricity. In addition, they determined the amount of carbon dioxide released by these plants and the expense of abating these emissions. Much of this information was publicly available.

Coming up with prices for replacing peaker plants with massive arrays of lithium-ion batteries was also relatively straightforward. Nailing down the costs of hydrogen-fired electricity generation, however, was challenging.

The team considered two different forms of hydrogen fuel to replace natural gas, one produced through electrolyzer facilities that convert water and electricity into hydrogen, and another that reforms natural gas, yielding hydrogen and carbon waste that can be captured to reduce emissions. They also ran the numbers on retrofitting natural gas plants to burn hydrogen as opposed to building entirely new facilities. Their model includes identification of likely locations throughout the state and expenses involved in construction of these facilities.

While certain technologies worked better in particular locations, we found that on average, reforming hydrogen rather than electrolytic hydrogen turned out to be the cheapest option for replacing peaker plants.

—Emre Gençer

Gençer said it was kind of shocking to see that there was a place for hydrogen, because the overall price tag for converting a fossil-fuel based plant to one based on hydrogen is very high, and such conversions likely won’t take place until more sectors of the economy embrace hydrogen, whether as a fuel for transportation or for varied manufacturing and industrial purposes. . .




Germany and Namibia form partnership for green hydrogen

https://www.greencarcongress.com/2021/08/20210830-namibia.html


Germany’s Federal Research Minister Anja Karliczek and Director General Obeth M. Kandjoze of Namibia’s National Planning Commission agreed to establish a hydrogen partnership between Germany and Namibia and signed a Joint Communiqué of Intent (JCoI).

The global race for the best hydrogen technologies and the best sites for hydrogen production is already on. We believe that Namibia has an excellent chance of succeeding in this competition. We want to take this chance together. I am proud that Germany is the first country to officially form a hydrogen partnership with Namibia. The Federal Research Ministry will provide up to 40 million euros in funding from the economic stimulus package for cooperation within the framework of this partnership.

Namibia has enormous potential for scaling up a green hydrogen industry. It has a lot of vast unused space. High wind speeds in Namibia mean that the generation of wind power is particularly profitable. Solar power harbors an even greater potential thanks to over 3,500 hours of sunshine per year. This is almost twice as much as Germany has to offer. We therefore think that one kilogram of hydrogen from Namibia will eventually cost between €1.50 and €2.00. This would be the most competitive price in the world which would be a huge locational advantage for hydrogen ‘made in Namibia’.

The National Hydrogen Council estimates that hydrogen demand of German industry alone (excluding refineries) will amount to 1.7 billion tons per year—and this demand is likely to grow further. This estimate underlines that we need large amounts of hydrogen and we need it quickly and at low cost. Namibia can provide both.

—Federal Research Minister Anja Karliczek

Dr Stefan Kaufmann, Innovation Commissioner for Green Hydrogen and Member of the Bundestag, said that the partners plan to carry out a feasibility study and use its results to implement joint pilot projects and to strengthen capacity building for training skilled professionals on the ground.

The feasibility study is aimed at exploring the potential of a green hydrogen industry, including innovative seawater desalination technologies, in Namibia as well as possibilities of hydrogen export to Germany.

Based on this study, Dr Kaufman said, pilot projects will test schemes for green hydrogen production in Namibia and for hydrogen transport.

The Federal Ministry of Education and Research (BMBF) is providing funding for the identification of suitable sites for green hydrogen production in Africa within the framework of the Atlas of Green Hydrogen Generation Potentials in Africa. Preliminary calculations show that Namibia offers ideal conditions for the generation of wind and solar energy and thus for the production of green hydrogen.

However, Namibia is also the most arid country in sub-Saharan Africa. If the partners can successfully demonstrate solutions for seawater desalination and hydrogen production under such extreme conditions, they could provide a blueprint for other regions and lay the basis for the global scale-up of the hydrogen economy. Accordingly, seawater desalination is at the heart of the German-Namibian cooperation.

Previous analyses have shown that desalination only has a very minor effect on the price of hydrogen as it accounts for only about 1% of production costs.

Namibia intends to be able to export green hydrogen even before 2025. . . .




ENEOS begins joint study with Origin on Japan-Australia green hydrogen supply chain; MCH as transport medium

https://www.greencarcongress.com/2021/08/20210826-eneos.html


ENEOS Corporation and Origin Energy signed a memorandum of understanding to conduct a study on a potential business collaboration for the development of a CO2-free hydrogen supply chain between Japan and Australia.

This will be achieved by utilizing Australia’s excellent potential for cost-competitive hydrogen production due to its favorable climate conditions, including wind and sunlight, and expansive land. . . .

n the study, the two companies will jointly examine the potential for the reliable supply of affordable hydrogen made with renewable energy in Queensland. Specifically, Origin will focus on use of renewable energy supply and water electrolysis cells for hydrogen production. Elements of the proposed supply chain include:

Manufacturing green hydrogen from renewable-energy-derived power through water electrolysis in Australia

Conversion of manufactured hydrogen into MCH, a form of efficient hydrogen storage and transport

Maritime transport of MCH to Japan by tankers

Receipt, storage and dehydrogenation of MCH at ENEOS refineries and supply of hydrogen for industrial use at nearby thermal power plants, steel refineries, etc.

Toluene separated in the dehydrogenation process is returned to Australia for repeat use as a raw material in MCH production.

ENEOS’s existing petroleum-related infrastructure, including tankers, storage tanks and dehydrogenation facilities, can be utilized in the CO2-free hydrogen supply chain, enabling development of a new energy supply system while reducing the need for new investment.

ENEOS will be responsible for more efficient production of methylcyclohexane (MCH) and maritime transport of MCH as a form of hydrogen storage and transport from Australia to Japan.

Queensland is well advanced in the development of renewable energy sources, particularly solar power. The state government is promoting hydrogen industry development leveraging these renewable energy sources. Under its own hydrogen industry strategy, the government has promptly launched various programs including establishment of the Hydrogen Industry Development Fund to support hydrogen business and develop areas dedicated to large-scale hydrogen business across the state. In addition, existing infrastructure such as storage tanks, shipping and port facilities currently used for coal and natural gas can be utilized for hydrogen export. . . .
 
Daimler decides to halt further PHEV investments
https://uk.motor1.com/news/532399/mercedes-ends-phev-development/

This is presumably a reaction to EU steps to remove PHEV as a 'sustainable investment' due to fleet on-read emissions exceeding WLTP 3-4x.
https://www.electrive.com/2021/04/14/is-this-the-end-of-plug-in-hybrids-in-the-eu/

tl;dr
PHEVs are a massive failure as an environmental solution, and the EU has taken note by advancing legislation to remove subsidy.
No subsidy -- goodbye manufacturer interest.
 
SageBrush said:
Daimler decides to halt further PHEV investments
https://uk.motor1.com/news/532399/mercedes-ends-phev-development/

This is presumably a reaction to EU steps to remove PHEV as a 'sustainable investment' due to fleet on-read emissions exceeding WLTP 3-4x.
https://www.electrive.com/2021/04/14/is-this-the-end-of-plug-in-hybrids-in-the-eu/

tl;dr
PHEVs are a massive failure as an environmental solution, and the EU has taken note by advancing legislation to remove subsidy.
No subsidy -- goodbye manufacturer interest.


Not sure why you put this here rather than in the PHEV topic, but as an alternative they could devise incentives that cause PHEVs to be used properly, so that as In Norway and IIRR the U.S., all-electric use accounts for about 50% of mileage. Things like allowing access to congestion/ULEV/ZE zones, SO HOV lanes or reduced/free HOT fares, but all only when operating electrically. And they can _also_ remove the consumer price subsidies (for BEVs and FCEVs too), so that only people will buy them who will plug them in because they save money in the long run.

Another option, which California is apparently considering doing around 2030 or maybe 2035, is to require the AER to be used first ala' the crippled i3 REx in the U.S. That defeats most of the PHEV's flexibility, while not assuring that people will run electrically as much as possible. People who are buying them solely for SO HOV lane use or similar perks can just leave the battery run down and drive on the ICE, which is why you need the incentives above to ensure battery use.
 
Both GCC:
CARB: CA’s 100-station hydrogen refueling station target could be met by end of 2023

https://www.greencarcongress.com/2021/09/20210913-cahrs.html


The California Air Resources Board (CARB) has released the 2021 issue of its Annual Evaluation of Fuel Cell Electric Vehicle Deployment and Hydrogen Fuel Station Network Development, pursuant to the requirements of Assembly Bill 8 (2013). This report is the eighth annual publication.

This year’s report is the first to find that the 100-station target of AB 8 could be met by the end of 2023 based on stations that are currently Open-Retail or under development. Significant growth in the network is projected through 2026, to more than 176 stations across California.

New station awards announced by the California Energy Commission (CEC) and recently announced plans for private development of additional stations have significantly improved the outlook for 2021 and beyond.

Sales of fuel-cell electric vehicles) (FCEVs in the first quarter have already been nearly as much as all of 2019. . . .


Direct link to report: https://ww2.arb.ca.gov/sites/default/files/2021-09/2021_AB-8_FINAL.pdf

From the report:
. . . Based on Department of Motor Vehicles (DMV) records of active FCEV registrations, California
had 7,993 on-road FCEVs as of April 1, 2021[12]. Similar to reporting in prior years, the latest industry
estimates indicate a larger number of cumulative FCEV sales, at 10,665 in the United States by June
1, 2021 [13]. The COVID-19 pandemic significantly decreased sales across the automotive industry in
2020. Based on industry estimates, 2020 FCEV sales dropped more than 50 percent from any of the
prior three years of sales and were the lowest since 2015 [13]. Hydrogen supply constraints in 2020
and 2021 may have also played a role in reducing vehicle sales.

Although sales were markedly lower in 2020 due to the ongoing COVID-19 pandemic, the industry
appears to be on a path to recovery in 2021. Through June 1, 2021, industry estimates report 1,734
FCEV sales [13]. The FCEV sales volume to date in 2021 is already equal to 185 percent of the sales
in all of 2020 and 83 percent of the sales in all of 2019. The first quarter of 2021 was also the bestselling
quarter since industry tracking began in 2012 [13]. Stronger sales in 2021 are likely influenced
by the release of the redesigned 2021 model year Toyota Mirai.

The CEC’s December 2020 approval of awards in GFO-19-602 significantly strengthened the outlook
for hydrogen fueling infrastructure in California and could encourage a more aggressive auto
manufacturer outlook for future FCEV sales. Based on the most recent survey of auto manufacturers,
the industry appears to have regained confidence in sales potential through 2027. Updated
estimates project 30,800 FCEVs on the road as early as 2024 and 61,100 as early as 2027 as shown
in Figure ES 6. The near-term pace of deployment (through 2025) is similar to estimates based on
the 2020 survey, while projections for 2025 through 2027 have accelerated. In the past, long-term
projections (mostly in the Optional Period) have been higher than actual FCEV deployment while
near-term projections have been more accurate. . .




Iwatani, SG H2 & City of Lancaster to launch green hydrogen transportation eco-system

https://www.greencarcongress.com/2021/09/20210912-sgh2.html


Energy company SG H2 Energy; the City of Lancaster, California; and Iwatani, Japan’s leading hydrogen industrial gas company and a developer of hydrogen refueling stations (HRS) in California, are launching California’s first closed-loop green hydrogen ecosystem for transportation.

In May 2020, SG H2 announced it was bringing the world’s biggest green hydrogen production facility to Lancaster (earlier post). The plant will feature SGH2’s gasification technology, which uses biogenic waste, biomass and recycled water to produce carbon negative hydrogen.

The City of Lancaster, host and co-owner of the green hydrogen production facility, will facilitate the supply of guaranteed feedstock of waste paper, reducing methane produced by landfill and saving the City between $50 to $75 per ton in landfilling and landfill space costs.

SG H2 Energy says that its green hydrogen reduces more CO2 emissions than green hydrogen produced using electrolysis from 100% renewable power and is 4-5 times cheaper to produce. According to a preliminary lifecycle analysis by Lawrence Berkeley National Lab, for every ton of hydrogen produced, SG H2’s process displaces up to 30 tons of carbon dioxide—13-19 more tons of carbon dioxide avoided than other green electrolytic hydrogen.

SG H2’s hydrogen production facility employs a stacked modular design built for rapid scale and linear distributed expansion at lower capital costs. Production does not depend on weather conditions and does not require as much land as solar- and wind-based projects, nor excessive water resources.

The SG H2 Lancaster plant, to be located on a 5-acre site zoned for heavy industry at the intersection of Avenue M and 6th Street East, is scheduled to break ground in Q1 2022 and begin production in Q3 2023. It will produce up to 11,000 kilograms of green hydrogen per day, and 3.85 million kilograms per year at full operation in baseload capacity of 350 days per year or 95% capacity factor. The facility will process 42,000 tons of recycled waste annually, employ 35 full-time employees once operational and provide over 600 jobs during construction.

Iwatani will use SG H2’s greener than green hydrogen to supply both existing and new refueling stations rolling out across the state. The California Energy Commission (CEC) and Air Resources Board (CARB) have identified green hydrogen as an important source of zero emissions energy critical to reaching California’s carbon reduction goals.

California Executive Order (EO B-48-18) tasked these agencies to achieve a goal of 200 hydrogen refueling stations by 2025. Currently there are 127 retail HRS in development in the state. The California Fuel Cell Partnership has a goal of reaching 1,000 HRS by 2030. CARB requires that at least 33% of all hydrogen used in HRS come from renewable green hydrogen sources. . . .
 
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