https://www.greencarcongress.com/2022/1 ... llard.html
Ballard to invest $130M in MEA manufacturing facility and R&D center in Shanghai
Ballard plans to invest approximately $130 million over the next three years, which will enable annual production capacity at the new MEA production facility of approximately 13 million MEAs, which will supply approximately 20,000 engines.
Ballard expects to be able to achieve significant capacity expansion of this facility in future phases with much lower capital requirements. The facility will also include space to assemble approximately 600 engines annually to support the production and sale of Ballard engines in the rail, marine, off-road and stationary markets in China, as well as for certain export markets.
In 2021, Ballard completed its MEA manufacturing expansion in Canada, which is critical as the MEA is the core technology and limiting factor for Ballard’s global fuel cell engine production capabilities. With the new MEA capacity coming online in China, Ballard now expects its global MEA capacity to support total demand requirements through the second half of the decade. . . .
https://www.greencarcongress.com/2022/1 ... terh2.html
MAN Energy Solutions and Fraunhofer IST analyze options for cost-efficient hydrogen supply to Salzgitter industrial cluster
MAN Energy Solutions and the Fraunhofer Institute for Surface Engineering and Thin Films (IST) have published their analysis of the framework conditions for the future supply of green hydrogen to the Salzgitter steel site near Hannover. Commissioned by Hydrogen Campus Salzgitter, the study investigates, among other questions, the role locally produced green hydrogen could play to support German supply and its potential competitiveness with imports.
The study’s calculations show that—if used directly without further conversion—local hydrogen can be economical and even cheaper than imports from 2030 onwards. While production costs of around €4.00 per kilogram are possible in northern Germany, hydrogen imported from Tunisia, for example, would cost at least €4.70 to produce—profit margins in both cases not included. . . .
For the study, the authors modeled different supply chains for green hydrogen and compared possible import routes, such as those from Portugal, Canada, Tunisia and Australia. Although green hydrogen can be produced much more cheaply in countries with significant amounts of sunshine, it must then be converted for transport to Germany and subsequently back again for domestic use. This process step, which is fraught with costs and losses, drives the total expense above the cost price of H2 produced from wind energy in northern Germany, which can be transported by pipeline to its destination for immediate use.
Of course, we will still need imported hydrogen, and in large quantities, for two reasons. Firstly, due to the limited wind-energy potential in Germany, we can only cover a fraction of the prospective demand from domestic sources. Secondly, the local cost-advantage disappears the moment the hydrogen is not for direct use but rather as a raw material for synthetic fuels such as ammonia, methanol or methane. This will be the case in many instances, as for example in the shipbuilding or aviation industries. Accordingly, in addition to domestic production, we also need strong, international partners and import routes from the sunny or windy regions of North Africa, Patagonia, Scotland and Canada.
Due to its low energy-density and high volatility, pure hydrogen cannot yet be transported economically over longer distances, while ports possess neither tanker fleets nor appropriate infrastructure. Experts therefore assume that international transport will initially scale up via conversion to more conveniently transportable media, such as methanol, ammonia, etc.
Due to low technological maturity and lack of infrastructure, the study by MAN Energy Solutions and IST did not consider liquefied hydrogen or LOHCs (Liquid Organic Hydrogen Carriers) in its analysis. . . .
https://www.greencarcongress.com/2022/1 ... witec.html
Rolls-Royce and SOWITEC cooperate on power-to-X projects
Rolls-Royce Power Systems and SOWITEC, a specialist in renewable energy projects, have agreed to cooperate with the aim of providing power-to-X projects with a total electrolysis capacity of up to 500 megawatts by 2028. The plants will use renewable energy sources to generate electrical power that will be used to produce hydrogen with mtu electrolyzers.
This green hydrogen can be used as fuel for fuel cells and hydrogen engines, to produce industrial feedstock and to produce sustainable e-fuels for marine, aviation, agriculture, mining and data center power.
Rolls-Royce brings a wide range of its own new products to the cooperation for the production and use of sustainable fuels based on green hydrogen: these include mtu electrolyzers, mtu fuel cell systems and mtu hydrogen engines, as well as experience with hydrogen ecosystems and in the simulation, design and optimization of decentralized energy supply systems.
SOWITEC, based in southern Germany, is one of the world’s leading developers of renewable energy projects and has been active for almost 30 years. With more than 4.2 gigawatts of solar and wind projects installed in South America, Europe and Asia, the Baden-Württemberg-based company has extensive experience in developing financeable turnkey renewable energy projects, from concept to implementation, including investor sourcing. . . .
https://www.greencarcongress.com/2022/1 ... uvera.html
European marine systems integrator orders Nuvera fuel cell system
Nuvera Fuel Cells, LLC, a provider of heavy-duty hydrogen fuel cell engines for on- and off-road mobility and other applications, has signed a memorandum of understanding with Italy-based system integrator H2Boat, which is developing a zero-emission energy solution for marine applications.
As part of the project, Nuvera will supply an E-45 fuel cell engine to H2Boat for marine type approval certification, and subsequently for integration in H2Boat’s forthcoming HP Energy Pack (P>40kW). H2Boat anticipates using Nuvera E-Series Fuel Cell Engines to expand its marine product line.
H2B launched in 2020 to introduce sustainable hydrogen technology into the marine sector starting with the pleasure boat sector. H2Boat is part of Bluenergy Revolution, a company spun out of the University of Genoa (Italy) and focused on the research and development of fuel cell, electrolyzer and metal hydride systems, with the aim to develop hydrogen technology solutions for mobile and stationary applications.
According to H2Boat, a marine vessel with an onboard hydrogen system exemplifies how passenger comfort can be achieved while minimizing environmental impact. Unlike boats propelled by internal combustion engines, a fuel cell electric boat can access marine-protected areas. . . .
https://www.greencarcongress.com/2022/1 ... oavia.html
ZeroAvia acquires high-temperature PEM fuel cell company HyPoint
UK-based ZeroAvia, a developer of zero-emission solutions for commercial aviation, acquired in full the high-temperature PEM (HTPEM) fuel cell stack innovator HyPoint. (Earlier post.) The financial terms of the deal were not disclosed.
HyPoint’s core innovation is a new turbo air-cooling architecture. By utilizing compressed air for both cooling and oxygen supply, HyPoint reduces overall weight compared with traditional liquid cooling. Using a next-generation high temperature membrane instead of a low temperature membrane increases the efficiency of a cooling system by at least 300%.
Testing has shown that HyPoint’s fuel cell system will be able to achieve up to 2 kW kg-1 of specific power—more than triple the power-to-weight ratio of traditional (liquid-cooled) hydrogen fuel cells systems. It will also feature up to 1,500 Wh kg-1 of energy density, enabling longer-distance journeys.
The acquisition adds HyPoint’s high-temperature fuel cell technology—a promising avenue for increasing power output and energy density of aviation fuel cell powertrains—to ZeroAvia’s already leading expertise in developing the full powertrain to enable hydrogen-electric flight.
This acquisition follows a major deal with ZeroAvia’s long-term fuel cell partner PowerCell which will see the serial delivery of low-temperature PEM fuel cell stacks beginning in 2024. Together, these moves will allow ZeroAvia to progress both LTPEM and HTPEM technologies for relevant aviation applications. . . .
https://www.greencarcongress.com/2022/1 ... penta.html
Volvo Penta & CMB.TECH expand partnership on dual-fuel hydrogen engines
Building on a successful collaboration, Volvo Penta and CMB.TECH are expanding their collaboration to accelerate the development of dual-fuel hydrogen-powered solutions for both on land and at sea applications. The strengthened collaboration will include joint projects ranging from pilots to small-scale industrialization.
CMB.TECH owns, operates, and designs large marine and industrial applications powered by hydrogen and ammonia—fuels that it both manufactures and supplies to its customers. Volvo Penta is a world-leading and global manufacturer of engines and complete power systems for boats, vessels, and industrial applications. The companies have worked together in pilot projects since 2017 successfully adapting Volvo Penta engines to run as a dual-fuel hydrogen and diesel solution via the conversion kit provided by CMB.TECH.
The strengthened collaboration will create synergies aimed at leveraging the competences and product offerings of both companies—establishing dual-fuel hydrogen technology as a low-carbon interim solution before suitable zero-emissions alternatives become viable. . . .
The dual-fuel solution’s main advantage is that it will reduce the emissions of greenhouse gases while at the same time provide a robust and reliable solution. And, if hydrogen is not available, the application continues to run on traditional fuel, safeguarding productivity.
The design and testing of the hydrogen-injection system will take place at CMB.TECH’s Technology and Development Center in Brentwood, UK. Here, Volvo Penta engines will be tested to optimize the hydrogen-diesel injection strategy for maximum reliability and emission savings.
The simplicity of the dual fuel technology allows a quick introduction into many applications. The potential to decarbonize with green hydrogen is huge, but many applications require a fallback scenario of traditional fuel to maintain a viable business. With the dual fuel technology, your asset is future proof, even without a full coverage of a reliable hydrogen infrastructure today.
https://www.greencarcongress.com/2022/1 ... ducts.html
Air Products to invest about $500M to build green hydrogen production facility in New York; 94MW hydropower already approved
Air Products plans to invest approximately $500 million to build, own and operate a 35 metric ton per day facility to produce green liquid hydrogen at a greenfield site in Massena, New York, as well as liquid hydrogen distribution and dispensing operations. The commercial operation of this facility is targeted to begin in 2026-2027.
In support of this Air Products’ project, in July 2022, the New York Power Authority (NYPA) board approved 94 MW of low-cost St. Lawrence hydroelectric power to Air Products for its significant investment and the creation of 90 jobs in New York State.
Air Products has determined that the market demand warrants the investment in the project, assuming the receipt of certain local and state incentives, as well as any benefits from the “Inflation Reduction Act” (IRA), and which are anticipated in the current project budget.
Further to this proposed facility announcement, Air Products is also investigating the feasibility of establishing a hydrogen fueling station network in the United States’ northeast region, including the ability to serve Air Products’ truck fleet. Air Products has announced plans to convert its global fleet of approximately 2,000 trucks to hydrogen fuel cell zero-emission vehicles.
The low-carbon intensity liquid hydrogen product from the facility is expected to be sold to the mobility market in New York State as well as other potential northeast industrial markets. If all the hydrogen is used for the heavy-duty truck market, future climate benefits over the project’s lifetime would include avoiding more than six million tonnes of carbon dioxide, which is equivalent to the emissions from over 600 million gallons of diesel used in heavy-duty trucks.
Demand for green hydrogen for mobility and industrial applications is expected to grow significantly in the northeast as a result of the New York-led multi-state agreement to develop a proposal to become one of the regional clean hydrogen hubs designated through the federal Clean Hydrogen Hubs Program, and New York State’s adoption of a new Advanced Clean Trucks (ACT) rule. . . .