Hydrogen Technology Uses

Looking at #Davos, one message is hard to miss:   Europe is strongest when it acts together – and that unity also matters when it comes to the technologies shaping our industrial future. #Hydrogen plays a key role here – as long as we scale it with speed and a united European approach.   My recent interview with Automotive World Magazine with dives deep into why hydrogen matters – not only for decarbonizing transport, but also for strengthening Europe’s competitiveness.   Some key points, to give you an idea: ➡ Battery first is right, battery only is not. ➡ When it comes to 1,000 km distances and more, high payloads, refrigerated transport with high energy demand or flexibility for demanding routes, that’s where fuel cell powered trucks kick in. ➡ Refueling liquid hydrogen is as safe, fast and simple as refueling diesel today. ➡ Today, a comprehensive hydrogen refueling network does not exist, and as long as this does not change, hydrogen-powered transport cannot become a reality. ➡ Hydrogen makes sense ecologically, economically and politically, but we need to overcome the initial hurdle of not enough scale. ➡ Let’s avoid falling behind fast-movers like China in this key technology, as we did with battery cell production, solar and many more. In terms of batteries and hydrogen, it’s not either-or – but AND. Battery-electric makes sense in the majority of use cases today. Hydrogen where batteries and power grids reach their limits.   The good news: hydrogen can become a mainstream solution for long-haul transport fast, if we scale vehicles and infrastructure together, with clear political frameworks and real investment across the value chain.   At Daimler Truck AG, our strategy is to transform at the speed of right – the right moves, at the right time, for the right reasons, the right way. So, let’s learn from the discussions in Davos and ACT to move forward: right, united, fast!

Hydrogen Motors vs. Electric Vehicles: The Battle for Green Mobility As the automotive industry shifts towards sustainability, hydrogen fuel cell vehicles (FCVs) and battery electric vehicles (BEVs) are leading the way. Here’s a quick comparison: 1. Energy Efficiency: EVs are highly efficient, converting over 85% of grid electricity to power the wheels. In contrast, hydrogen FCVs lose efficiency during hydrogen production and conversion processes (source: International Energy Agency). 2. Refueling and Range: Hydrogen cars refuel in minutes and offer longer ranges, ideal for heavy-duty use. EVs require longer charging times, but the charging infrastructure is expanding rapidly (source: #Hydrogen Council). 3. Environmental Impact: Both emit zero emissions at the tailpipe. EVs face battery production challenges, while hydrogen's environmental impact depends on how it's produced—green hydrogen is clean, but gray hydrogen emits CO₂ (source: Union of Concerned Scientists). 4. Infrastructure and Cost: EV charging stations are growing globally, while hydrogen stations remain limited and costly. Battery costs are falling, making EVs more affordable; hydrogen vehicles remain expensive but could become cheaper with technological advances (source: #McKinsey & Company). #EVs currently dominate passenger cars & municipality buses, while hydrogen could lead in heavy transport. Both are crucial for a greener future.

🔋💡 Hydrogen Ingenuity in Action — Honda’s Fuel Cell Strategy Sets a New Benchmark Honda, Tokuyama Corporation, and Mitsubishi Corporation have quietly pulled off something the hydrogen industry has long needed: a demonstration of economic and technical viability. At the heart of their new project in Shunan City is a stationary fuel cell power station powered by by-product hydrogen—a clever reuse of hydrogen from Tokuyama’s saltwater electrolysis process. The fuel cells themselves? Repurposed from Honda’s CR-V e:FCEVs. 📌 Key Specs Output: Up to 1,000kW (4 × 250kW units, scalable in parallel) Voltage: AC 200–480V, 3-phase Startup: <10 seconds Standards: ANSI/CSA FC1, IEC 62282-3-100 Emissions: Zero CO₂ / NOx Noise: ≤76dBA @7m This setup powers a distributed data center operated by Mitsubishi, with multiple operational modes—backup, off-grid, peak shaving, and grid balancing—all managed via EMS. ✅ For consumers: No premium fuel cost ✅ For producers: Monetized by-product hydrogen ✅ For the industry: A replicable model for circular hydrogen deployment This is the kind of practical, scalable ingenuity that’s been missing in hydrogen discourse. Honda didn’t just build a fuel cell—they built a business case. 👏 Hats off to Honda and its partners for showing how hydrogen can be clean, clever, and commercially sound. 🔗 https://lnkd.in/gbABsHXx #FuelCellInnovation #HydrogenEconomy #CircularEnergy #EVStrategy #Honda #GreenTransformation #EnergyLeadership #DataCenterTech

🚗💧 #Hydrogen leads in road transport LCA – against all odds! 🇪🇺✅ Fuel-cell vehicles with green hydrogen have the lowest life-cycle emissions of all powertrains – even lower than BEVs. That’s the result of the new ICCT study (July 2025) — and it changes the game. 🌍🟢 Hydrogen is not “too energy-intensive” – it’s the smart system solution! ⸻ 🔍 Key findings from the new ICCT life-cycle analysis: 💧🚘 Fuel-cell electric vehicles (FCEVs) with renewable H₂: → 📉 ~50 g CO₂e/km – best in class! 🔋🚙 Battery electric vehicles (BEVs): → 📉 ~52–63 g CO₂e/km (depending on grid mix) ⛽🚗 Gasoline cars: → 🔥 ~233 g CO₂e/km (4.5x more than FCEVs!) 📊 Even with grey hydrogen, FCEVs cut emissions by 26%. ⸻ 💡 Why this matters – and why hydrogen is here to stay: ⚡❌ Efficiency isn’t everything if… …you don’t have the power grids. …you can’t store renewables long-term. 🧠✔️ System logic beats subsystem logic. 🚛🛣️ Hydrogen = backbone for long-haul, logistics & freight 🔋 BEVs can’t solve everything – fast refueling, high energy density & flexible infrastructure give FCEVs the edge. 🔄⚙️ #Europe needs all hands on deck A mix of hydrogen, batteries, e-fuels and storage is faster, fairer, and more resilient than battery-only dogma. 🛡️🇪🇺 H₂ = European independence molecule Domestic H₂ = less dependency on fossil imports & global bottlenecks. ⸻ 🎯 Policy message: 📌 Tech neutrality 📌 #Green hydrogen scaling 📌 Corridor infrastructure 📌 #Resilient energy systems > narrow efficiency debates ⸻ 🌟💧 Hydrogen is not the past – it’s the future that’s already happening. Totgesagte leben länger – especially in transport. Let’s build on that insight. Let’s move! #Hydrogen #FCEV #LifeCycleAnalysis #CleanTransport #TechNeutrality #EnergyResilience #GreenDeal #HeavyDuty #ICCT #EuropeMoves The International Council on Clean Transportation Hydrogen Europe Global Hydrogen Mobility Alliance #NobuakiMori #EduardoMenezes #OliverZipse Francois Jackow Randy MacEwen Nicholas John A. Loughlan Jennifer Rumsey Karin Rådström Pierpaolo Antonioli Dr. Gernot Stellberger Arturo Gonzalo Aizpiri Steffen Metzger Morten Holum noriya kaihara Przemek Szuder Pierre-Etienne Franc Loïc Voisin JAEHOON CHANG Olof Persson #AkijiMakino Liam Condon Matthieu Guesné Sanjiv Lamba Arnd Franz Laurent Favre Dr. Stefan Hartung #KlausRosenfeld Javier Iriarte Ilham Kadri Philippe Rosier Denise Dignam Shigeru Hayakawa Frank Götzelmann Stephan Windels Martin Lundstedt Daniel Sceli Dr. Sopna Sury Sebastian Boden Laurent Carme Nils Aldag

𝐍𝐚𝐦𝐗 & 𝐏𝐢𝐧𝐢𝐧𝐟𝐚𝐫𝐢𝐧𝐚: 𝐃𝐫𝐢𝐯𝐢𝐧𝐠 𝐭𝐡𝐞 𝐅𝐮𝐭𝐮𝐫𝐞 𝐰𝐢𝐭𝐡 𝐇𝐲𝐝𝐫𝐨𝐠𝐞𝐧 𝐔𝐭𝐢𝐥𝐢𝐭𝐲 𝐕𝐞𝐡𝐢𝐜𝐥𝐞𝐬 🚗 Set to be released by the end of 2026, NamX's Hydrogen Utility Vehicle, designed by the iconic Pininfarina, is not your typical electric vehicle (EV). It leverages hydrogen fuel cells, a technology that combines hydrogen with oxygen from the air to produce electricity, water, and heat. This means the vehicle emits only water vapor, making it an incredibly clean alternative to traditional fossil fuel-powered cars and even battery-powered EVs. 𝐓𝐚𝐜𝐤𝐥𝐢𝐧𝐠 𝐭𝐡𝐞 𝐋𝐢𝐭𝐡𝐢𝐮𝐦 𝐒𝐡𝐨𝐫𝐭𝐚𝐠𝐞 𝐚𝐧𝐝 𝐈𝐧𝐟𝐫𝐚𝐬𝐭𝐫𝐮𝐜𝐭𝐮𝐫𝐞 𝐖𝐨𝐞𝐬 The excitement around NamX's innovation is twofold. First, it offers a promising solution to the lithium shortage. With the surge in EV production, demand for lithium - a critical component of EV batteries - has skyrocketed, leading to supply concerns. Hydrogen fuel cells sidestep this issue entirely, relying on one of the most abundant elements: hydrogen. Second, infrastructure challenges have long been a stumbling block for the widespread adoption of EVs. Hydrogen fueling stations can be set up more quickly and efficiently than the extensive charging network required for battery EVs, potentially accelerating the transition to clean transportation. 𝐓𝐡𝐞 𝐛𝐞𝐧𝐞𝐟𝐢𝐭𝐬 𝐨𝐟 𝐍𝐚𝐦𝐗'𝐬 𝐇𝐲𝐝𝐫𝐨𝐠𝐞𝐧 𝐔𝐭𝐢𝐥𝐢𝐭𝐲 𝐕𝐞𝐡𝐢𝐜𝐥𝐞 𝐚𝐫𝐞 𝐜𝐥𝐞𝐚𝐫: > Environmental Impact: Zero emissions mean a significant reduction in air pollution and a smaller carbon footprint. > Energy Efficiency: Hydrogen fuel cells can be more efficient than internal combustion engines, offering greater range and faster refueling times compared to battery EVs. 𝐇𝐨𝐰𝐞𝐯𝐞𝐫, 𝐭𝐡𝐞 𝐩𝐚𝐭𝐡 𝐭𝐨 𝐡𝐲𝐝𝐫𝐨𝐠𝐞𝐧 𝐦𝐨𝐛𝐢𝐥𝐢𝐭𝐲 𝐢𝐬𝐧'𝐭 𝐰𝐢𝐭𝐡𝐨𝐮𝐭 𝐢𝐭𝐬 𝐜𝐡𝐚𝐥𝐥𝐞𝐧𝐠𝐞𝐬: > Hydrogen Production: Currently, most hydrogen is produced from natural gas, which still involves greenhouse gas emissions. Green hydrogen production methods need to be scaled up for true sustainability. > Initial Costs and Availability: Developing and deploying hydrogen fuel cell technology can be expensive, and the availability of hydrogen fueling stations is currently limited. 𝐀 𝐂𝐨𝐦𝐩𝐚𝐫𝐚𝐭𝐢𝐯𝐞 𝐋𝐞𝐧𝐬 Compared to traditional EVs, NamX's Hydrogen Utility Vehicle represents a complementary pathway rather than a direct competitor. Each has its role in the broader ecosystem of sustainable transportation, with specific advantages depending on usage patterns, regional infrastructure, and technological advancements. What are your thoughts on hydrogen as the future of sustainable transportation? How do you see it fitting into the broader ecosystem alongside battery EVs? #innovation #tech #future #sustainability

Japan just made a bold move that could shift the future of commercial transport. Hydrogen fuel cell vehicles have struggled to compete with diesel because of high operating costs. That challenge has slowed adoption despite clear environmental benefits. This new subsidy program offers ¥700 per kilogram of hydrogen (around $4.84) covering up to 75% of the price gap between hydrogen and diesel at 90 key stations. Here’s why it matters: • Japan aims to grow its hydrogen truck fleet from 160 today to 17,000 by 2030, a 100x increase. • This subsidy tackles the biggest hurdle: the cost difference. • Industry leaders like Toyota and Hino Motors are already testing hydrogen trucks. • Green hydrogen costs could drop by 60% by 2030 in Japan, making fuel cells even more viable. • With carbon pricing starting in 2026, diesel will get more expensive, forcing a rethink. The infrastructure and market for hydrogen-powered fleets is increasing.

Hydrogen can only reach its full potential if we treat it as part of a larger system. The key is integration: infrastructure, regulation, and industry need to join forces to create a robust H2-ecosystem. By connecting the dots, we can evolve individual pilot projects to a fully scaled, competitive market, as well as a core part of our future energy system. In Lingen, our 14 MW electrolysis pilot plant is testing both PEM and alkaline technologies — providing valuable insights and laying the groundwork for future, large-scale electrolysis projects. Powered by renewable electricity, the facility can generate up to 270 kilograms of green hydrogen per hour. Every lesson learned here helps us prepare for efficient operation and expansion at industrial scale such as at our GET H2 300MW project. During my conversation with Keith Anderson on Bosch's "-253°C" podcast, I highlighted what is needed to move from ambitious prototypes to full-scale rollout: infrastructure, simplified regulatory framework, and demand incentives. Infrastructure is the backbone that enables supply and demand to come together, making its build-out absolutely crucial. Additionally, reliable regulatory frameworks combined with targeted demand incentives lay the foundation for firm and long-term offtake agreements, demonstrating how strong partnerships build market confidence and unlock new investment opportunities. There are important decisions ahead. Bureaucracy and regulatory hurdles remain an obstacle, and political commitment over the next 12–24 months will be critical for unleashing industrial-scale hydrogen. At RWE, we’re addressing these challenges by connecting renewable electricity, innovative electrolysis, and industrial customers throughout Europe. Only by linking resources and building the right framework hydrogen can become an efficient, scalable part our energy system. Thank you to Bosch Hydrogen Energy for having me and the open dialogue. If you’re interested in what needs to happen in Brussels and Berlin to reduce the cost of hydrogen by 50 percent by 2030, I suggest listening to the podcast. You can find the entire episode here: https://lnkd.in/ep3axV2h

Hydrogen is still crucial for decarbonisation, but the road to 2030 is bumpier than many assumed, as the latest International Energy Agency (IEA) report makes clear. Here are the key takeaways and how projects like Zeevonk, led by Copenhagen Infrastructure Partners and Vattenfall, illustrate both the promise and the challenges ahead. 🔍 Key Messages from the IEA 1. Demand is growing, but mostly in traditional sectors Global hydrogen demand reached almost 100 Mt in 2024, up ~2% on 2023. Most of that demand comes from established uses, oil refining, ammonia and chemicals, not yet from new applications.  2. Low-emissions hydrogen is growing, albeit slowly Although <1% of total hydrogen production, low-emissions hydrogen production rose ~10% in 2024. The number of projects with FIDs has increased, but many announced projects face delays or cancellations.  3. 2030 expectations have been scaled back Last year’s forecast for announced low-emissions hydrogen production by 2030 was 49 Mtpa. The new figure is ~37 Mtpa, reflecting cuts in the pipeline, particularly among electrolysis projects.  4. Existing commitments still offer strong growth Projects that are operational, under construction, or have reached FID are expected to deliver ~4.2 Mtpa by 2030, more than a fivefold increase on 2024. Add to that ~6 Mtpa more if demand creation and policy support improve.  5. Barriers remain significant • High capital expenditure, especially for electrolysers.  • Regulatory and policy uncertainty.  • Infrastructure gaps, including hydrogen transport and storage. Zeevonk is one of the projects showing what integrated hydrogen systems might look like in practice, combining offshore wind (2 GW), floating solar (50 MWp), and a large-scale electrolyser in the Port of Rotterdam.  • CIP secured a PPA with Google, which will buy up to 250-500 MW of renewable energy from Zeevonk for its Dutch data centres.  • But Zeevonk also highlights the headwinds: delays in infrastructure (e.g. Delta Rhine Corridor delay) and REDIII transposition lead to changed timelines because of dependencies the project has on these. ✅ What This Means Going Forward • We must sharpen policy frameworks: national transposition of REDIII for mobility and industry, subsidies that support both production and offtake. • Demand signals matter: without strong buyers (industry, transportation, power), even well-funded supply projects struggle. • Infrastructure needs to keep pace: pipelines, ports, grids, and hydrogen transport systems are often the weak link. • Projects like Zeevonk show what’s possible when private capital, industrial off takers, and renewable energy sources line up, but also how fragile timelines are if any component lags. Hydrogen holds enormous potential. We are past early hype: we are now in a phase of growing pains, where execution, policy, cost control and infrastructure will determine whether ambition becomes reality. https://lnkd.in/e6G63tHQ

Preparing the world’s natural gas infrastructure for hydrogen: Addressing the compression problem By some estimates, consumption of low-emissions hydrogen could exceed 500 million tons per annum (MTPA) by 2050. Meeting this demand will require a tremendous effort to accelerate the build-out of renewable energy and electrolyzer capacity. Carbon capture, utilization, and storage (CCUS) technologies will also be needed to support the production of “blue” hydrogen.   Growing supply, however, is only one piece of the puzzle that must be solved to realize the full potential of H2 as a decarbonization agent. Developing a reliable and efficient transport infrastructure is arguably just as important to widespread uptake. While several modes of transportation are needed to accommodate the wide range of end-use applications, establishing a sustainable hydrogen economy is not possible without long-distance pipelines. Pure hydrogen pipeline systems totaling thousands of miles in length have been in operation across the globe for decades. The technologies needed to operate these networks safely and economically are proven and can be applied to existing natural gas infrastructure if and when they are required. Initial studies have shown that the conversion of natural gas pipelines to operate on high hydrogen blends can be done at a fraction of the cost to build new pipelines. But compression stations will have to be modified. The upper calorific value of natural gas at around 11 kWh/Nm3 is about three times higher than that of hydrogen at 3.5 kWh/ Nm3, which means that to supply the same energy flow (for a pure hydrogen pipeline), compressors will have to move around 3x the volume of gas. Even for moderate hydrogen-natural gas blends, compressor power requirements will increase. For many compression stations, particularly those located in urban areas where space is constrained, conversion using existing turbo-compressor technology is not feasible, as the overall footprint of the package will have to be expanded by as much as 4x to accommodate additional casings. Associated CAPEX will also increase significantly, making the transition difficult from an economic perspective. Siemens Energy’s STC-SVm and its advanced rotor turbo-compressor technology offers a solution to this problem. Whereas a traditional pipeline turbo-compressor would require four casings to transport hydrogen under normal operating conditions, an advanced rotor compressor requires only one casing and train to meet the same duties. This capability is largely a result of higher impeller tip speed limits, which have been increased by ~50% relative to legacy technologies. For information on advanced rotor technology or to learn more about Siemens Energy’s hydrogen turbo-compressors, contact Christian Belting-Clar @ Christian.belting-clar@siemens-energy.com.

The UK government has announced a £500M investment to establish the country’s first regional hydrogen transport and storage network. The scheme aims to link hydrogen producers with key end users, including power stations and industrial facilities, marking a significant step towards enhancing the nation’s clean energy infrastructure. This funding, revealed as part of the latest Spending Review, is expected to stimulate job creation across several industrial areas such as Merseyside, Teesside and the Humber. Officials estimate that thousands of skilled roles will emerge not only within these regions but also across related supply chains, offering employment opportunities in trades including engineering, welding, construction, pipefitting and operations. The development forms part of a broader government strategy to reduce dependence on volatile international fossil fuel markets while supporting the manufacture of hydrogen-dependent materials such as iron, steel, glass, chemicals, and ceramics. The government said that hydrogen’s potential for decarbonising challenging sectors, such as heavy transport and refineries, as well as providing scalable energy storage during peak demand, underpins this investment. This injection for a regional hydrogen network builds upon previous investments that have already generated approximately 4,000 jobs within carbon capture, usage, and storage (CCUS) initiatives across the North West and Teesside. Further backing will support ongoing low-carbon hydrogen production through the continuation of Hydrogen Allocation Rounds (HARs). The first round allocated over £2bn to eleven projects, demonstrating significant government support for expanding the sector. Private investment has also shown confidence, with £400M committed to hydrogen initiatives in places like Milford Haven in Wales and High Marnham in Nottinghamshire. While the government is positioning hydrogen as a cornerstone technology for the UK’s clean energy transition, the success of these plans depends on continued investment, technological innovation, and the development of a skilled workforce to meet growing industry demands. Hydrogen UK head of policy and analysis Brett Ryan said: “We welcome today’s announcement on hydrogen transport and storage infrastructure. Hydrogen networks are essential for a secure and resilient hydrogen sector, whilst ensuring sufficient energy storage capacity will be critical to energy security and affordability during the energy transition. Hydrogen Energy Association CEO Dr. Emma Guthrie said: “This announcement is a key piece of the puzzle and represents very welcome government support to galvanise the UK’s regional hydrogen hubs. By investing in transport and storage infrastructure, the government is rightly joining the dots, connecting already supported hydrogen production with end users across power and industry. www.newcivilengineer.com / https://lnkd.in/eNd-MsfZ