The Collective Intelligence Project bills itself as an organization that is steering transformative AI towards better outcomes for everyone. In its latest study, which involved a survey of people in 70 countries, it reports “the decisions shaping AI are made by a small number of people but the consequences reach … [continued]
Europe is closing passenger-car hydrogen stations while AFIR rules and grants support new dual-pressure sites that retain 700-bar capability.
Europe’s public hydrogen refuelling network is not growing, but shrinking slightly. It is, however, changing shape. The part built for passenger cars is shrinking, while a new generation of dual-pressure stations is carrying 700-bar capability forward into the bus and truck layer. Germany closed 36 first-generation hydrogen refuelling stations during … [continued]
Ember’s all-electric intercity coach fleet shows that scheduled regional coach service can electrify before many expected, while legacy city and regional fleets convert more gradually.
Edinburgh makes electric transit visible. The city has electrified regional rail, trams and a growing number of electric buses, including large battery-electric double-deckers that stand out from the pavement. That progress is important, but it is not especially surprising. Urban buses were always expected to be among the first heavy … [continued]
Lower Saxony’s decision point is not the next fuel-cell repair. It is whether to recapitalize a dedicated hydrogen system after the evidence has moved.
Lower Saxony’s hydrogen trains will probably not be retired because a politician announces that battery-electric multiple units were the better technology. They will be retired when the bill arrives for extending the life of an underused, specialized hydrogen system and the state has to compare that cost with buying the … [continued]
Germany’s hydrogen strategy changes the molecule while preserving much of the gas-system infrastructure, institutional logic and public-risk model.
Germany’s hydrogen strategy keeps producing numbers that sound like market evidence until the subsidy structure is examined. Its latest hydrogen freight program attracted 526 applications seeking €455 million from a €220 million fund, including 71 applications for refueling stations and 455 for vehicles or fleets. That sounds like pent-up commercial … [continued]
Most passenger flying is chosen consumption. Aviation’s economic footprint is real, but additionality depends on what each journey causes that would not otherwise happen.
Aviation performs useful economic work. It connects remote communities, moves urgent and high-value cargo, brings visitors to places that rely on tourism and enables some work that still requires people to be physically present with equipment, sites, customers or negotiating partners. Those are strong arguments for aviation as a service. … [continued]
I’m traveling around Cape Cod, Massachusetts this week. It’s part of a quest to learn how other communities outside my permanent Florida residence are looking ahead to a clean energy and nature-based future. Cape Cod is geographically rare. It is a constantly changing peninsula, altered by winds, ocean currents, climate, … [continued]
In the second quarter of 2026 (2Q26), 24% of new light-duty vehicles sold in the United States were hybrid electric, battery electric, or plug-in hybrid electric vehicles, up from 22% in 2Q25. Between 2Q25 and 2Q26, hybrid electric vehicles continued to gain market share, reaching a record 16% of light-duty … [continued]
China is building renewables and nuclear power simultaneously, but one scales through repeated industrial throughput while the other advances project by project.
China’s renewable and nuclear targets are often quoted as equivalent statements about the future. The delivery record says otherwise. Wind and solar targets have repeatedly been overtaken, sometimes years early, while nuclear operating-capacity targets have been missed despite continued approvals, construction and political support. Forecasts should be built from what … [continued]
Germany’s subsidy can reduce the operator-facing cost of an illustrative €425,000 hydrogen truck toward €205,000, below an unsubsidized battery-electric truck at about €300,000.
Germany’s latest hydrogen truck programme attracted 526 applications seeking €455 million from a €220 million funding pool. That has been presented as evidence that hydrogen freight is finally finding a market. A more revealing fact sits inside the programme design: Germany is offering purchase support for hydrogen trucks while battery-electric … [continued]
