Industrial cement graphic showing calcium-silicate rock entering a complex processing plant and ordinary cement leaving as the main product.
Brimstone’s cement story is interesting because it is not only a cement story. The company’s public positioning is now much bigger than ordinary Portland cement without limestone process CO₂. Brimstone is presenting itself as a Rock Refinery: a process that starts with calcium-bearing silicate rock and co-produces multiple industrial materials … [continued]
On June 22, 2026, the World Economic Forum (WEF) announced the latest additions to its Global Lighthouse Network (GLN), with NIO Factory Two (“NIO F2”) joining the network as a Lighthouse. As the WEF notes, “intensifying competition in the electric vehicle sector demands faster product development, customization, and integration across … [continued]
Air Permit Application Lacks Meaningful EJ Analysis After Company Removed Original, Flawed Version. Donaldsonville, La. — Sierra Club and its Delta Chapter called on the Louisiana Department of Environmental Quality (LDEQ) to conduct a project-specific environmental justice analysis of Hyundai Steel’s proposed facility in Louisiana. The request comes after the company … [continued]
Europe talks the talk on recycling. But can it walk the walk? The upcoming Circular Economy Act must prove we have what it takes. Our valuable battery waste is currently leaving Europe on ships headed halfway across the world. And we’re doing little to stop them. Whilst Europe manages to … [continued]
In another example of how much US solar manufacturing has gone from small potatoes to a giant industry since Joe Biden took office in 2021, here’s a whopper of a stat: solar manufacturing capex in the USA has exploded from $150 million in 2020 to an estimated $2.5 billion in … [continued]
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Wrightbus’ hydrogen narrative helped frame the company’s rebound, but battery-electric bus orders are carrying the commercial scale.
A hydrogen bus fire in Crawley should not be turned into a simple hydrogen-cause story. That would be sloppy, and the investigation needs to run its course. But it is a useful hook for the real transit lesson: a small hydrogen fleet can create a large operational support problem, and … [continued]
Maritime batteries do not have to electrify every ship to reshape fuel demand; short-sea, port-adjacent and hybrid-electric operations are already a serious wedge.
A useful paper has landed in the Nature family on the techno-economics of electrifying short-sea shipping, and the result should make the maritime fuel debate a little less vague. The paper does not claim that every ship becomes battery-electric. It does not need to. It finds that by 2030 a … [continued]
Steel decarbonization is a route shift: scrap and electric arc furnaces do the heavy lifting, while clean primary iron remains a bounded and contested market.
Steel decarbonization keeps being pulled into the wrong conversation. Call it a future hydrogen market, and the discussion moves quickly to electrolyzers, pipelines, storage caverns, offtake contracts, national hydrogen strategies, and industrial-policy speeches looking for a customer. That framing is convenient for hydrogen advocates, but it is not how the … [continued]
Steel decarbonization starts with demand, scrap, and electric arc furnaces, leaving new iron as the smaller residual problem.
Steel keeps getting framed as a hydrogen problem because hydrogen gives the sector a single shiny lever. Replace coal with hydrogen, keep making new iron, plug it into an electric arc furnace, and declare victory somewhere around the ribbon-cutting ceremony. It is an attractive story for governments, incumbent producers, electrolyzer … [continued]
If designed properly, low-carbon steel credits under the EU car CO₂ standards can create a lead market for green steel produced in Europe. Given the automotive sector’s large steel demand and purchasing power, the mechanism could support the scale-up and commercialisation of green steel projects, strengthen Europe’s industrial base and … [continued]
