GeoPura’s sellers receive only £82.5 million in cash and mostly Ballard shares, while employees inherit the execution risk of the next hydrogen dilution cycle.
Perpetual loss-making hydrogen fuel cell firm Ballard Power is paying £275 million for GeoPura, but only £82.5 million is cash. Most of the price is 50.8 million newly issued and dilutive Ballard shares, leaving GeoPura’s investors with about 14.4% of the combined company and subjecting much of their consideration to … [continued]
Onboard hydrogen injection may reduce visible smoke, but opacity does not prove lower fuel use or CO₂e.
A cleaner-looking diesel exhaust plume is evidence about smoke, not climate performance. Onboard hydrogen-injection systems ask customers to skip that distinction: they use electricity produced by the diesel engine to split water, feed the resulting hydrogen or oxyhydrogen back into the same engine, and then present a change in exhaust … [continued]
Volvo’s long-range electric truck shows where freight architecture is moving: batteries and charging at the center, hydrogen forced to prove exceptions.
Volvo’s new FH Aero Electric is the kind of truck legacy manufacturers used to imply battery-electric trucking could not really become. It claims up to 700 kilometers of range, carries up to 725 kWh of usable battery energy, supports megawatt charging, and uses a new e-axle to free more chassis … [continued]
Bosch could afford the hydrogen spend. The strategic risk was treating fuel-cell mobility as a growth path while automotive value moved toward batteries, software and electric platforms.
Bosch’s hydrogen story is easy to misread. Stefan Hartung is leaving the top job earlier than expected, Christian Fischer takes over on July 1, and the company is coming off a difficult 2025. The tempting version is simple: Bosch bet wrong on hydrogen, and the bill came due. That is … [continued]
Future Proof Shipping gave hydrogen cargo shipping something most hydrogen shipping announcements never provide: working vessels. H2 Barge 1 and H2 Barge 2 were not artist renderings, conference-stage concepts or another memorandum of understanding. They were inland cargo vessels converted to hydrogen fuel-cell operation and put into real freight service … [continued]
Hydrogen demand gets smaller when speculative energy uses are filtered out and the surviving industrial molecule uses remain.
Hydrogen demand is usually discussed as if the world is about to discover a giant new fuel market. That is the wrong starting point. Hydrogen is already a very large industrial molecule, but most of that demand is tied to the fossil-fuel system, fertilizer, methanol and process chemistry. It’s a … [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]
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]
Hydrogen buses may look operationally familiar, but the procurement risk sits in the fuel supply, depot infrastructure, maintenance depth, uptime, and long-term cost.
Hydrogen buses are real. They can carry passengers, complete routes, refuel, and operate in public transit fleets. That much has been demonstrated often enough that it is no longer the useful question. The useful question for transit agencies is whether hydrogen is a better procurement choice than battery-electric buses once … [continued]
Belgium’s hydrogen refuelling announcements need to be tested against vehicles served and kilograms dispensed, not just station capacity.
Belgium has another hydrogen refuelling announcement, and on the surface it sounds like progress. Atawey is selling three new hydrogen stations to Colruyt Group and Virya Energy for heavy-duty mobility, with a stated combined distribution capacity of more than 7 tonnes per day and deployment planned by the end of … [continued]
