Long-range pathways through 2100 provide the outside view needed to turn 2050 targets into practical grid, port, energy-system and investment roadmaps.
Most decarbonization scenarios stop at 2050 because policy targets do. Steel mills, aircraft fleets, ports, electricity grids and industrial supply chains do not. A pathway can reach net zero in a target-year spreadsheet while leaving behind an energy system that is expensive, physically implausible or dependent on technologies that never … [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]
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]
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]
Engine-supported air lubrication may trim ship fuel use by reducing hull friction, but the useful number is net savings after the air has been compressed and delivered.
The interesting part of Everllence and Silverstream’s Engine Supported Air Lubrication concept is not that ships can reduce drag by pushing air under the hull. That has been known for decades, and commercial systems are already in service. The interesting part is where the air comes from, because air lubrication’s … [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]
Climate-tech claims need to be tested against comparators, customers, costs, and repeat procurement, not just announcements and pilots.
Energy transition analysis is littered with evidence that is real and stories that are not. A pilot exists, therefore the market is forming. A government grant lands, therefore the technology has been validated. An offtake agreement appears, therefore customers must be willing to pay. A large company issues a press … [continued]
The demand for SUV vehicles has never been higher but contributes to higher prices that drive some out of the market.
Green H2 or not, hydrogen trains will help the Czech Republic cut ties with Russian gas suppliers.
