The city has entered into collaboration with Aberdeen to develop the next stage of the technology’s deployment.
Aberdeen is already at the forefront of us of the hydrogen, having last year unveiled the UK’s first hydrogen production unit and bus refuelling station.
They are part of a £19 million green transport “demonstration project”, designed to fuel Europe’s largest hydrogen bus fleet and make Aberdeen a world-leading city for low carbon technology,
Dundee is now joining forces with Aberdeen to take forward its own projects, with an application for funding already submitted to the EU.
Hydrogen fuel technology is seen as a key means of reducing UK greenhouse gas emissions and tackling air pollution hotspots.
Streets such as the Dundee’s Lochee Road and Seagate have long been named as among the most polluted in Scotland and though improvements have been made, environmental campaigners have said that there is still too much air pollution in the city.
Dundee City Council has already invested heavily in electric technology, introducing ever more charging points and purchasing the UK’s largest local authority fleet of electric vehicles.
Bus technology will be next on the agenda.
The push for Scots’ investment in the technology dates back to 2013, when the Scottish Cities Alliance (SCA) commissioned a study on building a “Hydrogen Economy for Scotland”.
It led to the agreement of a strategy to achieve a national vision for hydrogen, calling for hydrogen fuel cell bus deployment, hydrogen refuelling infrastructure, production of green hydrogen and greening of council fleets.
One of the aims of this strategy is to facilitate hydrogen bus deployment in each of the seven cities in Scotland, along with hydrogen refuelling infrastructure in key strategic locations.
Both Dundee and Aberdeen councils are now partners in the Joint Initiative for Hydrogen Vehicles across Europe (JIVE) project, with a major EU funding application submitted in May.
Barring some incredible new carbon capture technology, the window for limiting global warming to less than 1.5 degrees Celsius appears to have closed. That’s the stark conclusion of a report out in Nature today, which finds that the carbon reductions pledges penned into the Paris Agreement are ridiculously inadequate for keeping our climate within a safe and stable boundary.
The Paris Agreement—a historic piece of climate change policy adopted by leaders of 195 countries last December—pledged to limit human-caused global warming to less than two degrees Celsius, with a “stretch goal” of keeping our planet’s thermostat from rising more than 1.5 degrees. We’re supposed to do that by aggressively cutting back on fossil fuels and switching entirely to renewable energy sources by the end of the century.
But as climate scientists and well-informed politicians have been saying for months, global carbon emissions are way off track if we want to meet even the 2 degree goal. Just how off track is the subject of the new analysis, led by Joeri Rogelj at the International Institute for Applied Systems Analysis.
A Key Part of the Paris Climate Agreement Is Practically Obsolete
In December, world leaders made an unprecedented agreement to limit human-caused global warming to…
In addition to concluding that “the window for limiting warming to below 1.5 degrees C with high probability and without temporarily exceeding that level already seems to have closed,” the study found that the pledges outlined in the Paris Agreement will likely see global temperatures rise 2.6 to 3.1 degrees Celsius by 2100. A 3 degree uptick in global temperatures could cause sea level to rise up to 20 feet over the next few centuries, displacing hundreds of millions.
Low-lying island nations, which area already drawing up relocation plans in preparation for the inevitable, fought long and hard to get the 1.5 target included in the Paris Agreement. Recently, marine biologists have also been r
may be interesting with Britan pulling away---ITM may lose some access--might be good for Van Hool/Ballard; Skoda/Ballard, Dantherm/Ballard, Scotland/Aberdeen/Ballard,
ITM Power (AIM: ITM), the energy storage and clean fuel company, is pleased to announce the sale of an integrated hydrogen refuelling station (HRS) with on-site generation to Hydrog�ne de France (HDF), for deployment in France. The contract is worth #$%$1.5m to ITM Power before follow-on contracts such as maintenance agreements. The electrolyser HRS selection was based on HDF?s usual competitive tender process. The station is targeted to serve both local captive fleets of Fuel Cell Range Extender-Electric Vehicle vans with a 350bar refueling technology and Fuel Cell electric Vehicle with 700bar refueling technology.
HDF acts as an operator of hydrogen energy to exploit the potential of hydrogen as a fuel and deploys hydrogen refuelling assets in France to prepare for future large scale deployments of fuel cell vehicles and buses. This is part of the H2 Mobilit� France consortium strategy to create and then interlink regional HRS clusters across France. HDF will be responsible for the purchase, installation, operation and maintenance of the station, as well as the preparation of the HRS site.
The HRS will be commissioned mid-2017. The electrolyser HRS will be partly funded by the European Union as part of the H2ME2, EU FCH #$%$ funded project. As part of this project, HDF will be able to test the operation of the electrolyser in a live market to provide grid balancing services.
No, an announcement of a deal will only have a minor, temporary effect. But, what will have a more lasting effect are quarterly financial results. Ballard has had a 91% increase in revenue from China last year. If they repeat that this year, that will have an effect. For all the hullabaloo about China and the tens of millions in deals, spread out over years, for me it comes down to Ballard doing about 5 mil a quarter in revenue to China.
If they double that, regardless of the hundreds of millions in deals over the next 5 years plus they may sign, that will be a sign of progress, and that would have an effect. As long as there is no corresponding drop off in other business, which there always seems to be with Ballard.
of course they are in a world of financial hurt, the question is, are these better terms than they have received in the recent past?
That's not to say all automakers are eagerly embracing the opportunity. One particularly outspoken critic has been Fiat Chrysler Automobiles CEO Sergio Marchionne, who famously urged consumers not to buy the Fiat 500e EV, saying FCA loses $14,000 on each one.
This month, he reaffirmed his skepticism about EVs, telling the British magazine CAR: "Why don't I make the iPhone of cars? Because if it looks and smells like Tesla, I don't know how to make that economic model work. ... I'm not even sure you can recover all of your costs -- let alone generate a profit -- through electrification."
FCA's Marchionne: Can electrification costs be recovered?
For many automakers, the disparity in regulations and California's complex compliance requirements remain an annoyance. Several automakers contacted by Automotive News said the paperwork burden is significant. Mercedes-Benz USA said in a statement: "We support a strong and comprehensive national policy that could erase administrative and logistical burdens."
The dual regulations -- California rules and those for the rest of the states -- tripped up Porsche Cars North America this spring when 2017 Porsche Macans heading for Section 177 states were grounded at U.S. ports for several weeks while awaiting certification from the California Air Resources Board. Meanwhile, the Macan went on sale in the other states.
Customers were "really impatient," Klaus Zellmer, CEO of Porsche Cars North America, said at the time.
But other automakers say they're reconciled to working with two systems. Mike Levine, Ford product communications manager, said working with CARB "is a partnership we value" in raising consumer awareness of EVs.
For example, he said, Ford and CARB have partnered on EV ride-and-drive events for consumers, as well as education programs. Last year, Ford said it will invest $4.5 billion to bring out 13 new electrified vehicles by 2020.
Automakers were never enthusiastic about California's stricter air-quality rules, especially the electric-vehicle sales mandates that have been copied by nine other states. Soon, they'll have to work even harder to meet them.
Under California's zero-emission vehicle mandate, a certain percentage of an automaker's sales must be ZEVs. Automakers have been able to use partial credit from sales of hybrids and low-emissions conventional vehicles toward their ZEV quotas. But the regulations are slated to tighten in 2018 in a way that limits the impact of those partial credits and requires more sales of actual ZEVs.
That means that, if anything, automakers will have to be even more engaged in California's complex system of credits and sales-based quotas.
"As we are now closer to 2018, everyone is beginning to see that the mandate is not going away," said Devin Lindsay, IHS Automotive's principal analyst for North American powertrains.
The industry has long bristled at having to meet a layer cake of regulatory regimes in the U.S., especially when it involves selling vehicles on which they're likely to lose money. But as they become more entrenched, the California regulations have challenged automakers to work harder to get competitive EVs to the market.
And the size of the bloc now under the umbrella of California's rules makes it a market that can't be dismissed. The so-called Section 177 states, named for the legislative provision that allows states to adopt California's rules as their own, include big markets such as New York and New Jersey and accounted for 28 percent of new-vehicle registrations in the U.S. last year, according to IHS Automotive data.
Fuel cell manufacturer Plug Power said Tuesday it borrowed $40 million long-term from Palo Alto, Calif.-based Hercules Capital with a 10.45 percent interest rate. "Hercules Capital is a great strategic partner to align with given their experience, size and ability to play an evolving role as Plug Power continues to grow," Plug CEO Andy Marsh said.
me--is it progress plug was able to get a straight loan instead of convertible debt?
ALSTOM: The highlight of Alstom’s presence at InnoTrans 2016 will be the unveiling of a zero-emission train it had developed under an accord which was signed at InnoTrans 2014.
Under the letters of intent signed between Alstom, the Länder of Niedersachsen, Nordrhein-Westfalen and Baden-Württemberg and the Hesse transport authority, two prototype modified Coradia trainsets are to be developed by the end of 2018 for revenue service trials.
The powertrain will use hydrogen fuel cells, batteries and energy storage systems to replace a roof-mounted diesel powerpack, giving equivalent performance to an electric multiple-unit. The fuel cells will feature proven technology already deployed in the automotive sector, and Alstom will provide software, control and energy storage equipment.
along a huge list of 'world rolling stock market 5/16'
The Rhein-Ruhr and Westfalen-Lippe transport authorities have called tenders for a 25-year contract to supply and fuel 12 hydrogen fuel cell railcars which would be used on Essen – Borken/Coesfeld services from December 2020.
...CHINA: Described as the country’s first domestically-designed tram route, an 8·8 km line with 12 stops in the coastal city of Qingdao was opened for revenue service on March 5.
Running from Qianwangtuan to Chengyang Wholesale Market, the 1 435 mm gauge line is the first of three planned routes serving the Chenyang district on the northern side of Jiaozhou bay, northwest of the city centre. The project was approved by the city planning office in April 2013, and construction started in December 2014.
The line is worked by a fleet of seven three-section ForCity 15T trams, which were assembled by CRRC Qingdao Sifang under licence from Škoda. The bidirectional cars are 35·2 m long and 2 650 mm wide, with six pairs of double-leaf doors. Each car can accommodate up to 380 passengers, of which 60 are seated. They are based at a depot near Wang Lu stop close to the eastern end of the line at Qianwangtuan.
Most of the route runs on reserved track, where speeds up to 70 km/h are permitted; only around 400 m is located on street. Services are operated by the Qingdao city bus company. End-to-end journey time is 30 min, with the trams operating from 06:30 to 20:30 each day.
Part of the route has been fitted with 750 V DC overhead electrification, but elsewhere the trams are powered by hydrogen fuel cells. The fuel tank can be recharged in around 3 min.
The start of operations in Qingdao brings the total number of cities in China with tram networks to nine, joining Beijing, Dalian, Shanghai, Tianjin, Shenyang, Changchun, Suzhou and Nanjing. A further 70 networks are currently under construction or planned.
me-----70 Tram networks under construction or planned
Volkswagen AG's $15 billion settlement with the United States and California over cheating on diesel emissions includes billions of dollars to support technologies sold by rivals such as Tesla Motors Inc. and Toyota Motor Corp.
California Attorney General Kamala Harris announces a settlement with Volkswagen during a news conference in San Francisco. Slideshow icon SLIDESHOW
$2 billion of VW deal to promote clean-car tech
As part of the deal, VW will pay $2 billion over 10 years to promote clean cars, such as those powered by hydrogen and electricity.
"You're looking at $15 billion but you're also going to have reputational damage and possibly lost market share because the money will promote technologies made by other companies," said Maryann Keller, an independent auto industry consultant in Stamford, Connecticut.
The $2 billion portion of VW's settlement will help competitors the most. In California, for example, it will be used to promote zero-emission vehicles, support development of hydrogen filling stations and electric-car charging stations, and encourage ride-sharing services that use nonpolluting vehicles.
VW doesn't operate a ride-sharing business in the U.S. The German brand said it sold 1,207 electric-powered Golf small cars in the country through the first five months of the year, while Nissan Motor Co. sold almost 4,700 Leaf electric cars.
VW does plan to introduce several electric vehicles, but key rivals are further down that road. General Motors Co. aims to sell the electric Chevrolet Bolt at a starting price of about $30,000 after federal tax credits late this year. Next year Tesla plans to start selling the much-ballyhooed Model 3, which is supposed to start around $35,000 before credits.
For many years the capital of the United Kingdom’s offshore oil and gas industry, Aberdeen, Scotland, is in the midst of an energy transition that is transforming the North Sea from a fossil-fuel basin into the world’s center of offshore wind power.
With oil prices down to around $50 a barrel, as many as 50 North Sea oil and gas fields could be shut down this year, according to industry consultant Wood Mackenzie. Even if crude rebounds to $85 a barrel, oil companies are likely to abandon 140 North Sea fields over the next five years, the company says.
That contrasts sharply with the building boom in offshore wind turbines. Europe added a record three gigawatts of new offshore wind capacity in 2015, most of that in the North Sea. About 3,000 offshore turbines, totaling about 10 gigawatts of installed capacity, are operating there already. Annual additions are expected to average four gigawatts through 2030, bringing wind power to more than 60 gigawatts of capacity. In terms of output, offshore wind power accounts for about 1.5 percent of Europe’s total electricity generation today. That figure will rise to 7 percent by 2030, according to WindEurope, a Brussels-based industry association.
The scale of these projects continues to grow. The Gemini project, off the coast of the Netherlands, will have 150 turbines totaling 600 megawatts of capacity when it’s completed next year. Grander schemes are in the works: late last year, Britain’s secretary of energy and climate change greenlighted the vast Dogger Bank project, which will cover 360 square miles off the northeast coast of Scotland. Dogger Bank will comprise 400 wind turbines with a capacity of 1.2 gigawatts, enough to power two million homes.
Offshore wind is booming despite the fact that electricity demand in Europe is flat and even declining in some countries. In Germany and the U.K., renewable energy is expanding more rapidly than aging fossil-fuel plants are being shut down
some sort of power management device company like protonex
or a broken cast aside piece from SunEdison
or why not Hydrogenics, they do 35 mil a year and they have that nice contract with Alstom
Trouble may be brewing in China’s renewable energy industry if idled wind farms are anything to go by.
The nation’s clean-energy investment binge has made it the world leader in wind, accounting for about one in every three turbines currently installed, according to the Global Wind Energy Council. In turn, Xinjiang Goldwind Science & Technology Co., which makes the machines, has pushed past its western rivals such as Vestas Wind Systems A/S and General Electric Co.
Yet even with double the wind capacity, China still produces less electricity from turbines when compared with the U.S. That’s because it’s installing lower-quality machines using less reliable breezes and doing so more quickly than the distribution grid can take in the flows.
“The numbers are striking,” said Justin Wu, head of Asia-Pacific for London-based Bloomberg New Energy Finance. “They say China is building wind faster than it can be absorbed.”
The chart above shows China’s wind turbine installations against those in the U.S., with the pace of construction accelerating since the two markets were neck-and-neck in 2009. From the end of 2006 to the end of 2015, China’s wind capacity surged 89-fold to 139.3 gigawatts, while the U.S. saw a sevenfold increase to 73.8 gigawatts, according to data from BNEF.
Yet those machines aren’t as efficient in cranking out electricity as the ones in the U.S. In 2015, the U.S. slightly edged China in wind power production, generating 185.6 terrawatt- hours compared with 185.1 terrawatt hours, BNEF research shows. In other words, the U.S. produced more with less.
Clean energy and energy storage go together like peanut butter and jelly. But the falling cost of renewable energy threatens to break up this indispensable pair.
According to a new paper in Nature Climate Change, energy storage stands at a critical juncture. For now, energy storage can make wind and solar more profitable, but that may not always be the case.
“If storage isn’t adopted now and renewables’ costs continue to fall, then the added profitability of storage would go away, because at that point it would make more sense to build more solar or wind than it would to install storage,” the study’s co-author, MIT professor of energy studies Jessika Trancik, said in an interview.
Tranick and her colleagues note that, in the near-term, cheap energy storage will support the growth of wind and solar. In the long-term, energy storage could obviate the need for long-distance transmission lines or gas-fired power plants to supply electricity when renewable output dies down. But energy storage must continue to be cost-effective.
Currently, energy storage is profitable in some places and not in others. Trancik says we need to embrace storage where it adds value today. This will help drive down prices to the point where energy storage becomes profitable everywhere.
“There is this window of opportunity where, with limited government incentives — or in some cases without government incentives at all — [energy storage] can make it sense from the perspective of increasing profits,” said Trancik. Once that window closes, it will become much harder to foster the growth of energy storage.
The Intermittency Problem
Wind turbines and solar panels generate power when the wind is blowing and the sun is shining. They work intermittently, unlike gas- and coal-fired power plants which can generate steady power as needed to meet consumer demand.
“At the end of the day, if we want renewables to provide more than a small share of electricity globally, we have to deal eventually with the int