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In this edition of CleanTech Talk, Paul Martin and I discuss Michael Liebreich’s hydrogen ladder. Paul is a working chemical process engineer, and has spent his career building prototypes of biofuel, hydrogen, and chemical processing plants as part of scaling them to full, modularized production systems for clients. Paul’s piece in CleanTechnica on why hydrogen is not suitable as a replacement for natural gas in buildings is a must read.

Liebreich is an entrepreneur, founder of what has become Bloomberg New Energy Finance (BNEF), chairman on multiple boards, has engineering and business degrees, and represented the UK on their skiing team in 1992. He’s had a rich and interesting life, but for the purposes of this pair of podcasts and attendant articles, it’s his iteratively improving hydrogen ladder Paul Martin and I are focusing on.

Regular readers of CleanTechnica will know that I have been assessing hydrogen’s place in the decarbonized economy in the areas of transportation, oil refining, and industry, among others. Paul and I share a strong opinion that “blue” hydrogen, which is sourced from fossil fuels with 10-30 times the mass of CO2 which is theoretically going to be sequestered or used, is a fossil-fuel industry lobbying effort and not a viable climate solution.

Michael Liebreich’s Hydrogen Ladder v4.1, used with permission under Creative Commons license.

Listeners are recommended to keep the hydrogen ladder in front of them as Paul and I talk through aspects of it.

We start with a discussion of one of Paul’s frequently used hashtags, #hopium, which he defines as the drug that is made out of our own hope to overcome our faculties and divert government money to things which aren’t useful. We agree that the fossil fuel industry are masters of PR when it comes to giving false hope to governments and individuals that we can just vacuum CO2 out of the air or out of smokestacks after emitting it, rather than the reality that we leave most fossil fuels unburned and unused.

Paul steps through existing hydrogen production, pointing out that of the 120 million tons used annually today, less than 0.1% could be considered green hydrogen, intentionally cracked from water using renewably generated electricity. All hydrogen today is actually black, at least 30% blacker per unit of energy than the fossil fuel it was made from. For coal, up to 30 kg of CO2 is created for every kg of hydrogen, with one data point suggesting a proposal in Australia to make hydrogen from low-grade coal with 35 kg of CO2 for each kg of hydrogen. For natural gas, it’s up to 10 kg, but there is also methane leakage with its 86x worse than CO2 on 20 years global warming potential. Creation of hydrogen from natural includes an almost equal amount of GHGs in methane leakage, which is typically not counted in the emissions.

We continue with a discussion of ground transportation, where there is no place for hydrogen, in our opinion. Paul draws out the efficiency versus effectiveness argument first. Gasoline isn’t efficient, as perhaps 15% turns into useful energy, but it is effective due to being cheap, easily poured into gas tanks, and easily transported.

Hydrogen is neither efficient or effective for ground transportation. The misleading truths that are used for #hopium are that it’s the most common element in the universe and has excellent energy density for its mass.

The first truth is not helpful, as all hydrogen available to us is tightly chemically coupled with other substances, whether that is fossil fuels or water. It takes a lot of energy to break those bonds.

The second truth is not helpful either. Hydrogen, as the lightest element and lightest gas, has very poor energy density by volume, regardless of whether you compress it to 700 atmospheres, a little over 10,000 pounds per square inch, or chill it to 24 degrees above absolute zero to liquify it. As a gas, it has less than a third the energy density by volume of methane, and as a superchilled liquid, its energy density by volume is only 75% better.

Paul points out that the Toyota Mirai vs Tesla Model 3, otherwise comparable cars, is illustrative in that the Mirai weighs as much as the Tesla, even though it only carries 5.6 kilograms of hydrogen. The tanks weigh hundreds of kilograms. A standard hydrogen cylinder weighs 65 kg and only delivers 0.6 kg of hydrogen, a problem that transportation uses have to overcome with expensive thin-walled aluminum tanks wrapped in carbon fiber. It’s also worth noting that hydrogen cars have less interior and luggage room due to the hydrogen storage and fuel cell component space requirements.

Paul points out the lost mechanical energy of compression. He calculated once that the energy used to compress 5 kg of hydrogen to 700 atmospheres was equivalent to the kinetic potential energy of suspending the car 500 meters in the air, ready to drop. That energy is lost. If superchilled hydrogen were used instead, 40% of the energy in the hydrogen would have to be used to chill it.

The final devil in the details is thermal management. Hydrogen is an interesting gas in that unlike many other gases, it gets warmer as it expands. Anyone used to compressed air cans know that the jet of air comes out cold, but an equivalent jet of hydrogen would come out hot. Even though compressed hydrogen isn’t liquified, in other words, it has to be chilled in its tanks before being pumped into cars, another loss of energy.

This all leads to the common myth that hydrogen cars are quick and convenient to refuel. The reality is shown by Toyota’s entry in the 24-hour enduro Super Taikyu Series in Japan’s Shizuoka Prefecture. They prepped a racing Corolla with a hydrogen combustion engine. It had four huge carbon-fiber tanks in the area where you would normally have back seats. They brought four tractor trailers full of equipment to fuel the car. The car had to spend four hours of the 24 hours of the race refueling. Ineffective, inefficient, and with startling infrastructure requirements.

As Paul says, the devil isn’t hiding in the details, he’s waving his pitchfork in plain sight of anyone willing to see him.

We move on to agreeing in general that hydrogen might have a direct play in long-haul shipping, or at least hasn’t proven itself uncompetitive in that space. I recently assessed Maersk’s methanol drivetrain dual-fuel ships announcement, and 40-day journeys with thousands of tons of fuel are a very hard problem to crack. Maersk has proposed a green methanol manufacturing facility capable of producing enough synthetic green methanol annually to cover half of one trip for one of the eight ships.

For the rest of the first half of the podcast, aviation is in our sights. Paul and I agree that short- and medium-haul aviation — basically all air trips within the boundaries of most continents — are going to be battery electric. Hydrogen has no advantages for those ranges.

And we agree that long-haul aviation is another hard problem. I went deep on long-haul aviation’s global warming contributions and challenges recently, so had the concerns at top of mind. First was the problem of direct carbon dioxide emissions of course, but aviation also has contrail and nitrous oxides emissions problems.

Contrails are water vapor, effectively clouds. Due to the altitude of especially night-flying high-altitude planes, they keep more heat in than they reflect. That’s something that can partially be managed by changing operations, reducing altitude and night-time operations, but there are economic reasons why planes fly high and at night that need to be addressed with economic incentives.

Nitrous oxides are trickier. Any fuel burned in oxygen produces nitrous oxides with a bunch of the nitrogen from the air, which is, after all, 78% nitrogen. Nitrogen combined with oxygen in the form of N20, nitrous oxide or laughing gas, has a global warming potential of 265 times that of CO2, and persists in the atmosphere a long time.

Another form of nitrous oxide, NO2 or nitrous dioxide, is the chemical precursor to smog, causing asthma and other heart lung problems. For those following along, yes, if you have a natural gas stove or furnace in your home, it’s also putting NO2 into your home’s air along with carbon monoxide, which you need a detector for if you don’t have it. All the more reason to electrify to induction stove tops and heat pumps as your appliances age out.

Paul’s perspective is that hydrogen for long-haul aviation has multiple problems. The first is that it can’t be stored as a pressurized gas in airplanes due to the increasing loss of atmospheric pressure and bulk as planes ascend to 30,000 ft. The second is that even chilled, it’s much less dense by volume than kerosene, so it would have to be stored in the fuselage. The third is that fuel cells are bulky for energy output of sufficient electricity, so would also have to be within the fuselage, and fuel cells give off a lot of heat. So that means either jets lose a fair amount of passenger and luggage storage, or get a lot bigger and heavier, even before the cooling and venting requirements for the fuel cell heat. That makes the economics of jet travel problematic, which might be just fine, as it arguably should be more expensive than it is.

However, this means that it would be hydrogen jet engines that would be used if hydrogen were to be used directly as a fuel. And burning hydrogen in a jet engine will produce a lot of water vapor, hence the same contrails, and nitrous oxides, hence the high global warming potential. Hydrogen would only deal with two-thirds of the problem.

Paul and I agree that biofuels for hard-to-service transportation modes such as long-haul shipping and aviation, along with operational changes and reduced use, are likely the best we can do until we achieve a battery as much better than lithium-ion as lithium-ion is than lead acid, and that took a century.

But we’ve had biofuels certified for aviation use since 2011, and they just aren’t being used. They are more expensive, despite being much lower CO2 emissions cradle-to-grave than kerosene. Once again, negative externalities have to be priced.

The next half of the podcast discussion gets into places where hydrogen actually has a place in the sun, but makes it clear that hydrogen is actually a decarbonization problem, not a decarbonization solution.

 

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Next-gen 240 ton CAT electric haul truck gets to work in Colorado mine

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Next-gen 240 ton CAT electric haul truck gets to work in Colorado mine

With a massive, 240 ton payload and a host of new features, the first of Caterpillar’s next-generation CAT 793 XE Early Learner battery electric trucks has arrived at Newmont’s Cripple Creek and Victor (CC&V) mine in Teller County, Colorado.

Just weeks after the next generation of Caterpillar’s battery electric Large Mining Truck line was announced, Newmont’s CC&V mine in Colorado was announced as one of the testing and validation sites the first seven of the all-new CAT 793 XE Early Learner haul trucks would be deployed to. The production of these trucks marks the second key development phase of the company’s Early Learner EV program following the demonstration of the company’s first battery electric 793 prototype in November 2022, and that vehicle’s deployment at Vale’s Brazilian mining operations earlier this year.

“In less than two years, we went from retrofitting an existing piece of equipment at our proving ground to designing a ruggedized solution ready for validation at our customers’ sites,” explains Caterpillar Vice President, Brian Weller. “This was not a small change. Just about everything in the powertrain has been enhanced while still leveraging proven components of our Cat 793 model. With these changes, we still have learning to do with our customers in real-world applications.”

The next phase of Caterpillar’s Early Learner program will see the company attempt to integrate multiple electrified trucks at a single site with remote operators, validating the integration of a battery electric fleet with CAT’s existing autonomous and fleet management systems.

The Newmont gold mining operation has a long-standing “strategic alliance” with Caterpillar (signed in 2021) that aims to deliver a fully connected, automated, zero carbon emitting, end-to-end mining operation by 2050 while reducing downtime and operating costs.

Electrek’s Take

Cat AD45 underground haul truck (diesel); via Caterpillar.
Cat AD45 underground haul truck (diesel); via Caterpillar.

As I’ve said before, EVs and mining to together like peanut butter and jelly. In confined spaces, the carbon emissions and ear-splitting noise made by conventional, ICE-powered mining equipment can create dangerous circumstances that can lead to serious injuries (or worse), and that’s just going to make it even harder for a mining operation to keep people working and minerals coming out of the ground.

By working with companies like Caterpillar to prove that forward-looking electric equipment can do the job as well as well as (if not better than) their internal combustion counterparts, Newmont will go a long way towards converting what’s left of the ICE faithful.

SOURCE | IMAGES: Caterpillar, International Mining.

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Chinese JAC delivers 100 MD electric trucks to North America [video]

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Chinese JAC delivers 100 MD electric trucks to North America [video]

Chinese electric truck maker JAC has shipped 100 MD electric trucks (cab and chassis) from Hefei, China to a single customer in Mexico, marking a major milestone in the commercial vehicle brand’s growing North American ambitions.

The thirteenth-largest automotive market globally, Mexico’s proximity to the US means that its roads have their fair share of American cars on them – but its low labor rates have also attracted a number of international car manufacturers, as well, making the Mexican market one of the only places in the world that cars sold in the US and Europe are up against Chinese brands in head-to-head comparisons.

That’s especially true of Mexico’s EV market, and that that fact isn’t lost on companies like BYD and JAC, who have their eyes set on becoming global players.

“We call on all interested parties to share the best international practices to contribute to a better development of electromobility and bring its benefits to all Mexican cities,” says Shirley Wagner, president of Mexico’s Electro Movilidad Asociación (EMA), a coalition of companies that includes Kia, Volvo, Tesla, JAC, and BYD that is working to help reduce Mexico’s vehicular carbon emissions by going “100% electric” by 2035. “We believe that those of us living in Mexico deserve cleaner air, and it is possible to achieve it if we work together to make previously made commitments a reality.”

JAC N55 electric truck

JAC Motors entered the Mexican market in 2012, and has built out a nationwide sales and service network there, earning enough local trust to support this single 100-unit order.

The JAC N55 electric truck features a 96.7 kWh LFP battery that delivers up to 125 miles (200 km) of range, and is capable of charging from 10-80% capacity in about 20 minutes on a 150 kW DC fast charger. The N55’s 5500 kg GVWR translates to approx. 12,125 lbs. in the US, putting the JAC in the company of the Chevy Brightdrop, Isuzu NRR EV, and Mullen Three.

Electrek’s Take

100 JAC Electric Trucks | From China to Mexico.

It doesn’t seem to matter if we’re talking about the low-end or the high-end of the EV market, the Chinese are there with solid products that seem poised to seriously challenge Western automakers in their home turf. The electric truck market seems to be no exception.

SOURCE | IMAGES: JAC, via China Trucks; Wards Auto.

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ALSET Auto’s expanding franchise business offers Tesla-like experience for EV protection and personalization

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ALSET Auto's expanding franchise business offers Tesla-like experience for EV protection and personalization

ALSET Auto doesn’t protect cars; it protects EVs. This year, the Tesla customization company expanded its services to include all EV owners and offers services such as tint, ceramic coatings, paint protection film (PPF), and colored wraps. As ALSET Auto’s business grows, the company is offering new franchise opportunities to help expand its services to EV owners in the US and Canada.

Table of contents

Founded by EV owners for EV owners

ALSET Auto was founded in Portland, Oregon in 2018 by Phil Bunting and Marcus Brown after they each purchased Teslas and were dissatisfied with their experience in their search for viable exterior protection options.

I called a half dozen shops in my area and got the same runaround. They loved to disparage Tesla’s soft paint, but no one wanted to give me a firm price for paint protection over the phone,

recalls ALSET CEO, Phil Bunting:

They all wanted me to bring my Tesla into their shop first, refused to provide a firm estimate over the phone, and declined to list their all-in prices on their website. I remember thinking, if I can build, price, and purchase a $100,000 Model X on my iPhone in five minutes, why should getting my Tesla protected be any different?

Thus, the idea for ALSET (Tesla spelled backward) was born. The company envisioned offering customers an experience similar to buying a Tesla, where the price is transparent, and there is no upselling, bait-and-switch tactics, or pricing gimmicks. Instead of selling Tesla owners on the fear of what could happen to their EV’s unprotected paint, ALSET set out to build a lasting connection with customers based on a shared passion for the cars they love.

Over the past five years, ALSET Auto has quickly become a leading provider of paint protection and personalization services. Operating in 15 markets across North America, ALSET has protected and personalized more than 7,000 EVs.

Aside from Cybertruck wraps, ALSET Auto’s three core services appeal to the broader market of owners who are looking to protect, preserve and enhance the look of their EVs. The company forged a partnership with XPEL Inc. to offer its customers a suite of best-in-class protective film and coating options, which include:

ALSET Auto offers a suite of options to protect, preserve and personalize your EV

Tesla Cybertruck wraps have quickly become a significant portion of ALSET Auto’s expanding business. The company offers the largest selection of colored PPF in the industry with more than 250 options in gloss, matte, metallic, and color shifting. The company is currently wrapping about 100 Cybertrucks per month, with several locations wrapping as many as five per week. Bunting elaborated:

The demand for colored paint protection film in recent years has surged because most EVs are offered in limited colors. Unlike flimsy vinyl wraps, colored PPF offer durable protection, self- healing properties and longer warranty coverage. It is the best of both worlds for protection and aesthetics. For Cybertrucks, we are finding that it’s a matter of when their owners will purchase wraps, not if.

The company has received nearly 1,000 five-star reviews for offering highly specialized customer service along with an industry-leading, lifetime warranty. In addition, ALSET services are CARFAX certified so that all upgrades appear on CARFAX reports to increase resale value and assist in insurance claims.

Paint Protection Film (PPF) – This durable self-healing film is offered in a clear or matte finish and is most commonly applied to the entire car or the front impact zones which include the full hood, fenders, bumper and mirror caps. PPF protects the vehicle’s paint from unsightly rock chips, scratches and abrasions. In many instances, scratches in the film can be removed with heat from the sun or blowdryer, or by using hot water.

Nano Ceramic Coatings – When fully cured, ceramic coatings are up to three times harder than factory clear coat. ALSET Auto’s full interior and exterior ceramic package uses four different ceramic formulas which are applied to the paint and trim, wheels, windshield, as well as the interior. While these coatings are not intended to prevent rock chips, they help protect from light scratches and swirls, environmental contaminants, and etching from bug guts and bird droppings. They also make your EV extremely shiny and hydrophobic, which makes washing and maintenance a breeze.

Ceramic Window Film – Available in a variety of shades, ceramic window tint offers unrivaled heat rejection as well as protection from harmful UVA and UVB rays. It also provides a sleeker look and enhanced security and privacy. EVs with ceramic window tint can expect to get more range from their battery due to lower cabin temps and less use of their EV’s air conditioning. 

ALSET Auto also participates in XPEL’s OEM referral programs, which include Tesla and Rivian.

ALSET Auto plans to award 12 new franchises in 2025

After successfully opening corporate locations in Portland and Seattle, ALSET Auto launched the company’s first franchise in 2021 in Dallas, Texas. In doing so, ALSET Auto completed a rigorous franchise registration process with iFranchise Group, Inc., an industry-leading consultancy group that has worked with Massage Envy, Denny’s, Vitamin Shoppe, Shelf Genie and other name brands.

Since then, ALSET Auto has expanded to 15 locations with several more franchises currently in the pipeline. 

  • Locations:
    • Atlanta, GA
    • Austin, TX
    • Dallas, TX
    • Jacksonville, FL
    • Las Vegas, NV
    • Orange County, CA
    • Portland, OR
    • Raleigh, NC
    • Richmond, VA
    • San Diego, CA
    • Sacramento, CA (ALSET Affiliate)
    • Seattle, WA
    • Tampa, FL
    • Vancouver, BC, Canada

The average annual revenue for ALSET Auto locations open at least 12 months was $1 million in 2023, according to the company’s 2024 Franchise Disclosure Document (FDD). 

ALSET Auto provides franchisees a wide range of ongoing support including training, site selection assistance, coaching, access to proprietary software systems, in-house marketing and advertising, vendor partnerships, and dealer programs. These services are critical to setting up news franchise operators for success.

Current ALSET franchisees joined the company without any prior experience in the industry. They come from various backgrounds, including the restaurant and entertainment industries, sales, technology, sports, and finance.

Ideal franchise candidates are EV owners and enthusiasts who are passionate about the booming EV market and seeking financial freedom and independence from a typical 9-to-5 job. Candidates should be well-capitalized, business-minded, passionate about the EV industry, and committed to actively working in their business.

To learn more about franchising with ALSET Auto and receive the company’s franchising e-brochure, visit their website here.

If you’re interested in learning more about their services, visit their retail site at www.alsetauto.com.

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