WeTheMarket
18 hours ago
Plug Power and Burckhardt Compression complete H2 liquefaction
21 Nov 2024
https://h2-tech.com/news/2024/11-2024/plug-power-and-burckhardt-compression-complete-h-sub-2-sub-liquefaction/
Making green H2 a readily available fuel relies on rapidly building production facilities. Companies like Plug Power are leading the way, creating an end-to-end green H2 ecosystem. In this environment, effectively delivering sufficient H2 relies on large reciprocating compressors, which is why Plug Power has partnered with Burckhardt Compression, a leading supplier of compression solutions for sustainable applications, to provide specialized equipment for new projects.
Green H2 is produced from water by splitting the H2 and oxygen molecules using electrolysis. This process is powered by renewable energy sources such as solar, wind or hydro, and when the resulting gas is utilized in a fuel cell system, the only emission is water. Consequently, green H2 promises to decarbonize industry, vehicles, and the way we produce fuel. There is a catch though - H2 is an incredibly light gas which makes it challenging to deliver it in required quantities to the consumer. Therefore, it must be compressed, or like in this case, even liquefied before transport to filling stations.
Oliver Franz, Sales Manager H2 for Mobility & Energy at Burckhardt Compression, said, “To move large quantities of H2 efficiently, ring type compressors are a better choice than centrifugal. Our designs offer industry leading efficiency, which is an advantage especially in a renewable energy project where maximizing production output versus power consumed is crucial.”
Considering this, Plug Power approached Burckhardt Compression to deliver a large quantity of H2 piston compressors in a phased order to support the construction of multiple new H2 liquefaction facilities. The first phase of compressors required the Burckhardt Compression team in the U.S. to quickly grow its capacity.
“We have operated a facility in Waller, Texas, for eight years now, and assembling the piston compressors required for the project on-site meant we had to expand. Each compressor weighs more than 200,000 pounds (91 tons), which exceeded the capacity of our cranage. Beyond equipment upgrades, we also needed to bolster our team,” said Michael Ciambella, Compressor Engineering and Manufacturing Manager.
Increasing capacity and expertise. The expectations from Plug Power were high and Burckhardt Compression planned to exceed them. Ramping up assembly was dependent on the ability to move around a fully built compressor to enable assemblies to be executed in parallel. Burckhardt Compression invested in a hydraulic gantry crane system with a 1-million-pound (450 ton) lifting capacity, which would allow the safe, slow movement of the compressors across the workshop. The company worked with experts to install and supervise all lifts during the project.
The investments paid dividends, as Michael confirmed, “We were able to grow our assembly capacity at Waller by 50%, which allowed us to effectively meet the first phase of compressors and any afterwards. The assembly turnaround time for each compressor was reduced from six weeks down to four, and sometimes we delivered even faster than that! We managed to complete the first phase three days ahead of schedule with zero safety incidents."
Eleven new personnel joined the team too, including a consultant and a project lead with 20-yr experience in compressor projects. As a global company, the U.S. team also received training from a Burckhardt Compression expert from Switzerland, who joined the company for six weeks to ensure transfer of know-how for the assembly work. Components for the compressors would be manufactured in Switzerland and delivered to the team in the U.S.
Specifically designed for H2. Burckhardt Compression was able to design a dry running piston compressor with a highly variable turndown arrangement to exactly meet customer needs. This will allow operators to match the compressor’s performance to the process requirements without any wasted energy.
Michael continued, “This is a dry design to ensure that no lubrication oil can contaminate the H2 and reduce fuel quality. With large diameter pistons for the first stage, there is a lot of heat from frictional forces, so the rider band must be able to withstand this and provide a long service life. We use proprietary polymer materials we have developed in-house. This enables over a year of operation before maintenance is required, which is unsurpassed in terms of uptime.”
The minimal weight pistons were designed with energy saving in mind, while still ensuring enough strength to compress the H2. Compressor chambers are fitted with a fixed pocket, which can expand to increase internal space. Specially developed pressure packing further contributes to an extended service life. Ultimately, the design philosophy is to find the sweet spot in terms of gas temperature and required production output for the customer.
A monitoring solution from Burckhardt Compression’s digital experts PROGNOST Systems is also included. A suite of sensors constantly delivers data regarding the performance of suction and discharge valves, bearing temperatures and rod drop. Consequently, operators can monitor equipment condition and predict any preventative maintenance measures steps needed, improving uptime.
Great expertise for a new market. As of Q1 2024, Burckhardt Compression has successfully delivered the first order and has more projects underway. Following the expansion of its team and facilities, this partnership has let Burckhardt Compression lead the way in H2 production.
A significant factor in the success of this partnership has been the readiness of Burckhardt Compression's service and its flexibility to operate both within and outside the country, thanks to the extensive setup in the U.S. This ability instilled confidence in Plug Power to opt for the ‘new’ technical solution. Burckhardt Compression's ability to provide reliable and efficient services, coupled with the commitment to customer satisfaction, has played a crucial role in the successful implementation of these projects.
Michael added, “We have 175 years of knowledge in compressors and over 50 years’ experience in H2, so we can bring great expertise to a relatively young market. Our products support the entire H2 value chain, from production operations all the way to the forecourt. Burckhardt Compression even supports third-party compressors with modernization solutions, tailored services and high-speed replicated parts. We are certain that the quality of our work speaks for itself, and that we can continue to support landmark renewable projects such as this.”
"Although the energy transition brings forth exciting opportunities, the challenges that it presents can be daunting to our customers. With a customer intimacy culture within Burckhardt Compression (U.S.), Inc., we are committed to delivering the best business solutions for our partners such as Plug Power. Our successful completion of the first phase of units is an excellent testimony to Burckhardt Compression's customer collaboration, product leadership, technical expertise and project capacity. We are super excited about our proven products and services supporting a sustainable energy future," concluded Annie Savarimuthu, VP Systems Division, Burckhardt Compression (U.S.) Inc.
Burckhardt Compression has released an exclusive timelapse video of the compressor lifting process at its facility, which can be viewed here:
Jack_Bolander
2 days ago
WTM - What a waste of taxpayer money which could have been used for good instead.
Politics often wins over Science and Logic.
Funny that two of the most respected Sciencetific Universities in Germany just reported that hydrogen fuel cells don't make sense in Trucks when compatred to other alternatives (below).
Electric trucks clearly advantageous over hydrogen in road freight transport – report
Freight
Clean Energy Wire:
Battery-electric trucks are the best option to reduce emissions from road freight transport, and market forces are working in their favour, according to a report by the German Institute for Economic Research (DIW) in collaboration with the Technical University of Dresden and the Institute for Energy and Environmental Research Heidelberg.
While battery-electric trucks are slowly gaining market share, and a growing range of models come onto the market, hydrogen fuel cell models on German roads were "almost non-existent," said the researchers.
Freight transport is responsible for six per cent of Germany's total greenhouse gas emissions, and 40 percent of transport-related emissions – yet trucks lag behind cars in the transition to electric mobility. 2.3 percent of German trucks are battery-powered if heavy trailer trucks are excluded, compared to a hydrogen market share of 0.006 percent, according to DIW.
The DIW report noted that private investment in truck charging infrastructure was growing. Researchers recommended that the government maintains support for fast-charging points for trucks, but advised against promoting hydrogen in the sector, which would require investment in completely different technology and infrastructure. "Clear communication from federal policymakers on battery-powered trucks as the key technology would give truck manufacturers and operators security on upcoming investments," DIW energy expert Wolf-Peter Schill said.
The researchers also called for changes to greenhouse gas reduction quota regulations, which they said do not reflect the stark difference in efficiency between battery-electric drives and hydrogen alternatives. Battery-electric trucks are much more efficient than those using hydrogen fuel cells, because converting electricity from renewables into hydrogen is highly energy-intensive.
A 2023 Öko-Institute report forecast that, with enough investment in charging infrastructure, all new trucks registered in Germany could be battery-electric by 2035. Industry has said the country needs 4,000 fast-charging points by 2030. However, environmental organisations have criticised the government for investing more in road infrastructure than rail which, they argue, is the best option for reducing emissions and yet still accounts for only a small share of German freight transport.
Jack_Bolander
3 days ago
MORE BAD NEWS ! From another board :
Electric trucks clearly advantageous over hydrogen in road freight transport – report
Freight
Clean Energy Wire:
Battery-electric trucks are the best option to reduce emissions from road freight transport, and market forces are working in their favour, according to a report by the German Institute for Economic Research (DIW) in collaboration with the Technical University of Dresden and the Institute for Energy and Environmental Research Heidelberg.
While battery-electric trucks are slowly gaining market share, and a growing range of models come onto the market, hydrogen fuel cell models on German roads were "almost non-existent," said the researchers.
Freight transport is responsible for six per cent of Germany's total greenhouse gas emissions, and 40 percent of transport-related emissions – yet trucks lag behind cars in the transition to electric mobility. 2.3 percent of German trucks are battery-powered if heavy trailer trucks are excluded, compared to a hydrogen market share of 0.006 percent, according to DIW.
The DIW report noted that private investment in truck charging infrastructure was growing. Researchers recommended that the government maintains support for fast-charging points for trucks, but advised against promoting hydrogen in the sector, which would require investment in completely different technology and infrastructure. "Clear communication from federal policymakers on battery-powered trucks as the key technology would give truck manufacturers and operators security on upcoming investments," DIW energy expert Wolf-Peter Schill said.
The researchers also called for changes to greenhouse gas reduction quota regulations, which they said do not reflect the stark difference in efficiency between battery-electric drives and hydrogen alternatives. Battery-electric trucks are much more efficient than those using hydrogen fuel cells, because converting electricity from renewables into hydrogen is highly energy-intensive.
A 2023 Öko-Institute report forecast that, with enough investment in charging infrastructure, all new trucks registered in Germany could be battery-electric by 2035. Industry has said the country needs 4,000 fast-charging points by 2030. However, environmental organisations have criticised the government for investing more in road infrastructure than rail which, they argue, is the best option for reducing emissions and yet still accounts for only a small share of German freight transport.
WeTheMarket
3 days ago
Dr. David Wenger, CEO Mission Hydrogen
Mission Hydrogen GmbH
Einsteinstrasse 55
89077 Ulm
Germany
Nov 18, 2024
Happy Monday everyone,
I have sold my last hydrogen car, the Hyundai Nexo. It's over. Here's why: First of all, let me say that I was absolutely happy with the car. No problems at all. 100% reliability, 100% safety, 100% availability even for "complex" jobs such as skiing with the kids, transporting goods, holidays or business trips from A to B to C to D. Yes, the car was pretty expensive (€ 17.75 per kg of hydrogen, 1.1 kg per 100 km), but I can afford that as part of my personal R&D activities for the energy transition.
And as you certainly know, I have had it to get real life experience. It was my third FCEV after a Mercedes and a Toyota Mirai. And it was the best in the row.
However, "my" refueling station has given me more and more headaches recently. It was perfectly reliable whenever I needed it (with one exception), but in the last couple of weeks it has been empty most of the time. They call the problem "force majeure" (the issue is related to an incident in a trailer filling station), but I don't care. I just couldn't use the car. Period. So I was unhappy, and we had to get rental cars to meet our mobility needs in the company. That was very expensive, and nobody is paying for it - except me.
Here's my theory: If everybody who was pro hydrogen was forced to drive a hydrogen car, things would be different. But still, too many people tell me how hard they work, what they have been trying, how challenging politics and other external factors are. I know that, I've been in this industry for 20+ years. But with my customer hat on, I don't care. I just want to drive from A to B. Nothing else. And I want to do it in a convenient and cost-efficient way. If this simple requirement is not met, I am patient in the first place. If it is not met over a period of time, I just sell the **** car and get another one. Simple as that.
What happens next in Germany: More and more stations are being closed, and "mine" will certainly be closed as well because it's far from being profitable. Next year maybe? I don't know. But I don't want to own a hydrogen car with no refueling station nearby. I've done that back in 2014, when one refueling trip was 65 km. No thank you.
Long story short: I am finally listening to KC and the Sunshine Band, and their most famous song goes: "David, give it up - Give it up - David, give it up." 😁 So here we go.
Thanks for liking the article or leaving a comment on LinkedIn or for responding to this email - I can live with negative feedback as well. But please respect that I don't respond to negative comments of people who never tried anything. You guys should rather listen to the Bee Gees, because "I'll win again. Some never try." I am very clear on who I want to be in that respect.
Have a nice day.
David
B_B!
3 days ago
The more shares Plug issues, the harder it becomes to fend off a hostile takeover.
As of November 7, 2024, the authorized capital stock of the Company consists of (A) 1,500,000,000 Common Shares, of which, 911,196,936 shares (excluding treasury shares) are issued and outstanding
November 12, 2024 Form10-Q Quarterly Report
https://d18rn0p25nwr6d.cloudfront.net/CIK-0001093691/63adecd8-c84f-4fd8-ba3c-4e6714d32ec0.pdf
https://stocktwits.com/B_B_
WeTheMarket
4 days ago
Repost from NKLA board.
Nikola leader talks future of hydrogen-powered trucks in US
Brinley Hineman
Tue, November 19, 2024
https://finance.yahoo.com/news/nikola-leader-talks-future-hydrogen-223919719.html
Nikola Corp. (NYSE: NKLA) leader Ryan Clayton said the rising demand for hydrogen could require as many as 50 fueling stations in the next three years to meet the need.
Speaking with FreightWaves CEO Craig Fuller at FreightWaves’ F3: Future of Freight Festival, Clayton discussed the future of hydrogen in trucking. Nikola, which is working to build solutions for a zero-emission world, offers both hydrogen and electric Class 8 trucks. The company also developed HYLA to distribute hydrogen.
“That’s going to take a tremendous push, not just from Nikola or HYLA,” the Nikola global head of sales said. “It’s going to take an ecosystem coming together, which we’re seeing.”
Nikola sees its trucks being used in government fleets, ports and drayage.
“I live in Georgia,” Clayton said. “When you’re looking at the Port of Savannah and you see all those trucks lined up and sitting, or to go to LA, you have to ask yourself, from the congestion standpoint … what can we do to make this better? And that’s where we see this really, and that’s where it has been really taking off.”
Fuller brought up the maintenance aspect of the growing field, pointing to the shortage of diesel mechanics. Clayton said Nikola offers software integration that makes the technology easy to use for drivers.
The company developed a program called “Train the Trainer” to teach and develop technicians capable of supporting zero-emission trucks. Nikola offers “360 connectivity” that allows drivers and fleet managers to access live truck monitoring to assess the vehicle’s performance.
“It’s a white-glove service,” Clayton said. “We also have a dedicated support team — a Geek Squad, so to speak.”
Manufacturing
Nikola trucks are manufactured in Coolidge, Arizona. The company’s fuel cell production is growing each quarter, Clayton said.
The plant was built to produce 30,000 trucks each year. Clayton said the company will gradually scale up the operation to reach that manufacturing goal.
He said the company was considering “all alternatives” for sourcing products ahead of possible tariffs under the incoming Trump administration.
The company has a team committed to finding North American source products. Sixty percent of the products used in the company’s trucks are built, manufactured and produced in North America, but the company wants to reach 80%, Clayton said.
He hinted at changes coming next year for the company, including “a lot of big names.”
“This isn’t the end,” he said. “This is just the beginning for us.”
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