u/respectmyplanet

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If you're interested in learning more about hydrogen, you should follow the NEA's website. Chinese is not my language. I only know how to say "hello" and a couple phrases I shouldn't say here. But, now anyone can read Chinese. So if you're interested, don't be afraid to visit NEA.gov.cn. Just turn on Google Translate if you're using Chrome. Use Google Lens and you can read Chinese from pdf files & images. In the image above, you can see China's "A Visual Guide to the "China Hydrogen Energy Development Report (2026)"

  Inbound time: 2026-08-11 09:52:49

Appendix: China Hydrogen Energy Development Report (2026)".

It's a pdf but still easy enough to ready, by clicking the Google Lens icon in the top right, highlighting the text in the red box, then viewing the translation on the left hand side of the screen.

If you really want to learn about renewable energy like solar, batteries, and hydrogen, go to the source: China's National Energy Administration website.

See energy from new angles. Why

Can't read this because it's behind a paywall, but this is the second LA Times article in as many days attacking the hydrogen sector with the same tired combination of ignorance and debunked arguments.

I thought I'd post this one because the bias is practically visible in the title: “Yesterday's energy system.” That pretty much gives away the premise before the article even begins.

Hydrogen has not historically been a significant part of the energy system. That's precisely why the hydrogen economy is being developed now. We're at the beginning of its energy lifecycle, not the end of it.

And, predictably, the first paragraph calls for more U.S. investment in technologies that depend heavily on raw materials and supply chains dominated by China, rather than addressing the obvious strategic issue: why aren't we developing those supply chains ourselves?

Here's the part I find particularly difficult to reconcile with the constant hydrogen criticism:

China is investing in hydrogen production and infrastructure at a scale that dwarfs investment in most of the rest of the world. At the same time, China already dominates the manufacturing and processing of solar panels, batteries, and many of the critical minerals and materials required for those technologies.

If hydrogen is supposedly such a terrible technology, why would the country that already dominates solar, batteries, and critical-material supply chains be investing so heavily in it?

That doesn't prove every hydrogen project will succeed. It doesn't mean every application of hydrogen makes economic sense. But it should at least make people question the simplistic narrative that hydrogen is some obsolete technology that sensible people have already moved beyond.

What continues to amaze me is that these articles almost never seem to ask the larger strategic question: Why is China investing so heavily in hydrogen while the West keeps arguing about whether hydrogen should exist at all?

We've watched this movie before with solar, batteries, and critical minerals.

Maybe we should stop dismissing emerging energy technologies long enough to ask why our biggest strategic competitor is taking them so seriously.

Something they cannot do with batteries: "fuelled entirely by UK-produced green hydrogen"

Before a bunch of numbskulls tell me how batteries could power the stage too, the jest I'm trying to make is that almost all batteries go through China before they arrive in one's home country. Hydrogen can be made by any country. Batteries are primarily made by only one country.

Another bus depot building a hydrogen refueling station and adding the first of many new hydrogen buses. This station is not on RMP's map yet, but it will be by end of weekend.

California's Orange County Transportation Authority (OCTA) is making a major investment in the future of hydrogen-powered public transit. The agency has approved a $27.5 million contract to construct a new hydrogen refueling station that will support the expansion of its fuel cell bus fleet from 10 to 50 vehicles. The project marks one of the largest recent commitments to hydrogen bus infrastructure in the United States and reflects continued confidence in hydrogen as a zero-emission transit solution.

North America's first hydrogen-powered passenger train has received one of the public transportation industry's highest honors. The Zero-Emission Multiple Unit (ZEMU) project, developed by the San Bernardino County Transportation Authority, was recognized with the 2026 American Public Transportation Association (APTA) Innovation Award. The recognition highlights years of work to demonstrate that hydrogen fuel cell technology can provide a practical, zero-emission alternative for passenger rail.

I've always thought PHEVs are an important stepping stone toward FCEVs. Conceptually they're very similar: both are electric vehicles with a battery for everyday driving and an onboard fuel source for long-distance range. The biggest difference is simply what fills the tank—gasoline today versus hydrogen tomorrow. As hydrogen infrastructure expands, the transition from a gasoline-assisted electric drivetrain to a hydrogen-assisted electric drivetrain is a much smaller leap than many people realize.

One of the biggest myths repeated online is that "people never plug in PHEVs." That claim is often based on studies of fleet or company vehicles where the driver had little or no incentive to charge because someone else paid for the fuel. It's a poor proxy for private ownership. Most consumers who spend extra money on a plug-in hybrid do so because they want to drive on electricity and reduce fuel costs. Treating atypical fleet behavior as representative of every PHEV owner creates a misleading narrative that has been used for years to undermine the technology.

I also think there's a resource efficiency argument that's often overlooked. If one 80+ kWh battery can instead be divided into roughly four 20 kWh PHEV-sized packs, you potentially enable four households to do the vast majority of their daily driving electrically instead of one household eliminating gasoline entirely. That stretches finite battery materials further while still dramatically reducing fuel consumption and emissions across more vehicles. From a systems perspective, that's a compelling sustainability argument that deserves more discussion.

This is one reason I've always respected Toyota's long-term strategy, even though they seem to absorb constant criticism from some BEV advocates for supporting hybrids, plug-in hybrids, and hydrogen simultaneously. Toyota appears to be optimizing for sustainability measured over decades, not just today's headlines. That means considering not only tailpipe emissions, but also the realities of mining, refining, manufacturing, and eventually recycling critical battery materials. Whether you agree with every decision or not, it's hard to argue they aren't thinking about the entire lifecycle of transportation.

From a hydrogen perspective, I don't see PHEVs as a detour—I see them as part of the evolution. They familiarize consumers with electrically driven vehicles while recognizing today's infrastructure and material constraints. Over the long term, FCEVs preserve the same electric driving experience while replacing the gasoline tank with hydrogen. That's a vision of sustainability that's about balancing technology, resources, and practicality—not treating every transportation problem as though it has only one solution.

While I can't read the article (bc it's behind a paywall), I can make a prediction: I can guess that Michael Barnard will write an article at Cleantechnica harassing this announcement as blunder of wasted money that should have been used to buy batteries from China.

Why? Because as I wrote in my three-part series debunking Michael Barnard, nothing is more important to Barnard than condemning a Western country for spending a single euro on hydrogen when that euro could be used to buy battery products from China.

When China invests 10x more than France on hydrogen, we can expect this from Michael Barnard: silence.

Interesting way to make low carbon hydrogen turns into interesting way to make valuable graphene with hydrogen as a byproduct.

BMW has updated their product page for their IX5 Hydrogen SUV.

One of the less-discussed challenges in building a hydrogen economy is simply moving hydrogen efficiently. That's why a new trailer unveiled by Powertech Labs at ACT Expo 2026 caught my attention.

The trailer can transport up to 1,050 kg of gaseous hydrogen—nearly three times the capacity of a traditional steel tube trailer and significantly more than many composite trailers currently in service. Fewer trips, lower delivery costs, fewer connections, and improved operational efficiency all have the potential to strengthen hydrogen supply chains as the industry continues to grow.

In this article, I look at Powertech's new design, discuss the importance of hydrogen logistics, reflect on the lessons learned from California's recent fueling network disruptions, and explore why innovations like this may help support the next phase of hydrogen infrastructure expansion across the United States.

I hope you enjoy the read and would love to hear your thoughts.

Hyundai, maker of some of the best BEVs in the world, continues it's efforts in its true flagship technology: hydrogen. Hyundai understands, like I post here frequently, that hydrogen and batteries work together; it's not an either/or thing.

Recognizing hydrogen as a strategic pillar of its future mobility and energy business, Hyundai Motor Group established HTWO as a dedicated hydrogen brand and business platform. HTWO serves as the focal point for the Group's hydrogen activities, integrating fuel cell development, hydrogen-powered vehicles, infrastructure partnerships, and clean energy solutions under a single organization. By creating HTWO, Hyundai signaled that hydrogen is not merely a supporting technology but a core component of its long-term growth strategy, enabling the company to expand beyond automotive applications into logistics, power generation, industrial equipment, and the broader hydrogen economy.

The creation of HTWO has enabled Hyundai Motor Group to move beyond vehicle manufacturing and become an active participant in building regional hydrogen ecosystems. A prime example is Guangzhou, China, where HTWO Guangzhou—Hyundai's first overseas hydrogen fuel-cell production base—has emerged as a key player in the city's hydrogen strategy. Recent recognition by Guangzhou authorities as a leading enterprise in the local hydrogen supply chain highlights how Hyundai is leveraging HTWO to deepen partnerships, support infrastructure development, and expand the adoption of hydrogen-powered transportation and industrial applications in one of the world's most important clean-energy markets.

If you haven't read it yet, check out my latest post on China's 15th Five-Year Plan where hydrogen has gone from pilot and demonstration projects in the 14th FYP, to a strategic pillar of China's energy policy: https://www.respectmyplanet.org/publications/hydrogen-in-chinas-15th-five-year-plan-from-pilot-projects-to-national-strategy/

Cheniere's Sabine Pass (the OG) has signed with Bechtel to add Train 7. Will go from 30 MMTPA to 36 MMTPA.

See terminal on the LNG terminal map

So, I have been getting a 504 Gateway Timeout error trying to visit Cleantechnica.com in Detroit Michigan area. Don't know if it's localized or global or temporary or what, but the error is consistent.

I am no fan of Cleantechnica as they publish more anti-hydrogen baloney fake news than any other site on the www. Tina Casey writes some more balanced stuff about hydrogen for them, but for the most part, it's Michael Barnard fake news stuff.

Under the newly deployed 15th Five-Year Plan, China is shifting its hydrogen economy away from regional test pilots and into a full-scale national strategic industry.

Because China's best renewable resources are concentrated in the north and northwest while industrial energy demand sits on the eastern coast, the 15th FYP heavily prioritizes trans-regional transport infrastructure to solve this geographic bottleneck.

Two massive projects to watch:

1. The Northwest H₂ Corridor: Routing immense wind and solar capacity from Xinjiang and Gansu into cross-country industrial lines.
2. The Ulanqab-to-Beijing Pipeline: China's landmark long-distance hydrogen transmission asset designed to pipe zero-carbon fuel directly into northern municipal and commercial transport networks.

This structural evolution forms a massive push toward structural industrial decarbonization before 2030.