DOE cancels California H2 hub impact assessment meeting

: Hydrogen
25/02/07

The US Department of Energy (DOE) canceled the in-person meeting scheduled this month as part of the environmental impact assessment process for California's hydrogen hub.

The Office of Clean Energy Demonstrations (OCED) said in a notice late Thursday that it is canceling the meeting scheduled for 19 February in Irvine, California. The notice instructs members of the public where to submit comments online.

The DOE announced in December it was beginning environmental assessments for three hydrogen hubs earmarked for federal funding, including California's Alliance for Renewable Clean Hydrogen Energy Systems (Arches). The fate of federal support for hydrogen hubs, which were a signature part of the previous administration's climate initiatives, has been thrown into doubt since President Donald Trump ordered a pause to disbursements associated with the Inflation Reduction Act.  Arches was also ordered earlier this month to suspend its community engagement meetings while the new administration evaluates whether federally funded clean energy initiatives align with its objectives.

The public commenting period for Arches is open until 3 March, DOE said.

By Jasmina Kelemen

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25/04/23

Canada election’s CO2 pricing issue one to watch for H2

Canada's two main parties have clashed on the carbon pricing system ahead of the general election, but there is also common ground, writes Jasmina Kelemen Houston, 23 April (Argus) — Industrial carbon pricing has become one of the key issues in the run-up to Canada's forthcoming general election on 28 April, and the future course on this is expected to affect the country's nascent clean hydrogen sector. Prime minister Mark Carney's first major act after assuming office in early March was to scrap the consumer carbon tax . The tax had become the focus of popular anger against former prime minister Justin Trudeau after Conservative leader Pierre Poilievre blamed Liberal climate policies for rising household costs. But Carney, who served five years as the UN Special Envoy for Climate Action, left the federal carbon pricing system on industrial emissions intact and has vowed to keep it. In contrast, Poilievre has said he will eliminate it, arguing the system raises costs for consumers while merely shifting emissions abroad. Scrapping the federal carbon pricing system would not mean that emissions immediately become free of charge across Canada. The federal law serves as a "backstop" for provinces that do not have their own carbon pricing mechanisms in place, and sets minimum standards for others. Most provinces have their own systems in place for now, but they could alter or altogether eliminate these if the federal law on carbon pricing is removed. Climate activists say retaining the carbon pricing would be crucial for meaningful emissions cuts. "Without the signal industrial pricing systems send, other types of incentives... will not be enough to meaningfully drive down carbon pollution from big industry or deliver on Canada's climate goals," Canadian Climate Institute president Rick Smith said in March. Under the federal system, the minimum carbon tax is currently set at C$95/t ($68.60/t) of CO2 and is set to increase by C$15/t each year, plateauing at C$170/t in 2030. If such pricing is retained, it could help drive a shift towards cleaner hydrogen production , including from natural gas with carbon capture and storage (CCS), compared with existing production pathways with unabated emissions. For now, it seems likely that the federal carbon pricing system will survive the election. The Liberals were ahead in a rolling three-day Nanos poll released on 21 April, with 43.7pc favouring Carney compared with the Conservatives' 36.3pc. Corridor train Carney and Poilievre appear more aligned on other energy issues and policies that could have implications for the hydrogen sector. Both have embraced Canada's potential for fossil fuel output. Carney wants to turn the country into a "superpower in both clean and conventional energy", and has vowed to build out pipelines, trade corridors and other infrastructure — including electricity grids — to diversify energy exports away from the US. Some of this could support hydrogen ventures, such as in British Columbia where a slew of proposed renewable and CCS-based projects have failed to advance , partly because of high power prices and limited gas infrastructure. Despite the support for conventional energy, Carney and Poilievre have also stressed their commitment to retain investment tax credits for clean technologies and manufacturing. Renewable and CCS-based hydrogen projects can benefit from these , with tax credits depending on the carbon intensity of production. Both have vowed to streamline and accelerate permitting processes for large infrastructure projects, which could benefit hydrogen ventures if realised. Canada's clean hydrogen ambitions will also be dependent on the sector gaining traction elsewhere. Eastern Canada's goal to leverage its renewable resources and help meet what was expected to be burgeoning demand in Europe has stalled as the transatlantic market has failed to materialise as anticipated. Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

Belgian H2 pipeline faces year delay in fruit dispute

25/04/17

Belgian H2 pipeline faces year delay in fruit dispute

London, 17 April (Argus) — The construction of Belgium's first hydrogen pipeline between the ports of Ghent and Antwerp could be delayed by a year, after its environmental permit was suspended, gas transport system operator Fluxys has said. The 35km pipeline linking the towns of Zelzate and Kallo — part of a "first phase" of Belgium's "open access" hydrogen pipeline network — was to be completed in 2026 following the start of construction last month . But Belgium's council for permit disputes suspended the environmental permit following appeals from fruit growers related to discharge of perfluoroalkyl and polyfluoroalkyl substances (PFAS) — sometimes referred to as "forever chemicals" — into the water, Fluxys said. "Work has been halted pending a decision on the merits of the case, which could take up to a year," said Fluxys spokesperson Tim De Vil. "This clearly puts our timetable at risk." A final decision is expected next year at the earliest. De Vil said Fluxys is talking to the Flemish government and farmers' organisations to ensure the permit can still be approved. Fluxys' permit included permission to dispose of PFAS-contaminated water into surface water under "certain conditions." But the regulatory body ruled the impact on areas already exceeding the PFAS limits had been evaluated inaccurately. By Alexandra Luca Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

Japan’s Mitsui invests in US e-fuel producer

25/04/17

Japan’s Mitsui invests in US e-fuel producer

Tokyo, 17 April (Argus) — Japanese trading company Mitsui has invested in California-based synthetic fuel (e-fuel) producer Infinium, aiming to acquire knowledge on technology and commercialisation in the emerging sector. The investment in Infinium was conducted in March, Mitsui told Argus on 16 April, declining to disclose the specific amount. This marks Mitsui's second investment in e-fuel producers. The firm invested in California-based synthetic sustainable aviation fuel (e-SAF) producer Twelve Benefit . Infinium produces green hydrogen from water by electrolysis, and converts the hydrogen and CO2 into e-fuels by using renewable energy. The firm is planning to launch its second plant, which will specialise in e-SAF production. International Airlines Group (IAG) and American Airlines have agreed to receive the e-SAF that will be produced at the plant. E-fuels can help reduce over 90pc of greenhouse gas (GHG) emissions compared with conventional fossil fuels, and are notable as "drop-in" substitutes for conventional fuels, applicable to existing engines and infrastructures, Mitsui said. Mitsui is observing the e-SAF market. SAF is a relatively promising prospect in the renewable energy sector, on the back of the target by the UN's International Civil Aviation Organisation (ICAO) to achieve net-zero emissions in international aviation by 2050, as well as governmental policies bolstering the deployment of SAF, a representative of the firm told Argus . Japan plans to replace 10pc of the jet fuel consumed by domestic airlines with SAF in 2030. By Kohei Yamamoto Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

IMO GHG pricing not yet Paris deal-aligned: EU

25/04/14

IMO GHG pricing not yet Paris deal-aligned: EU

Brussels, 14 April (Argus) — The International Maritime Organisation's (IMO) global greenhouse gas (GHG) pricing mechanism "does not yet ensure the sector's full contribution to achieving the Paris Agreement goals", the European Commission has said. "Does it have everything for everybody? For sure, it doesn't," said Anna-Kaisa Itkonen, the commission's climate and energy spokesperson said. "This is often the case as an outcome from international negotiations, that not everybody gets the most optimal outcome." The IMO agreement reached last week will need to be confirmed by the organisation in October, the EU noted, even if it is a "strong foundation" and "meaningful step" towards net zero GHG emissions in global shipping by 2050. The commission will have 18 months following the IMO mechanism's formal approval to review the directive governing the bloc's emissions trading system (ETS), which currently includes maritime emissions for intra-EU voyages and those entering or leaving the bloc. By EU law, the commission will also have to report on possible "articulation or alignment" of the bloc's FuelEU Maritime regulation with the IMO, including the need to "avoid duplicating regulation of GHG emissions from maritime transport" at EU and international levels. That report should be presented, "without delay", following formal adoption of an IMO global GHG fuel standard or global GHG intensity limit. Finland's head representative at the IMO delegation talks, Anita Irmeli, told Argus that the EU's consideration of whether the approved Marpol amendments are ambitious enough won't be until "well after October". Commenting on the IMO agreement, the European Biodiesel Board (EBB) pointed to the "neutral" approach to feedstocks, including first generation biofuels. "The EBB welcomes this agreement, where all feedstocks and pathways have a role to play," EBB secretary general Xavier Noyon said. Faig Abbasov, shipping director at non-governmental organisation Transport and Environment, called for better incentives for green hydrogen. "The IMO deal creates a momentum for alternative marine fuels. But unfortunately it is the forest-destroying first generation biofuels that will get the biggest push for the next decade," he said. By Dafydd ab Iago Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

H2 groups, environmentalists disappointed by IMO deal

25/04/14

H2 groups, environmentalists disappointed by IMO deal

Hamburg, 14 April (Argus) — The International Maritime Organization's (IMO) global greenhouse gas (GHG) pricing mechanism may be insufficient to stimulate short-term uptake of clean hydrogen-based marine fuels and threatens decarbonisation targets, hydrogen industry associations and environmental groups said. Delegates approved a proposed mechanism at the IMO's 83rd Marine Environment Protection Committee (MEPC) meeting on 11 April. The proposal will be put to an adoption vote at the next MEPC in October after which the rules could enter into force in 2027. The IMO said its "net-zero framework is the first in the world to combine mandatory emissions limits and GHG pricing across an entire sector". But the agreement does not go far enough to drive extensive uptake of clean hydrogen and derivatives, such as ammonia and e-methanol, as the mechanism's design will encourage use of LNG and biofuels instead, at least in the short-term, according to industry participants and environmental bodies. "Delegates have agreed a measure that may lock in the use of environmentally destructive biofuels and LNG" instead of providing the incentives necessary "to jump start the transition" to e-fuels based on renewable hydrogen, said the Skies and Seas Hydrogen-fuels Accelerator Coalition's (Sasha) founder Aoife O'Leary. Brussels-based environmental group Transport & Environment (T&E) took a similar stance. While the IMO's agreement "creates a momentum for alternative marine fuels… it is the forest-destroying first generation biofuels that will get the biggest push for the next decade," the group's shipping director Faig Abbasov said. "Without better incentives for sustainable e-fuels from green hydrogen, it is impossible to decarbonise this heavy polluting industry." The criticism is directed primarily at the CO2 prices set under the two-tier system. The tier 2 price of $380/t of CO2 equivalent (CO2e) could encourage a shift away from diesel or other "high-emission fuels", but this would likely be to "relatively affordable biofuels" rather than "significantly cleaner alternatives such as green hydrogen-derived fuels", T&E said. Industry body the Green Hydrogen Organisation (GH2) noted that reducing the penalties to $100/t CO2e price for vessels that meet "base" targets could encourage companies using "LNG and more carbon intensive fuels" to "pay to pollute rather than comply over the next few years". The group criticised the lack of "a universal levy with a meaningful carbon price". It will be key to ensure that all emissions, including methane leakage, are comprehensively accounted for and that "direct and indirect land-use change from biofuels" is factored in, GH2 said. But despite the criticism, GH2 said the agreement "sends an important signal to green fuels producers to go forward with their projects". "The greenest fuels will be able to generate credits… which they can sell," the group said, adding that the IMO will agree "a mechanism to reward zero or near-zero emission ships by March 2027". This could drive an increase in orders for dual-fuel vessels that could eventually transition to hydrogen-based fuels, it said. Off target Some groups, including T&E, the Clean Shipping Coalition and the Global Maritime Forum, argue that the shipping industry will fail to meet emissions reduction targets with the proposed framework. The measures will "at best" provide emissions reductions of 10pc by 2030 and 60pc by 2040, far below the IMO's 2023 commitments to 30pc and 80pc, respectively, T&E said. The failure to send stronger signals for uptake of hydrogen-based fuels puts at risk a target of reaching 5pc fuel use that is zero- or near-zero emission by 2030 and the industry's entire 2050 net-zero goal, the Global Maritime Forum said. Other International shipping organisations, such as the International Chamber of Shipping and the European Community Shipowners Association, voiced support for the agreement although they acknowledged that it is "not perfect". By Stefan Krumpelmann Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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