Twenty years ago, it seemed like hydrogen fuel cell vehicles would have a bright future.
Science
Running on water: hydrogen fuel cells are coming to boats and trucks
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The cars were cool — luxury sedans with sleek interiors and futuristic-looking touchscreens. They were environmentally friendly, with water vapor as their only byproduct. Regulators were on board, promising big investments for the fueling infrastructure. A bet on the most abundant element in the universe in the fight against air pollution, and eventually climate change, seemed like a sure thing.
But despite tens of thousands of vehicles sold and billions of dollars spent on fueling, that bet has yet to pay off. California remains the only state in the country with any sort of hydrogen fueling infrastructure, with fewer than 50 stations currently in operation. Vehicle sales have essentially collapsed: only 322 fuel cell vehicles were sold in the first half of 2024, 82 percent lower than a year ago.
The fueling infrastructure also seems on the brink of collapse. Stations are shutting down, and the ones that are still in operation are routinely offline due to tech problems and fuel shortages. The price of hydrogen continues to climb, as production problems and supply shortages roil the market.
Tesla CEO Elon Musk called hydrogen fuel cell vehicles “mind-bogglingly stupid”
Critics have panned hydrogen as an inefficient and illogical way to decarbonize transportation. After all, battery-electric vehicles already exist. Tesla CEO Elon Musk called hydrogen fuel cell vehicles “mind-bogglingly stupid.”
But hydrogen still has the potential to be a game changer in the fight against climate change, if we can find a better solution. Despite their early failures, major companies are still pouring billions of dollars into the technology. Governments are drawing up infrastructure plans and passing tax credits in the hopes that they can provide a helping hand.
If hydrogen fuel cells are to hang on, it’s time to think bigger.
Out to sea
The boat bobbing in the waters near Wall Street doesn’t look like the other vessels that typically populate New York’s congested waterways. For one, it isn’t belching diesel smoke like all the shipping containers, oil tankers, and garbage barges. Actually, it isn’t emitting any pollution at all.
The ship, named the Energy Observer, is a sleek, 100-foot-long former French racing catamaran retrofitted with solar panels, slowing sipping sunlight to send to the four lithium-ion batteries sitting below deck. The panels cover almost the entire surface of the boat, so you either have to wear special cloth booties to come on board — or just go barefoot.
On an overcast day last April, it had just completed a seven-year voyage around the world, visiting numerous countries to preach the gospel of renewable energy. Energy Observer is basically a floating laboratory, where its six-person crew can conduct experiments on sustainable energy in order to prove how it can be used to power all types of vessels.
The boat produces all the energy it needs to sail, and it does that through three different methods. The first is solar, through the aforementioned panels. The second is wind power, which is generated through these massive twin masts that look like two airfoils standing straight up. The crew calls these “Ocean Wings,” and they make about 30 percent of the boat’s propulsion power and can move the boat up to 12 knots without impacting its electricity consumption.
The third is hydrogen, which works like this: Seawater is filtered through the hulls to be desalinated and purified before an electrolyzer splits H20 into hydrogen and oxygen. The hydrogen is then converted into electricity courtesy of a Toyota fuel cell, a similar version of the technology that is used in the automaker’s hydrogen-powered sedans, which emit water vapor instead of carbon pollution.
The hydrogen is then converted into electricity courtesy of a Toyota fuel cell
“That’s really the purpose of the ship,” said George Conty, the ship’s affably Swiss boatswain, “producing hydrogen from a mix of renewable energies.”
The Energy Observer isn’t very fast, maxing out at around 11 knots, which is much slower than a typical catamaran. Its racing days are long gone, which makes sense because speed isn’t the ship’s ultimate mission. It’s a demonstration project to prove that hydrogen from renewable sources can be a viable alternative to diesel and other polluting fuels used in maritime.
Shipping accounts for about 3 percent of greenhouse gasses, similar to flying. Transportation on the whole represents over a quarter of all planet-warming emissions. Decarbonizing the sector will be a monumental challenge, and lithium-ion batteries can’t do it alone.
Energy Observer’s team isn’t just banking on a 100-foot-long catamaran to prove its point. A successor, a massive cargo ship called the Energy Observer 2, is still just in the planning phases. And if the companies backing the project can raise enough money to fund its creation — and that’s a big if — it has the potential to demonstrate that liquid hydrogen deserves to be discussed alongside other less carbon-intensive alternatives like biofuels, ammonia, and natural gas.
The Energy Observer 2 will be able to transport 1,100 20-foot-long shipping containers over a distance of 1,800 nautical miles
Once built, the Energy Observer 2 will be able to transport 1,100 20-foot-long shipping containers over a distance of 1,800 nautical miles — not enough for a trans-Atlantic crossing, but enough for intercontinental trips. Like its predecessor, the cargo ship will also run on hydrogen fuel cells provided by car companies like Toyota — just a lot more of them. Over 100 fuel cells, using over 40 tons of liquid hydrogen, generating approximately 4.8 megawatts of power.
“No project in the world has this power,” Victorien Erussard, the ship’s captain, told me. But his venture is already running into familiar problems around cost and refueling infrastructure. It’s not going to be an easy transition. It will require more investors, more supporters, and more true believers in hydrogen to make this work.
“Many, many, many more boats,” Erussard said.
Truck stuff
But also trucks — which General Motors knows a thing or two about. Especially the leviathan-sized ones that are big enough to handle the heaviest loads.
GM was one of the first automakers to stick a hydrogen fuel cell into a vehicle. The company’s 1966 Electrovan, a converted GMC Handi-Bus with hydrogen-oxygen power, could reportedly do 70mph and travel 150 miles.
Today, the company’s fuel cell-powered vehicles look a little different. GM’s Hydrotec division is investing in heavy-duty trucks — think mining equipment, cement mixers, and terminal tractors — as well as a few medium-duty ones. The idea is to use hydrogen to decarbonize heavy industries, which is ill-suited for battery-electric vehicles that are slow to charge.
Even hydrogen’s profound fueling shortcomings could be easily fixed. Heavy-duty trucks typically operate in confined spaces, like construction sites, warehouses, ports, and quarries. Under those circumstances, fueling stations can be centrally located to service a whole fleet of hydrogen fuel cell vehicles. No need for a hydrogen fueling station on every residential street corner.
GM was one of the first automakers to stick a hydrogen fuel cell into a vehicle
It’s still “early days,” Hydrotec’s executive director, Charlie Freese, tells me. GM is still testing its technology to see what works and what won’t. In addition to the trucks, there’s also the fuel cells themselves, bundled together into a cube-shaped package, befittingly called Power Cubes. These cubes, developed alongside Honda, can be used to power several different vehicles. They can even be used for stationary power generators for outdoor events, replacing all those dirty diesel generators used today.
Other automakers, like Toyota, rushed too quickly into the passenger vehicle market before the fueling infrastructure was in place, Freese said. The Toyota Mirai, the first mainstream fuel cell vehicle that was first introduced in 2014, may have been a ground-breaking vehicle at the time, but now it’s an albatross for many of the owners.
“It was clear that that wouldn’t be a very rewarding experience,” Freese said. “The technology really lends itself best to the heaviest vehicles, the ones that carry heavy payloads, travel the longest distances, and need very fast refueling.”
GM has not released a fuel cell vehicle for the consumer market, but its joint venture with Honda just started mass-producing fuel cells at its Michigan plant earlier this year. And a medium-duty truck, based on the Chevy Silverado 5500, is on the way. GM thinks it could be the ideal work truck for farmers.
“It’s not going to be perfect right at the immediate outset,” Freese admitted. Most hydrogen in the US is what’s called “gray hydrogen,” meaning it is produced through a process called steam methane reforming, which emits greenhouse gases. The hope is to eventually switch to “green hydrogen,” made by renewable energy sources like solar and wind. But we’re not there yet.
“If I’m using a hydrogen fuel cell, I’m greening my fleet, even if it’s gray hydrogen,” Freese said. “And over time, the gray hydrogen can be replaced with green hydrogen. But that takes more of a build-out of the infrastructure… they got to grow together.”
Allen J. Schaben / Los Angeles Times via Getty Images
Fueling failures
Jacob Brouwer was one of those early adopters of hydrogen. He drove a Toyota Mirai for over seven years, attracted to its smooth acceleration, boastful range, and luxury interior. The $15,000 prepaid fueling card from Toyota didn’t hurt, either.
But these days, he drives a Tesla. It doesn’t reflect well on hydrogen when the director of UC Irvine’s Clean Energy Institute has decided that a car made by Elon Musk is preferable to one that runs on fuel cells. He blames California’s energy regulators for fumbling the rollout, failing to get to the promised 200 stations and leaving the project incomplete.
“We just didn’t fulfill the plan,” Brouwer says. “I feel very bad for the Mirai owners.”
“I feel very bad for the Mirai owners.”
But despite his firsthand experience with the shortcomings, he’s less pessimistic than most when it comes to the future of hydrogen. In addition to boats and heavy trucks, he sees numerous applications as being perfect for fuel cell technology, including tractors, buses, freight, trains, light-duty hybrid vehicles, and even aviation.
Indeed, there have been some compelling experiments in fuel cell-powered flight. Joby Aviation is developing a hydrogen-powered version of its vertical takeoff and landing aircraft for longer trips between cities. And American Airlines recently agreed to buy 100 hydrogen-electric engines from ZeroAvia, a fuel cell aviation startup, to power its regional jets.
Aviation is especially difficult to decarbonize; aircraft need to be just light enough to achieve flight, and heavy lithium-ion batteries would screw up that ratio. Hydrogen is practically feathery in comparison.
There are uses for hydrogen even beyond transportation, Brouwer said. Cement and steel comprise about 12 percent of greenhouse gas emissions. Hydrogen is better suited to decarbonize cement and steel production than batteries. Data centers housing servers powering the AI boom — you could run those with hydrogen, too. The list goes on.
But for an element as abundant as hydrogen, it can be maddeningly hard to find.
“Electricity is available everywhere, but hydrogen isn’t”
For all of these applications to become a reality, to become more than just glorified experiments like the Energy Observer or GM’s Power Cubes, they need the fueling infrastructure to rise up, too. Battery-electric vehicles never quite had it this bad. Sure, the public charging experience for EVs leaves a lot to be desired. But electricity has a big head start.
“Electricity goes to every business,” Brouwer said. “Electricity is available everywhere, but hydrogen isn’t.”
He thinks it can get there. The Biden administration is all in on hydrogen, approving tax credits to support the production of green hydrogen and doling out $7 billion for regional production hubs across the US. Things still look grim for the average Toyota Mirai owner, but the clouds seem to be clearing for everything that’s not a light-duty vehicle.
“We are at the beginning of the beginning,” Brouwer said. It’s a strange way to think about a technology that is decades, if not centuries, old. But it’s finally looking as if hydrogen is ready to pull its own weight.
Science
Neon’s 2073 paints a bleak picture of the future in new trailer
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Director Asif Kapadia is best known for his documentaries chronicling the lives of entertainment icons whose work left indelible marks on the worlds of music and sports. But his next feature looks like a nightmarish vision of a future that feels all too possible.
Though 2073, Kapadia’s new film, features plenty of archival news footage from our present, it’s also a sci-fi thriller set in a distant future where years of climate-related disasters and the rise of authoritarianism have transformed the world into a dystopian hellscape. To people like Ghost (Samantha Morton) — a woman barely surviving in an apocalyptic San Francisco by keeping off the grid — it’s all too clear how societies across the globe descended into chaos. But rather than fully dramatize those moments in history, 2073 buttresses its story with real-world newsreels and interviews with journalists about how the gradual erosion of democracy in the past paves the way for a terrifying new world order.
Along with shots of various political strongmen like Vladimir Putin, Narendra Modi, Kim Jong Un, and Donald Trump, 2073’s trailer also emphasizes how Silicon Valley titans like Mark Zuckerberg play key roles in fostering the spread of fascism. And while the film doesn’t yet have a release date, as time-specific as 2073’s story seems to be, it probably won’t be long until it’s playing in theaters.
Science
EcoFlow launches four new batteries for phones, homes, and RVs
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EcoFlow just launched four new battery products designed to power everything from your home appliances in the event of a blackout to your Qi2-compatible phone to RVs.
Going from most powerful to least, there’s the second-generation Power Kit to power your off-grid vanlife fantasies, the midrange Delta 3 and compact River 3 solar generators, and the Rapid Qi2 wireless power banks for phones that can also charge your laptop in a pinch.
The Power Kit v2 is a follow-up to its original all-in-one power management system I reviewed 18 months ago. The kits are designed to power everything from an off-grid cabin to a small campervan, without the complexity of having to cobble together all the required components and wiring yourself. EcoFlow says the new 5kVA 48V Power Kits are improved for RVs, quieter — a recurring complaint with the original — and offer even more storage capacity. The expanded 45kWh battery limit is enough to boondock for a week or longer if your rig is big enough to store nine hulking 5kWh LFP batteries.
The Power Hub at the heart of the system can output up to 4000W (with 8000W surge), which is more than enough to power multiple appliances simultaneously like a high-pressure espresso machine, induction cooktop, and air conditioner. It also supports a variety of inputs that can be combined to quickly charge those batteries from sources like the vehicle’s primary (or secondary) alternator, shore power, and gobs of solar.
EcoFlow’s improved Power Kits can now monitor and provide the status of water tanks and temperature sensors when configured with a new Power Link information hub. This and other changes like a larger 10-inch dedicated console display and support for more fused AC and DC circuit branches should make EcoFlow’s plug-and-play Power Kits a more capable system for even the largest land yachts.
The Delta 3 series is a medium-size solar generator that comes slathered in ports, including a pair of 140W USB-C outputs. The base model has 1kWh of storage capacity and produces up to 1800W of output while accepting up to 500W of solar input. The Delta 3 Plus model can be expanded to 5kWh with stackable battery add-ons and supports 1,000W of solar input. The Delta 3 series runs at a very quiet 30dB when producing 600W or less.
EcoFlow says the Delta 3 series can power a typical fridge for “at least five hours” in the event of a blackout. It also has a 10ms cutover feature when used as a UPS for your PC or NAS that’ll receive an HID signal to save data before shutdown.
The River 3 series is a small solar generator available in two models. The base River 3 model has 245Wh of fixed capacity with support for 110W of solar input, while the more interesting River 3 Plus has expandable capacity which starts at 286Wh and up 220W of solar charging support. The based model can produce just 300W while the Plus model doubles that to 600W — enough to power things like small space heaters and drip coffee machines. Capacity for the Plus model can be expanded to 858Wh by adding two stackable batteries that quickly attach via pogo pins. The River 3 devices also have a 140W USB-C port and can serve as a UPS for your PC.
Last but not least, EcoFlow is expanding into power banks for the first time with the Rapid series of 15W Qi2 magnetic chargers with kickstands. They also feature a built-in USB-C PD 3.0 cable to charge laptops at up to 65W. It comes in 5,000mAh or 10,000mAh models, in a choice of silver, light blue, or black.
Unfortunately, the all-important pricing information won’t be available until the official release date of each product, per the following schedule for North America:
EcoFlow says the European releases are expected a bit later in Q4.
Science
Boeing’s Starliner started making a repeating ‘pulsing’ sound yesterday
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US astronaut Barry Wilmore called NASA ground crew on Saturday, asking for help with a repetitive knocking sound that was coming from the Boeing Starliner craft. The interaction was captured by a NASA Space Flight forum member, who included a recording of it in a post that was spotted by Ars Technica.
In the recording, Wilmore asks NASA crew in Houston to configure their call so that he could show them the noise, which he says is coming from the speaker inside Starliner. Then, a repetitive clanging sound with slight there’s-something-on-the-wing vibes can be heard. The Earthside crew member describes it as sounding “almost like a sonar ping.”
The mysterious sound could very well have a very mundane explanation, like the very specific type of feedback loop one person on Reddit compared it to. At the very least, neither Wilmore nor the NASA ground team member he spoke with seemed particularly concerned (even if it does sort of resemble the unnerving Ganado theme from Resident Evil 4).
Boeing’s Starliner is currently scheduled to undock on September 6th for an automated, uncrewed return to Earth, leaving its original intended passengers, Wilmore and fellow astronaut Sunita Williams, behind on the ISS until early next year.
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