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선거 결과에 따라 수소 정책 오락가락
중국은 일관성 있게 수전해 사업에 도전
1분기 전해조 주문량 중국이 75%로 압도적

 

도널드 트럼프 미 대통령 당선 이후에 치러진 지구촌 선거 결과가 흥미롭다. 지난 4월 28일에 치른 캐나다 총선에서는 마크 카니 총리가 이끄는 자유당이 승리했다. 

올해 초만 해도 1야당인 보수당 지지율이 20%대나 높았지만, 트럼프 대통령이 관세 인상을 압박하며 미국의 51번째 주로 들어와야 한다고 위협하자 반미 감정이 크게 일며 집권당(자유당)에 힘이 실리는 묘한 분위기가 연출됐다. 

5월 3일에 치른 호주 총선에서도 ‘반(反) 트럼프’ 진영이 승리했다. 앤서니 앨버니지 총리가 21년 만에 연임에 성공하면서 중도 좌파 성향의 노동당이 집권을 이어가게 됐다.

선거 결과 따라 친환경 정책 오락가락

수소산업은 정책사업으로 봐도 무방하다. 수소에너지 자체가 비싸기 때문에 환경에 대한 규제, 보조금이나 세제 혜택 없이는 시장에 안착하기가 어렵다. 국내만 해도 수소전기차 구입, 수소충전소 구축에 보조금을 지급한다. 또 수소발전입찰제도, 청정수소인증제 등을 도입해 수소산업을 지원하고 있다.

호주도 마찬가지다. 호주의 제조업·청정에너지 육성 법안인 ‘미래의 호주산 제품(Future Made in Australia)’ 프로그램에는 수소생산 세금 인센티브 조치가 포함돼 있다. 호주 상원은 수소 1kg당 2호주달러(약 1,770원)의 그린수소 생산 세액공제 지원 법안을 통과시켰다.

이번 총선에서 보수 성향의 자유당과 국민당의 야권 연합을 이끈 피터 더턴의 호주 자유당이 승리했더라면 호주의 수소 정책에도 변화가 불가피했을 것이다.

트럼프 집권으로 미국의 수소 정책에 제동이 걸린 사실이 이를 뒷받침한다. 지난 5월 22일(현지시간) 미 하원은 트럼프 대통령이 지지하는 세금·지출 법안인 ‘하나의 크고 아름다운 법안’을 한 표 차이로 통과시켰다.

이 법안은 바이든 행정부에서 발효한 인플레이션 감축법(IRA)에 포함된 전기차 구매 세액공제, 청정수소 생산 세액공제를 올해 말로 종료하는 내용을 담고 있다. 수소산업의 지지자들이 지역구 공화당 의원들에게 법안에 반대표를 던져달라고 호소했지만, 단 두 명만 반대한 것으로 알려진다.

청정수소 생산 세액공제 조항인 ‘섹션 45V’를 폐지할 경우 수소 1kg 생산 시 최대 3달러의 생산세액공제(PTC), 수소생산설비와 기술 투자비의 일정 비율에 해당하는 금액을 공제해주는 투자세액공제(ITC) 혜택이 사라지게 되면서 수소업계는 정책 혼란을 피할 수 없게 된다. 

상원에서 과연 어떤 결정을 내놓을지 큰 관심이 쏠린다.

전세계 그린수소 절반 이상 중국에서 생산

국내도 6월 3일 대통령 선거를 앞두고 사전투표가 시작됐다. 윤석열 정부의 비상계엄으로 촉발된 탄핵으로 조기 대선이 치러지면서 ‘정권교체’에 힘이 실린 모양새다. 그럼에도 공약에 중심을 둔 ‘정책 선거’로 새로운 변화를 모색해야 한다는 목소리가 높다.

‘아메리카 퍼스트’를 앞세운 트럼프의 관세 전쟁에 시선을 빼앗긴 동안, 친환경 에너지 시장에서 중국이 괄목한 만한 성장을 이어가고 있다는 점을 놓치고 있다. 

중국 국가에너지국이 4월 28일에 발간한 ‘중국 수소에너지발전보고서 2025’에 따르면, 지난해 중국 내 수소 생산과 소비량이 3,650만 톤을 넘어섰다. 중국은 수소의 생산과 소비가 통상 동일 산업 안에서 이뤄진다는 이유로 생산량과 소비량을 합쳐 발표하고 있다. 그럼에도 통계 수치만 놓고 보면 중국이 수소 시장의 주도권을 잡아가고 있다는 점에는 이견이 없다.

생산과정에서 탄소가 다량 배출되는 그레이수소가 약 2,070만 톤으로 전체 수소생산량의 56.7%를 차지한다. 재생에너지 기반 수전해 수소의 생산량은 전년 대비 3.6%가 늘었지만 여전히 전체 수소생산량에서 차지하는 비중은 0.8%에 불과하다. 

이 수치만 보고 넘어가면 안 된다. 2024년 말 기준 중국 전역에서 진행 중인 재생에너지 기반 수전해 수소생산 프로젝트는 600개(누적)가 넘고, 이미 완공이 됐거나 새롭게 착수한 사업도 150개가 넘는 것으로 알려진다. 

세계 시장의 수전해 케파(CAPA), 즉 그린수소 생산량의 절반 이상이 중국에서 나오고 있고, 수전해 시장의 영향력은 해가 갈수록 커지고 있다. 하이드로젠 인사이트(Hydrogen Insight)의 단독 보도에 따르면, 올해 1분기 국가별 전해조 확정 주문량은 중국이 약 2.8GW로 75%의 비중을 차지한 것으로 나왔다.

대표적인 중국 수전해 기업으로는 인비전(Envision Energy), 론지(Longi), 페리치(Peric), 선그로우(Sungrow) 등이 있다. 태양광, 풍력 같은 글로벌 재생에너지 기업으로 잘 알려진 곳이다.

“중국은 그저 할 일을 할 뿐”

중국 내몽골 치펑에 있는 인비전의 수소 기반 암모니아 공장이 최근 뷰로베리타스의 인증을 받아 일본의 종합 무역상사인 마루베니와 인수 계약을 맺었다. 

인비전이 구축 중인 500MW 규모의 친환경 수소·암모니아 공장은 세계 최대 규모에 든다. 1단계 공사 완료가 임박하면서 연간 최대 30만 톤의 재생 암모니아를 생산하게 된다. 마루베니가 이 암모니아를 인수하기로 합의한 것이다. 

초기에는 탱크로리 트럭을 통해 암모니아를 운송하지만, 향후 진저우항까지 300km 길이의 액상 암모니아 전용 배관을 구축할 계획이다. 

인비전은 상하이에 본사를 둔 다국적 기업으로 풍력터빈, 에너지저장장치(BESS), 전해조 등 핵심 제품을 활용한 재생에너지 산업단지 사업을 추진해왔다. 최근에는 브라질의 탄소중립 산업단지를 건설하기로 하는 등 해외 진출에도 적극적이다.

5월 중순 네덜란드 로테르담에서 열린 세계수소정상회의에서 이바나 제멜코바(Ivana Jemelkova) 수소위원회 CEO가 H2 View와 진행한 인터뷰를 떠올릴 필요가 있다. 

그녀는 중국의 수소사업 현장에서 받은 감동을 전하며 “우리가 유럽에서 계획을 세우고 매우 복잡한 규칙을 만드는 동안 중국은 그저 그 일을 하고 있다”라며 “정책 입안자들이 정신을 차리고 앞으로 나아가야 할 때”라고 강조했다.

앞에서도 말했지만 수소는 정책사업이다. 인센티브 못지않게 규제 혁신이 중요하다. 중국의 수소사업에 가속도가 붙은 건 중국 정부의 강한 의지와 지원, 기업의 호응에 따른 결과물이다. 중국은 태양광, 배터리, 전기차에서 그 선례를 만들었다. 

‘세계의 공장’은 수소산업에서 또 하나의 성공담을 쓰고 싶어한다.  

‘세계의 공장’ 중국, 수소산업에서도 1위 찍나 < 정책 < NEWS < 기사본문 - 월간수소경제

 

‘세계의 공장’ 중국, 수소산업에서도 1위 찍나

도널드 트럼프 미 대통령 당선 이후에 치러진 지구촌 선거 결과가 흥미롭다. 지난 4월 28일에 치른 캐나다 총선에서는 마크 카니 총리가 이끄는 자유당이 승리했다. 올해 초만 해도 1야당인 보수

www.h2news.kr

 

Posted by Morning lark
, |

The 2.2-GW Neom green hydrogen project under construction in northwestern Saudi Arabia is facing a demand shortfall, with only one committed international buyer secured so far, Bloomberg reported on Thursday, citing people familiar with the matter.

Initially designed to export its entire output as green ammonia, the USD-8.4-billion mega-project is now shifting its focus to domestic consumption amid difficulties finding customers abroad. However, local demand remains uncertain, the report said, and developers are weighing plans to slow the full buildout.

US industrial gases company Air Products and Chemicals Inc (NYSE:APD), a co-developer and shareholder alongside Saudi Arabia's ACWA Power Co (TADAWUL:2082) and Neom, had committed to purchasing the entire output for distribution but has yet to secure buyers for more than half of the supply, Bloomberg said.

People familiar with the situation said developers are now considering phasing construction based on secured off-take agreements. This may prove difficult given the advanced stage of works, Bloomberg reported.

Air Products has delayed investment in European receiving terminals and said it would hold off until regulatory clarity and firm customer commitments emerge.

Commissioning of electrolysers is expected to begin once renewable power becomes available by mid-2026, with production expected in 2027, Air Products said. Neom and ACWA Power did not comment, according to Bloomberg.

Neom green hydrogen project struggles to find off-takers - Bloomberg | Renewable Energy News | Renewables Now

 

Posted by Morning lark
, |

수소 기술 개발·시장 확대에 70억 유로 투입
수소연료전지 기술 개발 위해 BMW 등 협력
올해 중 수소 충전소 400개 구축 목표

 

 

[더구루=정등용 기자] 독일이 수소 산업 생태계 전환을 위한 작업에 속도를 내고 있다.

 

25일 독일 연방경제에너지부에 따르면, 독일은 지난 2020년 수소 경제를 선도하기 위한 ‘국가수소전략(Nationale Wasserstoffstrategie, NWS)’을 발표하고 38개의 실행 계획을 추진하고 있다.

 

이를 위해 독일은 수소 기술 개발과 시장 확대에 70억 유로(약 10조9500억원), 국제 협력 프로젝트에 20억 유로(약 3조1280억원)를 투입해 오는 2030년까지 5GW 규모의 수소 생산 설비를 구축한다는 계획이다.

 

특히 독일은 수소연료전지차 분야에 힘 쓰고 있다. BMW와 벤츠, 다임러 트럭 등 주요 완성차 업체들과 수소연료전지차(FCEV) 개발을 공동 수행하고 있다.

 

친환경 수소 생산을 위한 수전해 기술도 독일의 핵심 기술 영역이다. 독일은 재생에너지 기반의 수소 생산을 확대하기 위해 다양한 전해조 기술 개발과 대규모 설비 구축을 지원하고 있다.

 

수소 충전 인프라도 확대하고 있다. 유럽에서 가장 큰 공공 수소 충전소 네트워크를 보유하고 있는 ‘H2 모빌리티 독일’과 협력하고 있다. 올해 안에 수소 충전소 400개를 구축하는 동시에, 고속도로와 물류 거점을 중심으로 700바(bar) 수준의 고압 충전소와 액화수소 충전소를 도입한다는 방침이다.

 

'수소차에 수소충전소까지'.. 수소 생태계 만드는 독일

 

[더구루] '수소차에 수소충전소까지'.. 수소 생태계 만드는 독일

[더구루=정등용 기자] 독일이 수소 산업 생태계 전환을 위한 작업에 속도를 내고 있다. 25일 독일 연방경제에너지부에 따르면, 독일은 지난 2020년 수소 경제를 선도하기 위한 ‘국가수소전략(Natio

www.theguru.co.kr

 

Posted by Morning lark
, |

These devices could pack three times as much energy per pound as today’s best EV batteries, offering a lightweight option for powering trucks, planes, or ships.

Batteries are nearing their limits in terms of how much power they can store for a given weight. That’s a serious obstacle for energy innovation and the search for new ways to power airplanes, trains, and ships. Now, researchers at MIT and elsewhere have come up with a solution that could help electrify these transportation systems.

 

Instead of a battery, the new concept is a kind of fuel cell — which is similar to a battery but can be quickly refueled rather than recharged. In this case, the fuel is liquid sodium metal, an inexpensive and widely available commodity. The other side of the cell is just ordinary air, which serves as a source of oxygen atoms. In between, a layer of solid ceramic material serves as the electrolyte, allowing sodium ions to pass freely through, and a porous air-facing electrode helps the sodium to chemically react with oxygen and produce electricity.

In a series of experiments with a prototype device, the researchers demonstrated that this cell could carry more than three times as much energy per unit of weight as the lithium-ion batteries used in virtually all electric vehicles today. Their findings are being published today in the journal Joule, in a paper by MIT doctoral students Karen Sugano, Sunil Mair, and Saahir Ganti-Agrawal; professor of materials science and engineering Yet-Ming Chiang; and five others.

“We expect people to think that this is a totally crazy idea,” says Chiang, who is the Kyocera Professor of Ceramics. “If they didn’t, I’d be a bit disappointed because if people don’t think something is totally crazy at first, it probably isn’t going to be that revolutionary.”

And this technology does appear to have the potential to be quite revolutionary, he suggests. In particular, for aviation, where weight is especially crucial, such an improvement in energy density could be the breakthrough that finally makes electrically powered flight practical at significant scale.

“The threshold that you really need for realistic electric aviation is about 1,000 watt-hours per kilogram,” Chiang says. Today’s electric vehicle lithium-ion batteries top out at about 300 watt-hours per kilogram — nowhere near what’s needed. Even at 1,000 watt-hours per kilogram, he says, that wouldn’t be enough to enable transcontinental or trans-Atlantic flights.

That’s still beyond reach for any known battery chemistry, but Chiang says that getting to 1,000 watts per kilogram would be an enabling technology for regional electric aviation, which accounts for about 80 percent of domestic flights and 30 percent of the emissions from aviation.

The technology could be an enabler for other sectors as well, including marine and rail transportation. “They all require very high energy density, and they all require low cost,” he says. “And that’s what attracted us to sodium metal.”

A great deal of research has gone into developing lithium-air or sodium-air batteries over the last three decades, but it has been hard to make them fully rechargeable. “People have been aware of the energy density you could get with metal-air batteries for a very long time, and it’s been hugely attractive, but it’s just never been realized in practice,” Chiang says.

By using the same basic electrochemical concept, only making it a fuel cell instead of a battery, the researchers were able to get the advantages of the high energy density in a practical form. Unlike a battery, whose materials are assembled once and sealed in a container, with a fuel cell the energy-carrying materials go in and out.

The team produced two different versions of a lab-scale prototype of the system. In one, called an H cell, two vertical glass tubes are connected by a tube across the middle, which contains a solid ceramic electrolyte material and a porous air electrode. Liquid sodium metal fills the tube on one side, and air flows through the other, providing the oxygen for the electrochemical reaction at the center, which ends up gradually consuming the sodium fuel. The other prototype uses a horizontal design, with a tray of the electrolyte material holding the liquid sodium fuel. The porous air electrode, which facilitates the reaction, is affixed to the bottom of the tray. 

Tests using an air stream with a carefully controlled humidity level produced a level of more than 1,500 watt-hours per kilogram at the level of an individual “stack,” which would translate to over 1,000 watt-hours at the full system level, Chiang says.

The researchers envision that to use this system in an aircraft, fuel packs containing stacks of cells, like racks of food trays in a cafeteria, would be inserted into the fuel cells; the sodium metal inside these packs gets chemically transformed as it provides the power. A stream of its chemical byproduct is given off, and in the case of aircraft this would be emitted out the back, not unlike the exhaust from a jet engine.

But there’s a very big difference: There would be no carbon dioxide emissions. Instead the emissions, consisting of sodium oxide, would actually soak up carbon dioxide from the atmosphere. This compound would quickly combine with moisture in the air to make sodium hydroxide — a material commonly used as a drain cleaner — which readily combines with carbon dioxide to form a solid material, sodium carbonate, which in turn forms sodium bicarbonate, otherwise known as baking soda.

“There’s this natural cascade of reactions that happens when you start with sodium metal,” Chiang says. “It’s all spontaneous. We don’t have to do anything to make it happen, we just have to fly the airplane.”

As an added benefit, if the final product, the sodium bicarbonate, ends up in the ocean, it could help to de-acidify the water, countering another of the damaging effects of greenhouse gases.

Using sodium hydroxide to capture carbon dioxide has been proposed as a way of mitigating carbon emissions, but on its own, it’s not an economic solution because the compound is too expensive. “But here, it’s a byproduct,” Chiang explains, so it’s essentially free, producing environmental benefits at no cost.

Importantly, the new fuel cell is inherently safer than many other batteries, he says. Sodium metal is extremely reactive and must be well-protected. As with lithium batteries, sodium can spontaneously ignite if exposed to moisture. “Whenever you have a very high energy density battery, safety is always a concern, because if there’s a rupture of the membrane that separates the two reactants, you can have a runaway reaction,” Chiang says. But in this fuel cell, one side is just air, “which is dilute and limited. So you don’t have two concentrated reactants right next to each other. If you’re pushing for really, really high energy density, you’d rather have a fuel cell than a battery for safety reasons.”

While the device so far exists only as a small, single-cell prototype, Chiang says the system should be quite straightforward to scale up to practical sizes for commercialization. Members of the research team have already formed a company, Propel Aero, to develop the technology. The company is currently housed in MIT’s startup incubator, The Engine.

Producing enough sodium metal to enable widespread, full-scale global implementation of this technology should be practical, since the material has been produced at large scale before. When leaded gasoline was the norm, before it was phased out, sodium metal was used to make the tetraethyl lead used as an additive, and it was being produced in the U.S. at a capacity of 200,000 tons a year. “It reminds us that sodium metal was once produced at large scale and safely handled and distributed around the U.S.,” Chiang says.

What’s more, sodium primarily originates from sodium chloride, or salt, so it is abundant, widely distributed around the world, and easily extracted, unlike lithium and other materials used in today’s EV batteries.

The system they envisage would use a refillable cartridge, which would be filled with liquid sodium metal and sealed. When it’s depleted, it would be returned to a refilling station and loaded with fresh sodium. Sodium melts at 98 degrees Celsius, just below the boiling point of water, so it is easy to heat to the melting point to refuel the cartridges.

Initially, the plan is to produce a brick-sized fuel cell that can deliver about 1,000 watt-hours of energy, enough to power a large drone, in order to prove the concept in a practical form that could be used for agriculture, for example. The team hopes to have such a demonstration ready within the next year.

Sugano, who conducted much of the experimental work as part of her doctoral thesis and will now work at the startup, says that a key insight was the importance of moisture in the process. As she tested the device with pure oxygen, and then with air, she found that the amount of humidity in the air was crucial to making the electrochemical reaction efficient. The humid air resulted in the sodium producing its discharge products in liquid rather than solid form, making it much easier for these to be removed by the flow of air through the system. “The key was that we can form this liquid discharge product and remove it easily, as opposed to the solid discharge that would form in dry conditions,” she says.

Ganti-Agrawal notes that the team drew from a variety of different engineering subfields. For example, there has been much research on high-temperature sodium, but none with a system with controlled humidity. “We’re pulling from fuel cell research in terms of designing our electrode, we’re pulling from older high-temperature battery research as well as some nascent sodium-air battery research, and kind of mushing it together,” which led to the “the big bump in performance” the team has achieved, he says.

The research team also included Alden Friesen, an MIT summer intern who attends Desert Mountain High School in Scottsdale, Arizona; Kailash Raman and William Woodford of Form Energy in Somerville, Massachusetts; Shashank Sripad of And Battery Aero in California, and Venkatasubramanian Viswanathan of the University of Michigan. The work was supported by ARPA-E, Breakthrough Energy Ventures, and the National Science Foundation, and used facilities at MIT.nano.

New Fuel Cell Could Enable Electric Aviation

 

Posted by Morning lark
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„Enapter contributes the AEM technology and system intelligence – Wolong brings industrial excellence. This combination makes the partnership so powerful.“

China is now considered one of the key markets for the global scale-up of green hydrogen. Government-funded large-scale projects, a clear political focus on decarbonization, and a rapidly growing industrial sector make the country a central arena for the energy transition. At Enapter, we are also increasingly focusing on China – through the newly established joint venture with our Chinese industrial partner Wolong.

In this interview Jan-Justus Schmidt, Enapter’s co-founder and Board Member for the Wolong Enapter JV, explains the strategic role the company wants to play in the Chinese market. He talks about opportunities and challenges in international cooperation, technological sovereignty, and the ambition to establish AEM electrolysis as the new standard for scalable hydrogen production.

China is considered one of the fastest-growing hydrogen markets in the world.What specific role is Enapter aiming to take in the future through the joint venture – as a technology supplier, manufacturer, or market shaper? What effects will this have on business in the rest of the world?

China will play a decisive role in the coming years in scaling up green hydrogen. Our role with the joint venture is clear: We are bringing Enapter’s AEM technology as a technology leader to China – in the form of locally produced, modular electrolysers that can be scaled for both small and large applications. In doing so, we see ourselves not only as a supplier but as a co-creator of a growing market in which we are setting new standards together with a Chinese industrial partner. The learning effect from this scaling – in terms of both production and project implementation – will strengthen us globally.

There is often scepticism in Europe regarding technology transfers to China – particularly in the field of future technologies. How does Enapter address concerns that know-how could be lost or copied in the course of the cooperation?

Our partnership with Wolong is clearly structured to enable the most open and trusting collaboration possible, while optimally protecting the core of Enapter’s know-how. Enapter’s AEM technology will therefore continue to be developed and built at our site in Pisa, while the joint venture focuses on system integration and production of the plant periphery (BOP).
I would like to reiterate a point that we already made at the founding of the JV: The greater risk would be not to go to China. The fact that we are right can be seen during a tour of hydrogen-focused industrial trade fairs in China – AEM electrolysis is now everywhere. Some market players are working on products that are obviously just imitations of our successful AEM electrolysers. But there are also those who are trying to bring their own innovations in AEM electrolysis to the market. There is no such thing as 100% security – we have to continue to innovate and work together with our partners to accelerate the scaling of our solutions in order to further expand our leadership position in this new market.

In previous statements, you have emphasised the modularity and scalability of the AEM technology as key to mass production. How can this concept be concretely applied to the Chinese market – especially in the context of the massive government support programmes there?

China is predestined for a modular approach. The government programmes aim for fast, large-scale implementation with a strong focus on industrial integration. This is precisely where our technology shows its strengths: Instead of monolithic large-scale plants, we can deliver scalable, prefabricated systems that can be flexibly adapted to existing infrastructures. This lowers entry barriers and enables many market participants to quickly implement their own projects. In large-scale projects, our systems can also serve as a flexible complement to the well-known alkaline large-scale plants in order to increase the overall effectiveness of hydrogen production. Our goal is for AEM technology to become the standard for scalable hydrogen production. This applies to China as well.

Wolong has a strong presence in China in the fields of electric motors and industrial automation. What specific know-how does this bring to the partnership, and how does it complement Enapter’s expertise in electrolysis?

Wolong brings exactly the industrial backbone needed to be successful in the series production of our electrolysis systems. They operate 42 factories where they manufacture electric motors, battery systems, and many other industrial products and systems. In this way, Wolong is a major asset to us in terms of their supplier network, production depth, and quality assurance. In particular, the know-how in the series production of electrical components and battery systems, which are also relevant for our systems, is a strategic advantage. Enapter brings the AEM technology and system intelligence – Wolong brings industrial excellence. This combination makes the partnership so powerful.

China’s hydrogen strategy places strong emphasis on green hydrogen – especially for industry, heavy-duty transport, and eventually energy exports. How can Enapter help ensure that AEM electrolysers become a central part of this strategy?

AEM is now considered the most forward-looking electrolysis technology – not only because of its potential for low operating costs, but also due to its material efficiency and simple scalability. We are convinced: As the industry moves to mass production, AEM will economically surpass large alkaline systems and prevail on the market over other low-temperature electrolysis technologies.
During the transition phase, we also see clear advantages in hybrid plant concepts: The combination of established ALK systems with highly flexible AEM technology makes hydrogen projects more robust, more adaptable, and above all better integrated into fluctuating renewable energies. This is especially relevant for off-grid projects that are to be operated independently of the power grid. This is a point that has become extremely important to project developers in China, especially in regions with strong solar or wind availability, such as Inner Mongolia.
Our goal is to position AEM not just as a niche solution, but as a core technology for a decentralised, scalable, and future-proof hydrogen economy in China.

How do you ensure that your sustainability standards – both in production and throughout the product lifecycle – are upheld in the cooperation with a Chinese partner?

We also use the system periphery produced in our JV for electrolysis systems in Europe. This means that the system design, all components, and their suppliers are subject to the same standards and certification requirements as in Europe. In China, we also work with independent testing and certification organisations such as TÜV to verify compliance with all relevant requirements in our joint venture and with our suppliers.

Final question: Many speak of a new geopolitical race for hydrogen technology. Is your China strategy a pragmatic step to remain globally relevant – or rather a calculated risk with high strategic potential?

Both. We would be naive to ignore the geopolitical environment – but at the same time, it would be a strategic mistake to exclude China. Our decision for the joint venture is a controlled and well-planned step to further improve and secure our global competitiveness in the long term. We are committed to a strong local presence in China with our strategic partner. Green hydrogen is without alternative if we are to displace fossil energy sources and help mitigate the consequences of climate change. The race in the hydrogen market will not be won nationally but decided globally. Our China strategy is a key reason why we will remain part of it in the long term.

 

Enapter's Joint Venture in China - A Powerful Partnership

 

Posted by Morning lark
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