This is the text version of the video Technology Acceleration Overview at the DOE Hydrogen Program 2022 Annual Merit Review and Peer Evaluation Meeting.

Jesse Adams, Hydrogen and Fuel Cell Technologies Office: Awesome. Thank you, Eric. So, yeah, welcome, everyone to this year's Annual Merit Review. So again, my name is Jesse Adams. I'm the Technology Acceleration program manager. And for today's presentation, sort of three-foldI'm going to start out by digging into a little bit of at least my vision for what the Technology Acceleration subprogram is all about, and the budget, and those sorts of things. And then I'm gonna go through our portfolio projects and hit some of the key updates and highlights there, and then I'm gonna wrap up. I know everybody's excited to hear more about the hydrogen hubs and sort of what's going on behind the scenes, the exciting announcement this morning from Secretary Granholm with the Notice of Intent release. So I will dig into that a little bit more and provide some more details in that space.

So I should have control here, hopefully. There we go. All right. So, diving right in, I think the Technology Acceleration subprogram is sort of at the crossroads, or at the center of multiple key areas here. So if you go to the upper left, you already heard a lot from Ned and Dimitrios today on our R&D technologies, and so looking really at those new technologies, and the pipeline of those technologies coming down, and looking at which one of those that we should be actually developing or demonstrating. If you go to the bottom left, under the Systems Analysis, so working closely with that team, and Neha Rustagi, who you'll hear from next, on looking to identify new market opportunities. And so things like, as the cost of hydrogen goes down, what sort of doors does that unlock?

So take all of that on the left, sort of synthesize it together, and look at what sort of systems we should demonstrate. Also looking at the different end uses, so chemicals and industrial processes, integrated clean energy systems, and transportationwe are looking at all of those different end uses. So throughout all these demonstration-type projects, of course we are looking to validate the technology; we're looking to integrate it together, do systems development, and also looking to assess the commercial readiness. And last but not least, here, is then using all of these sort of demonstration-type projects to inform and guide the R&D and the analysis, and sort of feed it back to the left side here. The enabling technologies, this is sort of the underlying aspects of all these different projects. Interwoven into all of them is manufacturing R&D, safety codes and standards, and workforce development.

All right, so diving a little further, consistent with last year, the Technology Acceleration subprogram is really focused on four key areas. The first key area is grid energy storage and power generation. So this includes technologies such as renewable power integration, which supports the penetration and helps address intermittency of renewable power, as well as nuclear power integration, which provides an additional revenue source for the nuclear sector. The second key area here is chemical and industrial processes, and that's those hard-to-abate sectors such as steel and ammonia, where electrons alone likely won't offer the ideal solution.

The third area here is transportation. We've been mostly focused here in the last two years on medium- and heavy-duty transportation – trucks, marine, rail. We're also starting to look a lot more into some of the off-road vehicle applications, such as mining and construction. Finally, as I mentioned on the last slide, our enabling activities:  manufacturing, safety codes and standards, and workforce development. These are all crosscutting and support all of the various items above. So our intent here is to demonstrate, validate, and de-risk the first-of-a-kind production of clean hydrogen with renewables or nuclear power, as well as demonstrating various hydrogen fuel cell end uses to accelerate market adoption, reduce greenhouse gas emissions, and ultimately enable the H2@Scale vision.

What's new for this year, and really exciting, of course, is the passing of the Bipartisan Infrastructure Law. This is a once-in-a-lifetime opportunity for $8 billion toward the development of regional clean hydrogen hubs. So those hubs will eventually be managed by our Office of Clean Energy Demonstrations, which you've heard about today a little bit, or OCED. So while OCED is a brand-new program, it's getting stood up, it's getting staffed. And while that's happening, HFTO and myself and my team have really been taking the lead on these hydrogen hubs, and getting all of this set up. But even once all of these hubs eventually transition over to OCED, the Hydrogen and Fuel Cell Technologies Office and my team anticipates we will still be heavily engaged in these hubs.

And the last thing I guess I'll touch on here is just to note that, yeah, the hubs are new, but the Technology Acceleration subprogram is really still distinct. And so I sort of think of the TA subprogram as really the proving grounds for those newer technologies that will hopefully one day make their way into the H2 hubs. Of course, we need all of this working in concert to get to that ultimate H2@Scale vision.

All right, so I want to take a moment here, of course, to highlight that hydrogen safety remains an overarching priority for the program. We must all remain vigilant to ensure the safe handling of hydrogen, especially as we get new projects, new entities, companies, individuals working in the hydrogen space. We need to make sure everything is done safely.

This group in our office, led by Dr. Laura Hill, plays a critical role to enable the safe deployment of hydrogen and fuel cell technologies. So on the codes and standards side, our goal is to support and facilitate the development of essential codes and standards. And then, of course, to do this, you need the R&D to provide that scientific basis that sort of helps define those codes and standards. And I'll give you an example later of exactly how this works. On the safety side, our goal is to identify and develop best safety practices, and then share that information as broadly as possible through such places as our website. We're also placing more emphasis on conducting workforce development activities, with an emphasis on safety practices and culture.

So next slide is diving into the budget for the Technology Acceleration subprogram. Just for awarenessSunita mentioned this earlierin the congressional language, this subprogram is actually called Systems Development and Integration. So Technology Acceleration, Systems Development and Integrationsort of interchangeable terms here. You can see the budget from FY21 to FY22 has increased a little bit, about 20%. And then you get into FY23, and again, moving in the right direction, the request was $87 million, which is excellent. Hitting on some of the key areas here in gray, our grid energy storage and power generation, I thinkhoping a lot of focus there is gonna be placed on our wind to hydrogen areas, along with microgrids, and we'll continue our work on nuclear to hydrogen.

And then, within transportation, continue funding our SuperTruck III projects. So I will talk a lot more about those here in a minute, as well as all the heavy-duty refueling infrastructure needed for those heavy-duty applications. Within the chemical and industrial processes, continue to focus on steel. And I was hoping to do a lot more in this space in FY22; the budget didn't really allow, but hopefully able to do a lot more related to ammonia and different industrial end uses in FY23. And we'll continue supporting our enabling activities with manufacturing, quality assurance, quality control, BOP standardization, those sorts of things, as well as our safety codes and standards group. So I think there, that team has really done a nice job of sort of moving their focus beyond vehicles, looking at different end uses and what's required there, such as bulk storage and sensors.

Last thing to note on this slide, again, the $8 billion over 5 years for the regional clean hydrogen hubs. So this is, again, a completely separate pot of money, but hoping that a lot of the lessons learned and feedback from that effort rolls back into the Technology Acceleration subprogram, and we can leverage the efforts there.

All right, so I'm gonna shift gears here just a bit and dive into our portfolio of projects, and hit on some of the key highlights. I'm gonna start with our grid energy storage and power generation, sort of sector of our portfolio. So starting off here, the Advanced Research on Integrated Energy Systems project, or better known as the ARIES project at NREL. And so here, we've been working closely with NREL to really develop a test bed to be able to demonstrate systems integration and grid services, energy storage, direct renewable hydrogen production, and other various hydrogen end uses.

I'm happy to report today they've received, thus far, the 1.25-megawatt PEM electrolyzer. They've also received the 600 kilograms of hydrogen storage. I'm hoping that the 1-megawatt fuel cell will be delivered here later in the summer. Key accomplishments:  they've completed the overall site design and safety review, so it was a big hurdle at the national labs. They've also developed the hybrid controller, which will eventually be integrated with the controllable grid interface. And so this is a really big thing here now, as this sort of opens up the doors for us to connect with the wind turbines, with solar panels, water powerthere's lots of different opportunities there, up at the Flatirons Campus. And we can also connect to other national labs through a virtual emulated environment.

So ARIES is in hot demand, but as Sunita mentioned earlier, we did issue an H2@Scale CRADA call last year supporting ARIES, and we selected the four projects in blue. So, obviously, NREL is leading all of these, but a lot of support on the cost share side from industry. And so the first project here, with GE and Nel, so they're looking at optimizing the wind turbine design for hydrogen production, and so this is pretty interesting. I sort of assumed that an optimal wind turbine is optimized for power generation just as it would be for hydrogen production. But from that proposal, I learned a lot there, and maybe the wind turbine design, or even the wind farm design, may look different as you integrate with electrolysis, compared to just integrating with the grid. Next project, with SoCalGas and the University of California Irvine, they're looking mostly at power electronics, especially related to 100% renewable microgrids.

The project with GKN Powder Metallurgy and SoCalGas, Ned touched on this one quite a bit. But this is an exciting project, having worked in hydrogen storage for a long time, looking at 520 kilograms of storage using metal hydrides. And so here, the other kind of cool part is they're gonna integrate that with an electrolyzer and a fuel cell system thermally, so you can get some of the properties, some of the heat rejected from the fuel cell could be used to release that heat from the metal hydride. The next project is with EPRI, and they're looking to optimize hydrogen production via PEM electrolysis with grid integration and variable renewables.

So moving to our next project here, the Frontier Energy project on the left. It started about 2.5 ago, and it's sort of really a mini hydrogen hub, if you wanna look at it like that. This project in Texas will demonstrate co-located, 100% renewable hydrogen generation to supply approximately 100 kilograms of hydrogen per day. So that hydrogen is gonna come from both renewables as well as landfill gas, and then we'll use that hydrogen to power a 100-kilowatt fuel-cell-powered data center at the University of Texas at Austin, as well as a small vehicle refueling station. So thus far, the site plans and layout, all the engineering have been completed. They've begun initial construction, and hopefully most of the equipment is gonna be arriving later this year.

The other interesting part of this project is they're also developing a 5-year hydrogen plan for the Port of Houston, and I think they've had some workshops there in this space. They've done some initial economic modeling that looks pretty promising, and hoping to see a lot more use of clean hydrogen in the Texas Gulf Coast area.

The project on the right, Caterpillar, this project is quite a bit newer. It's only about a year old. They are going to demonstrate a hydrogen fuel cell as backup power replacing diesel gensets at a data center. So they're gonna install a 1.5-megawatt stationary fuel cell from Ballard at a Microsoft data center in Cheyenne, Wyoming, providing 40 hours of backup power. And the big thing here is, I think hydrogen and fuel cells have a lot of potential in sort of the IT area to reduce greenhouse gas emissions. And so hopefully a project like this will increase confidence and comfort in hydrogen and fuel cells for the IT industry as a whole.

All right. So moving on. The next two projects here are focused on integrating hydrogen production through electrolyzers with baseload nuclear power. So you've already heard a little bit of this during the panel session this morning from Jason Marcinkoski from our Nuclear Energy office, but the idea here is that since nuclear power plants can't easily ramp up or down to match dynamic grid pricing, oftentimes those nuclear power plants are running at a loss.

So instead of running at a loss, producing hydrogen can offer flexibility and profitability by adding an additional revenue stream of producing hydrogen. So the Constellation project on the left here, they're gonna demonstrate an electrolyzer operation coupled at a nuclear power plant, the Nine Mile Point facility in New York. So there, the goal is to install a 1.25-megawatt PEM electrolyzer and then take the hydrogen produced from that electrolyzer—actually, they're gonna use it in-house for cooling the reactor. Thus far, they've completed about 60% of the engineering design. Everything looks good there, and they've completed the procurement of the 1.5-megawatt electrolyzer from Nel. And actually, that system has gone through initial testing in NREL, as well.

The project on the right's quite a bit newer. It's only about a year old, with FuelCell Energy. They're going to integrate a high-temperature, 250-kilowatt solid oxide electrolyzer with a nuclear plant emulator at Idaho National Laboratory. So there, FuelCell Energy, they've started the initial stack assembly and factory acceptance testing, and we're hoping to have that stack at INL here later this year or in the next year for testing on that nuclear plant emulator test stand.

All right. So, next projects, here. So the integration with electrolyzers with the nuclear power plants, I mean, that's wonderful, but obviously, we still need to drive down the cost and validate the performance, improve the durability, especially for solid oxide electrolyzers.

So on this project, it really spans both INL, Idaho National Laboratory, as well as Pacific Northwest National Laboratory. And the project aims to partner with industry, validate the performance of electrolyzer stacks from industry, and then also work with them to solve problems like cost, commercialization, through MEA development, and then looking at modeling, postmortem analysis of the stacks, as well as different manufacturing techniques. So thus far, Idaho National Laboratory has now tested numerous stacks across industry, so stacks from Bloom, Nexceris, OxEon, FuelCell Energy, and Haldor Topsoe, and now I believe that they've accumulated over 7,000 hours of stack testing. So that's wonderful.

I guess one other thing on that INL project. I think the most notable accomplishment for this past year is they tested a 100-kilowatt stack from Bloom, and I believe they've received a whole another stack from Bloom now to test on their nuclear emulated test stand. On the right, with PNNL, they've now assembled and tested 11 SOE stacks, sort of using their large-area, 300-square-centimeter active area cells, so really large cells. Obviously, those are difficult to keep them dry, difficult to seal those stacks, and so they've worked through some of those issues, and now they're seeing cell performance on par with industry. Putting a plug in here for them. They received their first commercial stack now to do postmortem analysis, looking at degradation issues, manufacturing issues—you name it, they can look into that and check it out. So, putting a plug in for them out to industry that if you have SOE stacks, SOEC stacks, and you want PNNL to check that out, I'm sure they'd be happy to talk to you.

Oops. So, moving along here. This slide really covers our portfolio projects in the wind-to-hydrogen space. So the two projects on the left with Giner and Alchemr are actually both phase two SBIR projects, so nice success story there. These projects are focused on several key aspects, including electrolyzer development and tolerance using those electrolyzers using seawater; optimal designs for storage and transport or production of hydrogen to the shore; and then overall electrolyzer integration with wind turbines.

The project on the right, it's an analysis and modeling project with NREL. We just initiated that late last year. So this project combines existing models developed in the Wind Energy office with our own H2A hydrogen production cost models, with the goal to develop a scenario analysis tool for industry to use as a basis for further development in the wind to hydrogen to industrial end use space. And then we also plan to augment that, hopefully in the future, where you can look at different ways to produce the hydrogen—maybe it's solar, maybe it's nuclear—and look at multiple end uses. Sort of a modular approach to that modeling, where you can kind of put all those modules together.

Their initial analysis sort of across the board here for all these projects is very exciting. The scenarios have been shown here where the cost of hydrogen could be well below two and a half dollars per kilogram from wind. And then, I think even more importantly, looking at different design optimizations has also shown the potential for direct-coupled wind to electrolysis, without the grid. So this enables several things. You can improve the efficiency; you can share power electronics; and you can also eliminate any unnecessary sort of ramp up or down in power, so you don't have to go up to the grid power, and then back down.

All right, so moving into our transportation portfolio of projects. So, first one here, I'm excited to present this slide. So at this time last year at the AMR, I believe our SuperTruck 3 Funding Opportunity Announcement had just closed. And so the big news at that time was that, for the first time ever in the SuperTruck program, we were going to allow electric drivetrains, so that's both battery electric and fuel cell electric. And really blown away by the level of industry engagement within the fuel cell electric side. We got lots of proposals, and we couldn't fund them all, but we were able to select five total projects from that FOA, and three of them are specifically tailored or focused on fuel cell electric vehicles. So the project here on the left, Daimler North America, they are gonna demonstrate two total Class 8 heavy-duty long-haul trucks, both sort of a B, or beta, sample, along with a final truck demo. And their goal there, a 600-mile range. They're going to look at using on-board liquid storage, which I think is pretty exciting. They also have some pretty cool, novel techniques for cooling onboard.

Going to the middle here with General Motors, so GM is gonna design eight total medium-duty trucks, four each battery electric and four fuel cell electric trucks. So this project's really unique. Not only is GM – not only will they be designing the trucks and building the fuel cell stacks, but they're also planning to work closely with Nel on the development of a station that will include a fuel cell system to provide fast charging for the battery electric vehicles, as well as an electrolyzer to supply the hydrogen for the fuel cell electric vehicles. So I'm really excited to see this project. You know, GM has a long history of stack manufacturing, and I'm hoping that they'll be able to share some of that with Nel and allow some of that advancement to take place on the electrolyzer side, as well.

On the right side here, Ford Motor Company. So they're gonna be demonstrating five total Class 4-6 medium-duty vocational trucks. I believe they're looking at bucket utility trucks. They're sort of aiming for 300-mile range, using 700 bar compressed hydrogen, and sort of payload and towing capacity on par with incumbent technologies. So in general here, hopefully these projects—I'm excited. I mean, they are just underway, they just got negotiated, and so they have posters this time, but next year, hopefully, you'll be able to get oral presentations from these guys, and hopefully we can make lots of advancements here.

Dimitrios talked a lot about Million Mile Truck Consortium, so hoping that these projects can sort of work together, and some of that technology can be brought in as well. Lots of good team members here across the board. Especially we want to highlight the fleet operators. These trucks are gonna be tested all over the country—cold weather, warm weather, you name it. So I'm looking forward to hearing progress from these projects next year.

All right. The next slide here, these are covering a couple of older projects that we have in our portfolio. So CTE, they're looking at a fuel cell hybrid electric delivery van. Well, this is a fuel cell range extender project, and Sunita highlighted this project as well in the plenary. Ten total trucks have been built thus far. It'll be entering service at the UPS Service Center in both Ontario and Gardenia, California. Five more trucks are in assembly, and then, it's exciting—these trucks will be implemented with GPS tracking units, so then we can actually measure the mileage as well as the CO2 avoided in disadvantaged communities within California.

The project on the right, we call this the H2Rescue project. And so this was really sort of born out of our interagency working group that Pete Devlin heads up, so lots of different government agencies involved in this, most notably Army, DOE, and Department of Homeland Security, and then Cummins was actually the OEM developing the truck and building that out. So the goal here is to develop and demonstrate a disaster relief truck to provide victim aid, communication support, exportable power, and potable water. Thus far they've designed this vehicle, and it's started assembly. Once that vehicle is built and initially tested, it's gonna be sent to an army base in Ft. Collins, Colorado, and after that, sent to a FEMA location in Oakland, California.

So I've talked quite a bit about medium- and heavy-duty trucks. Of course, you can't have any of those trucks if you don't develop the necessary refueling infrastructure to go along with that, and that also touched on a project we have at NREL with several members of industry, where they've now hit 13 kilograms per minute in average flow rate. So the project on the left here with Electricore, along with Bennett and WEH, is in the same vein. They're looking to develop a dispenser nozzle, receptable hose, breakaway, everything you need here for this dispenser, aiming for 100 kilograms in 10 minutes with 700 bar.

And so once built, this system will be tested at NREL. They've completed a lot of the design work and completed a lot of the manufacturing, like a prototype nozzle and different components. So again, looking forward to having that tested at NREL.

So pivoting slightly to beyond vehicles, so this is a Hornblower project. This project's about a year old. This is a first-of-a-kind maritime hydrogen refueling infrastructure project on the water. So this project will be able to provide up to 530 kilograms of hydrogen per day onboard a barge at the San Francisco waterfront, and they will also have a fuel cell onboard to provide fast charging for full battery electric vessels. Thus far, they've evaluated all the equipment for the maritime industry. I learned a new term here—the marinization of this equipment's been completed, it's all sort of able to be located at the sea with no issues there. The barge design is also complete. You can see the picture here in the bottom left is of a 75-passenger ferry vehicle that is called the Sea Change, built by Switch. So that vehicle right now is undergoing sort of initial testing in Washington State, and we're hoping within the next year or two that it'll be down in the San Francisco waterfront, fueling from this barge.

So next slide here. I showed a couple similar slides last year. This is total cost of ownership for both passenger rail as well as passenger ferries. So the process here is we take this total cost of ownership, and we compare it with incumbent technologies, which in this case is essentially diesel for both of these, and then we can use that to back out what targets we need to achieve and enable to be competitive with those incumbent technologies.

So I did wanna put these two total-cost-of-ownership figures here, as they have been slightly updated since when I showed them last year, but I think the key takeaways haven't really changed. When we looked at both these applications, if you can get down to $60 per kilowatt-hour fuel cell CAPEX cost, and also a cost of hydrogen of like roughly $3.50 to $4.00 per kilogram, you can really become cost competitive with diesel. So drawing that a little bit further, as we looked at ferries, I think a lot of ferries nowadays, they don't really fill those up every single day. But with hydrogen, obviously, the cost of onboard storage is expensive, so if you can change sort of how those operate a little bit, and fill those up every single day, you know, it's increased number of fuelings, but you can still operate the ferry for the entire day, then you can get to the sort of lower TCO cost than diesel.

With the passenger electric trains, the big issue there is developing that liquid hydrogen refueling capacity at the rails if you wanna compete with diesel. So for both of these applications, we've now drafted these specific targets. They're going through a whole set of rigorous reviews, and we hope to have those targets, they're gonna be published through program records, and published later this year.

All right. So now I'm gonna shift gears here slightly again. So we're gonna look at the industrial and chemical processes. So as I mentioned, we were planning to hopefully ramp up considerably in this space in FY22, our budget didn't really allow, but we still do have two projects that we've coined our HySteel projects, looking at decarbonizing iron and steel production with hydrogen.

So the project on the left, the Missouri University of Science and Technology, they will be combining a hydrogen direct-reduction furnace for iron making with electric melting for steel making, and all integrated into a flexible, clean grid. Thus far, this project has completed their preliminary techno-economic analysis and developed a scalable kinetics model for their mixed hydrogen-natural gas reduction system. And then they've also completed the pilot reactor design, and construction of that is underway. On the right here, UC Irvine, this project's also looking at hydrogen, direct reduction using hydrogen, but this project's a little bit more focused on the thermal and process integration of a solid oxide electrolyzer from fuel cell energy connected with a DRI furnace. So, pretty interesting.

And note that the UC Irvine project's completed initial systems model showing that the energy intensity using hydrogen is less than half the energy intensity needed for the more traditional—like blast furnace and basic oxygen furnace setups. So both these projects right now, they're just focused in on demonstrating sort of one ton per week iron production and understanding the overall economic viability, but certainly with a eye toward much higher production volumes going forward.

All right. Finally, the enabling activities. Just in the interest of time, I'm not gonna be able to hit on all of these. There are a couple I wanna mention just by name real quick. Sunita highlighted in her plenary, and we have our new H2Edge project, which is focused on workforce development, sort of creating coursework at colleges. And then we also have an NREL project looking at quality control, quality assurance with Mike Ulsh's group at NREL. It's a long-time, ongoing project. This year they were able to show that optical transmission imaging can provide fast in-line loading maps for catalyst-coated membranes.

But I do want to touch on a couple projects related to safety, codes and standards. So for a long time now, sort of heard industry complain that, "Wow, NFPA 2, and the setback distance requirements from that, are onerous and difficult, and makes the station too big." So we took that to heart and we've been working closely with Sandia. If you go back to sort of the 2016 edition of NFPA 2, and you did like a reference station design that they released, you can see here it's about 18,000 square feet.

The setback distances were based on overall storage volume. Lots of different individual exposures. Five different distances there. Pretty hard to repeat all this. And so as I talked about in my presentation last year, we worked with Sandia and Livermore to measure the hydrogen release from liquid hydrogen dewars to make sure that that hydrogen wasn't so dense that it wasn't coming back down and like getting sucked into HVAC units, or something like that. So they used lasers to detect that, and it sort of matched exactly where the visible cloud was being released, so that was great. We took all of that information—I should say Sandia took it back to the NFPA 2, and were able to draft up new language that now has been voted on and approved by that code committee, and the official language will make it into the 2023 edition.

So now the distances are more, I think, accurately based on a safety perspective based on pipe size and operating pressure. There's only three exposure groups. All of this is well documented and repeatable. Now Sandia went back and looked at that same reference station design and found that it can be less than 11,000 square feet, almost a 40% reduction. So this is the type of thing where you can take R&D and feed it back into the different code committees, and really make a difference. So brainstorming with Laura and Christine Watson on what else can we do in the same sort of space, along the same vein? And so of course with the hydrogen hubs coming online, lots of new folks in this area. Lots of different end uses are gonna be looked at. Sunita showed the slide earlier – which different agencies do you have to go talk to for the different codes?

I mean, there's a whole host of them. And so I think our goal here is to improve the accessibility of codes and standards that are often seen as complex and difficult to understand. And to do that we wanna develop sort of a flow map or flow model to connect the developers to the appropriate codes and standards. So if I'm gonna look at maritime, I know who to talk to. I'm looking at rail? I know who to talk to. Bulk storage? I know the applicable codes and standards, and which agency to go talk to. So I'll look for more work on that next year.

All right, so this project on this slide is focused on another key aspect of the safety, codes and standards work, which was sensors. So on the left side, NREL here is showing that sensor technology can accurately detect and measure unintended hydrogen release to ensure facility safety.

On the right side are some key highlights from a recent workshop co-hosted by DOE and the European Commission, which focused on identifying and mitigating hydrogen release, as well as the potential atmospheric impacts of hydrogen that is released. So, obviously, we wanna mitigate any release, just simply due to cost and safety implications, but we are gonna place even more emphasis on sensor technology, all the way from hydrogen production through the end use. And in addition, we are planning to partner with the National Oceanic and Atmospheric Administration to better understand the potential impacts of hydrogen on atmospheric chemistry, as well as potential impacts on climate change. The other information is just like, you know, is the level of hydrogen changing throughout time, the level of hydrogen in the atmosphere? So we are hearing similar grumblings in this space out there in the industry, and we are trying to do our best here to address some of those key concerns.

So the next slide here focused on examples of our industrial collaboration. Several examples here, but a few I wanted to highlight. In the upper left, we have our Mission Innovation space. So in green there, it's Mission Innovation Clean Hydrogen, and as part of that, we actually developed a new off-road working group, working a lot with Chile to look at like mining equipment. And then in blue there, we have our Mission Innovation shipping work. Pete is sort of heading all of this up for us. This is looking at maritime collaboration with Denmark, Norway, and the United Kingdom on ships, fuel production, and port infrastructure.

The bottom right, Michael Hahn is heading this up as a new partnership with the U.S. and Netherlands, and NREL is involved in this as well. And so the idea here is learning from the Dutch. They've already implemented a lot of this, simply because they have shortages of land, and so they've done a lot of the initial techno-economic analysis and sort of looked at the different options. You know, do you produce the hydrogen at the wind turbine and pipe it in to the shore? Or do you pipe the power to shore and produce the hydrogen on the shore? There's different ways to look at it, and we're partnering with them to sort of get lessons learned there. Sunita already highlighted the Center for Hydrogen Safety. Again, this remains an important collaborative effort here, 80 members and growing, as well as IPHE. Laura Hill is working on the RCSS working group, Regulation Codes and Standards working group, along with the JRC. And they've restructured that a little bit to now form specific task forces, looking at different sort of key areas of safety, codes and standards such as maritime usage, bulk storage, and bridges and tunnels.

So a little bit more on all of our collaboration. There's a lot here. I'm not gonna go through all of it. But certainly, on the industry side, we continue to work, CHS I mentioned, 21st Century Truck, US DRIVE. We started a steel working group. The wind working group, I just talked about. On the right side, we continue our interagency working group that Pete Devlin is heading up, working with lots of different agencies across the government.

And then, a couple things I do wanna highlight here in green. Working with our Advanced Manufacturing Office, looking at industrial decarbonization. VTO, we're partnered with them on the SuperTruck project. And our Wind Energy Technologies Office, again, I talked quite a bit about that today. Obviously, OCED—Office of Clean Energy Demonstration, Nuclear Energy, and Fossil Energy and Carbon Management. We're working with all three of those offices to develop sort of the framework for hydrogen hubs.

So this chart is a bit of an eye chart. I think most of these ones for FY21 I touched on in last year's presentation. Same with FY22 here—I touched on most of these key highlights. Twenty-three—when I was putting this slide together, it just sort of dawned on me, in the last couple years, just how much work we've done on the demonstration side, looking at lots of different ways to produce hydrogen at scale, lots of different potential end uses. Really sort of setting that seed to de-risk this industry as a whole for some of these first-of-a-kind type demonstrations. One I will point out here on the upper right of FY23, so the rest of our work this year and into next year is gonna be really focused in on these regional clean hydrogen hubs, and selecting at least four of those in collaboration with OCED.

So that provides a nice segue now to our regional clean hydrogen hub update. So, to use Sunita's language from earlier today, unless you've been living under a rock, you probably have heard this. But just as a quick update, the regional clean hydrogen hubs, or the H2 Hubs, as we call them, passed by the Bipartisan Infrastructure Law, or the BIL. So the stated purpose here is to establish a program to support the development of at least four regional clean hydrogen hubs that do all three of these things.

So first, aid the achievement of the clean hydrogen production standard. And so, as defined in the BIL, that clean hydrogen production standard is hydrogen produced with a carbon intensity less than or equal to 2 kilograms of CO2 per kilogram of hydrogen at the site of production. And I'm gonna talk more about that here in a minute. Now, the second thing is to demonstrate the production, processing, delivery, storage, and end use of clean hydrogen. And then, sort of the ultimate vision here, is developing all of this into a national clean hydrogen network. So again, this is $8 billion over 5 years. This picture in the middle is a new graphic that we came up with that sort of illustrates all of the requirements in the BIL.

So the BIL does require we select at least one hub with these different sources of hydrogen: so nuclear, renewable, and fossil. And it also says that we must have hubs that cover at least one of these end uses per hub, so this includes industry, power generation, residential/commercial heating, as well as transportation. And of course, in the middle of all of this, you do need the connected infrastructure. So, obviously, every hub is not gonna have all of these pieces, right? This is just sort of for illustrative purposes, to illustrate all the language in the BIL. But the big thing here to note is, really, we are working and aiming for a complete hydrogen ecosystem concept. We are not looking for one-off demonstration projects that we'd fund in the past, but we need to have multiple elements—multiple ways to produce the hydrogen, multiple end uses—to really create a hub.

And then, that sort of covers all the technical aspects, right? But everything in blue here is sort of all those non-technical aspects that the hubs must also cover. So they must focus on environmental justice, community engagement—early and often, right—job creation, workforce development, labor standards, diversity, equity, and inclusion. If you've listened to our webinars on this topic in the past, or read our Request for Information, and certainly in our Notice of Intent now, you'll see all of the emphasis we've placed on these different areas.

And then, perhaps most important of all is commercial sustainability. These hubs must remain sustainable past the DOE funding. This is not like a one-off demonstration project, you get DOE funding and then the project ends. These gotta continue on well past DOE funding, and we are going to hold these applicants accountable to tell us how these things are gonna be sustainable and meet all of these bullets here in blue throughout the life of the project.

So just a little bit of sort of history of how we got to where we are. We've held webinars in this topic back in December, and then another one in February. A Request for Information was issued in February as well. A big thanks to everybody out there. We had over 300 responses, literally thousands of pages of responses that I had to create an entire team of folks to be able to go through and comb through all those pages. And that helped us a lot as we developed sort of the strategy that you'll see in the Notice of Intent, as well as it will go into the Funding Opportunity Announcement.

I'll talk more in a minute on H2 Matchmaker. We've held numerous environmental justice and tribal listening sessions. Again, lots of good feedback from those groups. Of course, the big news today from Secretary Granholm is that the Notice of Intent has been released. It's roughly 10 pages, and hopefully it provides a lot more details on sort of our planned strategy and requirements. I'll get into those a little bit more on the next slide. The other big thing in the NOI is it notes that our goal is to issue the actual Funding Opportunity Announcement in September or October.

So, diving a little bit further. I already mentioned the timing of the FOA. The second thing here is, in the past we've talked about just soliciting initially for phase one, but this has changed. We are now soliciting for all four phases of the project. You can see those four phases detailed here, and there's a nice diagram that Sunita showed earlier, and it's also in the NOI. There's the link there. So phase one, detailed project planning, 12 to 18 months. This could go faster for some hubs that maybe have done a lot more of the planning and the analysis, but then they gotta meet that go/no go decision point in the criteria there that we will negotiate with each project between all the phases. So they meet that; they move into phase two. And phase two, to me, is crucial. Right now, you developed a project. You develop all the permitting, the financing. All the NEPA's gotta be approved, financing approved, offtake agreements approved, permitting. All these things have to be ready to go and in place, so that we can move the project into phase three.

And then, that's where we actually start the installation, integration, and construction. Of course, depending on how complicated the projects are, how much new construction is required compared to retrofitting, you know, that'll be two to four years, roughly. And then phase four is just sort of operating those, ramping those hubs up, operating and collecting data. Now, so for this initial launch, we're looking at funding. We're selecting a total of six to ten hubs, a total of $6 billion to $7 billion. The DOE share here, we're sort of focused in on $500 million to $1 billion, but you'll notice here the range is actually a little bit wider than that. So for some projects, maybe they have really good justification to go slightly less than $500 million. Maybe it's an island nation or a tribal nation, or something like that. If they have good justification, you could go down to $400 million, but we really don't wanna go smaller than that, because again, the idea is to create a hub, not just a one-off project.

On the flip side of this, we're sort of hoping to keep it at $1 billion, but I think for those really large hubs, or maybe instances where we're connecting multiple hubs together and they have strong justification, we would perhaps allow up to $1.25 billion per hub. And then, the cost share here, it's 50 percent cost share for the entire project, and so this means if it's $1 billion in DOE share, then you add another billion of cost share, so $2 billion total project value. I mention again, the hubs must meet or exceed the clean hydrogen standard. And of course, though, we do wanna give preference to hubs that will reduce the greenhouse gas emissions across the entire, full project life cycle, not just at the point of production.

And we'll also give preference to those projects that can make hydrogen even cleaner than that minimum requirement. And we've also added here sort of the minimum amount of hydrogen produced per day is a range of 50 to 100 metric tons per day. And there's a range there, because that sort of lines up with the range of funding. And then, finally, the hydrogen hubs will include substantial engagement of local and regional stakeholders to ensure that they generate local, regional, and national benefits, while mitigating any environmental or community impacts. So, last thing is just a caveat here. You know, this is only a Notice of Intent. We are not asking for applications at this time, so please be patient. Hold off, wait till September, October. The other thing is, all of this could change. We continue to sort of evolve the process and refine our thinking on lots of these things, so this could still change. But I'm hoping now that this gives industry and all the hub teams that are being formed—I mean, we see you guys out there; we know you're forming. Hopefully it gives you a lot more insight into our thinking and what we're ultimately gonna be asking for in that FOA.

I mentioned H2 Matchmaker—Sunita covered this pretty well, but this is a voluntary self-identification. If you're interested in being part of a hub team, you can fill out this online form. We'll do a quick vetting of it, and then you get populated onto this map. You can slice and dice this map many different ways, looking at producers, end users, consumers, supporting stakeholders, finding out if some of these companies are maybe located in disadvantaged communities. So lots of information on this website. I encourage you to check it out. I think as of a couple weeks ago, we had nearly 300 activities that had already been added to this, and so please check out that website.

Last thing, as several others have done now, is a plug out to those who are interested. You wanna join the hydrogen movement here, or you want to join DOE, we are actively looking for Hydrogen Shot fellows right now. The last slide, H2 Matchmaker, one of our fellows, Zac Taie, he did a wonderful job of putting all that together single-handedly, and that parlayed into now a full-time federal job here on my team with DOE, so that's wonderful. We have several examples of this. So if you guys are interested, I encourage you to check out this website, contact me directly, contact anyone within the group. We are definitely wanting to talk to you and give you an interview.

My last slide here, just really overall a big thanks to this entire team. This amazing team, the last year, I can't even describe sort of how busy and insane it's been sort of behind the scenes, trying to implement all these BIL provisions. And especially the hub side—the feds, the contractors, the fellows, everybody's done an amazing job. So, big thanks to the team here, the Technology Acceleration team, and big thanks for everybody's participation here in the AMR today. So with that, Eric, I'll pass it back to you.