Hardtech innovator fellowship opens applications for 2025 Houston cohort

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Activate's application is live from now through October 23, and all founders of early-stage, research-backed hardtech companies in Houston are encouraged to apply. Photo via Getty Images

Applications are officially open for a hardtech-focused incubation and fellowship program's second Houston cohort.

Activate's application is live from now through October 23, and all founders of early-stage, research-backed hardtech companies in Houston are encouraged to apply. The Berkley, California-based program launched in Houston last year and recently named its inaugural Houston cohort.

“The Activate Fellowship provides an opportunity for approximately 50 scientists and engineers annually to transform into entrepreneurial leaders, derisk their technologies, define first markets, build teams, and secure follow-on funding,” says Activate’s executive managing director, Aimee Rose, in a news release. “With an average 30 percent annual growth in applications since 2015, we know there is high demand for what we do, and we’re excited to see the talent and impactful ideas that come through the pipeline this year.

The program, led locally by Houston Managing Director Jeremy Pitts, has 249 current Activate fellows and alumni that have collectively raised over $2.4 billion in public and private funding since the organization was founded in 2015.

“The success of Activate Fellows is ample evidence that scientists and engineers have the talent and drive to face global challenges head-on,” adds Activate chief fellowship officer, Brenna Teigler. “Our diverse fellows are transforming technical breakthroughs into businesses across the United States in 26 states across a range of sectors spanning carbon management, semiconductors, manufacturing, energy, chemicals, ocean tech, and more.”

The application is available online, and fellows will be selected in April of next year. The 2025 program will begin in June.

Activate is looking for local and regional early-stage founders — who have raised less than $2 million in funding — who are working on high-impact technology. Each cohort consists of 10 fellows that join the program for two years. The fellows receive a living stipend, connections from Activate's robust network of mentors, and access to a curriculum specific to the program.

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Gautam Phanse of Chevron Technology Ventures answers questions about this unique program. Photo courtesy

Q&A: Chevron's unique clean energy studio role in Houston entrepreneur community

matchmaking innovation

A new program from Houston-based Chevron Technology Ventures is rethinking how best to commercialize research-based technology.

This spring, Chevron Studio announced its second cohort of its program that matches entrepreneurs with promising technologies coming out of universities and labs. The overall goal of the studio — a collaboration between Chevron and the National Renewable Energy Laboratory, or NREL — is to scale up and commercialize early-stage technologies that have the potential to impact the future of energy.

Once selected, there are three phases of the program. After the entrepreneur applications closed in March, the first step was matching the selected entrepreneurs with the inventors of the selected intellectual properties, which will occurs over three to four months. The next phase includes scaling up the product — something that will take one to two years, depending on the tech. The last step would be a trial or a pilot program that includes rolling out a minimum viable product at commercial scale at Chevron or an affiliate. The next cohort application period will open next month.

Gautam Phanse is the strategic relationship manager for Chevron Technology Ventures. He joins InnovationMap for a Q&A to explain more about the opportunity.

What types of technologies is Chevron looking to bring into commercialization through this program? How is the program different from existing accelerators/incubators/etc.?

Gautam Phanse: Chevron Technology Ventures brings external innovation to Chevron. Key focus areas for CTV are industrial decarbonization, emerging mobility, energy decentralization, and the growing circular carbon economy. Chevron Studio is one of the tools to achieve this goal. The current focus areas for Chevron Studio are: carbon utilization, hydrogen and renewable energy, energy storage systems, and solutions for circular economy. These focus areas will be reviewed every year and additional areas could be brought into the mix.

The goal of Chevron Studio is to scale up and commercialize technology developed in the Universities and National Labs. We curate the intellectual property developed at universities and national labs and provide a platform to match entrepreneurs with the IP. The program provides seed funding and a pathway through incubation, pilot and field trials to scale up the technologies. The uniqueness of this program is its target and the breadth of its scope — all the way from incubation to field trials.

How does Chevron Technology Ventures and the National Renewable Energy Laboratory collaborate on this project? What role does each entity play?

GP: CTV has a long history of supporting innovation and the startup community. And over the years we’ve seen the consistent gaps and the struggles that the startup companies have in scaling up technologies. We also have a long history of working with national labs and universities and have seen the challenges in getting these technologies out of the labs. The idea for Chevron Studio grew out of these challenges.

NREL’s Innovation and Entrepreneurship Center manages Chevron Studio, working closing with entrepreneurs and guiding them through the program while leveraging capabilities at the lab and activating the IEC’s network of cleantech startups, investors, foundations, and industry partners.

What are you looking for from the entrepreneur applicants? Who should apply?

GP: We are looking for entrepreneurs who are seeking their next opportunity. They should have a passion in lower carbon solutions and the patience to work on early-stage technologies to see them through scale up and commercialization. Aspiring entrepreneurs with demonstrated passion are also welcome to apply. The entrepreneurs are expected to build a team, raise funds and grow the business providing competitive solutions to the industry.

Tell me about cohort 1. How did it go and what were the participants able to accomplish?

GP: We were really excited about the response we got from both the entrepreneur community and the universities and national labs. We had a strong pool of entrepreneurs and a great mix of IP and frankly had a tough time making the selection. The first cohort had four entrepreneurs in the initial discovery phase. Some of them have now graduated, and we will be announcing the participants in the next phase — for scaling up — shortly.

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This conversation has been edited for brevity and clarity. This article originally ran on InnovationMap.

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Houston-based co. closes acquisition of 50 percent stake in Texas cogeneration facility

M&A Moves

Fengate Asset Management announced the financial close on the acquisition of a 50 percent interest in Freeport Power Limited, which owns a 440-megawatt cogeneration facility in Freeport, Texas.

FPL is located near the Freeport Energy Center, which is a 260-megawatt cogeneration facility that is currently owned and managed by Fengate. The two facilities work to provide cost-effective power and steam to Dow’s Freeport site, which is the largest integrated chemical manufacturing complex in the Western Hemisphere.

“We are thrilled to have closed this acquisition, which aligns with our strategy of acquiring behind-the-meter cogeneration projects with strong industrial partners like Dow,” Greg Calhoun, managing director of Infrastructure Investments at Fengate, says in a news release.

Fengate was able to acquire interest in FPL under a strategic operating partnership with asset manager Ironclad Energy. The partnership with Ironclad was established in 2022 to acquire and operate cogeneration, district energy and other power generation projects throughout North America.

“This is our second acquisition with Fengate, and we look forward to continuing our partnership to optimize and expand the portfolio,” Christopher Fanella, president and CFO of Ironclad Energy, says in the release.

Fengate opened its first U.S. office in 2017 in Houston.

“Combined heat and power projects like FPL will continue to play an important role in the U.S. power industry – especially for hard-to-abate industrial sectors – to ensure reliability, efficiency and affordability,” adds in the release.

Houston energy leader on why the future of fuels is more than electric vehicles

guest column

Gasoline, diesel, bunker fuel, and jet fuel. Four liquid hydrocarbons that have been powering transportation for the last 100-plus years.

Gas stations, truck stops, ports, and airport fuel terminals have been built up over the last century to make transportation easy and reliable.

These conventional fuels release Greenhouse Gases (GHG) when they are used, and governments all over the world are working on plans to shift towards cleaner fuels in an effort to lower emissions and minimize the effects of climate change.

For passenger cars, it’s clear that electricity will be the cleaner fuel type, with most countries adopting electric vehicles (EVs), and in some cases, providing their citizens with incentives to make the switch.

While many articles have been written about EVs and the benefits that come along with them, they fail to look at the transportation system as a whole.

Trucks, cargo ships, and airplanes are modes of transportation that are used every day, but they don’t often get the spotlight like EVs do.

For governments to be effective in curbing transportation-related greenhouse emissions, they must consider all forms of transportation and cleaner fuel options for them as well.

43 percent of GHG emissions comes from these modes of transportation. Therefore, using electricity to reduce GHG emissions in light duty vehicles only accounts for part of the total transportation emissions equation.

The path to cleaner fuels for these transportation modes has its challenges.

According to Ed Emmett, Fellow in Energy and Transportation Policy at the Baker Institute Center for Energy Studies (CES);

"Airplanes cannot be realistically powered by electricity, at least not currently, and handle the same requisite freight and passenger loads"
"The long-haul trucking industry [...] pushed back against electrification as being impractical due to the size and weight of batteries, their limited range, and the cost of adoption"
"Shipowners have expressed reluctance to scrap existing bunker fueled ships for newer, more expensive ships, especially when other fueling options, e.g. biofuels and hydrocarbon derivatives-for fleets can be made available"

Finding low-cost, reliable, and environmentally sound fuels for the various segments of transportation is complex. As Emmett suggests in his latest article;

"Hovering over the transition to other fuels for almost every transportation mode is the question of dependability of supply. For the trucking industry, the truck stop industry must be able to adapt to new fuel requirements. For ocean shipping, ports must be able to meet the fuel needs of new ships. Airlines, air cargo carriers and airports need to be on the same page when it comes to aviation fuels. In other words, the adoption equation in transitions in transportation is not only a function of the availability and cost of the new technology but also a function of the cost of the full supply chain needed to support fuel production and delivery to the point of use. Going forward, the transportation industry is facing a dilemma: How are environmental concerns addressed while simultaneously maintaining operational efficiency and avoiding unnecessary upward cost shifts for moving goods and people? In answering that question, for the first time in history, modes of transportation may end up going in multiple different directions when it comes to the fuels each mode ultimately chooses."

This is why many forecasts predict that hydrocarbon demand will continue through 2050, despite ambitious aspirations of achieving net zero emissions by that year. The McKinsey "slow evolution" scenario has global liquid hydrocarbon demand in 2050 at 92mmb/d versus 103 mmb/d in 2023. With their "continued momentum" scenario, oil demand is 75 mmb/d. Proportionally, global oil demand related to GHG emissions from transportation would decline 11-27 percent. The global uptake of EVs is the primary driver of uncertainty around future oil demand. In all the McKinsey scenarios, the share of EVs in passenger cars sales is expected to be above 90 percent by 2050.

The Good News

Despite the relatively slow progress expected for reducing GHG emissions in the global transportation sector, there are solutions emerging that lower the carbon footprint tied to traditional petroleum-based fuels. Emmett highlights some of the methods under study, noting that "sustainable biofuels sourced from cooking oils, animal fats, and agriculture products, as well as hydrogen, methanol, ammonia, and various e-fuels are among the options being tested. Some ocean carriers are already ordering ships powered by liquified natural gas, bio-e-methanol, bio/e-methane, ammonia, and hydrogen. Airlines are already using sustainable aviation fuel as a supplement to basic aviation fuel. Railroads are testing hydrogen locomotives. The trucking industry is decarbonizing local delivery by using vehicles powered by electricity, compressed natural gas, and sustainable diesel. Long-haul trucking companies are considering sustainable diesel as a drop-in fuel for existing equipment, and fuel suppliers are researching new engines fueled by hydrogen and other alternative fuels."

Most of these options will require a combination of increased government incentives, along with advancements in technology and cost reductions.

McKinsey's "sustainable transformation" scenario, which considers potential shifts in government regulations as well as advancements in technology and cost, suggests there is moderate growth in alternative fuels alongside growth in EVs. Mckinsey projects;

EV demand could grow to over 90 percent of total passenger car sales by 2050
EVs to make up around 80 percent of commercial truck sales by 2050
In aviation, low carbon fuels such as biofuels, synfuels, hydrogen and electricity are projected to grow to 49 percent by 2050.

According to McKinsey, the combination of these alternatives along with demand changes in power and chemicals could reduce global oil demand to 60 mmb/d in 2050. The shift to cleaner fuels, for modes of transportation other than EVs, is underway but the progress and adoption will take decades to achieve according to McKinsey’s forecasts.

Looking more closely at EVs, the story may not be as dire globally as it seems to be in the West. While the U.S. appears to be losing momentum on electric vehicle adoption, China is roaring ahead. New electric car registrations in China reached 8.1 million in 2023, increasing by 35 percent relative to 2022. McKinsey’s forecasts have underestimated global EV sales in the past, with China surpassing their estimates, while the U.S. lags behind. It’s clear that China is the winner in EV adoption; could they also lead the way to adopt cleaner fuels for other modes of transport? That is something governments and the transportation industry will be watching in the years ahead.

Conclusion

While we are not on a trajectory to meet the aspirations to reduce global GHG emissions in the transportation sector, there are emerging solutions that could be adopted should governments around the world decide to put in place the incentives to get there. Moving forward, the future of transportation fuels will be shaped by a mix of innovation, government policies, and what consumers want. The focus will be on ensuring that the transportation sector remains reliable, secure, and economically robust, while also reducing GHG emissions. But, decarbonizing the transportation sector is much more than just EV's – it's a broader effort that will require continued global progress in each of the multiple transportation segments.

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Scott Nyquist is a senior advisor at McKinsey & Company and vice chairman, Houston Energy Transition Initiative of the Greater Houston Partnership. The views expressed herein are Nyquist's own and not those of McKinsey & Company or of the Greater Houston Partnership. This article originally ran on LinkedIn on October 9, 2024.

Houston company secures $10M contract to deliver subsea well decommissioning solution

big deal

Houston energy services provider Expro was awarded a contract valued at over $10 million for the provision of a well decommissioning solution.

The solution will combine subsea safety systems and surface processing design that can enable safe entry to the well and management of well fluids.

“The contract reinforces our reputation as the leading provider of subsea safety systems and surface well test equipment, including within the P&A sector,” Iain Farley, Expro’s regional vice president for Europe and Sub-Saharan Africa, says in a news release. "It demonstrates our commitment to delivering best-in-class equipment, allied with the highest standards of safety and service quality that Expro is renowned for.”

Expro will provide from its global support hub in Aberdeen, a surface fluid management package and a market-leading 7-3/8 inch large-bore subsea test tree assembly (SSTTA). This will include surface tree and controls that can provide dual barrier and disconnect capability to facilitate re-entry into the subsea wells.

Expro has been supplying its subsea safety systems and well test equipment to the construction of many of the 52 wells now being plugged and abandoned.

“Having been involved in the development phase for many of these fields, we have gained a life of well experience that will be invaluable for this P&A campaign,” Farley adds. “Our expertise and know-how will help deliver key technical and commercial benefits for the client across the project.”

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