H2 Fuel Cell Vehicles (H2-FCV)

FACT SHEET NO.: Cat-No.7 / Subcat-No.7.1-2

7. Research and innovation

7.1 Technology: vehicles

H2 Fuel Cell Vehicles (H2-FCV)

Development and market introduction of road vehicles propelled by hydrogen (H2) as energy carrier by converting the H2 in fuel cells into electric energy that drive electric motors is covered by the 'H2 Fuel Cell Vehicles' TPM. Similar as with battery electric vehicles (BEV) the H2-FCV provide the opportunity of road transport to eliminate emissions of local air pollutants and significantly reduce noise emissions. If hydrogen is produced from electricity that in turn is produced from renewable electricity sources H2-FCVs also constitute an option for carbon-free transport. The latter would also reduce fossil energy consumption, thus reducing fossil energy imports and increasing energy security of the EU. However, besides surplus hydrogen from industrial processes the cheapest source of H2 would be from fossil gas, such that pure market forces would lead to usage of hydrogen still based on carbon, i.e. still causing CO2 emissions.
Obstacles for market introduction of H2-FCV include the high cost of vehicles, in particular caused by the cost of the hydrogen fuel cell (HFC) and the lack of sufficient refuelling infrastructure for H2. Therefore a TPM 'H2 Fuel Cell Vehicles' involves a bundle of measures to foster R&D as well as to set the right incentives for market introduction at the right point of time.

At the end of 2007 1.000 fuel cell cars were operated globally. The number of H2 fuelling stations at the end of 2008 amounted to 200 [1]. In the 1990s roadmaps existed in which car manufacturers like Daimler and Toyota had announced to commercialise H2-FCVs by 2004. This date of market introduction was later shifted to 2009 with a target of an annual production of 100.000 H2-FCVs in 2014 by Daimler. In 2013 the large scale production of H2-FCVs was postponed again to the year 2017. This shifting agenda reveals that there exist significant barriers to market ramp-up of H2-FCVs. Until the end of 2012 any of such vehicles in use, i.e. cars and buses, were or are part of a demonstration project or a field test. Examples are:
(1) The municipality of London developed a Hydrogen Action Plan in 2009 according to which 150 H2-FCVs and 6 H2 refeulling stations should be deployed until the end of 2012 [9]. The targets have not been fully met, but moderate progress has been made.
(2) Industry and the European Commission have jointly set-up the Fuel Cells and Hydrogen Joint Technology Initiative (JTI) which prepared and was converted into the Fuel Cells and Hydrogen Joint Undertaking (FCH-JU) [2]. For the period 2008 to 2013 the JTI/JU disposed of a budget of 1 billion Euro to implement R&D and demonstration projects for both stationary and mobile application of HFC. For the period 2014 to 2020 the FCH-JU estimates to increase the budget for HFC deployment to about 18 billion Euro, of which up to 14 billion Euro should be provided by the industry and about 12 billion Euro should go to transport projects. A variety of projects is currently funded e.g. adding hydrogen supplies to existing fuel stations in Oslo (H2MOVES), putting 26 HFC buses into operation (CHIC) or testing HFC in mail delivery fleets (MOBYPOST) [6].
(3) Activities to deploy hydrogen fuelling infrastructure from the year 2015 onwards are bundled in two national H2-mobility groupings in Germany and the UK.Final remark: application of HFC is also discussed and feasible for stationary applications, as well as for other modes than road. However, this TPM focussed on road mode.

Fostering and deployment of H2-FCVs in the European transport system to reduce (urban) air pollution and noise, increase energy security, reduce fossil fuel dependency, reduce GHG emissions of transport and increase competitiveness and leadership of the European industry.

Modal-shift is not objective of the TPM. However, limited modal-shift may occur if relative cost of modes is altered by introducing H2-FCV.

No change

No change

Potential change during phases of limited spatial coverage of H2 fuelling stations to reach one of the few stations. Otherwise no change.

No change

No change

HFC may slightly improve energy efficiency as compared with fossil fuel driven vehicles. More important is that they enable to reduce fossil fuel consumption in transport and to increase the share of renewable fuel / low carbon fuel in transport.

[1] Ball M., Wietschel M. (eds.) (2009): The Hydrogen Economy: Opportunity and Challenges. Cambridge University Press, Cambridge.
[2] FCH JU - Fuel Cells and Hydrogen Joint Undertaking (2012), http://www.fch-ju.eu/, Predecessor: European Fuel Cells and Hydrogen Joint Technology Initiative (JTI)
[3] NEW IG - New Energy World Industrial Grouping (2012), http://www.new-ig.eu/
[4] McKinsey (2010): A portfolio of power-trains for Europe: a fact-based analysis.
[5] Zachmann G., Holtermann M., Radeke J., Tam M., Huberty M., Naumenko D., Ndoye Faye A. (2012): The great transformation: decarbonising Europe’s energy and transport systems. Bruegel Blueprint 16, Brussels.
[6] NEW IG - New Energy World Industrial Grouping (2011): Fuel Cell and Hydrogen technologies in Europe: Financial and technology outlook on the European sector ambition 2014- 2020.
[7] Schade W. (2008): Impact on resource use and emissions of transport by using renewable energy and hydrogen as transport fuel. In: Hartard S., Schaffer A., Giegrich J. (eds.) (2008): Ressourceneffizienz im Kontext der Nachhaltigkeitsdebatte, Nomos, Baden-Baden.
[8] Wells P. (2013): Converging transport policy, industrial policy and environmental policy: the implications for localities and social equity. Forthcoming.
[9] Greater London Authority (2009): London Hydrogen Action Plan 2010 - 2012.
[10] Elementary Energy Limited (2012): Post-2014 London Hydrogen Activity: Options Assessment. Study on behalf of the London Hydrogen Partnership.