{"id":91915,"date":"2021-09-02T05:20:24","date_gmt":"2021-09-02T05:20:24","guid":{"rendered":"https:\/\/www.alj.com\/?post_type=perspective&p=91915"},"modified":"2021-10-12T08:07:17","modified_gmt":"2021-10-12T08:07:17","slug":"next-stop-hydrogen-powered-public-transport","status":"publish","type":"perspective","link":"https:\/\/alj.com\/en\/perspective\/next-stop-hydrogen-powered-public-transport\/","title":{"rendered":"Next stop: hydrogen-powered public transport"},"content":{"rendered":"

How the universe’s favorite element could become the go-to energy source for public mobility<\/h4>\n

If we\u2019re going to put the brakes on global warming, the way we power vehicles has to change \u00a0\u2013 not just private cars with their intermittent usage, but the vehicles of mass public transport that are driving around our cities all day, every day.\u00a0<\/p>\n

Transportation accounts for 24% of global CO2<\/sub> emissions from fuel combustion, of which three quarters is road traffic.[1]<\/sup><\/a>\u00a0 The EU alone needs to eliminate 72% of the CO2 <\/sub>\u00a0from its transportation fleet by 2050, to achieve the 2\u02daC (or less) scenario of the Paris Agreement<\/a> targets.[2]<\/sup><\/a>\u00a0<\/p>\n

\"\"<\/p>\n

Electrification is often seen as the obvious answer\u2014but is it always the best?\u00a0 In previous articles, we’ve championed the potential of hydrogen to revolutionize green energy<\/a> and drive zero-emission transport<\/a>.\u00a0 Here we focus on one of the most promising applications for this underused energy source: hydrogen-powered public transport.<\/p>\n

What makes hydrogen ideal for public transport?<\/h2>\n

Hydrogen is an established, versatile, and easy-to-produce energy source.\u00a0 It also has numerous advantages which make it well-suited for larger vehicles, from buses to trains.<\/p>\n

Fuel Cell Electric Vehicles (<\/em>FCEVs) running on hydrogen produced, for example, emit 45% fewer emissions than vehicles with internal combustion engines.[3]<\/sup><\/a>\u00a0<\/p>\n

\"Overview
Overview of Fuel Cell Vehicles (FCVs)<\/figcaption><\/figure>\n

Hydrogen is also far cleaner on the roads.\u00a0 Biofuels, compressed or liquified natural gas (CNG\/LNG), and hybrids all emit unwanted gases which impact local air quality.[4]<\/sup><\/a>\u00a0 Hydrogen just emits water vapor.[5]<\/sup><\/a>\u00a0<\/p>\n

Even more compelling is that fact that when created using renewable energy<\/a> sources, so-called \u2018green hydrogen\u2019 can be a virtually CO2<\/sub>-free power source from production to operation.\u00a0 Battery-powered electric vehicles (BEVs) can achieve this in theory, but always depend on the energy mix where they are charged.\u00a0 Furthermore, hydrogen fuel cells are less energy-intensive to produce than batteries and require significantly fewer materials.<\/p>\n

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Longer ranges, higher payloads<\/strong><\/p>\n

The extended ranges achievable with hydrogen-powered vehicles is where they really come into their own, particularly for public transport.\u00a0 Hydrogen has a much higher energy density than batteries, both in volume and mass (or weight).\u00a0 The typical range of a hydrogen car is 700km\u2013800km, compared to just 300km-400km in the very best performing electric vehicles.[6]<\/sup><\/a>\u00a0 FCEVs are therefore well suited for larger vehicles and those traveling long distances.\u00a0 Hydrogen buses can currently drive 150% further than electric vehicles (500km versus 200km).[7]<\/sup><\/a>\u00a0 This helps to account for hydrogen\u2019s popularity in China, for example, where long-distance buses outnumber inner-city buses five to one.<\/p>\n

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Faster refueling; more convenient storage<\/strong><\/p>\n

Modern FCEVs recharge 10\u201315 times faster than electric vehicles.[8]<\/sup><\/a>\u00a0 And, fuel cell electric buses do not require any additional city infrastructure work or permits other than a centralized hydrogen refueling station (HRS) at the bus depot.[9]<\/sup><\/a>\u00a0 Hydrogen can also help balance the grid and store large amounts of energy for use later; fast electric vehicle (EV) chargers simply add peak demand.<\/p>\n

On track to replace diesel trains<\/strong><\/p>\n

Hydrogen has the energy density to decarbonize trains while eliminating emissions and reducing noise.\u00a0 Electrification remains the preferred option, but track upgrades are often slower and more expensive than converting to hydrogen.\u00a0 Pilots are underway in Germany, and further projects have been announced in Austria and France.[10]<\/sup><\/a><\/p>\n

Even greener \u2013 even cleaner<\/strong><\/p>\n

However, although it may be the most abundant element in the universe, there remain significant hurdles to realizing hydrogen’s potential to decarbonize public transport.<\/p>\n

While hydrogen itself is incredibly clean and emissions-free, the process to produce it is rarely so sustainable, as outlined in our Abdul Latif Jameel Perspectives article on green hydrogen<\/a>. \u00a0Around 95% of hydrogen consumed globally still uses fossil fuels somewhere in the production process.[11]<\/sup><\/a>\u00a0 This accounts for 830 million tons of CO2 <\/sub>per year, roughly the same as the total CO2<\/sub> emissions of the UK and Indonesia combined.[12]<\/sup><\/a><\/p>\n

Not enough renewable energy<\/strong><\/p>\n

Green hydrogen is the obvious answer to the sustainability issue, but there are challenges, here too.\u00a0 The world’s current installed capacity of renewable electricity is 23.4GW of offshore wind, 540.4GW of onshore wind<\/a>, 480.4GW of solar PV<\/a>, and 397GW of nuclear power.\u00a0 These figures are way below the level of renewable power need to deliver sufficient green hydrogen to meet forecast demand.\u00a0<\/p>\n

The International Renewable Energy Agency<\/a> (IRENA) talks of 19 exajoules of renewable electricity-generated hydrogen in the global energy mix by 2050.[13]<\/sup><\/a>\u00a0 Producing that amount of green hydrogen would require at least 6,690TWh of dedicated electricity every year. \u00a0That’s equivalent to 1,775GW of offshore wind farms, 2,243GW of onshore wind, 4,240GW of solar PV, or 957GW of nuclear power[14]<\/sup><\/a>\u00a0 – way beyond our current, or even planned, installed capacity.<\/p>\n

Although these figures are for global hydrogen requirements, not just public transport, they give a sense of the sheer scale of infrastructure development required to produce the amount of green hydrogen required to truly<\/em> achieve its full promise potential.<\/p>\n

Not cheap enough<\/strong><\/p>\n

Finally, and arguably most importantly, green hydrogen is expensive.\u00a0 According to the European Bank for Reconstruction and Development (EBRD<\/a>), green hydrogen currently costs around US$ 3\u20136 per kilogram compared to US$ 1\u20131.8 per kilogram for hydrogen made from fossil fuels.[15]<\/sup><\/a>\u00a0 That\u2019s before infrastructure upgrades and operational expenditure.\u00a0<\/p>\n

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So, just how do we accelerate hydrogen adoption?<\/h2>\n

As with all renewable energy, the success of hydrogen will depend on governments providing plenty of carrot – and some stick – to overcome the challenges outlined above and make hydrogen a meaningfully viable alternative commercially speaking.<\/p>\n

Funding, policies, and regulatory framework…<\/strong><\/p>\n

According to the IEA, most of the 200+ hydrogen projects underway still rely on government funding.[16]<\/sup><\/a>\u00a0 That\u2019s not likely to change any time soon.\u00a0 To advance the prospects of hydrogen becoming a realistic, affordable and sustainable energy source, the International Renewable Energy Agency (IRENA) recommends:<\/p>\n

    \n
  • designing financial support instruments, such as capital expenditure subsidies and tax rebates, to offset the initial cost of new technologies<\/li>\n
  • introducing emissions restrictions and mandates for renewable energy content in industry to encourage greater hydrogen demand<\/li>\n
  • establishing long-term gas grid injection tariffs<\/li>\n
  • enabling electrolyzer operators to participate in ancillary service markets<\/li>\n
  • de-risking investments to spur market uptake and support infrastructure and hydrogen rollout.[17]<\/sup><\/a><\/li>\n<\/ul>\n

    …and the market will do the rest<\/strong><\/p>\n

    Green hydrogen is expensive because it’s not used much.\u00a0 As it gains a foothold, simple economies of scale will kick in, and prices will decrease as usage increases.\u00a0 At the same time, renewable energy costs will, inevitably, continue to fall.\u00a0<\/p>\n

    In its recent ‘Future of Hydrogen’ report[18]<\/a>, the IEA predicts the cost of producing hydrogen from renewable energy could fall by 30% by 2030 due to declining prices of renewables and the scaling up of hydrogen production.\u00a0 The EBRD anticipates that green hydrogen will fall to no more than US$ 1.50 per kilogram by 2050.\u00a0 This would make it comparable with natural gas or even cheaper if carbon penalties rise on fossil fuels.<\/p>\n

    \"\"<\/p>\n

    FCEVs and buses, in particular, are already becoming more affordable.<\/p>\n

    \n

    \u201cThe upfront costs for hydrogen-powered buses were originally substantially higher than either diesel or electric comparative types, at an eye-watering figure close to one million pounds.\u00a0 Prices have dropped significantly since the early deployments and are now likely to be similar in time to electric vehicles,\u201d<\/em> says Ian Warr, Director of Engineering at First Bus[19]<\/sup><\/a>, one of the pioneers of hydrogen buses in the UK.<\/p>\n<\/blockquote>\n

    Destination is in sight<\/h2>\n

    The world has so far been slow to adopt fuel-cell vehicles for public transport.\u00a0 Compared to conventional vehicles \u2013 buses, light rail, trains – the numbers are tiny.\u00a0 However, there are promising initiatives all around the world that suggest the era of hydrogen-powered public transport may be nearer than we think.<\/p>\n

    There have been significant investments in green hydrogen production across the globe.\u00a0<\/p>\n

    \"\"<\/p>\n

    Fuel cell electric buses have been successfully trialed for over a decade, during which there have been significant improvements in efficiency, range, refueling speeds, and availability of refueling stations. There is also growing government support.<\/p>\n

    In Europe, the Clean Vehicles Directive<\/a>[20]<\/a> sets out mandatory minimum procurement targets for clean light-duty vehicles, trucks, and buses for 2025 and 2030, including zero-emission buses.\u00a0 Other big policy drivers include the Directive on Alternative Fuels Infrastructure[21]<\/a> (DAFI), Clean Bus Deployment Initiative[22]<\/sup><\/a> and Low Emission Zones[23]<\/sup><\/a> (LEZ).<\/p>\n

    The top-level impetus for hydrogen comes from the Hydrogen Roadmap[24]<\/a> and the recovery plan of the Next Generation EU program[25]<\/a>.\u00a0 The largest initiatives are JIVE and JIVE2[26]<\/a>, which seek to deploy nearly 300 fuel cell buses in 22 cities across Europe by the early 2020s.\u00a0 JIVE2 is co-funded by a \u20ac25 million grant from the FCH JU[27]<\/sup><\/a> (Fuel Cells and Hydrogen Joint Undertaking) under the European Union Horizon 2020 framework program for research and innovation.\u00a0<\/p>\n

    The goal is to help manufacturers and transport providers leverage joint procurement to refine hydrogen technology, develop refueling infrastructure and establish a viable commercial model – all while reducing emissions in cities.<\/p>\n

    \"LondonIn June 2021, London Mayor Sadiq Khan announced the launch of the first hydrogen-powered double-decker bus fleet in England as part of the capital\u2019s aim to make all London buses zero emissions by 2030.<\/p>\n

    This joins the Department for Transport (DfT) commitment to deliver 4,000 new British-built electric or hydrogen buses and end sales of new diesel buses.[28]<\/sup><\/a>\u00a0<\/p>\n

    Meanwhile, California is building America\u2019s largest hydrogen bus fueling station.[29]<\/sup><\/a> \u00a0China takes it up another level, with massive investment in infrastructure<\/a> and an ever-growing hydrogen fleet.\u00a0 Incentivised by government subsidies, 35 projects related to fuel cells, fuel-cell vehicles and hydrogen refuelling stations worth a combined US$ 17bn were signed in the first five months of 2021 alone.\u00a0<\/p>\n

    The city of Nanjing, for example, is planning to switch all its 7,000+ electric buses to hydrogen.[30]<\/sup><\/a><\/p>\n

    \"\"<\/p>\n

    Abdul Latif Jameel Energy is already onboard<\/h2>\n

    Fotowatio Renewable Ventures<\/a> (FRV), part of Abdul Latif Jameel Energy<\/a>, is proud to be making its own contribution to realizing the potential of hydrogen to revolutionize our public transport systems.<\/p>\n

    FRV is investing more than US$ 1.5 billion in projects worldwide to double the total installed capacity from 2 GW in 2021 to 4 GW in 2024.\u00a0 Most recently, Abdul Latif Jameel Energy\u2019s flagship renewables business is playing a key role in two flagship green-hydrogen-powered public transport projects in Spain.[31]<\/sup><\/a><\/p>\n

    \"\"First, it is teaming up with the Professional Taxi Federation of Madrid<\/a> to help replace at least 1,000 traditional cabs with green hydrogen-powered vehicles by 2026<\/a>.\u00a0 The \u20ac100 million investment seeks to implement a ‘Taxi-as-a-Service’ (TaaS) business model in the cab sector, allowing drivers to use hydrogen vehicles at a competitive cost with a range and refueling time similar to traditional vehicles.\u00a0<\/p>\n

    \"\"<\/p>\n

     <\/p>\n

    FRV will develop hydrogen production, refueling, and fuel supply infrastructure together with \u00a0Madrile\u00f1a Red de Gas<\/a>.<\/p>\n

    \"ALJ<\/p>\n

    The duo will construct a 10 MW electrolyzer to create the hydrogen, powered by a 20 MW solar voltaic plant, capable of increasing capacity in line with demand.<\/p>\n

    \"Toyota<\/p>\n

    \"\"Abdul Latif Jameel\u2019s long-time automotive partner Toyota is supplying the taxis with its record- breaking<\/a> Toyota Mirai<\/a> fuel cell model, capable of traveling up to 600km with zero environmental impact.\u00a0 Grupo Ruiz<\/a> is providing urban mobility expertise, aggregating demand, and making the project more competitive.<\/p>\n

    \"\"The second landmark project is in Alicante, the fourth most populated province in Spain.<\/p>\n

    Here, FRV\u2019s innovation arm, FRV-X, is partnering with Vectalia<\/a> to develop the first large-scale green hydrogen-powered bus transport system<\/a>.<\/p>\n