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The Future of Hydrogen Chapter 5: Opportunities for hydrogen in transport, buildings and power Figure 51. 120 100 80 60 40 20 Hydrogen refuelling stations and utilisation, 2018 120 100 80 60 40 20 00 Japan Rest of Germany United France China Korea Others Europe States Fuel cell electric cars per hydrogen refuelling station (right axis) Notes: Hydrogen station numbers include both publicly available and private refuelling units. The number of FCEVs used to estimate the ratio includes only light-duty vehicles, and so does not reflect utilisation of stations by other categories of road vehicles. Source: AFC TCP (2019), AFC TCP Survey on the Number of Fuel Cell Electric Vehicles, Hydrogen Refuelling Stations and Targets. The ratio of hydrogen refuelling stations to light-duty FCEVs varies considerably across countries, reflecting differences in approaches to deployment, station size, storage pressure and utilisation. Delivered hydrogen prices are highly sensitive to hydrogen refuelling station utilisation. For example, a ratio close to 10 cars per station (as is the case in Europe) implies that pumps operate less than 10% of the time if the refuelling stations were as small as 50 kgH2 per day.43 This translates to a high price of around USD 15–25/kgH2 if the costs of building and operating refuelling stations are repaid by fuel sales over the lifetime of a station.44 A higher ratio of cars to refuelling stations implies better co-ordination between vehicle and infrastructure deployment and should lead to lower hydrogen prices. However, some countries with high ratios today have FCEVs that are mostly used as fleet vehicles, with fixed routes and refuelling patterns that are not representative of the needs of more widespread deployment. This is the case in China and France, for example. The variability of this ratio among countries indicates different approaches to the risks associated with refuelling infrastructure development. Refuelling stations can take as little as six months to bring into operation in China, but generally take up to two years (CEC, 2017). Approaches that try to mitigate the co-ordination problem and time lag related to infrastructure development include using refuelling stations at or near hydrogen production sites (for instance at industrial sites, intermodal interchange hubs or ports) to serve dedicated fleets (such as industrial operations or, potentially, public buses or taxis). 43 This calculation is based on an annual refuelling volume of hydrogen of 160 kg per year per vehicle and annual mileage of 12 000 km. 44 While station capacities below 50 kg per day would translate into higher utilisation rates, small stations are capital intensive and would not be able to take advantage of the strong scale economies of refuelling stations. As a result, the cost margin added by refuelling of a station with a capacity of less than 50 kg per day would still be upward of USD 15/kg of hydrogen. PAGE | 128 IEA. All rights reserved. Hydrogen refuelling stations Fuel cell electric cars per stationPDF Image | The Future of Hydrogen 2019
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