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The Future of Hydrogen Chapter 5: Opportunities for hydrogen in transport, buildings and power Box 12. • • Public and private initiatives for hydrogen in road transport The leading FCEV car manufacturers today are Toyota and Hyundai, both of whom have ambitious plans for scale-up. Toyota’s announced target is to produce over 30 000 fuel cell electric cars annually after 2020, from about 3 000 today (Tajitsu and Shiraki, 2018). Hyundai also has production capacity today of around 3 000 fuel cell systems and aims to increase this to 700 000 by 2030, with 70% for road FCEVs (Kim, 2018). Thousands of fuel cell electric buses are lined up for production and are on pre-order for the coming five years, mostly in China. In general, government-supported initiatives directly underpin these orders, including the Fuel Cell and Hydrogen Joint Undertaking in Europe and the National Fuel Cell Bus Program in the United States. In Korea a public– private partnership aims to deploy 1 000 fuel cell electric buses by 2022 on the way to Korea’s stated target of 40 000 by 2040 (Study Task Force, 2019). Korea’s natural gas- powered bus fleet has 26 000 vehicles, all of which could be converted to hydrogen (O’Dell, 2018). Japan aims to have 100 fuel cell electric buses operating for the Tokyo 2020 Summer Olympics in Japan. In the case of trucks, several established truck manufacturers – Hyundai, Scania, Toyota, Volkswagen, Daimler and Groupe PSA – are developing models, as are newer companies such as Nikola Motor Company, founded in 2014. Of these, Hyundai and Nikola are more advanced in terms of orders, with 1 600 Hyundai fuel cell electric trucks (in partnership with H2 Energy) scheduled to roll out in Switzerland and other European countries by 2025 (ACTU, 2019). Nikola has secured substantial funding and a high volume of pre- orders for its semi-trucks, including a recently unveiled European model, the Nikola Tre (Nikola, 2018a; Nikola, 2018b). Both Hyundai and Nikola are closely involved in the supply of hydrogen (largely from renewable electricity) to ensure customers can meet their fuel needs from the outset. Toyota is partnering with the California Air Resources Board and the Ports of Los Angeles and Long Beach to trial its Class 8 truck. In addition, delivery companies such as FedEx, UPS and DHL aim to trial fuel cell range-extender vehicles. StreetScooter (now owned by Deutsche Post DHL Group) aims to have fuel cell range- extended vans in operation by 2020. • Sources: Tajitsu and Shiraki (2018), “Toyota plans to expand production, shrink cost of hydrogen fuel cell vehicles”; Kim (2018), “Hyundai plans $6.7 billion investment to boost fuel-cell output”; Study Task Force (2019), “Hydrogen Roadmap Korea: Presenting a vision, roadmap, and recommendations for Korea's future hydrogen economy”; O’Dell (2018), “2018 is the tipping point for commercial vehicle electrification”; ACTU (2019), ; Nikola (2018a), “Nikola oversubscribes C round with $210 million”; Nikola (2018b), “Nikola raises $100 million in August”. Potential future hydrogen demand in road transport Together with BEVs, FCEVs are the only vehicles with no exhaust emissions and thus offer the potential to drastically reduce local air pollution, especially in cities. They can also dramatically reduce CO2 emissions when low-carbon hydrogen is used. The driving range and pattern of refuelling for FCEVs is similar to internal combustion engine vehicles. Furthermore, hydrogen has some attractive attributes compared to biofuels as it does not generally face resource constraints or competition for land use. FCEVs have nevertheless been slow to take off. Technical challenges and high prices have delayed their market introduction. While the Hyundai PAGE | 129 IEA. All rights reserved.PDF Image | The Future of Hydrogen 2019
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