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News & Hydrogen
25 February 2026

SAE J2601: Understanding the International Standard for Gaseous Hydrogen Refueling

Hydrogen mobility relies on strict technical standards that ensure safety, interoperability, and infrastructure performance. Among them, the SAE J2601 standard plays a central role in the development of hydrogen refueling stations worldwide.

Recognized internationally, it standardizes compressed hydrogen refueling conditions at 350 bar and 700 bar for a wide range of gaseous hydrogen road vehicles: passenger cars, vans, buses, coaches, and trucks.

In this article, we provide a complete technical overview: how the fueling protocol works, critical parameters, refueling profiles, J2601-1 through J2601-5 versions, the thermodynamic method (MC Formula), the SAE J2799 communication interface, and future developments. This guide is designed for professionals who want a deep understanding of the regulatory and technical framework shaping hydrogen mobility.

For an overview, see the infographic at the end of the article: it summarises the SAE J2601 protocol, its variants (J2601-1 to J2601-5) and the key filling parameters.

See the infographic ‘SAE J2601: the code for hydrogen refueling’

What Is the SAE J2601 Standard?

Published by the Society of Automotive Engineers (SAE International), SAE J2601 defines the parameters for dispensing gaseous hydrogen to fuel cell electric vehicles (FCEVs) and hydrogen internal combustion engine vehicles (HICE or H2ICE), taking into account:

  • Two pressure levels: 350 bar and 700 bar

  • Three hydrogen temperature categories at the dispenser: T40 (-40 °C), T30 (-30 °C), and T20 (-20 °C)

Note: These temperature categories will eventually be replaced by performance-based classifications (Fast-Fill, Average-Fill, and Slow-Fill+, under specific conditions).

  • Standardized fueling profiles based on vehicle tank size and initial conditions

  • The presence or absence of an infrared (IR) communication module between the vehicle and the station

SAE J2601: Standard or Protocol?

Strictly speaking, SAE J2601 is a “standard” in the Anglo-Saxon sense—a technical reference document developed by a professional organization (SAE International). In Europe, it would be closer to what is called a regulatory or intergovernmental standard, such as ISO or EN standards.

In practice, SAE standards are widely recognized and used as de facto international standards, including in European hydrogen mobility projects.

As a standard, it:

  • Is developed through a collaborative technical process involving station manufacturers, dispenser suppliers, vehicle OEMs, tank manufacturers, and station operators

  • Is officially published and periodically revised

  • Serves as a reference framework for hydrogen mobility stakeholders

In practical terms, SAE J2601 defines a hydrogen refueling protocol. It:

  • Specifies how hydrogen fueling at 350 or 700 bar must be conducted

  • Details standardized fueling profiles (look-up table method)

  • Authorizes dynamic thermodynamic models (adaptive MC Formula method)

  • Sets precise safety requirements for temperature, pressure, flow rate, and fueling duration

That is why it is often referred to as the “SAE J2601 fueling protocol.”

In short, SAE J2601 is an international standard that defines the high-pressure gaseous hydrogen refueling protocol.

Did You Know?


Beyond SAE J2601, several other hydrogen refueling protocols are used or under development worldwide.



  • The CEP Wenger protocol, developed by the Clean Energy Partnership (CEP) in Germany, long served as an operational reference for 350 bar heavy-duty vehicles, although it was not issued by an official Standards Development Organization (SDO).

  • The Japanese JPEC protocol is used in public hydrogen stations in Japan and includes specific approaches to thermal management and vehicle-to-station communication.

  • Meanwhile, work is underway within ISO (International Organization for Standardization) to establish a unified global hydrogen refueling standard. This future framework aims to harmonize American (SAE), European (CEP), and Asian (JPEC) approaches, particularly within the ISO 19880 and ISO 19885 series.

Main Objectives of the SAE J2601 Standard

Before diving into technical details, it is important to understand the core objectives of SAE J2601:

  • Safety during refueling: prevent overheating, overfilling, overpressure, excessive flow rates, and temperature excursions

  • Interoperability: ensure compatibility between all compliant hydrogen vehicles and stations

  • Performance: enable full refueling with durations comparable to gasoline fueling

For example:

  • A 700 bar light-duty vehicle under SAE J2601-1 targets a 3-minute fill

  • A 350 bar heavy-duty vehicle (2,000 L / approx. 80 kg) under SAE J2601-5 targets 7–8 minutes with a maximum flow rate of 120 g/s

  • A 700 bar heavy-duty vehicle (2,000 L / approx. 48 kg) under SAE J2601-5 targets 7–8 minutes with a maximum flow rate of 300 g/s

Did You Know?

SOC (State of Charge) refers to the hydrogen tank filling level expressed as a percentage of its nominal capacity.

For hydrogen vehicles, nominal capacity is generally defined at 350 bar or 700 bar at 15 °C under standardized conditions.

SOC accounts for temperature and pressure variations that influence the actual stored hydrogen mass.
An SOC of 95% means the tank has reached 95% of its usable capacity, with 100% representing the full performance target.

How SAE J2601 Works

The SAE J2601 fueling standard adjusts hydrogen flow rate and duration based on:

  • Vehicle type and onboard storage volume

  • Initial tank pressure

  • Ambient temperature

  • Dispensed hydrogen temperature

Different Versions of the SAE J2601 Standard

SAE J2601 consists of several documents (standards and one TIR – Technical Information Report for J2601-5).
Standard Vehicles Pressure Scope Revision
SAE J2601-1 Light-duty vehicles 350 / 700 bar Passenger cars, light commercial vehicles + 700 bar heavy-duty (Cat. D) 2020
SAE J2601-2 Medium/heavy vehicles 350 bar Trucks, buses 2023
SAE J2601-3 Industrial vehicles 350 bar  Forklifts, logistics 2022
SAE J2601-4 Light-duty vehicles 700 bar Ambient temperature fueling 2024
SAE TIR J2601-5 Long-range heavy-duty 350 et 700 bar High Flow Buses, coaches, freight trucks 2025

Did You Know?


SAE J2601-2 (350 bar medium and heavy-duty vehicles) is less prescriptive than other versions. It defines an operational envelope (pressure ranges, allowable temperatures, safety tolerances) rather than a detailed fueling protocol.


This gives manufacturers greater implementation flexibility, provided safety and performance requirements are met.
However, for public hydrogen refueling stations, SAE J2601-5 is recommended.

SAE J2601-1: Hydrogen Refueling for Light-Duty Vehicles

SAE J2601-1 defines fueling protocols for light-duty hydrogen vehicles and provides two calculation methods:

  • Look-up table method

  • MC Formula (adaptive thermodynamic model)

Look-Up Table Method

This historical method relies on pre-calculated fueling profiles (curves A, B, C, etc.) adapted to temperature and pressure scenarios.

It adjusts to ambient temperature.

Advantages:

  • Easier to implement than MC Formula

  • Proven and widely deployed

Limitations:

  • Less flexible regarding hydrogen temperature limits

  • Less precise than MC Formula

  • May result in slower or incomplete fills

MC Formula (Thermodynamic Model)

A more recent approach, the MC Formula uses a real-time thermodynamic model.

It adjusts to:

  • Ambient temperature

  • Mass-weighted average hydrogen temperature

  • Gas properties (pressure, temperature, density)

  • Vehicle tank volume

Advantages:

  • Scenario-based adaptation (including hydrogen temperature variations during fueling)

  • Faster and more accurate fills

  • Improved energy efficiency

*Depending on station components and control strategy

Overview diagram of the SAE J2601 standard showing hydrogen fueling parameters, pressure levels (350/700 bar), and protocol variations.

SAE J2601-5: High-Flow Refueling for Heavy-Duty Vehicles

Published in 2025, SAE J2601-5 is a Technical Information Report (TIR), reflecting engineering consensus based on field experience but not yet formalized as a full standard.

It targets public hydrogen refueling stations serving heavy-duty vehicles, including long-haul freight trucks, logistics fleets, coaches, and buses.

Key Technical Features:

  • Pressure levels: 350 and 700 bar

  • Nozzle type: HN1 (H70HD – Heavy Duty)

  • Maximum mass flow classes:

    • FM60: 60 g/s

    • FM90: 90 g/s

    • FM120: 120 g/s

    • FM300: 300 g/s

These flow classes enable competitive fueling times (often under 15 minutes) despite large storage volumes ranging from 248.6 to 7,500 liters.

Note: SAE J2601-5 replaces SAE J2601-2 for public heavy-duty stations.

Key Technical Details

Temperature: A Critical Factor

During fast hydrogen refueling, gas compression generates significant heat. Without control, tank temperatures could exceed +100 °C, while vehicle tanks are typically designed for a maximum of 85 °C.

To prevent overheating:

  • Hydrogen is pre-cooled to -20 °C, -30 °C, or -40 °C

  • Tank temperature is monitored in real time when IR communication is available

  • Components are designed to withstand extreme thermal gradients

Pressure Accuracy

Inaccurate initial pressure measurement may cause:

  • Incomplete filling

  • Overpressure risk

High-precision sensors and redundancy systems are therefore used.

The Role of Thermodynamic Models

Advanced thermodynamic models predict hydrogen behavior in the vehicle tank, considering:

  • Gas equations of state

  • Pressure losses across station components

  • Heat transfer between gas, tank wall, and components

  • Thermal inertia

Iterative simulations determine optimal fueling parameters for each scenario.

Conservative Assumptions: “Hot Case” and “Cold Case”

Fueling protocols rely on conservative thermodynamic assumptions to cover extreme real-world scenarios.

  • Hot case: worst thermal scenario (warm tank, high pressure losses). Defines maximum allowable fueling speed.

  • Cold case: cold tank scenario. Defines maximum allowable final pressure.

Simulation results are integrated into look-up tables to protect tank integrity—even without SAE J2799 communication.

These assumptions directly influence fueling time and final SOC, especially when default values are used instead of real-time measurements.

Architecture of an SAE J2601-Compliant Hydrogen Station

Module Function Link to SAE J2601
Buffer storage Stores hydrogen at 500–1,000 bar Ensures stable flow
High-pressure chiller Pre-cools hydrogen Meets T40 / T30 / T20
Dispenser Inject hydrogen into the vehicle Applies correct J2601 profile
Protocol controller Manages fueling profile Look-up tables or MC Formula
IR communication module Syncs with vehicle (J2799) Improves safety and SOC

SAE J2799: Infrared Communication Interface

SAE J2799 defines real-time infrared communication between vehicle and station (mandatory in Europe for 700 bar stations).

This one-way communication (vehicle → station) provides vehicle-specific parameters (temperature, pressure, capacity).

Benefits:

  • Enhanced safety

  • Automatic selection of optimal fueling category (A, B, C, D)

  • Faster and more complete fills

In practice, SAE J2799 is essential for safe, fast, and optimized hydrogen refueling.

SAE J2601 hydrogen fueling standard infographic highlighting safety, interoperability, and performance goals.

Future Developments of SAE J2601

The evolution of SAE J2601 is driven by collaboration between OEMs, station manufacturers, standardization bodies, and industry associations (Hydrogen Europe, Clean Energy Partnership , France Hydrogène).

It is based on:

  • Operational feedback from deployed stations

  • Heavy-duty and high-speed charging requirements

  • Field performance data

  • Advances in onboard sensors and communication

In parallel, ISO working groups aim to integrate elements of SAE J2601 into a future unified international hydrogen refueling standard.

Expert Insight: Building Tomorrow’s Standards Together

" The development of standards like SAE J2601 relies on structured collaboration across the hydrogen value chain.

One major challenge ahead is harmonization between SAE and future ISO standards, ensuring global interoperability as hydrogen mobility expands worldwide.

Beyond fueling protocols, ISO, CEN, and AFNOR continue to develop complementary standards supporting a safe, mature, and interoperable hydrogen ecosystem. "

Timo MUTKA photo

Timo MUTKA

H2 Refueling Expert (Atawey)

The SAE J2601 standard structures high-pressure gaseous hydrogen refueling worldwide. By integrating complex technical parameters—temperature, pressure, thermal transfer, dynamic fueling profiles—it ensures safe and fast refueling for most hydrogen vehicles.

It is the foundation of interoperability in the hydrogen mobility sector. Without a harmonized fueling protocol, vehicles could not reliably refuel at any compliant station regardless of manufacturer or country.

Mastering SAE J2601 (J2601-1 to J2601-5), its methods (MC Formula), and its complementary standards (SAE J2799) is essential for any stakeholder deploying or operating high-performance hydrogen refueling stations.

FAQ – SAE J2601 and Hydrogen Refueling

Hydrogen refueling follows a real-time controlled protocol defined by SAE J2601. The station identifies target pressure (350 or 700 bar), pre-cools hydrogen (down to -40 °C), and dynamically adjusts flow rate based on tank pressure, temperature, and IR communication data if available.

An international standard defining 350 and 700 bar gaseous hydrogen refueling protocols for FCEVs and H2ICE vehicles.

J2601 defines the fueling protocol. J2799 defines the IR communication interface.

~3 minutes for 700 bar light-duty vehicles.
7–15 minutes for heavy-duty vehicles under J2601-5.

Look-up tables use predefined profiles.
MC Formula uses real-time thermodynamic modeling for faster and more precise fueling.

To prevent tank temperatures from exceeding 85 °C during rapid compression.

Not legally mandatory everywhere, but it is the global industry reference for public hydrogen stations.

High mass flow classes (up to 300 g/s) for long-range heavy-duty vehicles.

Yes. Updates are ongoing, including convergence with future ISO hydrogen refueling standards.

The infographic below summarizes how the SAE J2601 protocol works and outlines its different versions.

In short, the SAE J2601 standard adjusts the hydrogen flow rate based on the initial tank pressure, ambient temperature, and vehicle profile in order to prevent overheating and overpressure during refueling.

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News & HydrogenNews & Hydrogen
10 September 2025

Hydrogen Trucks: A Revolution for Road Freight

As climate change accelerates and freight transport must decarbonize, hydrogen is emerging as a credible alternative to diesel. Especially for heavy-duty vehicles, it combines range, performance, and sustainability. Let’s explore how hydrogen-powered trucks — whether fuel cell or hydrogen combustion engine — are redefining the future of road transport.

The Stakes of Road Freight in the Energy Transition

In Europe, road freight accounts for around 25% of transport-related greenhouse gas (GHG) emissions. This figure hides national disparities, as the weight of freight transport depends on logistics and energy contexts:

  • France: 29% of land transport emissions come from freight,

  • Spain: 31%,

  • Belgium: 21%,

  • Germany: 20%,

  • Italy: 25%.

To tackle this, the European Union has set ambitious climate targets through the Fit for 55 package, requiring a 55% cut in GHG emissions by 2030 and full carbon neutrality by 2050. This calls for a structural overhaul of transport, particularly road freight, whose emissions remain stagnant — or rising — in many member states.

Alongside this EU framework, several countries have launched national programs to accelerate the transition:

  • France: the 2019 Mobility Orientation Law (LOM), reinforced by the 2021 Climate & Resilience Law, mandates the progressive decarbonization of public fleets.

  • Germany: the KsNI program provides large-scale funding for zero-emission trucks (battery-electric and hydrogen) and their refueling infrastructure.

  • Italy: the PNRR recovery plan allocates over €25 billion to sustainable mobility, with a dedicated focus on low-carbon logistics.

  • Spain: the Climate Change and Energy Transition Law sets targets for fleet renewal and alternative drivetrains in freight and urban transport.

For logistics operators and road freight carriers, this regulatory momentum means they must start preparing now. The ambition requires:

  • Actively exploring zero-emission alternatives,

  • Aligning technology choices with EU standards (AFIR, Euro VII, ZEV mandates),

  • Moving quickly, as the deployment window narrows toward 2030.

For long-haul trucking, constraints are particularly acute:

  • Extended driving ranges,

  • Fast refueling needs,

  • High payload capacity.

Here, battery-electric trucks reach their limits. Hydrogen emerges as a strategic solution.

Battery-Electric or Hydrogen Trucks?

The energy transition in freight is not about a single technology. Battery and hydrogen are complementary:

  • Battery-electric trucks are ideal for short-haul, urban, and regional routes.

  • Hydrogen takes over when autonomy, flexibility, or grid limitations become critical.

Fact 1: Long-Distance Battery Trucks Hit a Logistical Wall

Charging just ten trucks simultaneously at a rest stop can require 10 MW of instantaneous power — the equivalent consumption of a small town. This would take decades of grid upgrades and permits, while the climate clock keeps ticking.

Fact 2: Efficiency Is Context-Dependent

Comparing battery vs hydrogen efficiency without context is misleading. The well-to-wheel approach shows that producing hydrogen in high solar irradiation regions (e.g., North Africa, Middle East) offsets electrolysis losses thanks to superior solar density.

Fact 3: Hydrogen Unlocks Wasted Renewable Energy

In 2024, Germany curtailed more than 10 TWh of renewable power due to lack of storage — a loss worth nearly €3 billion. Hydrogen enables these surpluses to be converted into a usable energy carrier for transport, industry, and the grid.

Fact 4: H₂ Infrastructure Scales Faster Than Heavy-Duty Charging Hubs

Hydrogen refueling stations are easier to implement than high-capacity charging hubs, require less space, and can refuel multiple trucks in parallel within 10–15 minutes, just like diesel.
Deploying both infrastructures (HPC charging + hydrogen) is faster, more flexible, and more cost-effective at a European scale — exactly what the AFIR regulation aims for.

Three Hydrogen Pathways for Heavy-Duty Vehicles

Three technological approaches are emerging, each with advantages depending on use cases and maturity: H₂ICE (hydrogen internal combustion engines), fuel cells, and liquid hydrogen.

Fuel Cells (FCEV)

Convert hydrogen into onboard electricity, with only water vapor emissions.

Hydrogen Combustion Engines (H₂ICE / HICE)

Burn hydrogen in modified thermal engines. Emit negligible CO₂ and low NOₓ.

See our dedicated article “Hydrogen Engines: How Do They Work?” for details on FCEVs and H₂ICE

Hydrogen Engines: How Do They Work?

Liquid Hydrogen (LH₂): A Long-Haul Option

Stored at –253°C, LH₂ doubles energy density compared to compressed gas, offering >1000 km range. Challenges remain around cryogenics, boil-off management, and dedicated refueling stations.

Comparative Table of Hydrogen Technologies*

Criteria
H₂ICE
Fuel Cell (FCEV)
Liquid H₂
Principle Hydrogen burned in thermal engine Hydrogen → electricity → electric motor Cryogenic LH₂ storage
Fuel Gaseous H₂ (350/700 bar) Gaseous H₂ (350/700 bar) Liquid H₂ (–253°C)
Range 400–600 km 500–700 km > 1000 km
Refueling Time 15-20 min 15-20 min ~10 min
Efficiency Low (20–30%), potential 50% Medium (40–50%) High if losses controlled
 Readiness Market-ready 2025 Deployment phase 2025+ Pilot stage, 2027+
Purchase Cost (vs diesel) x1,5-2 x2-3 x3-4
Maintenance Comparable to diesel Low Complex (cryogenics)
Infrastructure 350/700 bar stations 350/700 bar stations Cryogenic stations
Key Advantages Simplicity, cost, availability Zero emissions, silent Ultra-range, payload
Efficiency, NOₓ High costs (for now) Very high costs

* Varies depending on manufacturers and the maturity of technologies

Concrete Projects Across Europe and Worldwide

  • In 2024, France had 5 hydrogen trucks in operation, according to the France Hydrogène barometer. These vehicles are mainly used in pilot projects by companies such as Carrefour, Lidl, Bert&You, and Hyliko.

Major European Projects

  • At the European level, 77 hydrogen trucks were in circulation in 2024, according to the Pôle Véhicule du Futur. Several European initiatives aim to scale up hydrogen trucking across the continent:

    • HyTrucks: targeting accelerated deployment, with the objective of putting 1,000 hydrogen trucks on the road by 2025.

    • H2Haul: an EU-funded program to deploy 16 fuel cell trucks and build the associated infrastructure in Belgium, Germany, Switzerland, and France.

    • H2Accelerate: a partnership between Daimler, Iveco, Volvo, and Shell to create a viable European market for hydrogen trucks.

    • Cross-border corridors: numerous H₂ freight corridors are under development (Scandinavia–Benelux–France, Germany–Austria–Italy…).

Global: Asian Dominance

Worldwide, 12,000 hydrogen trucks were in operation in 2024, with the vast majority in China, accounting for 95% of the market.

A European Market in Motion: Overview of Hydrogen Trucks Available, in Testing, or in Development

While hydrogen trucks are already widely deployed in Asia, the European market is gradually structuring itself around several major OEMs, with scale-up expected by 2030. Three categories of models can be distinguished today, depending on their level of technological and commercial maturity.

Models Already Available on the European Market

Several hydrogen trucks are already in commercial operation or in pre-series:

  • Hyundai XCIENT Fuel Cell (FCEV, 350 bar, ~31 kg H₂): already in operation in Switzerland and France (Carrefour, Lidl, Bert&You).

  • Hyliko Hy R26 / Hy T44 (FCEV, 350 bar, >40 kg H₂): retrofitted or newly built fuel cell trucks based on Renault Trucks platforms, operating in several French logistics fleets.

  • MAN hTGX (H₂ICE, 700 bar, 56 kg H₂): a limited series of 200 units planned for 2025, targeted at specific applications such as construction and forestry.

Models Currently in Testing

Several projects are in advanced testing or field demonstration:

  • Renault Trucks E-Tech H₂ (FCEV, 700 bar): first client pilots at the end of 2024, commercial launch planned for late 2025.

  • Volvo FH H₂ICE: hydrogen-powered tractor with internal combustion engine, testing scheduled from 2026.

  • Iveco S-Way FCEV (FCEV, 700 bar, ~70 kg H₂): the first fuel cell tractor homologated for Europe; commercialization initially planned for 2025, postponed to 2028.

  • Mercedes-Benz GenH2 Truck (FCEV + liquid hydrogen): >1000 km range, testing in Germany, commercialization targeted for 2030.

Models in Development

Finally, several projects are still at the development or pre-industrial stage:

  • Cummins X15H (H₂ICE): a 15L hydrogen engine for heavy-duty applications, currently being integrated by several OEMs (Daimler, PACCAR…).

This overview illustrates the acceleration of technological offerings, driven by leading global manufacturers and strong demand from European and North American logistics players.

The Critical Factor: Hydrogen Refueling Stations for Heavy-Duty Vehicles

A hydrogen truck is only viable if it can be refueled efficiently and rapidly. Hydrogen stations must therefore:

  • Provide high daily dispensing capacity (>1000 kg/day),

  • Be compatible with both 350 bar and 700 bar,

  • Be designed to accommodate long and heavy vehicles,

  • Refill tanks of more than 50 kg at high flow rates.

SAE J2601-5: A Key Standard for H₂ Trucking

Refueling hydrogen trucks requires standards adapted to their large-capacity tanks (up to 60–70 kg H₂, compared with 5–7 kg for light-duty vehicles). To meet these needs, the SAE J2601-5 standard is under validation, pending field tests before becoming a fully established standard.
It defines:

  • Refueling protocols at 350 bar and 700 bar for heavy-duty vehicles,

  • Temperature and pressure profiles enabling refueling in under 10–15 minutes without compromising safety, with flow rates ranging from 60 to 300 g/s,

  • The required interoperability between trucks from different OEMs and hydrogen refueling stations,

  • Possible configurations with single or multiple tanks mounted on chassis.

This standard is essential to ensure fast, safe, and standardized refueling — a sine qua non condition for scaling up hydrogen mobility in freight.

AFIR: A Regulatory Framework for Deployment

In 2023, the European Union adopted the AFIR regulation (Alternative Fuels Infrastructure Regulation), designed to create a dense network across the continent:

  • One hydrogen station every 200 km along the TEN-T core network by 2030, as well as in all urban nodes,

  • Infrastructure compatible with heavy-duty refueling requirements (flow rate, accessibility, 350 bar and 700 bar),

  • Interoperable payment systems and data transparency.

This regulation provides a clear legal framework to secure investment in hydrogen stations and accelerate the adoption of hydrogen trucks.

An Economic Model in Transformation… Already Relevant for H₂ICE

The rollout of hydrogen trucks naturally raises the issue of costs. Indeed, hydrogen vehicles remain more expensive to purchase today — fuel cell trucks (FCEVs) costing up to 2–3 times the price of a diesel heavy-duty truck — and require a high-capacity station network still under development.

However, the hydrogen internal combustion engine (H₂ICE) changes the picture. Based on a simpler technology, it enables:

  • Easier integration into existing fleets (no need for electric drivetrains or large batteries),

  • Rapid industrialization on current production lines,

  • Lower production and maintenance costs compared to FCEVs,

  • A total cost of ownership (TCO) already competitive for certain use cases, such as regional haulage, demanding environments, or closed logistics sites.

👉 H₂ICE is already economically viable. It enables freight operators to adopt hydrogen logistics without waiting for full technological maturity and mass industrialization of FCEVs.

In parallel, fuel cell trucks will benefit in the short term from:

  • Economies of scale through industrial partnerships (H2Accelerate, HyTrucks…),

  • Targeted subsidies (ADEME, IPCEI, EU programs…),

  • A refueling network structured by AFIR regulation.

The objective: achieve diesel-competitive TCO by the end of the decade.

In conclusion, hydrogen trucks are shifting from experimental pilots to operational reality in Europe. Thanks to the complementarity of FCEVs and H₂ICEs, concrete industrial initiatives, and a supportive regulatory framework, the hydrogen heavy-duty transport sector is accelerating.

[1] Member States’ greenhouse gas (GHG) emission projections

[2] Trucks & buses – IEA

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News & Hydrogen
28 May 2025

Scaling Up Low-Carbon Hydrogen: Opportunities and Challenges

Why is Europe Betting on Low-Carbon Hydrogen?

Hydrogen is widely seen as a promising alternative to fossil fuels. However, its environmental impact largely depends on how it’s produced. Broadly, we distinguish between:

  • Fossil-based hydrogen (grey): produced from natural gas or other hydrocarbons, with high CO₂ emissions.

  • Low-carbon hydrogen: produced with significantly reduced CO₂ emissions.

  • Renewable hydrogen (green): generated exclusively from renewable energy sources.

Today, grey hydrogen still dominates global supply. While its lifecycle emissions are lower than those of fossil fuels, its carbon footprint remains far too high to support a clean energy transition.

To pave the way for deep decarbonisation, scaling up low-carbon solutions is critical. Less emissions-intensive than fossil-based hydrogen, low-carbon hydrogen holds great potential—especially in hard-to-abate sectors. However, unlocking its full value will require overcoming a range of technical, economic, and regulatory challenges.

Blue Hydrogen: Fossil-Based or Low-Carbon?

Blue hydrogen is produced via natural gas reforming (steam methane reforming or SMR), but with added carbon capture and storage (CCS). This allows for substantial CO₂ reductions compared to grey hydrogen—qualifying it as low-carbon when capture rates meet EU thresholds.

Low-Carbon Hydrogen Pathways: Pink, Green, White

Low-carbon hydrogen can be produced through various routes, each with different environmental footprints and technological maturity levels.

Pink Hydrogen: Nuclear-Based and Dispatchable

Pink hydrogen is generated through electrolysis powered by nuclear energy. The process splits water molecules into hydrogen and oxygen using electricity, with zero direct CO₂ emissions. Unlike intermittent renewables, nuclear provides a stable and dispatchable power source—making pink hydrogen a strategic decarbonisation pathway, particularly in countries like France with strong nuclear capacity.

Green Hydrogen: Both Renewable and Low-Carbon

Green hydrogen is also produced via electrolysis, but powered exclusively by renewable electricity (solar, wind, hydro) or derived from biomass. This dual advantage—being both decarbonised and renewable—qualifies it as the most sustainable option, albeit at higher costs for now.

White Hydrogen: A Naturally Occurring Resource

Still in the exploratory phase, white hydrogen refers to naturally occurring hydrogen in the Earth’s crust, formed via geological processes like mineral oxidation. It can theoretically be extracted without CO₂ emissions. However, its reserves remain poorly understood, and commercial production is extremely limited today—only one pilot project is operating, in Mali.

Key Use Cases for Low-Carbon Hydrogen

Hydrogen plays a pivotal role across several strategic sectors—particularly those where electrification is technically or economically challenging.

Hard-to-Abate Sectors

Some industries are inherently difficult to decarbonise due to their high energy intensity and the limitations of current electrification technologies. In these contexts, hydrogen offers unique benefits:

  • Heavy industry (steel, chemicals, cement, refining, fertilisers): to replace fossil fuels or decarbonise existing grey hydrogen usage.

  • Aviation and maritime: for high energy-density fuels.

  • Heavy-duty mobility (trucks, non-electrified trains, buses, coaches, vans): to ensure long range, fast refuelling, and maximum payload—advantages not offered by battery-electric technologies.

How Much Low-Carbon Hydrogen Are We Talking About?

As of 2023, low-carbon hydrogen made up less than 1% of the global hydrogen demand, which exceeded 97 million tonnes.

Under its REPowerEU plan [1], the EU aims to produce 10 million tonnes of renewable hydrogen by 2030 and import another 10 million tonnes—an ambitious target signalling strong political will.

To achieve this, cost reductions, infrastructure rollout, and policy support will be key.

Low-carbon hydrogen: the compromise between cost and emissions to speed up the energy transition

Low-carbon hydrogen offers a pragmatic middle ground—significantly lower emissions than grey hydrogen, at a more accessible cost than fully renewable green hydrogen.

Climate Benefits

According to the EU’s Renewable Energy Directive (RED II), hydrogen qualifies as low-carbon if its emissions are below 3.38 kg CO₂eq per kilogram. For comparison, grey hydrogen emits between 10 and 28 kg CO₂eq/kg.

Competitive Production Costs

Producing one kilogram of green hydrogen currently costs between €4 and €7 (source: Hydrogen Europe [2]), while grey hydrogen ranges from €1 to €3 (source: Hydrogen Council [3]). This cost gap is primarily due to the high price of renewable electricity and the relatively low efficiency of current electrolysers.

Low-carbon hydrogen sits in the €1–3/kg range, making it a cost-effective emissions reduction tool—especially in the short to medium term.

A Supportive EU Regulatory Framework

Since 2025, the EU has officially recognised pink hydrogen (nuclear-based) as low-carbon—unlocking access to funding for nuclear-powered electrolyser projects.

Initiatives such as REPowerEU, the European Green Deal, and Fit for 55 set ambitious hydrogen deployment goals while introducing strict emissions standards to guide investment and innovation.

Whether pink, green, white—or blue under the right conditions—low-carbon hydrogen represents a strategic pillar in Europe’s energy transition. It enables deep decarbonisation while balancing technical feasibility and economic viability.

To scale low-carbon hydrogen effectively, we need:

  • Cost parity with fossil-based alternatives

  • Massive investment in enabling infrastructure

  • A clear, supportive, and stable regulatory environment

Low-carbon hydrogen may not be the final destination—but it is a crucial step on the road to a net-zero future.

[1] European comission Européenne – Hydrogene

[2]Hydrogen Europe – Clean Hydrogen Monitor – Novembre 2024

[3] [Hydrogen Council – Closing the cost gap – March 2025

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News & Hydrogen
7 May 2025

Hydrogen: Let’s Break the Myths and Let the Facts Speak

In mid-April 2025, France unveiled an updated version of its National Hydrogen Strategy.

A strong signal: the energy transition is gaining momentum, with hydrogen now playing a central and structuring role. Countries such as Germany, the United States, and South Korea have already moved ahead. Today, the hydrogen vision is clear, the regulatory framework is taking shape, and significant resources are being mobilised to support the industrialisation of the sector—both in France and across Europe.

These strategies are far from symbolic. Hydrogen is emerging as a strategic lever to decarbonise the economy, strengthen energy and industrial sovereignty, and boost European technological leadership. Yet despite this, public debate continues to be clouded by persistent misconceptions.

Here are five major myths—debunked by facts, with evidence from the field to back them up.

Myth #1: "Decarbonisation is not happening any time soon"

FALSE. The time is now — and the urgency is real.

The IPCC’s Sixth Assessment Report is unequivocal: to have any hope of limiting global warming to +1.5°C, we must reduce greenhouse gas emissions by at least 43% by 2030. Delaying action means falling irreversibly behind on climate targets.

One of the largest-emitting sectors is transport, responsible for 30% of CO₂ emissions in Europe and nearly 24% globally. Decarbonising mobility is therefore not a choice—it is an imperative.

Transport decarbonisation relies on three key pillars:

  1. Demand reduction: rethinking mobility habits and cutting unnecessary travel,
  2. Renewable energy: powering new drivetrains with low-carbon energy sources,
  3. Technological transition: in mobility, this includes electric and hydrogen-powered vehicles—whether newly manufactured or retrofitted (i.e. converting existing combustion vehicles to low-emission drivetrains).

Achieving this technological shift requires:

  • Supporting fleet operators in their transition to low-emission mobility, through access to reliable vehicles, infrastructure and services,

  • Industrialising the entire hydrogen vehicle value chain, both for new production and retrofitting existing fleets,

  • Deploying hydrogen refuelling infrastructure along major road corridors and urban hubs, designed for the rapid refuelling of all types of hydrogen vehicles.

Several projects are already operational:

  • In Givrand (France), two hydrogen-powered refuse collection trucks are in service, refuelled at a station manufactured by Atawey,

  • In Groningen (Netherlands), 20 hydrogen buses are in operation, refuelled at a dedicated station,

  • In Germany, retailer EDEKA is trialling hydrogen trucks for food logistics.

In summary: The decarbonisation of transport is urgent—and hydrogen is already part of the solution.

Myth #2: "The decarbonisation of mobility will rely solely on batteries"

FALSE. Hydrogen complements batteries—it does not compete with them.

The technological transition must not be driven by dogma. Efficiency must take precedence over simplicity. There is no one-size-fits-all solution, but rather energy vectors adapted to specific use cases:

  • Battery electric vehicles are ideally suited to daily journeys made by private individuals.

  • Hydrogen, however, is essential for:

    • Services requiring rapid refuelling and continuous operation,

    • Intensive and professional mobility,

    • Heavy-duty vehicles with high autonomy requirements.

It is therefore necessary to develop vehicle platforms tailored to targeted fleet applications: taxis, buses and coaches, light commercial vehicles, and long-haul transport.

The objective: complementarity of energy solutions, not competition.

Some concrete examples of use cases:

  • In Paris, Hysetco operates 1,000 hydrogen taxis offering 500 km of range and 5-minute refuelling—ideal for high-intensity use.

  • In Clermont-Ferrand, 14 hydrogen buses operate on an urban line supported by the SMTC-AC transport authority.

In summary: achieving clean mobility for all requires solutions adapted to real-world use and operational constraints.

Myth #3: "Hydrogen doesn’t contribute to decarbonisation because it is fossil-based"

FALSE. Partly true today — but not tomorrow.

The key lies in the method of production. Carbon-intensive hydrogen, produced from natural gas or coal, is on the decline. The future belongs to green and low-carbon hydrogen, generated locally from renewable energy sources or low-carbon electricity.

Building more resilient territories requires clean, local, and decarbonised energy. Reducing dependency on imported fossil fuels is essential to achieve energy autonomy.

In this context, ecosystem-based projects—integrating production, distribution, and end-use—are emerging:

  • In Vougy (France), the Arv’Hy project combines renewable hydrogen production, a refuelling station, and both local and cross-border applications.

  • In Italy, an electrolyser supplies hydrogen to a refuelling station as well as to the local gas grid.

In summary: The real transition means producing differently, not just consuming differently.

Myth #4: "Hydrogen is a waste of money"

FALSE. It is a strategic investment.

Hydrogen is not merely a technological issue—it is a cornerstone of industrial sovereignty. Reducing dependence on gas and oil also means reinforcing the local economic fabric and creating local value.

Thanks to its industrial sovereignty, Europe—and France in particular—can rely on a fully integrated hydrogen value chain: electrolysers, refuelling stations, retrofitting, logistics, and associated services. From design to operation, each link in the chain can be developed and operated locally.

For example:

  • In Spain, the Catalunya H₂ Valley project is building an integrated hydrogen economy, spanning mobility, industry, and storage.

  • In Germany, the H₂Global mechanism secures long-term demand, accelerating investment and market stability.

  • In France:

    • 100,000 jobs are expected to be created by 2035,

    • By that time, the hydrogen sector could represent €85 billion in cumulative GDP, according to France Hydrogène.

In summary: Funding hydrogen is not a cost—it is an investment in territorial resilience and industrial revival.

Myth #5: "Hydrogen is too expensive"

FALSE. The real issue is the lack of scale.

All industrial innovations start off expensive. Hydrogen is no exception. However, its costs are already falling—and will continue to do so, provided the demand is structured and the sector is scaled up through industrialisation.

How can costs be reduced?

  • By producing more hydrogen locally from renewable energy sources,
  • By pooling uses (mobility and industry),
  • By supporting industrial investment (electrolysers, refuelling stations, engines, new and retrofitted vehicles),
  • By providing long-term demand visibility (through public procurement and calls for projects).

A strategy that works:

  • The cost of producing green hydrogen has significantly decreased in recent years, driven by falling renewable electricity prices and technological advances in electrolysers (a 60% drop from 2010 to 2020),
  • Business models based on captive fleets and heavy transport are nearing profitability,

As part of the hydrogen sector’s development, several European initiatives have emerged to consolidate vehicle and infrastructure procurement across countries or regions. The goal:Create economies of scale,

    • Reduce the unit cost for each stakeholder,

    • Standardise technical solutions,

    • Accelerate the industrialisation of the hydrogen value chain.

In summary: The real challenge is not the short-term price of hydrogen—it is the lack of urgency in making it an affordable solution at scale.

In conclusion, hydrogen is already being deployed—across regions, fleets, and infrastructure. It is a key technology, a long-term solution, and a strategic choice.

It is time to:

  • Move beyond misconceptions,
  • Act with clarity and realism,
  • Make hydrogen a collective tool to achieve the energy transition.
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News & Hydrogen
28 April 2025

Hydrogen Engine: How Does It Work?

The hydrogen engine is a key solution for decarbonizing intensive mobility. It relies on using hydrogen as an energy carrier and, depending on the technology, produces either no emissions (in the case of a fuel cell) or very few emissions (in the case of a combustion engine), such as CO₂ and nitrogen oxides (NOx).
In this article, we’ll take a detailed look at how hydrogen engines work, their advantages, disadvantages, and their potential to meet today’s environmental challenges.

What is a Hydrogen Engine?

A hydrogen engine converts the chemical energy of hydrogen into mechanical energy to power a vehicle. There are two main types of technologies:

  1. Fuel cell systems (also known as FC or Fuel Cell), which generate electricity to drive an electric motor

  2. Hydrogen Internal Combustion Engine (HICE)

How Does a Fuel Cell System Work in a Hydrogen Vehicle?

The fuel cell [1] is the heart of the system. Today, this is the most widely used technology when it comes to hydrogen-powered vehicles.

Here are the key steps in how a fuel cell works:

  1. Gaseous hydrogen is stored in the vehicle’s tanks after refueling at a hydrogen station [2].
  2. Hydrogen is directed toward the fuel cell via the anode, while oxygen from the air enters through the cathode.
  3. At the anode, a chemical reaction occurs, splitting hydrogen into electrons and protons—a process called redox (oxidation-reduction).
  4. The electrons travel through an external circuit, generating electricity to power the electric motor.
  5. Meanwhile, the protons pass through the electrolyte to the cathode, where they react with oxygen and electrons to form water.
  6. As a result, the only by-product of this reaction is water vapor. Thus, vehicles powered by a fuel cell only emit water vapor from the exhaust.
Schéma expliquant le fonctionnement d'une pile à combustible.

How Does a Hydrogen Internal Combustion Engine Work?

The hydrogen internal combustion engine (HICE) [3] operates similarly to a conventional internal combustion engine. However, instead of burning gasoline or diesel, it burns hydrogen. Here’s how it works, step by step:

  1. Gaseous hydrogen is stored in the vehicle’s tanks after refueling at a hydrogen station.
  2. Hydrogen is injected into the engine’s combustion chamber via injectors and mixed with air.
  3. A piston compresses the hydrogen-air mixture, raising the pressure and temperature inside the combustion chamber.
  4. A spark plug ignites the mixture.
  5. When the mixture ignites, it generates heat and energy, pushing the piston upward. This energy is then converted into mechanical motion.
  6. The force produced by combustion is used to drive the vehicle’s wheels.
  7. The exhaust valve opens to release the burnt gases—mainly nitrogen oxides (NOx) and, if the hydrogen isn’t pure, potentially some CO₂.

Fuel Cell vs. Hydrogen Internal Combustion Engine: What Are the Differences?

This article compares the advantages and limitations of both technologies: HICE and FC.
If you would like to learn more about the overall pros and cons of hydrogen vehicles, check out our article “Why Choose a Hydrogen Car? Advantages, Disadvantages, and Practical Applications.” [4]

Advantages and Disadvantages of Fuel Cells (FC)

✅ Advantages

  • Zero emissions during operation: The only by-product of a fuel cell is water vapor. No greenhouse gases or atmospheric pollutants are emitted.
  • Higher energy efficiency than HICE: Fuel cell systems typically achieve an overall efficiency of 40 to 50% [5]. This technology generates electricity directly through an electrochemical reaction, without combustion. Today, the overall efficiency of a fuel cell remains significantly higher than that of a hydrogen internal combustion engine.
  • Silent operation: Like electric vehicles, fuel cell systems produce minimal noise and no vibrations, enhancing driving comfort and reducing noise pollution.
  • Reduced maintenance: Fuel cell systems have fewer moving mechanical parts compared to combustion engines, leading to lower wear and maintenance needs.

❌ Disadvantages

  • High cost: Fuel cells are still expensive due to their relatively young technology and the use of costly materials like platinum.
  • Sensitivity to hydrogen purity: Fuel cells require very pure hydrogen (typically over 99.99%) to operate efficiently.

Advantages and Disadvantages of Hydrogen Internal Combustion Engines (HICE)

✅ Advantages

  • Mature, well-understood technology: HICE builds on traditional combustion engine designs, making it easier to integrate into existing manufacturing lines.
  • Lower production costs: Traditional engine manufacturing doesn’t require expensive materials like platinum, reducing costs.
  • Tolerance to impurities: HICE engines are more tolerant of hydrogen impurities, maintaining performance and longevity even with slightly impure hydrogen.

❌ Disadvantages

  • Lower energy efficiency compared to FC: Today, hydrogen internal combustion engines (HICE) achieve an overall efficiency of around 20 to 30%, with projections aiming for 50% in the future [6]. Converting chemical energy into heat and then into mechanical energy leads to losses at each stage of the process.
  • NOx emissions: While HICE engines do not emit CO₂, they still produce nitrogen oxides (NOx) due to the high combustion temperatures.
  • Noise and vibrations: Mechanical processes remain similar to conventional engines, so noise and vibrations are still present, leading to noise pollution and reduced driving comfort.
  • Mechanical wear: Numerous moving parts lead to higher maintenance needs, similar to traditional combustion engines.
  • Less suited to urban use: HICE engines do not generate electricity for support at low speeds, making them less responsive in urban driving conditions.

Here’s a comparative table summarizing the advantages and disadvantages of each technology:

Criteria Fuel Cell Engine (FC) Hydrogen Combustion Engine (HICE)
Local emissions ✅ None (only water) ❌ NOx emissions + variable CO₂ (if impure hydrogen)
Energy efficiency ✅ Medium (40–60%) ❌ Low (20–30%)
Noise and vibrations ✅ Quiet, low vibrations ❌ Noisy, with vibrations
Maintenance ✅ Reduced (fewer mechanical parts) ❌ Higher (more moving parts)
Hydrogen purity requirement ❌ Very high (≥ 99.99%) ✅ Tolerant to 1–2% impurities
Production cost ❌ High (complex technology, rare materials) ✅ Lower (proven technology, fewer critical materials)
Industrial integration ❌ Less standardized ✅ Easy integration into existing lines
Urban usage adaptability ✅ Highly responsive ❌ Less responsive at low speeds

Retrofitting: Giving a Second Life to Combustion Vehicles

Hydrogen retrofitting [7] involves replacing a traditional combustion engine (diesel or gasoline) with a clean hydrogen-powered system. This solution helps decarbonize existing vehicles without manufacturing new ones and fits into a circular economy and sustainable mobility transition.

Retrofitting a Combustion Engine to Hydrogen: What Are the Options?

  1. Hydrogen-electric hybrid retrofit (fuel cell-based)
    This method removes the internal combustion engine, fossil fuel tank, and exhaust system, replacing them with a fuel cell, electric battery, and one or more high-pressure hydrogen tanks (typically at 350 or 700 bar, depending on the vehicle).
    Additional components such as power electronics, cooling systems, and hydrogen-specific safety sensors are also adapted.
  2. Hydrogen combustion engine retrofit (HICE)
    The original combustion engine is modified or replaced to run on hydrogen while maintaining internal combustion. Key adaptations include replacing injectors to handle hydrogen, adjusting the air intake system for optimal air/gas mixture, and modifying combustion chambers.
    Most of the original drivetrain (gearbox, transmission) is preserved, making integration easier.
    This type of retrofit is particularly well-suited to heavy vehicles, leveraging proven technologies, minimizing transformation costs compared to full electrification, and maximizing existing production assets.

Hydrogen Vehicle Retrofitting in France: What Does the Law Say?

Officially authorized since March 2020 [8], hydrogen retrofitting in France is governed by strict regulations to ensure safety, performance, and durability.
Here’s what you need to know:

Eligible vehicles:

  • Must be over 5 years old.
  • Includes passenger cars, utility vehicles, heavy trucks, buses, or specialized machinery.

Mandatory homologation:
Each retrofit must be officially approved by regulatory authorities after a series of rigorous tests to guarantee:

  • Continued safety of the vehicle.
  • Stable performance meeting regulatory standards.

Technical requirements:
To be approved, retrofitted vehicles must meet specific criteria:

  • Power output must be between 65% and 100% of the original vehicle’s power.
  • Axle weight distribution must not vary by more than 10%.
  • Total weight must remain within +20% of the original weight.

In conclusion, hydrogen engines—whether fuel cells or internal combustion—represent a compelling solution to decarbonize heavy-duty and intensive transportation, particularly in professional sectors and passenger transport.
Whether you are an industrial player, a municipality, or a transport company, choosing the right hydrogen technology will depend on your operational needs and your budget.

[1] H2 Mobile – Fuel Cells: How They Work, Advantages and Drawbacks

[2] Source Atawey – Behind The Pump: A Deep Dive into a Technological Revolution

[3) H2 Mobile – How Does a Hydrogen Engine Work?

[4] Source Atawey – Why Choose a Hydrogen Car? Key Benefits, Limitations, and Real-World Applications

[5] Source – Connaissance des Énergies – Hydrogen in Transportation

[6] Source GCK – Internal Combustion Engine

[7] Coalition Rétrofit H2

[8] Légifrance – Decree of March 13, 2020 on the Conditions for Converting Internal Combustion Engine Vehicles to Battery-Electric or Fuel Cell Electric Powertrains

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News & HydrogenNews & Hydrogen
14 April 2025

Why Renewable Energy Is Essential to the Development of Hydrogen

The synergy between hydrogen and renewable energy is paving the way for a sustainable future—cutting emissions and boosting energy efficiency.

Hydrogen is rapidly emerging as a cornerstone of the global energy transition. As an energy carrier and storage medium, it holds the potential to decarbonize a wide range of sectors, from industry to mobility.

However, hydrogen’s environmental footprint is closely tied to how it’s produced. Today, the majority of hydrogen used worldwide is grey hydrogen—produced from natural gas through processes that emit significant amounts of CO₂. Green hydrogen, by contrast, offers a cleaner, more sustainable alternative, as it is produced using renewable energy sources.

How Is Renewable Hydrogen Produced?

A range of technologies—at varying stages of maturity—can now generate green hydrogen from diverse and local renewable resources. These methods support energy sovereignty and reduce reliance on fossil fuels.

Water Electrolysis: The Most Advanced Method

One of the most promising pathways for green hydrogen production is water electrolysis. This process uses an electric current to split water molecules (H₂O) into hydrogen (H₂) and oxygen (O₂). When powered by renewable electricity (from wind, solar, or hydro), the process produces hydrogen with zero CO₂ emissions, earning it the label of “renewable hydrogen.”

Moreover, this form of hydrogen qualifies as an RFNBO (Renewable Fuel of Non-Biological Origin)—a designation that recognizes its renewable, non-biological origin. Under the EU’s “Fit for 55” climate package, specific targets for RFNBOs give green hydrogen produced via electrolysis additional regulatory and financial support.

Currently, water electrolysis holds the greatest industrialization potential for renewable hydrogen production. That said, the technology still faces cost-related challenges. Innovations—such as more affordable catalysts and improved electrolyzer durability—could help drive down production costs.

Additionally, hydrogen storage solutions could play a key role in mitigating the intermittent nature of renewable energy sources and ensuring stable grid integration.

Hydrogen from Biomass: A Promising Alternative

Another production route involves biomass—renewable organic matter like agricultural waste, forestry residues, or by-products from the wood industry. Two main methods are used:

  • Anaerobic digestion + reforming: Organic waste (often from farming or livestock) is broken down by bacteria to create biogas (CH₄ + CO₂), which can then be reformed into hydrogen. However, this biogas is often purified into pure methane (CH₄) and injected directly into existing gas networks.
  • Thermochemical processes (pyrolysis or thermolysis): Using high temperatures under controlled oxidation conditions, biomass is converted into a synthetic gas, which is then reformed into hydrogen. These methods can optimize hydrogen production costs and result in near-zero—or even negative—CO₂ emissions when combined with carbon capture systems.

Although these technologies are well-established, they’re currently more focused on producing biofuels—particularly SAF (Sustainable Aviation Fuels)—rather than hydrogen. Additional investment will be needed to scale them for green hydrogen production.

Emerging Technologies: New Frontiers for Hydrogen & Renewables

Several experimental technologies are being explored for future renewable hydrogen production. Photoelectrolysis, for example, directly harnesses solar energy to split water molecules into hydrogen and oxygen using photoelectrochemical cells.

Scientists are also investigating photosynthetic microorganisms, which can produce hydrogen from sunlight and water through natural photosynthesis.

These methods are still at the research stage and will require years of development before large-scale commercial deployment becomes viable.

Ambitious Renewable Hydrogen Projects

Infrastructure dedicated to renewable hydrogen is expanding rapidly. Across Europe, more than 900 green hydrogen projects are expected by 2030—most of them centered around electrolyzer technology. Projections indicate that installed green hydrogen production capacity could reach 2.5 million tonnes by 2030—or even 5 million tonnes under a more aggressive market rollout.

Strong EU Support for Green Hydrogen

The successful implementation of renewable hydrogen projects depends on several key factors: regulatory developments, access to financing, and the deployment of production, transportation, and storage infrastructure.

Since 2020, the European Union has allocated €367.5 million to support the sector. Through initiatives like the Innovation Fund and the Clean Hydrogen Partnership, the EU is playing a central role in accelerating hydrogen development. It is investing in integrated projects that promote renewable hydrogen production, storage, and end-use—particularly to decarbonize local economies.

One flagship program is “H2 Valleys”—a network of regional hydrogen ecosystems. For instance, the IMAGHyNE project, coordinated by the Auvergne-Rhône-Alpes region and involving over 40 European partners (including Atawey), spans the entire hydrogen value chain.

In parallel, national strategies are also driving momentum. Germany has dedicated €14.7 billion to green hydrogen, while France supports the sector through funding calls led by ADEME.

These policies take many forms: from innovation grants and project financing to subsidies that lower the cost of hydrogen.

Green Hydrogen in Action: Real-World Projects

Numerous green hydrogen production projects—based on electrolysis or thermochemical methods—are already underway across Europe. Germany and Sweden are leading the charge, followed closely by France and the Netherlands.

Notable examples include:

  • Normand’Hy: A project to build a 200 MW electrolyzer powered by renewable electricity.
  • Cheylas, Isère: Currently under construction, this electrolyzer will produce 4 tonnes of green hydrogen per day to supply local industry and hydrogen refueling stations in the Auvergne-Rhône-Alpes region (ZEV network).
  • Marne (2025): A site using thermolysis to produce green hydrogen from biomass was launched in early 2025.

Integrating Renewable Hydrogen into Energy Infrastructure

Beyond building production units, it’s vital to embed renewable hydrogen into broader energy systems.

Ecosystems: Accelerating Deployment

Hydrogen ecosystems, especially those supported by the “H2 Valleys” program, are set to play a key role in scaling green hydrogen. By linking stakeholders across the value chain and promoting integrated solutions, these ecosystems enable optimized production, storage, and distribution networks.

Independently of this initiative, Atawey, a specialist in hydrogen refueling stations, is directly involved in rolling out the infrastructure that supports renewable hydrogen.

A prime example is the Arv’Hy project, where Atawey is a major stakeholder. This initiative integrates a renewable hydrogen production unit with a hydrogen refueling station powered by 100% green electricity. The result is a fully local, efficient, and purpose-built solution for hydrogen mobility.

Supporting Grid Stability

Finally, green hydrogen can address one of the main challenges of renewable energy: intermittency. Since solar and wind power are weather-dependent, their electricity generation can fluctuate, straining the grid.

Hydrogen provides a powerful storage solution. When there’s a surplus of renewable electricity, it can be used to run an electrolyzer that converts water into green hydrogen. This hydrogen can be stored long-term and later converted back into electricity—via fuel cells or hydrogen turbines—when demand rises.

To manage this dynamic efficiently, Energy Management Systems (EMS) are essential. These intelligent platforms monitor and control energy flows in real time—optimizing production, storage, and consumption to match grid or local infrastructure needs.

In conclusion, the alliance between hydrogen and renewable energy represents a unique and powerful solution for decarbonizing key sectors like industry and transport—while reinforcing Europe’s energy sovereignty. With technological progress and strong EU backing, the hydrogen value chain is gaining momentum, as demonstrated by the many ambitious projects now underway.

Sources: France Hydrogène, Clean Hydrogen Monitor 2024, Clean Hydrogen Production Pathways Report 2024

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News & Hydrogen
24 March 2025

Why Choose a Hydrogen Car? Key Benefits, Limitations, and Real-World Applications

As climate change accelerates and the energy transition becomes increasingly urgent, hydrogen-powered vehicles are emerging as an innovative alternative to both internal combustion engines and battery-electric vehicles. While electric cars are perfectly suited for short daily trips and lightweight personal use, hydrogen vehicles offer distinct advantages for more demanding use cases—thanks to their extended range, ultra-fast refueling, and capacity to carry heavier loads.

In this article, we break down the benefits and limitations of hydrogen cars, and take a look at the real-life scenarios where they are already proving their worth.

A Critical Need in the Climate Emergency

Transportation is the single largest contributor to greenhouse gas emissions in Europe, responsible for around 30% of CO₂ emissions. While industries like power and manufacturing have started cutting their emissions, the transport sector’s footprint continues to grow—driven by rising demand for road and air travel.

Decarbonising transport is therefore essential to meet Europe’s carbon neutrality target by 2050.

A Broad Scientific Consensus: Electrification Is Essential

Experts agree: the only way to decarbonise mobility at scale is through electrification.

  • The Draghi Report (Sept. 2024) highlights decarbonisation as critical to maintaining Europe’s industrial competitiveness. Hydrogen is identified as a key solution for hard-to-decarbonise sectors, such as heavy transport, steel and chemical industries.
  • The International Energy Agency recommends mass deployment of both battery-electric and hydrogen vehicles to achieve global net-zero targets.

The European Commission has legislated an end to the sale of new combustion-engine cars by 2035, accelerating the shift toward electric and hydrogen powertrains.

Why Hydrogen Has a Key Role to Play

The future of zero-emission mobility relies on two complementary technologies:

  • Battery-electric vehicles (BEVs) – ideal for light-duty use and short-range driving.
  • Hydrogen fuel cell vehicles – better suited to high-mileage, intensive uses like taxis, public fleets and long-distance travel.

Hydrogen cars emit nothing but water vapor and can be refueled in minutes—offering a user experience similar to that of petrol vehicles, but with far less environmental impact. In contexts where charging time, range and payload matter, hydrogen provides a compelling solution.

Advantages of Hydrogen Cars

Hydrogen vehicles offer a range of benefits that set them apart from both combustion and electric vehicles—particularly in commercial, public service and high-demand environments.

For businesses and public authorities: operational efficiency and lower emissions

  1. Maximised payload: Hydrogen cars require smaller batteries, which reduces vehicle weight and frees up space for cargo or passengers—perfect for taxis, utility vehicles and last-mile logistics.
  2. Increased uptime: Refueling takes less than five minutes, meaning vehicles can remain in service virtually all day, without the extended downtime typical of battery charging.
  3. Space-efficient infrastructure: Hydrogen stations require fewer vehicle bays and less public space than dense networks of EV chargers.
  4. Low-carbon operation: At the tailpipe, hydrogen vehicles emit zero CO₂—only water vapor.

For drivers: exceptional range and driving comfort

  1. Extended range: Hydrogen vehicles can travel up to 1,000 km on a single tank—offering more flexibility than most battery-electric models.
  2. Quick refueling: A full tank takes just minutes, allowing drivers to stay on the move.
  3. Smooth and silent driving: Like EVs, hydrogen cars are whisper-quiet and vibration-free, offering a refined experience, especially over long distances.

For communities: cleaner air and quieter cities

  1. Electric grid stability: Unlike EVs, which depend on real-time grid charging, hydrogen can be produced off-peak—helping to balance energy demand and reduce strain on the grid.
  2. Noise reduction: Hydrogen cars are extremely quiet, helping to reduce urban noise pollution.
  3. Better air quality: With no tailpipe emissions or particulates, hydrogen vehicles contribute to cleaner, healthier cities—especially in traffic-heavy areas.

Where Hydrogen Vehicles Make Sense: Real-World Examples

While hydrogen cars aren’t suited to every situation, they shine in specific environments where range, refueling speed and load capacity are critical.

Taxis and ride-hailing: nonstop service with minimal emissions

Case study: Hype and HysetCo – Paris’ hydrogen taxi fleet

  • As of late 2024, 1,000 hydrogen-powered taxis were operating in Greater Paris, 500 of which were added for the 2024 Olympic Games.
  • A network of hydrogen stations has been rolled out to ensure reliable, fast refueling.
  • Why hydrogen? To enable taxis to stay in service longer with no need for long charging breaks.

Rural and long-distance travel: tackling geography and grid gaps

Case study: Zero Emission Valley (Auvergne-Rhône-Alpes, France)

  • A network of hydrogen stations is being deployed across rural, mountainous regions and major transport corridors.
  • Why hydrogen? EVs can struggle in cold weather and hilly terrain. Hydrogen vehicles offer more predictable range and reliability in these challenging environments.

Company and municipal fleets: balancing performance with sustainability

Case study: Arv’Hy project (Vallée de l’Arve, France)

  • Spearheaded by Atawey and local partners, Arv’Hy aims to decarbonise one of France’s most polluted valleys.
  • The initiative includes fleet deployment for businesses and public services, as well as a new hydrogen station in Vougy.
  • The vehicles are designed for regular, long-distance travel in mountainous terrain—where hydrogen is more effective than battery-electric vehicles alone.
  • The project showcases how hydrogen complements public transport and other low-carbon mobility solutions.

Limitations—and How Hydrogen Complements Battery-Electric

Despite its many strengths, hydrogen still faces some roadblocks. Many of these are expected to ease with industrial scale-up and increased investment in green hydrogen.

Current limitations of hydrogen vehicles

  1. High upfront cost
    Hydrogen cars remain significantly more expensive than their electric or petrol counterparts. This is largely due to limited manufacturing volumes and the cost of fuel cell components.
  2. Running costs vary
    Hydrogen fuel is currently more expensive per kilometre than electricity, but often cheaper than petrol or diesel—especially for high-mileage use.
  3. Infrastructure still growing
    Public hydrogen stations are still few and far between, unlike EV charging points. This is partly due to the later start in deploying hydrogen tech.
  4. Green hydrogen still limited
    Much of today’s hydrogen is still produced using fossil fuels (via steam methane reforming). Although green hydrogen (from renewables) is scaling up, it still accounts for a small share of global production.
    Mass production of low-carbon hydrogen is essential to make the technology truly sustainable and cost-competitive.

Hydrogen and Electric: Two Solutions, One Goal

Rather than competing, hydrogen and electric vehicles complement each other—each serving different needs:

  • Battery-electric cars: ideal for short trips, city driving and personal vehicles, with charging at home or public stations.
  • Hydrogen cars: a better fit for taxis, fleets, public services and long-distance routes—where range and quick turnaround are essential.

To conclude, Hydrogen-powered cars offer a powerful, low-emission solution—especially for intensive, long-range or professional use. With their long driving range, fast refueling, and clean performance, they are the perfect counterpart to battery-electric vehicles.

  • Electric cars are perfect for city life and everyday use.
  • Hydrogen is the go-to for high-demand mobility, where time, distance and payload matter.

As refueling infrastructure expands and green hydrogen becomes more accessible, hydrogen vehicles are becoming a more viable and scalable part of the clean mobility ecosystem.

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News & Hydrogen
14 March 2025

Behind The Pump: A Deep Dive into a Technological Revolution

Hydrogen is rapidly emerging as a key solution for decarbonizing transportation. While it may appear straightforward, its deployment relies on a highly advanced technological ecosystem, involving a series of sophisticated processes from production to distribution. Every kilogram of hydrogen used for mobility adheres to strict regulatory protocols to ensure safe, reliable, and efficient refueling.

Compression, storage, cooling, and distribution are all critical stages that require an in-depth understanding of gas physics, materials science, and energy infrastructure. This article explores the cutting-edge technologies that make hydrogen accessible on a large scale while supporting its sustainable development.

A Simple Experience, a Complex Infrastructure

For hydrogen vehicle drivers, refueling is as seamless as filling up a conventional petrol or diesel car: connect the nozzle, press a button, and wait a few minutes for the tank to fill. However, this simplicity masks an intricate and highly engineered system designed to manage complex physical and chemical constraints.

A hydrogen fueling station is far more than just a dispenser. It must continuously monitor gas pressure and temperature, ensure a smooth and secure fill-up, and be adaptable to growing demand. This entire process relies on four key pillars: hydrogen supply, compression, storage, and distribution.

Hydrogen Supply: Balancing Production and Logistics

Before hydrogen reaches a fueling pump, it must be produced, transported, and stored. The way a station is supplied depends on its location, local demand, and the available infrastructure.

On-Site Production: Moving Toward Autonomous Hydrogen Stations

Some stations are equipped with electrolyzers, which produce hydrogen directly on-site from electricity and water. This method offers several advantages: it eliminates the need for hydrogen transportation, reducing carbon emissions, allows for strict quality control of the gas, and enhances energy independence. However, on-site production requires substantial infrastructure and can be limited by land constraints and space availability.

Tube-Trailers: A Flexible Solution

When on-site production isn’t viable, hydrogen can be delivered via tube-trailers—specialized trucks that transport the gas under high pressure. This approach offers significant flexibility, especially for stations located far from production sites. It allows stations to scale capacity according to demand and avoids the need for heavy structural investments. However, the downside is higher transportation costs and an increased carbon footprint, particularly when hydrogen is produced far from its point of use.

Pipelines: Ideal for Countries with an Established Gas Network

In regions with high hydrogen demand, stations can be directly connected to a pipeline network that transports hydrogen from a centralized production site. This setup ensures a continuous and reliable supply while reducing long-term operational costs. However, pipeline infrastructure requires substantial initial investment and largely depends on government policies and public funding.

Optimizing the Hydrogen Network: Centralized vs. Satellite Stations

Hydrogen refueling networks can be optimized through a smart combination of centralized production hubs and satellite stations. A single electrolyzer can supply multiple nearby stations, lowering equipment and maintenance costs while reducing emissions from hydrogen transport. This model also ensures greater scalability, allowing infrastructure to expand in response to market demand while improving overall station profitability.

Compression & Storage: Pressure Under Control

Once delivered to a station, hydrogen must be compressed and stored under optimal conditions to ensure efficient distribution. Unlike liquid fuels, hydrogen is an extremely light and volatile gas, requiring high-pressure storage—sometimes reaching 1,000 bar—to facilitate rapid and large-scale distribution.

High-Pressure Compression: Efficient Energy Management

Hydrogen often arrives at stations at a relatively low pressure (between 30 and 200 bar) and must be gradually compressed using specialized equipment. This process relies on:

  • High-performance compressors capable of minimizing energy losses,
  • Cooling systems that prevent excessive heat buildup during rapid compression,
  • Real-time monitoring sensors that analyze pressure and temperature to prevent anomalies.

By efficiently managing these parameters, stations ensure safe, reliable, and energy-efficient hydrogen storage before distribution.

Cascade Storage: Enhancing Safety and Availability

Hydrogen stations typically employ cascade storage, where gas is distributed across multiple tanks at different pressures. This setup optimizes energy efficiency andST ensures immediate availability for refueling.

Distribution: Ensuring Safe and Standardized Refueling

The final step—transferring hydrogen from storage to the vehicle—requires strict adherence to global refueling standards.

Refueling Standards: Enabling Interoperability

To guarantee safe and consistent hydrogen refueling, stations must comply with internationally recognized standards. The SAE J2601 standard, for instance, outlines specific refueling protocols for different types of vehicles, including cars, buses, and trucks. Meanwhile, regulations such as ISO 14687 set requirements for hydrogen fuel quality and station safety.

One of the key challenges is interoperability, meaning that refueling infrastructure must work seamlessly across all vehicle types, regardless of manufacturer. This requires universal protocols, like SAE J2601, to standardize the refueling process and ensure smooth, secure operation at stations worldwide.

By eliminating technical barriers and promoting global standardization, interoperability accelerates hydrogen adoption and supports its large-scale deployment.

Smart and Efficient Refueling

Modern hydrogen stations integrate intelligent systems that:

  • Dynamically adjust pressure based on vehicle requirements,
  • Use advanced cooling to prevent gas overheating,
  • Detect anomalies in real-time, ensuring maximum safety.

Thanks to these innovations, a passenger vehicle can be fully refueled in just 3 to 5 minutes, a performance comparable to conventional fuels.

Metrology & Regulations: Paving the Way for Hydrogen Mobility

Unlike traditional fuels sold per liter, hydrogen is measured and billed by the kilogram, requiring highly precise metering systems.

Accurate Hydrogen Measurement: Precision & Compliance

Hydrogen metering devices must comply with strict international standards, including:

  • OIML R 139, which ensures the accuracy of mass flow meters,
  • The European MID Directive (Measuring Instruments Directive), regulating measurement instruments across the EU.

Regular calibration of these devices is essential to maintain accuracy and fair pricing for consumers.

Stringent Infrastructure Regulations

Hydrogen stations must also meet rigorous safety and infrastructure regulations. For instance, the Alternative Fuels Infrastructure Regulation (AFIR) in Europe mandates that hydrogen refueling stations be located at least every 200 km along major transport routes.

These regulations play a crucial role in making hydrogen refueling more accessible and in driving the global expansion of hydrogen mobility.

In a nutshell, more than just an alternative energy source, hydrogen is revolutionizing the transportation industry through groundbreaking technological advancements. Behind the ease of refueling lies a highly sophisticated ecosystem, where every hydrogen pump relies on cutting-edge compression, storage, and distribution technologies. Governed by strict standards and continuously evolving infrastructure, this system ensures a refueling process that is safe, fast, and efficient. The expansion of hydrogen stations and the continuous improvement of equipment are meeting the growing demands of sustainable mobility. With innovations in pressure management, cooling, and real-time monitoring, hydrogen technology is advancing toward maximum efficiency. As a result, hydrogen is positioning itself as a key driver of the energy transition, offering a clean and high-performance alternative to fossil fuels.Haut du formulaire

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News & HydrogenNews & Hydrogen
11 March 2025

Heading into the future: hydrogen buses and coaches leading the way.

In the face of challenges related to the decarbonization of transportation, energy efficiency and technological transition have become priorities in urban and regional mobility policies. Encouraging the regular use of public transportation and reducing NOx emissions (nitrogen oxides produced by fossil fuel combustion) are reshaping sustainable mobility solutions. Among these, hydrogen buses and coaches stand out as a way to combine efficiency with environmental responsibility.

As of January 2025, France already had 52 hydrogen buses in operation, with 222 more being deployed. With over 540 units announced for the coming years (source: France Hydrogène Mobilité – January 22, 2025), a strong momentum toward this technological transition is underway. Thanks to their zero-emission operation and ability to cover long distances without frequent refueling, these vehicles provide a concrete solution to the challenges of urban transportation.

Do not confuse hydrogen coaches and hydrogen buses!

A bus (or autobus) is a public transport vehicle designed to carry 20 to 100 passengers, sometimes including standing areas or spaces for people with reduced mobility. It operates on short to medium routes with frequent stops at fixed points and is deployed in urban or suburban areas.

The main hydrogen bus manufacturers in Europe are Solaris, Wrightbus, Caetano, and Mercedes-Benz, offering 12m and 18m models. Their key feature is a 350-bar hydrogen tank (compared to 700 bar for coaches), storing between 30 and 40 kg of hydrogen, providing a range of up to 600 km.

In contrast, a coach is designed for intercity or long-distance travel, often connecting different cities or regions. It makes fewer stops, offering more direct journeys. Coaches are built to transport around 50 seated passengers equipped with seat belts, along with their luggage stored in an underfloor compartment. The hydrogen coach market is still far less developed than that of hydrogen buses, with only a few retrofitted vehicles currently in circulation. This is due to higher autonomy requirements and space constraints, as luggage storage needs to be preserved.

In summary: Buses operate short, frequent urban routes, while coaches are suited for long-distance travel and school transportation.

New or Retrofit: Do You Know the Difference?

There are two categories of hydrogen vehicles on the market: new models and retrofitted models.

Each has its own advantages depending on user needs. New models are specifically designed for hydrogen, ensuring optimal performance and maximum lifespan for all components. Retrofitted models, on the other hand, follow a circular economy approach, extending the life cycle of existing combustion-engine vehicles by replacing their components. This significantly reduces their environmental impact.

How do hydrogen buses and coaches work?

Discover how these hydrogen vehicles work with our explanatory diagram below.

Operating diagram of a hydrogen bus/coach
  1. The hydrogen bus is refueled at a H2 station (refueling time between 10 and 20 minutes) in the same way a conventional bus would refuel at a thermal station.
  2. Hydrogen is stored in high-pressure tanks (350 or 700 bar) and then supplies the fuel cell when the hydrogen bus is in operation.
  3. Hydrogen and ambient oxygen (O2) react inside the fuel cell to produce water and electricity.
  4. This electricity powers the electric engine, which drives the wheels, moving the hydrogen bus forward.
  5. At the same time, energy generated through regenerative braking (similar to a standard electric vehicle) is stored in the battery.
  6. The battery thus also supports the electric motor by supplying the electricity recovered during regenerative braking.
  7. Finally, the only emission from the bus’s exhaust is water vapor, produced by the fuel cell.

Local authorities: why adopt hydrogen buses for sustainable urban mobility?

For local residents

Hydrogen buses contribute to improving quality of life in cities by reducing air and noise pollution. These vehicles produce no CO2, fine particles, odors, or toxicity, leading to cleaner air for residents. Hydrogen fuel cell vehicles incorporate an electric motor, which, in addition to being silent, helps reduce noise pollution.

Finally, hydrogen technology provides a key solution for stabilizing electrical grids. Due to its storage capacity, it allows for decoupling energy production from consumption, preventing overloads on the grid during peak demand periods. This flexibility reduces the risks of voltage spikes and outages, ensuring a continuous power supply for local residents. By integrating hydrogen, electrical infrastructures are less strained, promoting a more reliable grid and quality service for the community.

For local authorities

In France, since 2022, urban areas with more than 250,000 inhabitants are required to ensure that a quarter of their bus fleet is zero-emission. Hydrogen buses, which only emit water vapor, present a relevant solution for meeting this requirement.

Their hydrogen tanks ensure optimized range, allowing them to effectively cover suburban and urban areas, including those with significant elevation changes or marked temperature variations. Unlike battery-electric buses, whose range can be significantly impacted by the use of heating in winter or air conditioning in summer, hydrogen buses maintain their performance regardless of weather conditions.

Additionally, their more compact battery frees up space for passenger transport, while being better suited for long distances.

Finally, their quick refueling time (between 10 and 20 minutes) reduces the need for extensive refueling infrastructure and optimizes the footprint, a key advantage in constrained environments such as bus depots or airport platforms.

For drivers

Hydrogen buses combine comfort, performance, and efficiency, enhancing the driving experience. Silent and free of vibrations, they reduce driver fatigue, making long-distance driving much more comfortable. Their large range, combined with stable performance even in cold weather or on routes with significant elevation changes, makes them ideal for intensive use. Additionally, the quick refueling time ensures smooth and rapid turnover, a crucial advantage for transport networks that require tight schedules.

All aboard: hydrogen buses and coaches are already on the road!

Many cities in France have already chosen hydrogen buses and coaches to modernize their transport networks. These projects showcase their potential to transform urban mobility:

Etat des lieux des projets de déploiements de bus hydrogène annoncés en France
Source: France Hydrogène Mobilité – January 22, 2025

Here are a few examples:

  • HYPORT: The renewable hydrogen solution in the Occitanie region
HyPort is deploying renewable hydrogen infrastructure in Occitanie. At the end of 2023, HyPort inaugurated the first European station for the production, storage, and distribution of green hydrogen in an airport zone at Toulouse-Blagnac Airport. This facility includes an electrolyzer with a production capacity of over 400 kg of zero-carbon hydrogen per day, powered entirely by renewable electricity. The station has two charging points: one on the tarmac, for airport vehicles, and another on the city side, accessible to buses and other light vehicles. This infrastructure supports the fueling of up to 20 hydrogen buses per day, contributing to the decarbonization of the airport’s ground operations and promoting sustainable mobility in the region.
  • NOMAD CAR H2, the first retrofitted coach to be certified
On the hydrogen coach side, we have the NOMAD CAR HYDROGEN project, a result of the innovative strategy of the Normandy Hydrogen Plan. A world first, it enabled the retrofitting of a diesel coach into a zero-emission hydrogen vehicle, with a range of 450 km. This coach has been operating since April 2024 on the regular Evreux-Rouen route, marking a significant advancement in the sector.
Station hydrogène Atawey intégrée au programme européen EAS-HyMob.
  • AMETHyST: Hydrogen coaches and buses in the Alps
The CCPEVA tested hydrogen coaches and buses from February 13 to 25 in collaboration with key partners such as Transdev, Lhyfe, and GCK. This experiment aimed to demonstrate the relevance of green hydrogen for mountain transport, where range and power are crucial. The project is part of a sustainable mobility initiative, supported by ADEME and the European AMETHyST project. Through this demonstration, the performance of hydrogen vehicles will be assessed under real-world conditions. This represents a step forward in the transition to decarbonized public transport, tailored to the challenges of alpine areas.
Station hydrogène Atawey ravitaillant un bus à hydrogène.

Hydrogen, the key to a sustainable future for our cities

In summary, hydrogen buses represent a major advancement in the field of sustainable mobility. By combining zero particle emissions, extended range, and fast refueling times, they are positioned as the ideal solution for local authorities aiming to reduce their environmental impact.
By investing in this innovative technology, cities and local communities contribute to accelerating the energy and technological transition while providing efficient and sustainable public transport for their residents.

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News & Hydrogen
28 February 2025

From Matter to Energy: The Secrets of Hydrogen Production

The why of hydrogen is no longer up for debate.
Whether among scientists, policymakers, or governments—many of which have adopted dedicated hydrogen roadmaps—there’s a clear consensus: hydrogen has a crucial role to play in decarbonizing our world. Its ability to significantly cut CO₂ emissions from industry and transportation makes it a key tool in the fight against climate change.

But beyond its ecological benefits, hydrogen is also a strategic economic asset. As highlighted in the Draghi Report (2024), countries investing in hydrogen production and infrastructure will gain a competitive edge in the global energy transition.

The how, however, remains less understood.
What are the different ways to produce hydrogen? What are their advantages, challenges, and environmental impacts? Let’s break it down and explore the leading production methods, emerging innovations, and what they mean for the future of clean energy.

Why Is Hydrogen Essential for Our Energy Future?

Hydrogen is a simple yet powerful molecule, used both as a raw material and an energy carrier. When produced using low-carbon or renewable methods, it becomes a game-changer for industries and mobility sectors looking to slash their carbon footprints.

However, not all hydrogen is created equal—its environmental impact varies significantly depending on how it is produced. This has led to the classification of hydrogen by color codes, each representing a different production method.

To learn more about hydrogen colors and their environmental impact, check out our article: The Colors of Hydrogen.

Couleurs de l'hydrogène : de la ressource au vecteur énergétique

Hydrogen Production Methods: From Resource to Energy Carrier

1. The Most Widespread: Steam Methane Reforming (SMR)

SMR, also known as steam reforming, is currently the dominant method of hydrogen production. It involves reacting natural gas (methane) with steam at high temperatures to produce hydrogen. However, it comes with a major drawback—it generates large amounts of CO₂.

  • Pros: Cost-effective, widely used, and technologically mature.
  • Cons: High CO₂ emissions, unless combined with carbon capture, utilization, and storage (CCUS) to mitigate its environmental impact.

2. The Synthetic Approach: Gasification

Gasification is a thermochemical process that converts carbon-rich materials like bituminous coal, lignite, or biomass into a synthetic gas (“syngas”), which contains hydrogen, carbon monoxide, and carbon dioxide.

  • Pros: Can repurpose industrial and agricultural waste.
  • Cons: Heavy reliance on fossil fuels or organic materials, with significant CO₂ emissions (unless captured).

3. The Most Promising: Water Electrolysis

Electrolysis splits water molecules (H₂O) into hydrogen (H₂) and oxygen (O₂) using electricity. When powered by renewable energy sources (solar, wind, or hydro), this method produces zero-carbon hydrogen.

  • Pros: No direct CO₂ emissions, making it ideal for truly green hydrogen production.
  • Cons: High energy consumption and expensive electrolyzer technology (though costs are expected to decrease as production scales).

Several variations of electrolysis exist:

  • High-Temperature Catalytic Water Splitting: Uses heat (often from nuclear or concentrated solar power) to reduce the energy required for electrolysis.
  • Chimio-Thermal Electrolysis: A hybrid method that combines chemical and electrochemical processes to optimize efficiency.
  • Electrolysis Powered by Renewables: Uses electricity from wind, solar, or hydro power to ensure minimal environmental impact.

4. The Most Innovative: Emerging Technologies

Several breakthrough technologies aim to produce low-carbon hydrogen with greater efficiency:

  • Methane Pyrolysis: This process heats methane to over 1,000°C in the absence of oxygen, producing hydrogen and solid carbon, instead of CO₂.
    • Pros: No CO₂ emissions, and solid carbon can be used in industries.
    • Cons: Still at an early stage, requiring further research and investment.
  • Biological Hydrogen Production: Uses microorganisms (derived from wastewater or organic waste) to break down biomass and generate hydrogen.
    • Pros: A potential solution for turning waste into clean energy.
    • Cons: Requires further development for large-scale deployment.

5. The Most Natural: White and Orange Hydrogen

Hydrogen also occurs naturally through long-term geological processes, giving rise to:

  • White Hydrogen: Formed over thousands of years through natural chemical reactions underground.
  • Orange Hydrogen: Produced by injecting saltwater into iron-rich rocks, triggering reactions that generate hydrogen.
  • Pros: No CO₂ emissions—white hydrogen is naturally occurring, while orange hydrogen involves simultaneous CO₂ sequestration.
  • Cons: Extraction techniques are still experimental, requiring years of research before large-scale deployment.

🔍 To learn more, check out our dedicated article on White Hydrogen.

Environmental Impact of Hydrogen Production

The sustainability of hydrogen depends entirely on how it is produced. Each method carries a different environmental footprint:

Production Method Environmental Impact
Steam Methane Reforming (SMR) High CO₂ emissions unless CCUS is used.
Gasification Generates CO₂, but emissions can be captured.
Electrolysis Zero emissions if powered by renewables.
Emerging Technologies Promising, but require further testing and development.
White/Orange Hydrogen Naturally occurring or involves CO₂ sequestration.

Challenges & Future Outlook for Hydrogen Adoption

1. Reducing Costs

Today, low-carbon hydrogen remains more expensive than traditional hydrogen. However, prices are expected to fall as technologies improve and renewable energy scales up.

2. Infrastructure Development

For hydrogen to reach its full potential, massive investments in pipelines, hydrogen refueling stations, and storage are needed.

3. Policy & Government Support

Public policies, subsidies, and long-term investment strategies will play a crucial role in accelerating hydrogen adoption in industries and transportation.

Hydrogen: The Future of Clean Energy?

Hydrogen—especially when produced sustainably—has the potential to transform our energy landscape. Advancements in electrolysis, carbon capture, and alternative production methods will pave the way for a truly green hydrogen economy.

In a nutshell, hydrogen is much more than just an energy carrier. With sustainable production methods, the right infrastructure and strong political support, it can become an essential pillar of the energy transition.