Atawey

Atawey announces the signing of a contract for three hydrogen refueling stations in Belgium

Lucie Lagarde — Thu, 02 Apr 2026 07:13:30 +0000

Atawey announces the sale of three new hydrogen refueling stations in Europe to Colruyt Group and Virya Energy, for a multi-million-euro amount, following a competitive tender process. This contract marks a key milestone in the international expansion strategy of the French leader in hydrogen refueling stations.

Following the deployment of a first station in Italy, Atawey will now install three new stations in Belgium, dedicated to heavy-duty mobility. This project is fully aligned with Europe’s ongoing efforts to decarbonize transport and reflects the commitment of key industry stakeholders. It also demonstrates Atawey’s ability to operate in international markets with high regulatory and operational requirements.

Hydrogen Refueling stations in Belgium supporting the decarbonization of heavy-duty and high-usage mobility

These new orders confirm the relevance of Atawey’s technological offering and its ability to meet the growing expectations of hydrogen mobility operators, as well as AFIR requirements.

With a total distribution capacity exceeding 7 tonnes per day, these three new stations—dedicated to heavy-duty mobility—will be deployed in Belgium by the end of 2027. They are based on a modular and standardized architecture, ideally suited to the project’s requirements.

Atawey will also provide a full range of high value-added services to ensure optimal equipment availability.

A new step toward industrialization through series orders

These sales also represent a significant step forward in the industrialization of Atawey’s solutions, with the transition to series production orders—reflecting growing industrial maturity.

The company relies on optimized production processes, a structured supply chain, and proven industrial standards, enabling it to secure volumes, costs, and delivery timelines, while maintaining a high level of quality.

« This project is excellent news for heavy-duty and high-usage hydrogen mobility in Europe: it confirms the relevance of hydrogen in accelerating transport decarbonization. It also represents the concrete implementation of our international expansion strategy initiated several months ago. I would like to thank Colruyt Group and Virya Energy for their trust, as well as all the teams involved in delivering these projects. »

Jean-Michel Amaré

President and Co-Founder of Atawey

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Hydrogen Prices in 2026: Cost per kg, Refuelling Costs, Comparisons and 2030 Outlook

Lucie Lagarde — Fri, 27 Mar 2026 08:48:46 +0000

Global hydrogen demand reached nearly 100 million tonnes in 2024, confirming its strategic role in decarbonising industry and heavy transport. However, today, almost 99% of hydrogen produced worldwide still comes from fossil sources, primarily natural gas and coal, significantly limiting its actual decarbonisation impact when assessed over its full lifecycle.

In this context, European policies are focusing on the development of low-carbon and renewable hydrogen to support the energy transition. Nevertheless, its large-scale deployment remains closely tied to a central question: its cost.

In 2026, hydrogen production costs range from €1 to €4/kg for grey hydrogen, €3 to €5/kg for blue hydrogen, and €5 to €9/kg for green hydrogen. These differences are significant and far from random. Let’s take a closer look at the factors influencing hydrogen costs and prices, as well as the outlook towards 2030.

What factors influence hydrogen prices?

Hydrogen prices depend on a combination of technical, logistical, and geopolitical variables. Each link in the value chain—from production to distribution—impacts the final cost. In this article, we provide an overview of the main factors shaping hydrogen prices on the international market.

Factor #1: Production costs

The production process is the primary driver of hydrogen pricing. Three main production pathways are currently distinguished based on their environmental impact:

Grey hydrogen: produced from natural gas. It is currently the cheapest solution but also the most polluting, as it generates significant CO₂ emissions.
Blue hydrogen: based on the same process as grey hydrogen, but with carbon capture and storage (CCS or CCU – Carbon Capture Utilization). It emits less CO₂ but is more expensive.
Green hydrogen: produced through water electrolysis using renewable electricity. This method delivers the lowest carbon footprint, but electricity can account for up to 70% of total costs. In short: the higher the electricity price, the higher the cost of renewable and low-carbon hydrogen.

Production costs represent the largest share of the final price—but not the only one. Once produced, hydrogen must still be stored and transported.

Factor #2: Storage and conditioning

Hydrogen is the lightest molecule, which makes its storage and transport technically challenging and cost-intensive. It can be:

Compressed in gaseous form, requiring very high pressures (up to 1,000 bar), with significant energy consumption;
Liquefied at -253°C, which involves very high energy costs;
Converted into stable chemical carriers (such as ammonia or methanol), requiring energy-intensive transformation processes.

Each of these options consumes energy and therefore increases the final cost. Beyond conditioning, the distance between production sites and end-use locations also plays a key role.

Factor #3: Transport

Once hydrogen is produced, it must be delivered. Logistics directly impact the price at the pump, depending on the transport method:

Trucks (tube trailers): suitable for short distances but not cost-efficient over long distances;
Ships: mainly used for liquid hydrogen, suitable for large-scale imports;
Pipelines: cost-effective in the long term but requiring significant upfront infrastructure investment.

The denser the network, the lower the costs.

Factor #4: Origin

Hydrogen can theoretically be produced anywhere, but its price varies depending on:

The availability of renewable electricity,
Labour and infrastructure costs,
Local regulatory frameworks and public policies (carbon taxes, subsidies, quotas).

These factors partly explain the price differences observed between regions such as Europe and Asia. Europe currently prioritises low-carbon hydrogen, which increases costs in the short term but reduces the overall climate impact.

Having reviewed the main cost drivers, let us now look at actual market price levels.

How much does 1 kg of hydrogen cost?

Unlike fossil fuels, typically expressed in €/litre, hydrogen costs and prices are expressed in euros per kilogram (€/kg).

What are hydrogen production costs?

As of early 2026, hydrogen production costs are as follows:

Grey hydrogen: €1 to €4/kg
Blue hydrogen: €3 to €5/kg
Green hydrogen: €5 to €9/kg

Note: The recent drop in natural gas prices in 2025 temporarily widened the gap between green and fossil-based hydrogen. However, the industrialisation of electrolyser manufacturing and increasing production capacities are expected to gradually reduce this difference.

These production costs form the basis of hydrogen sales prices for industrial applications. In the mobility sector, however, the price at the pump also includes logistical costs.

How much does a hydrogen refuelling cost?

Hydrogen refuelling costs vary by country. According to recent IEA data:

Japan / China: around €6/kg
Europe (2025): between €10 and €20/kg, depending on station density and supply models

In practical terms, this represents:

Vehicle Type	Average Tank Capacity	Refueling Cost in Europe	Refueling Cost in Asia
Light-Duty Vehicles	6 kg	€60 to 120	~ €36
Buses	30 kg	€300 to 600	~ €180
Coaches	50 kg	€500 to 1 000	~ €300
Short-haul trucks	40 kg	€400 to 800	~ €240
Long-haul trucks (44t tractor)	60 kg	€600 to 1 200	~ €360

Note: Europe prioritises low-carbon hydrogen produced via renewable electrolysis or with carbon capture. This strategic choice leads to higher short-term costs.

Conversely, some Asian regions still rely more heavily on grey hydrogen, which is cheaper but more carbon-intensive. This lowers pump prices, further reinforced by strong government support mechanisms in these regions.

Given these still relatively high price levels, a key question arises: can green hydrogen become more competitive in the coming years?

Green hydrogen: will hydrogen prices decrease in the coming years?

Global electrolysis capacity now exceeds 3 GW, compared to 1.4 GW in 2023 and 2 GW in 2024. The momentum is real, although still largely concentrated in China.

In Europe, approximately 0.6 GW of electrolysis capacity was already operational by mid-2025, with more than 2.8 GW under construction or in pre-FID (Final Investment Decision) stages.

While growing, these volumes still represent less than 1% of global hydrogen production. In other words, the growth potential remains considerable.

Reducing the cost of green hydrogen is therefore a major industrial challenge worldwide. Several levers could contribute to this decrease in the coming years.

Lever #1: Declining renewable energy costs

Electricity is the main cost component in green hydrogen production.

As renewable energy costs decrease, hydrogen costs follow naturally.

In addition, smart energy management systems enable production to be optimised: producing more when electricity is abundant and cheap, and less when prices rise.

Producing at the right time thus becomes a key economic lever.

Lever #2: Improvements in production costs

The second variable is technological.

Electrolysers (alkaline, PEM, SOEC) are becoming more efficient, requiring less electricity to produce the same amount of hydrogen. Since electricity can account for up to 70% of total costs, this is a major factor.

Manufacturers are also working on more durable and cost-effective materials, extending equipment lifetimes and reducing lifecycle costs.

Finally, industrial scaling plays a critical role. As production volumes increase, unit costs decline—a classic economies-of-scale effect.

Lever #3: Hydrogen mobility – structuring production and distribution ecosystems

In hydrogen mobility, cost reductions do not depend solely on technology but also on network organisation.

An efficient model often relies on:

Centralised production units,
Satellite refuelling stations located close to end uses.

This structure enables:

Sharing of heavy investment costs,
Reduced operating costs,
Shorter transport distances,
Progressive capacity adjustments in line with actual demand.

In short, the more structured the network, the lower the cost per kilometre.

These three dynamics—declining renewable and low-carbon energy costs, technological progress, and the structuring of hydrogen refuelling networks—are creating the conditions for gradual cost reductions.

The trajectory will not be linear. It will depend on electricity prices, carbon pricing, and investment pace.

However, the underlying trend is clear: as the sector industrialises, the cost gap with fossil fuels will narrow.

What are the projections for the coming years?

By 2030, the most optimistic global projections suggest:

Grey hydrogen: stable pricing, but decreasing policy support,
Blue hydrogen: declining costs, approaching grey hydrogen levels,
Green hydrogen: potential costs of €2 to €3/kg in highly favourable regions

However, only certain projects will actually reach these targets. Deployment speed will heavily depend on public policies and carbon pricing.

Cost reductions alone are not sufficient to ensure competitiveness, which also depends on comparisons with alternative energy solutions and regulatory frameworks.

Will green hydrogen become competitive?

Recent data suggests that European clean hydrogen production could reach around 2.3 Mt/year by 2030, with a significant share coming from electrolysis. This would represent a substantial scale-up compared to current levels.

Green hydrogen could therefore become competitive between 2030 and 2035, particularly in:

Heavy industry (steel, chemicals),
Long-distance transport,
Hard-to-electrify sectors,

provided that renewable electricity remains competitive and carbon pricing increases.

In the most favourable scenarios, green hydrogen prices could fall to around €2 to €3/kg in regions with abundant, low-cost renewable electricity, making it competitive for heavy industry and long-distance transport.

To accelerate this cost convergence, many governments have implemented support mechanisms.

Are there subsidies to reduce hydrogen costs?

Beyond market dynamics, green hydrogen competitiveness also relies on strong public support at both national and European levels.

In France, the IRICC (Incentive to Reduce the Carbon Intensity of Fuels)—which replaces the TIRUERT (Incentive Tax on the Use of Renewable Energy in Transport)—encourages the use of low-carbon fuels. This fiscal mechanism requires a minimum share of low-carbon hydrogen in transport fuels.

Other European countries have introduced similar schemes. In the Netherlands, the SDE++ mechanism supports low-carbon hydrogen production by compensating the cost gap with fossil fuels. In Germany, new funding programmes launched in 2026 aim to accelerate the deployment of hydrogen refuelling stations and fuel cell trucks, confirming the strategic importance of hydrogen mobility.

At the European level, the Clean Hydrogen Partnership has mobilised over €1 billion in public funding to support more than 250 projects covering electrolysis, heavy mobility, and storage. These investments aim to accelerate technological maturity and reduce costs through scale effects.

Finally, carbon taxes applied to greenhouse gas emissions are gradually penalising fossil fuels.

These mechanisms are designed to support the emergence and long-term sustainability of a strong and competitive European hydrogen sector.

In conclusion, hydrogen prices remain a barrier to large-scale adoption, particularly in mobility applications (excluding passenger vehicles). However, industrialisation, declining renewable energy costs, and increasing climate pressure are progressively reshaping the equation. In 2025, the first installations above 50 MW entered into operation—marking a key milestone for the sector.

By 2030, green hydrogen could become competitive for certain key uses. Not everywhere. Not for everything. But precisely where direct electrification falls short.

Q&A: Hydrogen prices

What is the average price of hydrogen per kilogram?

Between €1 and €9/kg depending on the production method. At the pump in Europe: €10 to €20/kg.

Why is green hydrogen more expensive?

Because it requires renewable electricity and still-costly electrolysers. Electricity accounts for the majority of costs.

Why is hydrogen more expensive in Europe than in Asia?

Europe prioritises low-carbon hydrogen, which is more expensive in the short term, while some Asian regions still rely more on grey hydrogen. This is further amplified by strong government support for production in those regions.

Will hydrogen prices decrease?

Yes, driven by economies of scale, declining renewable energy costs, and public support mechanisms.

Is hydrogen economically viable?

It is already viable in certain heavy industrial sectors but remains less competitive for mobility applications.

References

The estimates and projections presented in this article are based on data from the International Energy Agency (IEA), Hydrogen Europe, and the Hydrogen Council, covering the period from 2023 to 2025.

Data synthesis from the following sources: IEA Global Hydrogen Review 2024 ; IEA Global Hydrogen Review 2025 ; Hydrogen Europe Clean Hydrogen Monitor 2024, Hydrogen Europe Clean Hydrogen Monitor 2025 ; Clean Hydrogen Partnership Program review report 2024 ; RTE Bilan Prévisionnel 2023-2035, Hydrogen Council Closing the cost gap.

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SAE J2601: Understanding the International Standard for Gaseous Hydrogen Refueling

Lucie Lagarde — Wed, 25 Feb 2026 17:15:16 +0000

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.

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

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.

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

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

How does hydrogen refueling work?

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.

What is SAE J2601?

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

Difference between SAE J2601 and SAE J2799?

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

How long does refueling take?

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

Look-up tables vs. MC Formula?

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

Why pre-cool hydrogen?

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

Is SAE J2601 mandatory?

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

What changes with SAE J2601-5?

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

Will SAE J2601 evolve?

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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Hydrogen Trucks: A Revolution for Road Freight

Lucie Lagarde — Wed, 10 Sep 2025 07:47:58 +0000

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

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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€22 million to scale up across Europe

Lucie Lagarde — Fri, 27 Jun 2025 06:04:48 +0000

Atawey, the French leader in hydrogen refueling stations, announces a strategic €22 million equity fundraising round to accelerate its industrial scale-up and strengthen its position as a trusted partner for hydrogen mobility projects across Europe.

With 51 stations deployed, two production sites, 150 employees, and a strong growth in 2024, Atawey now has all the key levers in place to meet rising demand, support ongoing projects in France and Europe, and drive the emergence of a sovereign, high-performance and competitive hydrogen mobility sector.

Strong growth in a challenging market

In 2024, Atawey recorded +113% revenue growth, reaching €18 million, supported by clear strategic choices: customizable solutions, an extended service offer, and a strong client-centric approach.

Despite slower-than-expected growth in the hydrogen sector, this performance demonstrates Atawey’s operational resilience and financial robustness.

Looking ahead, the company benefits from strong commercial momentum, with €30 million in confirmed order potential—reflecting renewed trust from long-standing clients as well as growing interest from new ones in France and abroad, such as Brétéché – Groupe Avia Picoty, GCK Energy, HYmpulsion, Hynamics, and major industrial players.

Atawey now aims to:

Achieve positive EBITDA by the end of 2025;
Strengthen its European footprint following initial deployments in Italy, Spain, and the Benelux;

Rapidly roll out reliable, competitive, and high-performance hydrogen solutions.

"This fundraising is an importantmilestone in Atawey’s growth. It enables us to accelerate without compromising our DNA: customer intimacy, technological excellence, and deep commitment. We want to be the go-to partner for regions and industries committed to hydrogen mobility and decarbonizing their operations. "

Jean-Michel Amaré

Président et cofondateur

A strategic investment round to deliver more stations, faster, across Europe

This funding round was led by long-time investor Starquest, alongside the French State through the France 2030 program, ARMOR GROUP, an industrial consortium, and the Auvergne-Rhône-Alpes Regional Industry Future Fund.

They comment:

"Atawey has experienced a strong and accelerating growth since its inception, despite the turbulence in the hydrogen distribution market caused by political uncertainty and the learning curve of a young industry. The company has wisely looked beyond national borders to tap into future growth. Compared to competitors, Atawey has demonstrated an ability to minimize CAPEX through a product line strategy aligned with real-world demand and market pace. By the end of 2025, Atawey could become the first European hydrogen player to reach operational profitability. With this funding, the company is well-positioned to address Europe’s growing need for heavy-duty hydrogen mobility and lead the coming market consolidation."

Emmanuel Gaudé

Co-fondateur chez Starquest

"Through this new investment as part of our ARMOR GROUP Open Industry program, our Group is branching out to support decarbonized mobility, complementing our ARMOR BATTERY FILMS activity. It reflects our ambition to foster industries with both environmental and economic impact. Beyond capital and our board observer seat, we are contributing Atawey the industrial know-how of our century-old group to help realize its 2025 ambitions and beyond."

Hubert de Boisredon

Président-Directeur général d’ARMOR GROUP

"Atawey fits perfectly with the investment strategy of the Auvergne-Rhône-Alpes Regional Industry Future Fund, advised by UI Investissement. Our participation in this capital increase is aligned with a shared goal: structuring the hydrogen industry, contributing to the decarbonization of heavy mobility, and advancing regional, national, and European energy sovereignty."

Sébastien Touvron

Directeur Associé chez UI Investissement, conseil du Fonds Régional Avenir Industrie Auvergne-Rhône-Alpes

Concrete ambitions for 2025 and beyond

This capital raise will enable Atawey to accelerate along three key strategic priorities:

Expand its commercial footprint across Europe to meet the rising demand for heavy-duty mobility (goods and passenger transport, special vehicles, off-road applications, and industry) with competitive, regulation-compliant solutions;
Enrich its integrated services—broadening operations, maintenance, training, and ecosystem development to support clients throughout the full station lifecycle;
Optimize its industrial chain, through structured operational excellence and increased production capacity at its Chambéry and Grenoble sites located in the French Alps.

Atawey is thus reaffirming its position as a full-service player at the heart of large-scale, reliable, and competitive hydrogen mobility. The company aims to play a leading role in shaping the European ecosystem for decarbonized transport.

Customizable solutions to support Europe-wide hydrogen mobility

Hydrogen is a critical lever for achieving carbon neutrality and securing Europe’s industrial independence.

Atawey is fully aligned with this vision by providing reliable, efficient and ready-to-use solutions. To support this transformation, the company relies on:

Sovereign technologies, designed and manufactured in France, tailored to the needs of regions and industries;
The Atawey Academy, a training hub for both internal and external stakeholders to build the skills required for the sector’s rapid growth;
Mastery of core fundamentals: top-tier safety, cutting-edge technology informed by ongoing regulatory and technical monitoring, and operational excellence.

Trusted partners

This operation was supported by:

Joffe & Associés (legal counsel),
Société Générale (M&A advisory),
Alpha Capital Partners (M&A advisory).

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Scaling Up Low-Carbon Hydrogen: Opportunities and Challenges

Lucie Lagarde — Wed, 28 May 2025 13:48:56 +0000

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

Lucie Lagarde — Wed, 07 May 2025 08:39:09 +0000

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:

Demand reduction: rethinking mobility habits and cutting unnecessary travel,
Renewable energy: powering new drivetrains with low-carbon energy sources,
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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Hydrogen Engine: How Does It Work?

Lucie Lagarde — Mon, 28 Apr 2025 07:34:06 +0000

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:

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

Gaseous hydrogen is stored in the vehicle’s tanks after refueling at a hydrogen station [2].
Hydrogen is directed toward the fuel cell via the anode, while oxygen from the air enters through the cathode.
At the anode, a chemical reaction occurs, splitting hydrogen into electrons and protons—a process called redox (oxidation-reduction).
The electrons travel through an external circuit, generating electricity to power the electric motor.
Meanwhile, the protons pass through the electrolyte to the cathode, where they react with oxygen and electrons to form water.
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.

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:

Gaseous hydrogen is stored in the vehicle’s tanks after refueling at a hydrogen station.
Hydrogen is injected into the engine’s combustion chamber via injectors and mixed with air.
A piston compresses the hydrogen-air mixture, raising the pressure and temperature inside the combustion chamber.
A spark plug ignites the mixture.
When the mixture ignites, it generates heat and energy, pushing the piston upward. This energy is then converted into mechanical motion.
The force produced by combustion is used to drive the vehicle’s wheels.
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?

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.
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

L’article Hydrogen Engine: How Does It Work? est apparu en premier sur Atawey.

Why Renewable Energy Is Essential to the Development of Hydrogen

Lucie Lagarde — Mon, 14 Apr 2025 06:56:24 +0000

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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Hydrogen Refueling Stations: Spotlight on Our Latest Technological and Operational Advancements

Lucie Lagarde — Mon, 31 Mar 2025 14:59:46 +0000

Hydrogen mobility has transitioned from a future concept to a present-day solution, effectively addressing the challenges of decarbonizing transportation. Across Europe and particularly in France, initiatives are accelerating to electrify both public and private fleets—encompassing electric and hydrogen vehicles—to reduce reliance on fossil fuels.

In this dynamic landscape, Atawey positions itself as a technological leader with a clear vision: to make hydrogen accessible, reliable, and efficient throughout Europe for diverse applications. Our teams are advancing rapidly, developing cutting-edge technologies and hydrogen refueling solutions ready for large-scale deployment.

This article delves into our latest developments shaping the hydrogen infrastructure of tomorrow.

Technological Advancements in Our Next-Generation Stations

To support the rapid growth of hydrogen mobility, our H2 stations are continually evolving, integrating state-of-the-art features designed to secure operations, facilitate remote management for station operators, and enhance the user experience for drivers.

Precision for Trust: Hydrogen Measured to the Gram

Since the third quarter of 2024, our stations have achieved legal metrology certification. This ensures that the quantity of hydrogen dispensed is measured with gram-level precision, comparable to traditional fuels, providing users with a transparent refueling experience.

This certification is part of a comprehensive technological ecosystem developed by Atawey to ensure optimal end-to-end operation:

ata’Config: A flexible configuration tool that tailors stations based on vehicle type (light vehicles, buses, heavy-duty trucks) and operational context (urban, logistics, mountainous areas), catering to project developers’ specific needs.
ata’Start: A rapid initialization software enabling simplified, quick, and secure commissioning of Atawey’s mobile stations. It centralizes startup operations, automatically configures essential parameters, and reduces on-site deployment time.
ata’Check: An intelligent diagnostic system that continuously monitors the station’s health and its critical components (sensors, compressors, safety systems). It facilitates proactive preventive maintenance, significantly reducing the risk of service interruptions.
ata’Metrics: An integrated metrology chain ensuring precise measurement of dispensed hydrogen, compliant with legal metrology standards. It guarantees transparent, reliable, and fair billing for users while simplifying reporting for operators.

Legal Metrology: Benefits for Operators

Accurate measurement of dispensed hydrogen
Transparent and fair payment
Enhanced regulatory compliance

This strategic milestone reinforces hydrogen as a viable alternative energy for large-scale mobility. And this is just a glimpse of our recent technological advancements…

Next-Generation Refueling Solutions Designed for Longevity

Our stations are engineered to provide secure, rapid, seamless, and versatile refueling. They are built upon three pillars: capacity, scalability, and continuous improvement.

Key innovations include:

Dual-Dispenser Unit: Enables simultaneous refueling of two vehicles or two tanks within a single vehicle, effectively doubling the station’s productivity.
Modular Design: Accelerates manufacturing and deployment, simplifies maintenance, and allows for on-demand capacity scaling.
Intelligent Energy Management Systems: Optimize energy consumption during refueling phases for enhanced overall efficiency.

Regarding maintenance, the modular architecture allows for swift interventions, with accessible and interchangeable components, resulting in maximum daily station availability.

Atawey’s hydrogen filling stations are now equipped with dual filling stations, enabling two vehicles or two tanks from a single vehicle to be filled simultaneously.

Station Retrofitting: Accelerating Transition by Optimizing Existing Infrastructure

Given the rapid growth of hydrogen applications, it’s essential not only to build new infrastructure but also to upgrade existing ones. At Atawey, we offer customized retrofitting solutions to adapt stations to the evolving demands of intensive mobility, maximizing the utility of already-installed resources.

Why Retrofit?

Faster deployment compared to reconstruction
Reduced overall costs
Improved carbon footprint
Adaptability to new intensive mobility requirements (heavy-duty vehicles, increased capacities)

The HYmpulsion Station in Moûtiers Retrofitted in Early 2025

Initially designed for light vehicles, the station was retrofitted to accommodate hydrogen buses and trucks. The operation involved:

Replacing light-duty vehicle-specific equipment
Adjusting control systems and refueling protocols for heavy-duty vehicles
Increasing storage capacity and distribution pressure

This is a concrete example of successful optimization achieved with reduced costs and timelines.

Concrete Operational Advances for Heavy-Duty Mobility

Heavy-duty transportation is also transitioning to hydrogen. In 2024, nearly 49% of buses sold in Europe were zero-emission, with a growing share powered by hydrogen. Over 330 hydrogen buses were operating across Europe, including more than 70 in France. Atawey’s stations, with their versatility and scalability, effectively support this shift.

Stations Compliant with AFIR Regulations

In a rapidly evolving European regulatory environment, Atawey has designed its stations to meet the requirements of the Alternative Fuels Infrastructure Regulation (AFIR), the reference framework for deploying alternative energy refueling and charging infrastructures in Europe.

AFIR mandates include:

Minimum performance levels for public hydrogen refueling stations (flow rate, availability, safety)
Interoperability of equipment and communication protocols
Obligations to provide real-time information (availability, pricing, station status)
Transparent billing and non-discriminatory access

Thanks to their modular design, metrology certification, native connectivity, and advanced supervision interfaces, Atawey’s hydrogen refueling solutions are already compliant with these requirements, facilitating user access.

CCPEVA Experimentation: Atawey's Mobile Station Put to the Test

In the Pays d’Évian region, the local authority (CCPEVA) conducted a real-world pilot program with a hydrogen bus and coach, both refueled for 15 consecutive days using an Atawey mobile station. The objective was to test decarbonized public transport solutions under real operating conditions:

Same routes and frequencies as diesel vehicles
On-site refueling with no disruption to service
Streamlined logistics and proven efficiency

The CCPEVA project clearly demonstrated Atawey’s technological agility and ability to support the hydrogen transition—even in regions without fixed infrastructure.

Operational Milestones Reached Across All Our Projects

At Atawey, every station undergoes a strict validation process before being commissioned in the field. Two key stages mark this journey: FAT and SAT.

FAT (Factory Acceptance Test):
Conducted in our workshops, this stage simulates real-world conditions to test all components and systems. It ensures full compliance with technical specifications, safety standards, and operational quality—guaranteeing performance prior to shipment.
SAT (Site Acceptance Test):
Carried out on-site, this final stage validates the station’s full integration into its operating environment, including all utility connections, real-world vehicle fills, and environmental conditions. It’s the final go-ahead before launch.

These tests are essential to ensure each station—whether a compact solution for a local authority or a high-capacity hub for heavy fleets—is safe, reliable, and ready from day one.

Our First High-Capacity Stations Nearing SAT Readiness

Our large-capacity stations are moving closer to deployment, with key industrial milestones already achieved:

4 FATs validated between late 2024 and early 2025 for 1.3-ton/day stations
2 FATs validated in early 2025 for 2-ton/day stations

Initial HDV (heavy-duty vehicle) refuelings have already confirmed:

Optimized flow rate
Smooth refueling experience
Ease of use for drivers

Several of these stations are now preparing for their SAT validations, marking a major step in scaling up the hydrogen refueling infrastructure.

Momentum in Medium-Capacity Hydrogen Refueling Solutions Too

Innovation doesn’t stop at large-scale deployments:

FAT completed for the TECHFEM station, now being installed in Italy
SAT validated for our Compact L+ station, designed for bus refueling—an ideal format for municipalities or companies with limited space and a small HDV fleet

These projects prove that our stations can adapt to a wide range of needs, from local rollout to intercity operations.

In summary, key milestones have been reached by Atawey in recent months

Official metrology certification
Launch of stations with dual-dispenser architecture
First successful HDV refuelings
Deployment of mobile stations for temporary needs
FAT and SAT validations for multiple high-capacity stations

Our technology evolves constantly to stay aligned with real-world conditions. Each innovation is designed to accelerate the energy transition—right now, not someday.

Behind every technological and operational achievement at Atawey stands a dedicated team. Our success is driven by passionate individuals: engineers, project managers, field technicians, and support staff—all working together to advance hydrogen mobility.

Thanks to this collective expertise, we are able to:

Consistently deliver high levels of safety, quality, and reliability
Continuously adapt our technologies to a wide variety of operational constraints
Respond swiftly to on-the-ground requirements

L’article Hydrogen Refueling Stations: Spotlight on Our Latest Technological and Operational Advancements est apparu en premier sur Atawey.