Hydrogen vs. Battery Buses: A European Transit Actuality Examine

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Final Up to date on: 14th April 2025, 05:07 pm

Two extra hydrogen bus trial failures crossed my display this morning, so I believed I’d share. Each are in Europe, however whereas one is within the capital of the EU, the opposite is throughout the Channel within the coronary heart of the UK’s oil and gasoline trade. Whereas I’m at it, I’ll present a rundown on the place the entire EU’s funding has gone, and what the fixed refrains are.

Hydrogen Bus Deployments in JIVE (2021–2025) – variety of buses, suppliers, hydrogen sourcing, and standing.

The Information

Lets begin with Brussels‘ transit company, STIB-MIV, which simply introduced that they might not pursue any hydrogen buses after ending the hydrogen trial. As an alternative, they might give attention to battery-electric buses, whereas not ruling out hydrogen buses sooner or later, ought to actuality warp and hydrogen develop into low cost and sensible.

Brussels launched its hydrogen bus trial in 2021 with a single Van Hool A330 gasoline cell bus, backed by EU funding by way of the JIVE program. The car was leased for a two-year analysis interval, with the intention of assessing operational efficiency and environmental advantages relative to different low-emission applied sciences in STIB’s fleet. The trial included plans to run the bus utilizing inexperienced hydrogen, aligning with the town’s broader decarbonization targets.

From a technical standpoint, the bus met expectations. It provided acceptable vary, carried out reliably in city site visitors, and built-in easily into common service routes. However the major goal was not simply operational feasibility, it was to guage whether or not hydrogen gasoline could possibly be sourced affordably, reliably, and sustainably for long-term fleet use. That’s the place the undertaking faltered.

Brussels lacked a devoted hydrogen manufacturing facility, so gasoline needed to be delivered. Whereas the town initially hoped to make use of inexperienced hydrogen, provide constraints made that impractical. As an alternative, it relied on trucked-in hydrogen, with unsure emissions credentials and elevated prices. The delivered gasoline was considerably dearer per kilometer than diesel or electrical energy, and efforts to safe a constant provide of inexperienced hydrogen proved unworkable. These supply-side limitations—shortage, worth volatility, and infrastructure complexity—undermined the case for hydrogen within the Brussels context.

By late 2023, STIB concluded that the challenges have been too nice. The pilot ended, the bus was withdrawn, and the company confirmed it will not increase hydrogen use. As an alternative, STIB is focusing its decarbonization technique on battery-electric buses, which profit from current grid infrastructure and a extra secure price profile.

500 kilometers away because the hydrogen airplane doesn’t fly, Aberdeen, Scotland, is hydrocarbon-heavy however hydrogen-light. Aberdeen was one of many first cities in Europe to deploy hydrogen-powered double-decker buses, starting with 15 Wrightbus automobiles in 2020 and including one other 10 in 2022. The undertaking was backed by EU funding underneath the JIVE program, regardless of Scotland being a part of post-Brexit UK, and framed as a key step towards a zero-emission public transport system. The buses have been supposed to be fueled by domestically produced inexperienced hydrogen, with the long-term aim of supporting a regional hydrogen economic system centered across the Aberdeen Hydrogen Hub.

Regardless of early optimism, the undertaking has encountered persistent challenges. Hydrogen gasoline prices have been considerably larger than for diesel or battery-electric alternate options, with operational prices estimated to be round 40% larger per kilometer. These price pressures have been compounded by inconsistent gasoline provide. Since July 2024, the whole hydrogen fleet has been inactive on account of a scarcity of hydrogen, leaving buses idle on the King Avenue depot. The native hydrogen hub, nonetheless underneath improvement in partnership with BP, has not come on-line rapidly sufficient to help day by day operations. Because of this, the undertaking, as soon as seen as a flagship for hydrogen mobility, is now constrained by the very infrastructure and gasoline provide it hoped to catalyze.

The Uncommon “Successes”

Cologne is without doubt one of the few comparatively excellent news tales for hydrogen bus fleets. Regionalverkehr Köln (RVK) has develop into the biggest operator of hydrogen gasoline cell buses in Europe, with a fleet that reached 101 automobiles by late 2024 and is anticipated to develop to 160 by the tip of 2025. This scale has been made doable by sturdy federal help, together with practically €34 million in subsidies geared toward selling zero-emission transport. A key think about RVK’s hydrogen technique is the provision of commercial by-product hydrogen from chemical crops in close by Hürth and Leverkusen. Beforehand flared as waste, this hydrogen is now captured and used to gasoline RVK’s buses. Whereas it isn’t inexperienced hydrogen within the strictest sense, using this by-product is each cost-effective and environmentally helpful, because it prevents extra CO₂e emissions from incomplete flaring, as hydrogen is a potent, if oblique, greenhouse gasoline.

After all, the hydrogen provide chain is undoubtedly leaking like a sieve, one other function of hydrogen transportation schemes. Each time hydrogen leakage is measured wherever within the worth chain it seems to be 1% or extra at each touchpoint. South Korea discovered that 15% of the entire hydrogen vehicles and buses within the nation have been leaking hydrogen. Given its GWP20 of 37, that’s not precisely the local weather win that was printed on the field.

Whereas hydrogen stays central to RVK’s fleet technique, the company has additionally begun integrating battery-electric buses to handle particular city transport wants. As of 2023, RVK had deployed a small variety of electrical buses, together with Solaris Urbino and E-Photo voltaic Metropolis fashions, working on shorter city routes the place depot-based in a single day charging is possible.

Cologne’s relative success is partially as a result of it’s thought of a part of a broader hydrogen valley initiative, significantly throughout the context of the Dutch-German cross-border area encompassing North Rhine-Westphalia. This space was supposed as a mannequin area for the European hydrogen economic system, aiming to cowl the whole hydrogen worth chain from manufacturing to consumption. If hydrogen for power doesn’t fly in Cologne, in wasserstoff gruppendenken-addled Germany, it will probably’t fly wherever. It’s price noting that probably the most trusted Germany financial advisory physique simply printed steering with its French counterpart — that’s the 2 wealthiest, largest economies in Europe — to not trouble with hydrogen for highway freight and construct megawatt-scale chargers for battery-electric freight vans as an alternative. That doesn’t bode properly for enlargement of hydrogen buses in Cologne.

Auxerre, a small metropolis in Burgundy, has emerged as a uncommon success story in hydrogen transit. With sturdy monetary backing — 50% from the EU and 50% from the Bourgogne-Franche-Comté Area — Auxerre deployed 5 French-made Safra hydrogen buses in 2021 and constructed a devoted 1 MW inexperienced hydrogen manufacturing station, AuxHYGen, able to fueling the fleet fully with domestically produced renewable hydrogen. The buses function reliably, one thing that’s uncommon globally, and Auxerre isn’t counting hydrogen leaks and GWP, so considers them zero emissions. The town introduced plans to double its hydrogen bus fleet to 10.

Wuppertal’s hydrogen bus initiative, launched in 2019, is touted as a hit, however that’s questionable. The town’s transit operator, WSW, deployed 10 Van Hool A330 gasoline cell buses and constructed a co-located hydrogen manufacturing system at its municipal waste incineration plant. A 1 MW electrolyzer was put in to be powered by electrical energy from the waste-to-energy course of into hydrogen, enabling WSW to supply over 400 kilograms of inexperienced hydrogen per day. This quantity is ample to gasoline the fleet, and the hydrogen is saved on-site, eliminating dependence on exterior gasoline deliveries. As a be aware, many of the power in municipal waste is from plastics, so this isn’t remotely clear hydrogen. Waste-to-energy is a waste administration answer, however a local weather catastrophe. Burying plastic makes much more sense, re-sequestering the hydrocarbons it’s made out of.

The overall price of the Wuppertal undertaking was roughly €12 million, with €5.5 million devoted to the hydrogen manufacturing plant and €6.5 million for the buses. This funding was made doable by way of a mix of EU grants underneath the JIVE, JIVE2, and MEHRLIN applications, in addition to important help from the German federal and state governments. With the hydrogen station now totally operational, WSW fuels its fleet at minimal marginal price. As of 2025, all 10 buses stay in service, and whereas WSW has not confirmed enlargement, additional development of the fleet is into consideration, if they’ll get extra money from governments.

After all, what they’re actually increasing is their battery-electric fleet, with 10 on the roads, easy and far cheaper depot charging in place, and plans for a complete of 150 zero emission buses by 2030. My cash is on 140 battery-electric buses, and the ten current hydrogen buses being the tip composition of the fleet.

Bolzano, Italy, has been working hydrogen buses since 2013. In 2021, the native transit company SASA expanded its fleet with 12 Solaris Urbino 12 hydrogen buses, supported by EU and provincial funding. These buses are fueled with inexperienced hydrogen produced on-site utilizing renewable electrical energy, aligning with South Tyrol’s Hydrogen Valley initiative (a recurrent theme is native industrial insurance policies constructed on the phantasm of a hydrogen economic system). Operational prices stay a problem. A research by Eurac Analysis discovered that hydrogen buses in Bolzano price roughly €1.27 per kilometer to function, in comparison with €0.55 per kilometer for battery-electric buses, making hydrogen buses about 2.3 occasions dearer per kilometer. Regardless of a lot larger prices than for battery-electric buses, SASA continues to spend money on hydrogen know-how, planning to increase its fleet and infrastructure, together with a depot pipeline connection to the hydrogen manufacturing middle. The hydrogen for power narrative stays sturdy in Bolzano, because it does in Cologne.

Within the northern Netherlands, the provinces of Groningen and Drenthe are sometimes cited as hydrogen bus success tales, nevertheless it’s overwhelmingly a battery-electric bus success story. By the tip of 2020, public transport operator Qbuzz had deployed 30 hydrogen buses — 20 in Groningen and 10 in Emmen — utilizing industrial by-product hydrogen from native chemical crops and supplemented by inexperienced hydrogen produced by way of electrolysis. These hydrogen buses have been working on lengthy intercity routes.

Qbuzz is making a lot larger investments in battery-electric buses. As of late 2019, the operator launched 152 electrical buses, 60 regional buses, and 92 metropolis buses. Additional increasing its electrical fleet, Qbuzz ordered a further 158 electrical buses in 2023, scheduled for supply beginning in 2024. This enlargement goals to make sure that 95% of the general public transport buses in Groningen and Drenthe are emission-free by 2024, with a aim of reaching a very zero-emission fleet by 2030. That it’s working double the variety of battery-electric buses as regional people-movers than hydrogen suggests strongly which know-how goes to dominate.

There’s no public knowledge on comparative working prices, however that they’re getting most of their hydrogen from chlor-alkali waste byproduct undoubtedly makes it cheaper, so long as the chlor-alkali crops don’t shut down. That’s what occurred in Prince George in BC, Canada, the place plans to make use of the waste hydrogen in a close-by pulp and paper mill have been canned when the pulp and paper mill closed, resulting in its provider of chlorine bleach pulling the plug too.

The Troubled Trials

Essen and Mülheim launched a joint hydrogen bus initiative in 2022, deploying 19 Solaris Urbino 12 Hydrogen buses with state funding. Nevertheless, the undertaking confronted important challenges when the State of North Rhine-Westphalia withdrew an important subsidy supposed for an area hydrogen refueling station. Because of this, Ruhrbahn, the transit company, needed to ship every bus on a spherical journey of as much as 89 kilometers to refuel in one other metropolis, resulting in elevated operational prices and inefficiencies. This example has prompted each cities to rethink their hydrogen plans, with discussions underway about securing new funding or doubtlessly phasing out the hydrogen fleet.​

In parallel, Ruhrbahn has been integrating battery-electric buses into its fleet. As of early 2025, the company operates a number of electrical buses, together with Solaris Urbino 12 electrical fashions, totally on city routes in Essen and Mülheim. This diversification displays a strategic shift in the direction of extra sustainable and cost-effective transportation options, particularly in mild of the challenges confronted with the hydrogen bus program.​

Pau, France, was an early adopter of hydrogen-powered public transit, launching its Fébus Bus Speedy Transit (BRT) system in 2019 with eight Van Hool Exqui.Metropolis 18-meter gasoline cell buses. Regardless of preliminary success, the town confronted escalating hydrogen gasoline prices and frequent technical points, resulting in operational bills nearing €1 million yearly. These challenges prompted Pau to rethink its method to sustainable transit. Consequently, the town has determined to transition to battery-electric buses, planning to buy eight electrical buses per 12 months over the following decade, phasing out additional hydrogen bus acquisitions.

Montpellier deliberate considered one of France’s most bold hydrogen bus initiatives in 2021, with a proposed buy of 51 buses and a solar-powered hydrogen manufacturing facility, at a complete price of €29 million. Nevertheless, after reviewing projected working bills, the town reversed course in early 2022. The president of Montpellier Métropole introduced that hydrogen was eight occasions dearer than electrical energy for bus operations, with an estimated €9 million in extra annual gasoline prices in comparison with battery-electric alternate options. Given the area’s favorable photo voltaic situations and the maturity of electrical bus know-how, the town opted to cancel the hydrogen plan and spend money on battery-electric buses as an alternative.

In South Holland, Qbuzz is scaling up its battery-electric bus fleet with 166 new electrical buses ordered from Van Hool, together with 112 positioned in early 2024. In distinction, the province has maintained solely a small trial of hydrogen buses, with simply two to 4 models in operation, and no plans to increase the numbers apparently.

London continues to function its fleet of 20 hydrogen buses however has redirected new procurement towards battery-electric fashions. The buses have confirmed technically succesful, however Transport for London has acknowledged that working prices stay considerably larger than alternate options. Hydrogen should be thought of for particular longer-distance or high-capacity routes the place batteries face limitations, however there isn’t any energetic plan to increase the hydrogen fleet.

Toulouse has taken a cautious method, working a small variety of hydrogen buses whereas awaiting the end result of regional hydrogen infrastructure initiatives. A deliberate inexperienced hydrogen hub in Tarn may shift the calculus, however till then, Toulouse is holding off on main funding. After all, it’s working battery electrical buses as properly, and it’s extremely possible future purchases received’t be hydrogen. Whereas they haven’t printed something on working prices, it’s not like they’ve completely different physics in that metropolis.

Brighton and Crawley, by way of Metrobus, started working 20 hydrogen-powered Wrightbus single-deck buses in mid-2023 on the Fastway BRT routes round Gatwick Airport, however the rollout confronted main delays and operational challenges. The undertaking was delayed by over a 12 months on account of points securing security certifications for the brand new hydrogen refueling station on the Crawley depot, which Air Merchandise is constructing and selling as Europe’s largest. Within the interim, Metrobus was compelled to depend on trucked-in compressed hydrogen — usually gray hydrogen from industrial sources — which proved logistically tough and inadequate. Because of this, solely about half the hydrogen fleet may run on any given day throughout 2023. By early 2024, extra buses have been getting into day by day service, however full operation remained depending on the everlasting station coming on-line. Regardless of the obstacles, Metrobus plans to increase the hydrogen fleet to 54 buses if the infrastructure stabilizes.

On the identical time, Metrobus and Brighton & Hove Buses have been steadily investing in battery-electric buses. They’ve already positioned 54 electrical buses into service and in early 2024 introduced an order for 20 extra, bringing their electrical fleet to 74 automobiles. The writing is on the wall for that hydrogen bus enlargement.

Birmingham launched its hydrogen bus program with 20 Wrightbus double-decker gasoline cell automobiles, deployed between late 2020 and mid-2021, supported by JIVE and UK authorities grants. The buses have been built-in into day by day operations by Nationwide Specific West Midlands and refueled at a devoted hydrogen station at Tyseley Vitality Park, provided by Air Merchandise. Whereas the fleet has carried out reliably in service, hydrogen gasoline has constantly confirmed dearer than diesel, limiting this system’s price competitiveness. By 2023, Birmingham and Nationwide Specific concluded that hydrogen’s larger working prices made it unsuitable for broader deployment and determined to not increase the hydrogen fleet, turning as an alternative to battery-electric buses for upcoming replacements. The present hydrogen buses stay in use, however no additional purchases are deliberate until gasoline prices drop considerably.

Liverpool Metropolis Area’s hydrogen bus program, launched in 2023 with a fleet of 20 Alexander Dennis Enviro400FCEV double-deckers, has confronted important challenges, significantly relating to hydrogen gasoline provide. Shortly after their introduction on the 10A route between St Helens and Liverpool metropolis centre, the buses have been taken out of service on account of a worldwide hydrogen scarcity. Though a brand new provider was secured, permitting a restricted return to service, the fleet’s operation has been inconsistent. The Liverpool Metropolis Area Mixed Authority has since shifted focus in the direction of battery-electric buses, securing funding for 58 new electrical double-deckers, indicating a strategic transfer away from increasing the hydrogen fleet.

De Lijn, the Flemish public transport operator, had examined hydrogen as early as 2014 however formally deserted the choice by 2023, dismantling its station and asserting no additional curiosity in hydrogen buses.

In Wiesbaden, technical failures on the metropolis’s hydrogen fueling station led to the early retirement of a just lately deployed fleet, with all future procurement now centered on battery-electric fashions.

Hamburg was one of many very early adopters of hydrogen bus know-how, starting trials within the early 2000s as a part of the EU’s CUTE program. Excessive operational prices and the complexity of refueling infrastructure led to the phase-out of its early hydrogen fleet. Regardless of having been burned earlier than, in 2025, Hamburger Hochbahn cautiously reintroduced hydrogen buses on a small scale, deploying 5 Solaris Urbino 12 hydrogen buses refueled at a public station close to Hamburg Airport. The transfer displays continued curiosity in hydrogen, however solely as a restricted pilot relatively than a core technique.

In distinction, Hamburg has made substantial progress in electrifying its bus fleet. In late 2024, Hamburger Hochbahn ordered 350 battery-electric Mercedes-Benz eCitaro buses to be delivered over the following 5 years. Individually, the regional operator VHH obtained 95 new eCitaros in December 2024, bringing over a 3rd of its fleet to electrical.

The Themes

There are a number of frequent parts working by way of these completely different experiences.

The obvious is how costly and tough to supply inexperienced hydrogen is. Hydrogen is the primary purpose why there’s such consistency in working prices which are multiples of battery-electric. A few the cities have chlor-alkali crops so can use the waste hydrogen that comes out of them as a byproduct, or at the very least a few of it, making it considerably cheaper. Nevertheless, cleaning hydrogen from these crops of hint parts of poisonous and toxic chlorine isn’t low cost. Together with human well being issues, hint quantities of chlorine would destroy gasoline cells. There’s nothing low cost or easy about hydrogen as an power provider, even when the hydrogen is “free.”

A second apparent theme is the prevalence of hydrogen buses in industrial areas and cities that purchased into the hydrogen for power narrative that’s falling aside now. Cologne, Aberdeen, Bolzano, Groningen/Drenthe, and Wuppertal are all making an attempt to be hydrogen valleys, facilities of the hydrogen economic system’s trade. That’s going badly as a result of it was at all times a foul thought, devoid of thermodynamic and financial actuality. Aberdeen is within the oil and gasoline metropolis record too, together with Rotterdam and Hamburg, though Aberdeen’s economic system is the least diversified. The oil and gasoline trade loves the concept of hydrogen for power as a result of it will both delay actual motion for one more decade or find yourself with large subsidies for carbon seize for blue hydrogen. If hydrogen doesn’t stick as an power provider, the fossil gasoline trade goes to break down right down to petrochemicals fairly rapidly.

A 3rd main theme is how many of the hydrogen bus cities have way more battery-electric buses and are increasing that facet of their fleet quickly, whereas hydrogen bus numbers keep small and development, if any, is way slower. Even those making an attempt vainly to push the hydrogen for power overcooked noodle uphill are struggling to maintain up the pretense that the hydrogen buses are a superb or reasonably priced thought.

The final theme is the large lashings of taxpayer euros. Regardless of the unanimity of reporting of hydrogen buses being much more costly to purchase and much more costly to function, the EU and its member nations proceed to pour cash into transit companies that need to purchase the silly issues as an alternative of shopping for much more battery-electric buses with a lot decrease working prices. Whereas JIVE 2’s particular funding has ended, the European Union continues to help hydrogen mobility initiatives. For example, the Different Fuels Infrastructure Facility (AFIF) just lately allotted €422 million to varied initiatives, together with the event of hydrogen refueling stations. Moreover, the Clear Hydrogen Partnership, which succeeded the FCH JU, stays energetic in funding hydrogen-related initiatives.

When will the insanity finish? Nicely, as I famous just lately, the Latourian community and narrative is collapsing. Main actors like BP, Shell, French and German financial advisors, Airbus and Norway in Europe have disarticulated — Latourian converse for eradicating themselves from the community — from the hydrogen narrative and have refocused on issues that can really work. That’s a part of a worldwide pattern, with comparable issues taking place in South Korea, Australia, and america.

The EU is now, partially because of the Braghi report and partially on account of Trump’s commerce battle on everybody besides Russia, extremely centered on competitiveness. And from my perspective, they’re centered on electrical energy, renewables, transmission, and storage as a budget and therefore economically helpful power system of Europe’s future. Hydrogen for power’s days are numbered. The hydrogen bus fleets listed above are stalled or entering into reverse for probably the most half. EU funding for this useless finish will likely be over quickly.

However that doesn’t imply the tip for low-carbon hydrogen. It’s important to scrub up petrochemicals refining, hydrotreating biofuels, and making inexperienced ammonia for fertilizer and mining explosives. These use instances and some others make the present 100 million tons or so a worldwide warming drawback on the size of all of aviation. My hydrogen projection uniquely exhibits declining demand, however I nonetheless see tens of tens of millions of tons of low-carbon hydrogen required in our future decarbonized world. Specializing in that will likely be a serious enchancment.