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11 more multinationals join Hydrogen Council

Eleven international oil & gas, energy, science & technology and automotive companies from Asia, North America and Europe have joined the Hydrogen Council. The newcomers almost double Council membership one year on from its launch.

Launched at the World Economic Forum in Davos in early 2017, the Hydrogen Council (earlier post) is a global CEO initiative to foster the role of hydrogen technologies in the global energy transition. The 13 founding members are Air Liquide, Alstom, Anglo American, BMW GROUP, Daimler, ENGIE, Honda, Hyundai, Kawasaki, Royal Dutch Shell, The Linde Group, Total and Toyota.

3M, Bosch, China Energy, Great Wall Motor, JXTG Nippon Oil & Energy Corporation and Weichai, join as steering members alongside Hexagon Composites, Marubeni, McPhy, Nel Hydrogen and Royal Vopak at supporting level.

The Hydrogen Council now covers all key markets with members across the value chain. In addition to their ongoing individual investments and projects, this year will see Council members join forces to drive change, accelerating the pace on a global scale.

We are delighted to welcome such impressive growth and the strong CEO-level commitment to hydrogen this demonstrates. This is corporate leadership at scale―multinationals are walking the talk when it comes to building better solutions to address the Paris Agreement climate goals and hydrogen has become an integral part of our strategies.

—Dr. Woong-chul Yang, Co-Chair of the Hydrogen Council and Vice Chairman of Hyundai Motor Company

Scenarios suggest that hydrogen technologies could contribute to meeting 18% of the world’s final energy demands, avoiding 6 Gt of CO2 emissions, creating a market with revenues of US$2.5 trillion each year and providing 30 million jobs by mid-century.

The Hydrogen Council has published two studies to date, How hydrogen empowers the energy transition (January 2017) exploring the role of hydrogen in the energy transition, including its potential, recent achievements, and challenges to its deployment and Hydrogen, scaling up (November 2017) presenting the first comprehensive vision of the long-term potential of hydrogen and a roadmap for deployment.



Hydrogen may soon find its way into worldwide energy usage/solutions. Better, lower cost ways will be developed to produce/store large quantities of Hydrogen and efficient low cost fuel cells for industrial /commercial/private usages.

Fresh and filtered sea/ocean water will be recycled into limitless clean lower cost H2. FCs will recycle it back to water.


It would be great if it happened that way; but, I see the heavy hitters in hydrogen, especially the oil and gas members, all gathering together to build out a gas reforming infrastructure.


Their problem is that batteries are advancing faster than FCs. Battery prices are falling fast enough that BEVs are on pace to be mainstream by 2021. We’re about two years from the knee in the S curve.


Lower cost clean H2 is a matter of resources available and used to find the best ways to do it.

Fresh and filtered sea water is plentiful and free. REs are getting cheaper almost every day. Very low cost Off peak demand clean e-energy will soon be available to operate updated more efficient electrolysers to produce large quantities of clean H2?



Long distance BEVs are nowhere near economic viability ex subsidy, certainly not at the regular as opposed to the luxury end.

FCEVs are some way behind BEVs in their roll out, but it is absolutely untrue that their are progressing slower than BEVs.

The reverse is the case, with Toyota for instance telling us that they will take out 3/4 of the cost of a fuel cell stack by around 2020 compared to when the Mirai was introduced.


“Toyota for instance telling us that they will take out 3/4 of the cost of a fuel cell stack by around 2020 compared to when the Mirai was introduced.”

Per Wikipedia the Mirai was introduced in 2014.
Per BNEF’s survey the industry average price per kWh was $540 in 2015 and $209 in 2017. 3/4 of $540 is $135. The extrapolated price and projected prices for batteries are well below $135 per kWh for 2020 and that is an industry average versus one vendor. We’re not even taking into account the additional challenges of sustainable H production and distribution or a sustainable business model.

Looking at it from s different perspective the DOE projected in 2016 that if 500,000 FCs were produced annually the price would be about $53 per kW or half of what they projected in 2006. BNEF had the price of batteries dropping by about half from 2010 to 2015 ($1,000-$540.)

If the future belonged to one or the other it would be batteries over HFC but that is a false choice. In reality the advancement of Batteries is good news for HFCs as improved batteries are almost a preRequiste for HFCEVs. HFC’s future in transportation is as a range extender. The Hyundai Nexo increased their battery from 1.5 kWh to 40 kWh and decreased their FC stack. They make no mention of adding a plug because they need test results of the FC but one can easily see by simply adding a plug most Nexo miles could be driven on electrons from the grid. That could reduce the H needed by 95% meaning the H infrastructure is much less of an issue. It also means the cost of H isn’t a problem because so little of it would be used. The FC stack can also be reduced significantly further reducing the price.


Hybrids (Batteries/FC) could be an excellent interim all weather clean transportation solution, specially with selected plug on battery packs/modules.

Hybrids with 2 to 5 (10 kWh) battery modules and a small compact FC could run on clean electricity most of the time and on H2 for longer trips, specially on cold snowy days.

It could be the best of both worlds?

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