While battery electric vehicles (BEVs) are usually considered to be more energy efficient, more economical, produce zero direct emissions, benefit from the convenience of home charging points, require lower maintenance, are faster than ICEs, are quiet and easy to drive, and benefit from an ever improving infrastructure, it’s no surprise that the number of EVs on the road is increasing significantly.

Conversely however, range can be limited, the availability of charging points can be a challenge, recharge time is longer than a standard fill-up, battery replacement or repair is expensive, the (subjective) driving experience is diminished, and ultimately electric cars still contribute to emissions just not through the exhaust pipe, it’s reasonable to wonder whether BEVs are the only solution to the sustainability and decarbonisation of vehicle transport.

Of the other fuel types being researched as alternatives to petrol and diesel, hydrogen fuel-cell tech appears to be showing promise.

Toyota, for example, is pursuing a ‘multi-path strategy’ that encompasses the development of hydrogen-powered cars alongside electric and hybrid technology.

In hydrogen fuel cell electric vehicles (FCEVs), hydrogen is stored in a tank at 700 bar, which generates high-voltage electricity to a small buffer battery which provides transient power for acceleration.

The £65,000 Toyota Mirai, which uses hydrogen fuel-cell technology, is available in the UK by special order only. Not surprising considering the current cost to produce green hydrogen, the lack of necessary infrastructure for public use (currently, only 8 public hydrogen stations are open in the UK), and the higher cost of refuelling a hydrogen car compared with either petrol or diesel.

And yet, Toyota appear committed to hydrogen’s potential as a fuel. It appears that their philosophy is to explore every avenue to reduce fossil fuel emissions by whatever technology possible despite the majority of the industry appearing to focus on EVs.

Their interest appears to lie particularly with HGVs. As electric vehicles, HGVs require huge, heavy batteries that reduce payload capacity, thus limiting the vehicle’s range when laden with goods. In contrast, hydrogen fuel cell technology means that just 5-6kg of hydrogen gas can power an FCEV for hundreds of miles and the vehicle can be refuelled in around the time it takes to refuel a diesel or petrol vehicle. This is clearly of value in an industry where down time is carefully calibrated.

In 2023, the EU legislated to roll out hydrogen refuelling stations every 200km on major roads by 2031 and so Toyota predicts that Europe will be one of the world’s largest markets for FCEVs by 2030. In fact, governments are working with manufacturers to accelerate the arrival of FCEV commercial vehicles to market.

Although Toyota doesn’t give an exact date, the Hilux FCEV will be ready to go on sale within the next couple of years making the switch to hydrogen power for commercial vehicles a reality, while BMW is working on an FCEV for the high end passenger market.

So although hydrogen will probably never replace battery electric vehicles, FCEVs may still carve a niche of their own.