This is the second part of a two-part interview with Prof. Dr. Mohrdieck, Daimler’s Fuel Cell Director. Here the discussion focuses on extending the network of hydrogen refueling stations, the development of different drivetrains and issues such as carbon emissions, renewable energy and the possible innovations of tomorrow.

Prof. Dr. Christian Mohrdieck, Daimler’s Fuel Cell Director.

Are hydrogen-refueling facilities usually provided through new purpose-built stations or added to existing refueling stations?

Our main approach involves what we call multi-fuel or multi-energy stations, which means having an additional hydrogen pump at existing gas stations. These stations then provide up to five different fuels: gasoline, diesel, CNG, chargers and hydrogen. This is the most cost effective solution. You don’t have to look for land to build a new station, but can simply identify the most appropriate existing stations where a hydrogen pump can be added.

Some local governments, such as in Hamburg for example, have taken an even more aggressive approach. Here an oil company wanted to install a new gasoline station. The local government agreed but on the condition that the station provided hydrogen refueling facilities as well.

Do you think in future we will see the coexistence of different fuels or is one likely to dominate?

In the long term I foresee a diversification of drivetrains and fuels, depending on the application. For example, if you need to commute to work and back home in the evening, let’s say 30km each way, then a battery electric vehicle is a very good solution. You can recharge it at home overnight and many employers offer charging at the workplace. But if you need to drive long distances, perhaps in a business premium Sedan, traveling across Europe, Germany or other countries, then you’ll want shorter refueling times and a long range, so you’ll probably choose a fuel cell car. So I see a coexistence of the different technologies in the mid and long-term.

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“Fuel cell vehicles will reach higher production numbers soon.”

It should be noted that high volume production has already started with battery electric vehicles, so at this point in time they are already further down the high volume production curve. My expectation is that fuel cell vehicles will reach higher production numbers soon. Judging by recent announcements in the media, this view is shared by Japanese companies such as Toyota.

“If you make hydrogen from natural gas by steam reforming and then use this hydrogen in fuel cell vehicles, the well-to-wheel CO2 emissions are still about 25% lower than with gasoline.”

How do you address some of the negative points raised by the media about the use of hydrogen, such as carbon emissions from hydrogen production and efficiency?

Regarding carbon emissions, we need to put this into perspective. If you make hydrogen from natural gas by steam reforming and then use this hydrogen in fuel cell vehicles, the well-to-wheel CO2 emissions, so that’s across the whole life cycle, are still about 25% lower than with gasoline. So even moving to hydrogen made from CNG is a big first step. This reduction is due to the fact that the fuel cell is twice as efficient as an ICE. It is an electrochemical device and therefore not limited by what engineers call the Carnot efficiency, which is an upper limit to the efficiency of thermodynamic processes.