When Liverpool’s hydrogen bus fleet managed just 450 journeys in its first year—averaging fewer than two trips per bus per month—it became emblematic of a national trend: high-profile hydrogen mobility trials are failing to deliver operational viability or cost-efficiency.
Across the UK, councils have invested heavily in hydrogen-powered buses, with at least 139 vehicles purchased at around £500,000 each. Yet in cities like Aberdeen, Liverpool, Birmingham, and Crawley, fleets have been idled for months due to unreliable hydrogen supply chains and recurring technical failures. Analysis by The i Paper found that 25 hydrogen buses in Aberdeen have not operated since July 2023. Liverpool’s entire fleet has remained out of service since June last year.
The operational challenges contrast sharply with the expectations set by initiatives such as JIVE (Joint Initiative for hydrogen Vehicles across Europe), funded by the EU’s Clean Hydrogen Partnership. A final report on JIVE concluded that projects had “struggled to achieve consistent, reliable operation of the vehicles and infrastructure over extended periods.” Average fleet availability in Birmingham and Crawley hovered around 30%, far below the 90% benchmark typical of diesel bus operations.
These systemic issues have reinforced criticism from experts who argue that hydrogen, particularly in public transport, is being pursued more for industrial interests than practical outcomes.
Hydrogen Europe—whose members include BP and Shell—has played a visible role in funding and promoting these trials. Some analysts suggest that this support has shaped council decisions, prioritizing hydrogen despite widespread concern over its cost, complexity, and inefficiency in transport.
The efficiency gap between battery-electric and hydrogen-powered buses is stark. Both rely on renewable electricity, but the latter involves energy-intensive conversion and distribution processes. Calculations by Prof. David Cebon indicate that battery-electric buses retain significantly more of the original renewable energy input, offering a more efficient use of limited zero-carbon electricity.
The economics raise further concern. Aberdeen’s project cost £8.3 million, backed by a combination of council, Scottish Government, and EU funds. Birmingham Council reported approximate unit costs of £500,000 per bus and confirmed funding from multiple public sources. Surrey County Council spent £16 million on 34 hydrogen buses for Crawley, alongside a separate £9 million investment in electric buses. Liverpool’s hydrogen bus fleet, part of a £10 million project under the UK Government’s Transforming Cities Fund, has been sidelined by persistent technical issues.
Critics also question the sustainability credentials of these trials. Most hydrogen in use today is still derived from fossil fuels, and some operators—including those in Crawley—have relied on hydrogen shipped from as far away as Saudi Arabia, undermining local environmental benefits and raising lifecycle emissions concerns.
Even London’s Transport for London (TfL), often viewed as a leader in zero-emission public transport, has acknowledged reliability issues. As hydrogen bus projects in the UK continue to face serious headwinds, industry experts and transport planners alike are increasingly scrutinizing the technology’s long-term feasibility.
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