NREL is a national laboratory of the U.S. Department of Energy, Office of Energy 

Efficiency & Renewable Energy, operated by the Alliance for Sustainable Energy, LLC.

Contract No. DE-AC36-08GO28308

RD&D Cooperation for the 

Development of Fuel Cell, 

Hybrid, and Electric Vehicles 

within the International Energy 

Agency 

Preprint 

Gabriela Telias

Austrian Agency for Alternative Propulsion Systems

Kristin Day

National Renewable Energy Laboratory

Philipp Dietrich

Paul Scherrer Institute

Presented at the 25th World Battery, Hybrid and Fuel Cell Electric 

Vehicle Symposium & Exhibition

Shenzhen, China

November 5 – 9, 2010

Conference Paper

NREL/CP-5400-49105

January 2011
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1 

RD&D Cooperation for the Development of Fuel Cell, Hybrid, and Electric 

Vehicles within the International Energy Agency

Gabriela Telias1, Kristin Day2, and Philipp Dietrich3

1

Austrian Agency for Alternative Propulsion Systems (A3PS), Donau-City-Str. 1, Vienna A-1220, Austria

2

National Renewable Energy Laboratory (NREL), 1617 Cole Blvd, Golden, CO 80401-3393, USA

3

Paul Scherrer Institute (PSI), Villigen PSI CH-5232, Switzerland

E-mail: gabriela.telias@a3ps.at

Abstract—Annex XIII on “Fuel Cell Vehicles” of the Implementing Agreement Hybrid and Electric Vehicles of the 

International Energy Agency has been operating since 2006, complementing the ongoing activities on battery and hybrid 

electric vehicles within this group. This paper provides an overview of the Annex XIII final report for 2010, compiling 

an up-to-date, neutral, and comprehensive assessment of current trends in fuel cell vehicle technology and related policy.

The technological description includes trends in system configuration as well as a review of the most relevant 

components including the fuel cell stack, batteries, and hydrogen storage. Results from fuel cell vehicle demonstration 

projects around the world and an overview of the successful implementation of fuel cells in specific transport niche 

markets will also be discussed. The final section of this report provides a detailed description of national research, 

development, and demonstration (RD&D) efforts worldwide.

Keywords—Fuel Cell Vehicles, International Energy Agency, Policy, Demonstration Projects, IA-HEV 

1. Introduction

 Concerns related to individual mobility, its dependence 

on fossil fuels, and its emission of significant levels of 

CO2 worldwide is escalating. Government and industry 

are therefore forced to consider alternative and sustainable 

methods for transportation. Fuel cell vehicles (FCVs), for 

example, offer a unique advantage combining energy 

efficiency, emissions reduction, and reduced petroleum 

use and have thus become a research focus around the 

world.

 The International Energy Agency (IEA) actively supports 

the development and market introduction of these and 

other new vehicle technologies. The Implementing 

Agreement on Hybrid and Electric Vehicle Technologies 

and Programs (IA-HEV) includes Annex XIII on “Fuel 

Cells Vehicles.” Additional activities within the IA-HEV 

include, Annex XVII on “System Integration and 

Optimization of Components for Enhanced Overall 

Electric Vehicle Performance” which was created in June 

2010. Annex XIII complements these and other activities 

related to electric and hybrid vehicles within the IA-HEV 

as well as the work completed under the Implementing 

Agreement on Advanced Fuel Cells (IA-AFC.)

 The tasks foreseen for Annex XIII include an exchange 

of information between its member counties— Austria, 

Switzerland, and the United States—on national RD&D 

activities related to FCVs. This international cooperation 

assists in identifying global technological trends and 

development processes. The desired output is an impartial 

analysis of the state of FCV activities worldwide. 

 This paper summarizes the full report prepared by the 

members of Annex XIII. An up-to-date, neutral, and 

comprehensive overview on current trends in FCVs 

worldwide is provided as well as insight into current 

RD&D programs and strategies. 

2. Fuel Cell Vehicle Technologies 

 The fuel cell technology on board vehicles is used for 

mainly two applications. This paper focuses on 

applications that provide propulsion to the vehicle. The 

fuel cell system functions as an energy converter, 

transforming a chemical energy carrier into electricity, 

which is then used in conjunction with an electric motor to 

propel the vehicle. 

 The second application of fuel cell technology on board a 

vehicle involves operation of its auxiliary units. This 

arrangement is applied predominantly in trucks, where 

power may be needed continuously during times when the 

truck is not moving, during sleep or recreation for 

instance. 

 For the first application, many of the open technical 

questions are in line with pure battery electric vehicles or 

with hybrid vehicles. For all the mentioned vehicle 

classes, electric motors/generators, power electronics, and 

wiring of power cables as well as electrical safety issues 

pose the same or similar questions. For example, questions 

regarding the electrical supply to the power steering 

system of the vehicle with 12-V DC or the production of a 

vacuum show joint challenges between FCVs and battery 

electric vehicles.

2.1 System Configurations

 The fuel cell system can be viewed as a power converter 

unit that provides electricity and heat and therefore 

provides an analogous function in combination with an 

electric machine as the internal combustion engine in a 

conventional vehicle. The fuel cell system can be operated 

directly linked with an electric motor as a pure fuel cell 

powertrain. If this powertrain is combined with an energy 
2 

storage system, the powertrain becomes a hybrid. In this 

case, the different functionalities of the power share used 

from the fuel cell or the energy storage system can be 

viewed as a conventional hybrid equipped with an internal 

combustion engine.

2.1.1 Pure Fuel Cell Vehicles

 Pure FCVs require a fuel cell system that can cope with 

the dynamic power demands of the vehicle. The main 

requirements are:

• Maximum power: The power demand of the car 

is the same power as the maximum net power 

output of the fuel cell system. This power has to 

be provided not only as peak power but also for 

long-term operation at full speed or grading 

operation.

• Dynamic power adaptation: For fast acceleration, 

the production of power from the fuel cell system 

has to follow the demand instantaneously because 

there is no further energy storage system inside 

the vehicle. The reduction of power is in general 

no problem because the chemical reaction in the 

fuel cell is very fast.

• Starting time: The starting time of the fuel cell 

has to be in the same range as for internal 

combustion engine or battery electric vehicles. 

• Cold temperature: The power output of a fuel cell 

system is temperature dependent. At lower 

temperatures the power output of the fuel cell 

may be reduced. Below 0°C, the start-up 

procedure has to cope with freezing water, which 

can increase start-up time. The starting time shall 

remain below half a minute.

2.1.2 Hybrid Fuel Cell Vehicles

 The main structure of a hybrid fuel cell drivetrain is 

shown in Figure 1. The drivetrain consists of a fuel cell 

system, a storage device for electrical energy, power 

electronics, and the electric machine at a minimum. 

 This basic configuration can be adjusted depending on 

the power demands of the vehicle, the characteristics of 

each component, and the operating strategy.

Batt.

Module

FC

System

H2

Tank

Power

Electr.

El.

Motors

Figure 1: Scheme of the hybrid fuel cell powertrain

 Typical demonstrated configurations are: 

• Conventional hybrid: Most batteries are selected 

to store recuperation braking energy and to 

supply peaking power. As an alternative, a 

supercapacitor module has been introduced for 

short-term peak power demand.

• Plug-in hybrid: The vehicle can be operated with 

or without connection to the grid. For example,

the battery can be charged from the fuel cell 

system, from the braking energy of the vehicle or 

it can be charged through connection to the grid. 

This presents the possibility of driving some 

moderate distance fueled by grid-supplied 

electricity. 

2.1.3 Fuel Cells for Auxiliary Power

 In general, the power demand for operation of the 

auxiliaries is significantly lower than that of the demands

of vehicle propulsion. If hydrogen is stored on board, the 

fuel cell system is connected directly to the consumers via 

a DC link. If the vehicle is propelled by an internal 

combustion engine, the main fuel is diesel or gasoline, 

requiring a reformer to produce the hydrogen. In this case, 

the dynamics are defined by the reformer, and the 

electrical system needs an energy storage system to 

provide the power demands. 

2.2 Relevant Components 

 FCVs require technologically advanced components not 

found in today’s conventional vehicles to operate. The 

most apparent difference is the fuel cell, but many other 

components are needed for a complete and functional 

system. 

 The major components of a typical FCV include:

• Fuel cell system

• Power electronics

• Electric machines 

• Energy storage system

• Hydrogen storage system. 

 The fuel cell system—consisting of the fuel cell stack, 

fuel processor, current inverters and conditioners, and a 

heat recovery system—uses hydrogen and oxygen to 

produce electricity. 

 For automotive use, polymer electrolyte fuel cells 

(PEFCs) are usually applied. Low-temperature fuel cells 

(<95°C) show overall good performance related to 

nominal power, cold temperature performance, and life. 

High-temperature PEFCs (160°C and 180°C) have 

advantages related to water management and COtolerance but face difficulties performing under low 

temperature conditions. 

 The fuel cell stacks, which consist of hundreds of cells 

with bipolar plates and membrane electrode assembly 

units, offer good potential for cost-effective production 

based on economy of scale. Metallic bipolar plates are the 

main option for large stacks; for smaller stacks, graphitebased bipolar plates are also used.

 PEFCs can be operated at low pressure with the 

advantage of simpler auxiliaries, which results in less 

power demand for the air compression, but sophisticated 

humidity control is needed. With a high-pressure strategy, 

power density can be increased and water volume for 

humidity control is reduced by the addition of a 

compressor unit. 
3 

 Power electronics, which include a motor controller, 

DC/DC converter, and inverter, process and control the 

electrical power flow between the fuel cell or battery and 

the electric machines. For instance, motor controllers 

regulate the power to the motor while DC/DC converters 

convert high DC voltage to low DC voltage. This voltage 

is then used to power the vehicle’s auxiliary loads such as 

lighting, windshield wipers, and the radio. Lastly, 

inverters convert DC power from the fuel cell or battery to 

alternating current to power the electric machines. 

 The electric machines use the alternating current to 

provide traction to the wheels of the vehicle, thus enabling 

propulsion. Manufactures of current FCVs commonly use 

one of two electric machine technologies: permanent 

magnet (PM) or induction. Switched reluctance motors, 

although not commonly used as FCV drives today, are 

also being explored by researchers.

 The majority of FCVs in operation today also take 

advantage of high power, high energy, and long cycle life 

energy storage devices to improve system performance. 

Slow dynamics as a result of temperature and fuel

delivery to the fuel cell stack can result in significant 

voltage drops during rapid, high-load demands [1]. 

Energy storage devices have the ability to fill in these 

gaps and provide assistance to the fuel cell system during 

these events. Current energy storage technologies 

available for use in FCVs include lithium-ion, nickelmetal hydride, and lead-acid batteries, as well as 

ultracapacitors.

 Lastly, an onboard hydrogen storage system is required. 

The development of a suitable onboard system to store 

hydrogen fuel remains one of the key challenges 

inhibiting the widespread commercialization of hydrogen 

FCVs. The issue lies in developing safe, reliable, and 

cost-effective systems within the mass and volume 

constraints of a vehicle. Currently, many prototype 

hydrogen-fueled vehicles use 35 or 70 MPa compressed 

hydrogen gas tanks for onboard storage. Research and 

development of additional technologies, including 

cryogenic liquid hydrogen tanks and materials-based 

storage, is also being conducted.

2.3 Fuel Cell Vehicle Operating Experience

 A number of FCV demonstration projects have been and 

continue to be in operation around the world. These 

projects demonstrate FCV and hydrogen infrastructure 

performance in the real world. They offer the opportunity 

to gather valuable data—including fuel economy, driving 

range, refueling rates, driver feedback, and other factors—

that can be used in working towards creative solutions to 

technical barriers facing hydrogen fuel cell technology in 

automobiles. In this section, select results and the status 

of notable passenger vehicle demonstration projects from 

around the world are highlighted.

2.3.1 North America

 The Controlled Hydrogen Fleet and Infrastructure 

Demonstration and Validation Project, also known as the 

Learning Demonstration, is a U.S. Department of Energy 

project that began in 2004. Over 140 vehicles have been 

deployed, and 20 project refueling stations have been 

placed into use [1]. The fleet, which includes first- and 

second-generation vehicles, has surpassed 100,000 vehicle 

hours and traveled 2,300,000 miles, and over 115,000 kg 

of hydrogen have been produced or dispensed [2]. 

 The Learning Demonstration fleet is made up of vehicles 

from four project teams, as indicated in Figure 2. 

Figure 2: U.S. Learning Demonstration industry partners (Photo 

credit: Keith Wipke) 

 First-generation vehicles demonstrated fuel economies 

ranging from 42 to 57 miles/kg-H2. The secondgeneration vehicles exhibited a slight improvement 

ranging from 43 to 58 miles/kg-H2 [3]. Both first- and 

second-generation values are expressed using the pre-2008 

U.S. Environmental Protection Agency (EPA) adjusted 

combined methodology. 

 In terms of driving range, a significant increase was 

observed from the first generation to the second generation 

vehicles. The EPA-adjusted combined driving range 

increased from 103 to 190 miles (first generation) to 196

to 254 miles (second generation). The improved range of 

the second-generation vehicles can be attributed to the 

change in onboard hydrogen storage systems. Most firstgeneration vehicles used 35-MPa compressed hydrogen

tanks; whereas many second-generation vehicles 

employed 70-MPa compressed hydrogen tanks [2]. 

 When considering commercialization of FCVs, it is also 

important to understand hydrogen refueling rates and how 

they compare to conventional vehicle refueling. Over 

16,000 refueling events have been analyzed as part of the 

Learning Demonstration. On average, the time to refuel 

was 3.3 minutes with an average refueling rate of 0.78 

kg/min [3]. 

 The Learning Demonstration is scheduled to end in 

FY2011. Until then, vehicle and infrastructure data 

collection and analysis will continue. Lessons learned 

from the project will continue to be applied to technology 

evolution efforts and preparation for 2014 – 2015 market 

entry in the United States. 

Gen 1

Gen 2

Gen 2

Gen 1

(CHIP)

Gen 1 & 2

Gen 1 Gen 2

Daimler, BP GM, Shell

Chevron, 

UTC Power,

Hyundai-Kia

Air Products

Ford, BP
4 

2.3.2 European Union

 In November 2004, the Clean Energy Partnership (CEP) 

launched its demonstration project in Berlin, Germany. It 

is the largest project in Europe demonstrating the use of 

hydrogen-fueled vehicles in an everyday transportation 

environment [4]. 

 At the completion of its first phase in June 2008, the 

demonstration project consisted of up to 24 hydrogenfueled passenger vehicles. On average, 17 hydrogenpowered vehicles were in use: 15 using fuel cell 

technology and 2 using hydrogen-powered internal 

combustion engines. Three of the vehicles— one FCV 

and the two hydrogen-powered internal combustion 

engines—were driven by liquid hydrogen while the 

remaining 14 used compressed (35 MPa) gaseous 

hydrogen as their fuel [4]. 

 The vehicles making up the CEP Demonstration Project 

fleet are shown in Figure 3. 

Figure 3: CEP Demonstration Project fleet vehicles (Photo 

courtesy of the Clean Energy Partnership)

 It is estimated that during the phase one test period 

374,000 km (232,000 miles) were accumulated in Berlin 

city traffic without any noteworthy incidents [4]. The 

vehicle drivers, who were largely inexperienced in relation 

to hydrogen, were surveyed via questionnaire about their 

experience operating the hydrogen-powered vehicles. The 

feedback was extremely positive with the exception of

criticism regarding vehicle range, which averaged 150 to 

300 km (93 to 186 miles) [4]. 

 The second phase of the CEP Demonstration Project is 

currently underway, and efforts to expand the fleet to 40 

vehicles are in progress. Ten GM/Opel HydroGen4 

vehicles, which use 70 MPa compressed gas hydrogen 

vessels for on-board hydrogen storage, for example, have 

already been added [4]. 

 A third phase, scheduled to begin in 2011, will run 

through 2016. As with the U.S. Learning Demonstration, 

this final phase of the project will focus on drawing upon 

its learning’s and preparing the market for the introduction 

of hydrogen in the transportation sector.

2.3.3 Japan

 The Japan Hydrogen & Fuel Cell Demonstration Project 

(JHFC) is a national project consisting of a FCV

demonstration study and a hydrogen infrastructure 

demonstration study.

 The project is divided into two phases. JHFC Phase 1 

ran from FY2002 through FY2005. The objective of this 

phase was to clarify the energy efficiency and the “wellto-wheel” efficiency of FCVs. The second phase began in 

FY2006 and is planned to run through FY2010. JHFC 

Phase 2 objectives are aimed at identifying issues found 

while operating FCVs and a hydrogen infrastructure under 

real-world conditions.

 Eight domestic and foreign manufacturers provided six 

different FCVs, one fuel cell bus, and one hydrogen 

internal combustion engine vehicle to make up the JHFC 

fleet. 

 At the completion of JHFC Phase 1, the FCVs had 

accumulated 464,960 km (288,913 miles), and 23,213 kg 

of hydrogen had been dispensed. Phase 1 fuel 

consumption data were also collected and compared to 

fuel consumption values for internal combustion vehicles 

and hybrid electric vehicles. The data indicated that FCV 

fuel consumption was approximately 15 – 20% better than 

that of hybrid electric vehicles and 60 – 70% improved 

when comparing to internal combustion vehicles. The 

comparison was considered across a speed range of 20 – 

80 km/h (12 – 50 mph) and on a gasoline equivalent basis 

[5]. 

 The JHFC project is planned to end in 2010. The 

addition of a third phase, to run between 2011 and 2015, is 

under consideration [6]. In the meantime, the JHFC 

project will continue to focus on the objectives of Phase 2 

and address challenges presented by 70-MPa infrastructure 

technologies, vehicle and station cost reduction, and the 

development of codes and standards. 

3. International Policies and Funding 

Programs 

 This section identifies international trends regarding 

funding for RD&D activities related to fuel cell and 

hydrogen technologies for transport applications as well 

as the corresponding policies that provide the framework 

for these activities. The regions analyzed in this report 

include North America, the European Union, Japan, 

China, and South Korea. A short overview on the most 

relevant policies and strategies for the United States, the 

European Union, and Japan will be described next.

3.1 United States

 In the case of the United States, clear performance and 

cost target criteria have been set for fuel cells and 

hydrogen technologies to promote the feasibility of their

implementation in transport or auxiliary power

applications.

 The Fuel Cell Technologies Program is responsible for 

coordinating the research and development (R&D)

activities for the Department of Energy’s Hydrogen 

Program.

 The program areas cover: 

• Hydrogen production and delivery R&D

• Hydrogen storage R&D

• Fuel cell stack components R&D
5 

• Technology validation for FCVs and hydrogen 

infrastructure

• Transportation fuel cell systems

• Distributed energy fuel cell systems for stationary 

applications

• Fuel processor R&D for stationary and transport 

applications

• Safety, codes & standards

• Education

• Systems analysis

• Market transformation

• Manufacturing R&D. 

 The key targets set by the Fuel Cell Technology Program 

(status 2010) for transport fuel cell systems are:

• Durability: 5,000 hours

• Costs: 30 USD/kW

• Efficiency: 60% at 25% power

3.2 European Union

 The European Commission created the “Fuel Cells and 

Hydrogen Joint Technology Initiative” (FCH-JTI) in 

2007; it is conceived as a public private partnership. The 

funding available for this initiative includes €470 M 

(~ 600 M USD) from the European Commission provided 

under the Seventh Research Framework Program (FP7); 

this sum is to be matched by the private sector. The goal 

of this initiative is to integrate all R&D activities and 

demonstration efforts under a common management to

facilitate the process of setting budgets and timelines. 

Another goal of the FCH-JTI is to create links between 

demonstration projects and fundamental and applied 

research projects as a way to accelerate development.

 The research agenda outlining the activities that will be 

supported by the FCH-JTI is set out in the Multi-Annual 

Implementation Plan (MAIP) of the FCH-JTI. The MAIP 

is translated into annual research priorities each year in an 

Annual Implementation Plan containing the specific topics 

for the calls for proposals. The MAIP is divided by 

application areas:

• Transport and refueling infrastructure 

• Hydrogen production and distribution 

• Stationary power generation and combined heat 

and power

• Early markets 

• Cross-cutting issues. 

 The MAIP comprise the different phases of research 

technological development and demonstration including 

market support actions such as SME promotion and 

demand side measures. 

 The first call for proposals will be organized annually 

until 2013. Ongoing projects will be brought to 

conclusion by 2017.

3.3 Japan

 The “Cool Earth – Innovative Energy Technology 

Program” for development of technologies in the field of 

energy based on the “Cool Earth 50” initiative was 

announced on May 2008. It includes a proposal for a longterm reduction of greenhouse gas emissions by 2050.

 This program gives priority to 21 technologies based on 

their potential to reduce CO2 emissions and to deliver 

substantial performance improvement, cost reduction, and 

increased diffusion as well as technologies where Japan 

could have the global lead.

 FCVs are among these prioritized technologies together 

with plug-in hybrids and electric vehicles.

 The technology development roadmap for FCVs 

foresees:

• Cost reduction of FCVs through technology 

development to 3 – 5 times those of internal 

combustion vehicles by 2010 and 1.2 times by 

2020.

• Improvement of durability to 3,000 hours by 

2010 and 5,000 hours by 2020 as well as cruising 

distance to 400 km by 2010 and 800 km by 2020.

4. Conclusions 

 In spite of the current, largely increased development 

efforts for battery electric vehicles and plug-in hybrid 

electric vehicles, most of the relevant manufacturers are 

continuing with their research activities on FCVs. 

 The list of shortcomings of FCVs has been reduced in 

recent years. Power density range and cold start capability 

cannot be seen as show-stoppers anymore. Durability is 

approaching the target range of 4,000 – 5,500 h of 

operation. Further improvements have to be achieved in 

terms of the investment costs of the powertrain and 

installation of an appropriate fuelling infrastructure. 

Regarding infrastructure, it might be possible in the future 

to learn from the establishment of the compressed natural 

gas infrastructure network for fueling stations. Another 

option that seems feasible, depending on the progress 

achieved on costs reduction, is to introduce the fuel cell

system as a “range extender” in combination with a

driving battery plugged or unplugged.

 There will be competition on the technology side 

between the pure battery electric vehicle as the most 

efficient propulsion system (considering overall 

efficiency) and the FCV with the potential to have higher 

autonomy. But at the end, the outcome will be based in the 

combination of costs and convenience (autonomy, time of 

refill, available infrastructure), which will define the 

market segment and the share of these technologies in the 

markets.

 The legislative framework conditions will help favor the 

most mature solutions or to support specific technology 

selection, leading to market distortion in the long run. In 

addition, the market development of resources and energy 

costs might be a driver to accelerate/decelerate the 

introduction of the new technologies.

 Hybrid technology solutions might again be the bridge 

between mature and new technologies.
6 

5. Acknowledgments 

 The authors would like to thank all supporting 

contributions to Annex XIII on “Fuel Cell Vehicles” of the 

Hybrid and Electric Vehicles Implementing Agreement of 

the International Energy Agency. These include David 

Howell of the U.S. Department of Energy, the Austrian 

Federal Ministry for Transport, Innovation and 

Technology, and the Swiss Department of Energy. The 

authors also gratefully acknowledge the contributions of 

Andreas Dorda and previous members of Annex XIII 

including Bernhard Egger and Ahmad Pesaran. 

6. References

[1] Thounthong, P., Chunkag, V., Sethakul, P., Davat, B., Hinaje, 

M., “Comparative Study of Fuel-Cell Vehicle Hybridization with 

Battery or Supercapacitor Storage Device,” IEEE Transactions 

on Vehicular Technology. 2009. Vol. 58, 8, pp. 3892-3904. 

[2] Wipke, K., Sprik, S., Kurtz, J., Ramsden, T., Garbak, J.,

“U.S. Fuel Cell Vehicle Learning Demonstration: Status Update 

and Early Second-Generation Vehicle Results,” World Electric 

Vehicle Journal. 2009, Vol. 3, ISSN 2032-6653.

[3] Wipke, K., Sprik, S., Kurtz, J., Ramsden, T., Garbak, J.,

“National Fuel Cell Vehicle Learning Demonstration: Gen 2 

Progress. Sacramento, CA : s.n., 2009. Presented at the 

California Air Resources Board ZEV Technology Symposium.

[4] Clean Energy Partnership. The First Phase Report 2002 – 

2007. [Online] 2007. [Cited: June 28, 2010.] 

http://www.cleanenergypartnership.de/index.php?id=19&L=1. 

[5] Japan Hydrogen & Fuel Cell Demonstration Project. [Online] 

[Cited: June 30, 2010.] http://www.jhfc.jp/e/index.html.

[6] “Current Status of JHFC Project.” Sacramento, CA : s.n., 

2010. 

7. Authors

Dr. Gabriela Telias

Austrian Agency for Alternative Propulsion 

Systems (A3PS)

Donau-City-Strasse 1

A-1220 Vienna, Austria

Tel: +43 (0)1 20501 68-105 

Fax: +43 (0)1 20501 68-110 

Email: gabriela.telias@a3ps.at

URL: www.a3ps.at

Ms. Kristin Day

National Renewable Energy Laboratory (NREL)

1617 Cole Boulevard m/s 1634

Golden, Colorado 80401-3393, USA

Tel: +1-303-275-4491 

Fax: +1-303-275-3765 

Email: kristin.day@nrel.gov

URL: www.nrel.gov/vehiclesandfuels/

Dr. Philipp Dietrich 

Competence Center Energy and Mobility 

(CCEM) c/o Paul Scherrer Institute (PSI)

Tel: +41 (0)56 310 45 73 

Fax: +41 (0)56 310 44 16 

Email: philipp.dietrich@psi.ch

URL: www.ccem.ch
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Annex XIII on “Fuel Cell Vehicles” of the Implementing Agreement Hybrid and Electric Vehicles of the International 

Energy Agency has been operating since 2006, complementing the ongoing activities on battery and hybrid electric 

vehicles within this group. This paper provides an overview of the Annex XIII final report for 2010, compiling an upto-date, neutral, and comprehensive assessment of current trends in fuel cell vehicle technology and related policy. 

The technological description includes trends in system configuration as well as a review of the most relevant 

components including the fuel cell stack, batteries, and hydrogen storage. Results from fuel cell vehicle 

demonstration projects around the world and an overview of the successful implementation of fuel cells in specific 

transport niche markets will also be discussed. The final section of this report provides a detailed description of 

national research, development, and demonstration (RD&D) efforts worldwide.

15. SUBJECT TERMS

Fuel Cell Vehicles; International Energy Agency; Policy; Demonstration Projects; IA-HEV 

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