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Saturday, October 21, 2023

Family farm

From Wikipedia, the free encyclopedia
Historical farming estate Stoffl in Radenthein, Carinthia, with an 18th-century arrangement of a main building, a granary and two buildings used as stables and barns.
Barn of a Wisconsin family farm, inscribed with the foundational year (1911).
The Scharmoos estate in Schwarzenberg in the Swiss canton of Lucerne, owned by the Schofer family during c. 1670–1918.

A family farm is generally understood to be a farm owned and/or operated by a family; it is sometimes considered to be an estate passed down by inheritance.

Although a recurring conceptual and archetypal distinction is that of a family farm as a smallholding versus corporate farming as large-scale agribusiness, that notion does not accurately describe the realities of farm ownership in many countries. Family farm businesses can take many forms, from smallholder farms to larger farms operated under intensive farming practices. In various countries, most farm families have structured their farm businesses as corporations (such as limited liability companies) or trusts, for liability, tax, and business purposes. Thus, the idea of a family farm as a unitary concept or definition does not easily translate across languages, cultures, or centuries, as there are substantial differences in agricultural traditions and histories between countries and between centuries within a country. For example, in U.S. agriculture, a family farm can be of any size, as long as the ownership is held within a family. A 2014 USDA report shows that family farms operate 90 percent of the nation’s farmland, and account for 85 percent of the country’s agricultural production value.[4] However, that does not at all imply that corporate farming is a small presence in U.S. agriculture; rather, it simply reflects the fact that many corporations are closely held. In contrast, in Brazilian agriculture, the official definition of a family farm (agricultura familiar) is limited to small farms worked primarily by members of a single family; but again, this fact does not imply that corporate farming is a small presence in Brazilian agriculture; rather, it simply reflects the fact that large farms with many workers cannot be legally classified under the family farm label because that label is legally reserved for smallholdings in that country.

Farms that would not be considered family farms would be those operated as collectives, non-family corporations, or in other institutionalised forms. At least 500 million of the world's [estimated] 570 million farms are managed by families, making family farms predominant in global agriculture.

Definitions

An "informal discussion of the concepts and definitions" in a working paper published by Food and Agriculture Organization of the United Nations in 2014 reviewed English, Spanish and French definitions of the concept of "family farm". Definitions referred to one or more of labor, management, size, provision of family livelihood, residence, family ties and generational aspects, community and social networks, subsistence orientation, patrimony, land ownership and family investment. The disparity of definitions reflects national and geographical differences in cultures, rural land tenure, and rural economies, as well as the different purposes for which definitions are coined.

The 2012 United States Census of Agriculture defines a family farm as "any farm where the majority of the business is owned by the operator and individuals related to the operator, including relatives who do not live in the operator’s household"; it defines a farm as "any place from which $1,000 or more of agricultural products were produced and sold, or normally would have been sold, during a given year."

The Food and Agriculture Organization of the United Nations defines a "family farm" as one that relies primarily on family members for labour and management.

In some usages, "family farm" implies that the farm remains within the ownership of a family over a number of generations.

Being special-purpose definitions, the definitions found in laws or regulations may differ substantially from commonly understood meanings of "family farm". For example, In the United States, under federal Farm Ownership loan regulations, the definition of a "family farm" does not specify the nature of farm ownership, and management of the farm is either by the borrower, or by members operating the farm when a loan is made to a corporation, co-operative or other entity. The complete definition can be found in the US Code of Federal Regulations 7 CFR 1943.4.

History

Dispersed settlement landscape in Carinthia.
Mountain farms in South Tyrol.

In the Roman Republic, latifundia, great landed estates, specialised in agriculture destined for export, producing grain, olive oil, or wine, corresponding largely to modern industrialized agriculture but depending on slave labour instead of mechanization, developed after the Second Punic War and increasingly replaced the former system of family-owned small or intermediate farms in the Roman Empire period. The basis of the latifundia in Spain and Sicily was the ager publicus that fell to the dispensation of the state through Rome's policy of war in the 1st century BC and the 1st century AD.

In the collapse of the Western Roman Empire, the largely self-sufficient villa-system of the latifundia remained among the few political-cultural centres of a fragmented Europe. These latifundia had been of great importance economically, until the long-distance shipping of wine and oil, grain and garum disintegrated, but extensive lands controlled in a single pair of hands still constituted power: it can be argued that the latifundia formed part of the economic basis of the European social feudal system, taking the form of Manorialism, the essential element of feudal society, and the organizing principle of rural economy in medieval Europe. Manorialism was characterised by the vesting of legal and economic power in a Lord of the Manor, supported economically from his own direct landholding in a manor (sometimes called a fief), and from the obligatory contributions of a legally subject part of the peasant population under the jurisdiction of himself and his manorial court. Manorialism died slowly and piecemeal, along with its most vivid feature in the landscape, the open field system. It outlasted serfdom as it outlasted feudalism: "primarily an economic organization, it could maintain a warrior, but it could equally well maintain a capitalist landlord. It could be self-sufficient, yield produce for the market, or it could yield a money rent." The last feudal dues in France were abolished at the French Revolution. In parts of eastern Germany, the Rittergut manors of Junkers remained until World War II. The common law of the leasehold estate relation evolved in medieval England. That law still retains many archaic terms and principles pertinent to a feudal social order. Under the tenant system, a farm may be worked by the same family over many generations, but what is inherited is not the farm's estate itself but the lease on the estate. In much of Europe, serfdom was abolished only in the modern period, in Western Europe after the French Revolution, in Russia as late as in 1861.

In contrast to the Roman system of latifundia and the derived system of manoralism, the Germanic peoples had a system based on heritable estates owned by individual families or clans. The Germanic term for "heritable estate, allodium" was *ōþalan (Old English ēþel), which incidentally was also used as a rune name; the gnomic verse on this term in the Anglo-Saxon rune poem reads:

[Ēðel] byþ oferleof æghwylcum men, gif he mot ðær rihtes and gerysena on brucan on bolde bleadum oftast.
"[An estate] is very dear to every man, if he can enjoy there in his house whatever is right and proper in constant prosperity."

In the inheritance system known as Salic patrimony (also gavelkind in its exceptional survival in medieval Kent) refers to this clan-based possession of real estate property, particularly in Germanic context. Terra salica could not be sold or otherwise disposed; it was not alienable. Much of Germanic Europe has a history of overlap or conflict between the feudal system of manoralism, where the estate is owned by noblemen and leased to the tenants or worked by serfs, and the Germanic system of free farmers working landed estates heritable within their clan or family. Historical prevalence of the Germanic system of independent estates or Höfe resulted in dispersed settlement (Streusiedlung) structure, as opposed to the village-centered settlements of manoralism.

Mention of "hofe" in Beowulf

In German-speaking Europe, a farmyard is known as a Hof; in modern German this word designates the area enclosed by the farm buildings, not the fields around them, and it is also used in other everyday situations for courtyards of any type (Hinterhof = 'back yard', etc.). The recharacterized compound Bauernhof was formed in the early modern period to designate family farming estates and today is the most common word for 'farm', while the archaic Meierhof designated a manorial estate. Historically, the unmarked term Hof was increasingly used for the royal or noble court. The estate as a whole is referred to by the collective Gehöft (15th century); the corresponding Slavic concept being Khutor. Höfeordnung is the German legal term for the inheritance laws regarding family farms, deriving from inheritance under medieval Saxon law. In England, the title of yeoman was applied to such land-owning commoners from the 15th century.

In the early modern and modern period, the dissolution of manoralism went parallel to the development of intensive farming parallel to the Industrial Revolution. Mechanization enabled the cultivation of much larger areas than what was typical for the traditional estates aimed at subsistence farming, resulting in the emergence of a smaller number of large farms, with the displaced population partly contributing to the new class of industrial wage-labourers and partly emigrating to the New World or the Russian Empire (following the 1861 emancipation of the serfs). The family farms established in Imperial Russia were again collectivized under the Soviet Union, but the emigration of European farmers displaced by the Industrial Revolution contributed to the emergence of a system of family estates in the Americas (Homestead Act of 1862).

Thomas Jefferson's argument that a large number of family estates are a factor in ensuring the stability of democracy was repeatedly used in support of subsidies.

Developed world

Perceptions of the family farm

In developed countries the family farm is viewed sentimentally, as a lifestyle to be preserved for tradition's sake, or as a birthright. It is in these nations very often a political rallying cry against change in agricultural policy, most commonly in France, Japan, and the United States, where rural lifestyles are often regarded as desirable. In these countries, strange bedfellows can often be found arguing for similar measures despite otherwise vast differences in political ideology. For example, Pat Buchanan and Ralph Nader, both candidates for the office of President of the United States, held rural rallies together and spoke for measures to preserve the so-called family farm. On other economic matters they were seen as generally opposed, but found common ground on this one.

The social roles of family farms are much changed today. Until recently, staying in line with traditional and conservative sociology, the heads of the household were usually the oldest man followed closely by his oldest sons. The wife generally took care of the housework, child rearing, and financial matters pertaining to the farm. However, agricultural activities have taken on many forms and change over time. Agronomy, horticulture, aquaculture, silviculture, and apiculture, along with traditional plants and animals, all make up aspects of today's family farm. Farm wives often need to find work away from the farm to supplement farm income and children sometimes have no interest in farming as their chosen field of work.

Bolder promoters argue that as agriculture has become more efficient with the application of modern management and new technologies in each generation, the idealized classic family farm is now simply obsolete, or more often, unable to compete without the economies of scale available to larger and more modern farms. Advocates argue that family farms in all nations need to be protected, as the basis of rural society and social stability.

Viability

According to the United States Department of Agriculture, ninety-eight percent of all farms in the U.S. are family farms. Two percent of farms are not family farms, and those two percent make up fourteen percent of total agricultural output in the United States, although half of them have total sales of less than $50,000 per year. Overall, ninety-one percent of farms in the United States are considered "small family farms" (with sales of less than $250,000 per year), and those farms produce twenty-seven percent of U.S. agricultural output.

Depending on the type and size of independently owned operation, some limiting factors are:

  • Economies of scale: Larger farms are able to bargain more competitively, purchase more competitively, profit from economic highs, and weather lows more readily through monetary inertia than smaller farms.
  • Cost of inputs: fertilizer and other agrichemicals can fluctuate dramatically from season to season, partially based on oil prices, a range of 25% to 200% is common over a period of a few years.
  • oil prices: Directly (for farm machinery) and somewhat less directly (long distance transport; production cost of agrichemicals), the cost of oil significantly impacts the year-to-year viability of all mechanized conventional farms.
  • commodity futures: the predicted price of commodity crops, hogs, grain, etc., can determine ahead of a season what seems economically viable to grow.
  • technology user agreements: a less publicly known factor, patented GE seed that is widely used for many crops, like cotton and soy, comes with restrictions on use, which can even include who the crop can be sold to.
  • wholesale infrastructure: A farmer growing larger quantities of a crop than can be sold directly to consumers has to meet a range of criteria for sale into the wholesale market, which include harvest timing and graded quality, and may also include variety, therefore, the market channel really determines most aspects of the farm decisionmaking.
  • availability of financing: Larger farms today often rely on lines of credit, typically from banks, to purchase the agrichemicals, and other supplies needed for each growing year. These lines are heavily affected by almost all of the other constraining factors.
  • government economic intervention: In some countries, notably the US and EU, government subsidies to farmers, intended to mitigate the impact on domestic farmers of economic and political activities in other areas of the economy, can be a significant source of farm income. Bailouts, when crises such as drought or the "mad cow disease" problems hit agricultural sectors, are also relied on. To some large degree, this situation is a result of the large-scale global markets farms have no alternative but to participate in.
  • government and industry regulation: A wide range of quotas, marketing boards and legislation governing agriculture impose complicated limits, and often require significant resources to navigate. For example, on the small farming end, in many jurisdictions, there are severe limits or prohibitions on the sale of livestock, dairy and eggs. These have arisen from pressures from all sides: food safety, environmental, industry marketing.
  • real estate prices: The growth of urban centers around the world, and the resulting urban sprawl have caused the price of centrally located farmland to skyrocket, while reducing the local infrastructure necessary to support farming, putting effectively intense pressure on many farmers to sell out.

Over the 20th century, the people of developed nations have collectively taken most of the steps down the path to this situation. Individual farmers opted for successive waves of new technology, happily "trading in their horses for a tractor", increasing their debt and their production capacity. This in turn required larger, more distant markets, and heavier and more complex financing. The public willingly purchased increasingly commoditized, processed, shipped and relatively inexpensive food. The availability of an increasingly diverse supply of fresh, uncured, unpreserved produce and meat in all seasons of the year (oranges in January, freshly killed steers in July, fresh pork rather than salted, smoked, or potassium-impregnated ham) opened an entirely new cuisine and an unprecedented healthy diet to millions of consumers who had never enjoyed such produce before. These abilities also brought to market an unprecedented variety of processed foods, such as corn syrup and bleached flour. For the family farm this new technology and increasingly complex marketing strategy has presented new and unprecedented challenges, and not all family farmers have been able to effectively cope with the changing market conditions.

Intensive wheat farming in western North Dakota.

Local food and the organic movement

In the last few decades there has been a resurgence of interest in organic and free range foods. A percentage of consumers have begun to question the viability of industrial agriculture practices and have turned to organic groceries that sell products produced on family farms including not only meat and produce but also such things as wheat germ breads and natural lye soaps (as opposed to bleached white breads and petroleum based detergent bars). Others buy these products direct from family farms. The "new family farm" provides an alternative market in some localities with an array of traditionally and naturally produced products.

Such "organic" and "free-range" farming is attainable where a significant number of affluent urban and suburban consumers willingly pay a premium for the ideals of "locally produced produce" and "humane treatment of animals". Sometimes, these farms are hobby or part-time ventures, or supported by wealth from other sources. Viable farms on a scale sufficient to support modern families at an income level commensurate with urban and suburban upper-middle-class families are often large scale operations, both in area and capital requirements. These farms, family owned and operated in a technologically and economically conventional manner, produce crops and animal products oriented to national and international markets, rather than to local markets. In assessing this complex economic situation, it is important to consider all sources of income available to these farms; for instance, the millions of dollars in farm subsidies which the United States government offers each year. As fuel prices rise, foods shipped to national and international markets are already rising in price.

United States

In 2012, the United States had 2,039,093 family farms (as defined by USDA), accounting for 97 percent of all farms and 89 percent of census farm area in the United States. In 1988 Mark Friedberger warned, "The farm family is a unique institution, perhaps the last remnant, in an increasingly complex world, of a simpler social order in which economic and domestic activities were inextricably bound together. In the past few years, however, American agriculture has suffered huge losses, and family farmers have seen their way of life threatened by economic forces beyond their control." However by 1981 Ingolf Vogeler argued it was too late—the American family farm had been replaced by large agribusiness corporations pretending to be family operated.

A USDA survey conducted in 2011 estimated that family farms account for 85 percent of US farm production and 85 percent of US gross farm income. Mid-size and larger family farms account for 60 percent of US farm production and dominate US production of cotton, cash grain and hogs. Small family farms account for 26 percent of US farm production overall, and higher percentages of production of poultry, beef cattle, some other livestock and hay.

Several kinds of US family farms are recognized in USDA farm typology:

Small family farms are defined as those with annual gross cash farm income (GCFI) of less than $350,000; in 2011, these accounted for 90 percent of all US farms. Because low net farm incomes tend to predominate on such farms, most farm families on small family farms are extremely dependent on off-farm income. Small family farms in which the principal operator was mostly employed off-farm accounted for 42 percent of all farms and 15 percent of total US farm area; median net farm income was $788. Retirement family farms were small farms accounting for 16 percent of all farms and 7 percent of total US farm area; median net farm income was $5,002.

The other small family farm categories are those in which farming occupies at least 50 percent of the principal operator’s working time. These are:

Low-sales small family farms (with GCFI less than $150,000); 26 percent of all US farms, 18 percent of total US farm area, median net farm income $3,579.

Moderate-sales small family farms (with GCFI of $150,000 to $349,999); 5.44 percent of all US farms, 13 percent of total US farm area, median net farm income $67,986.

Mid-size family farms (GCFI of $350,000 to $999,999); 6 percent of all US farms, 22 percent of total US farm area; median net farm income $154,538.

Large family farms (GCFI $1,000,000 to $4,999,999); 2 percent of all US farms, 14 percent of total US farm area; median net farm income $476,234.

Very large family farms (GCFI over $5,000,000); <1 percent of all US farms, 2 percent of total US farm area; median net farm income $1,910,454.

Family farms include not only sole proprietorships and family partnerships, but also family corporations. Family-owned corporations account for 5 percent of all farms and 89 percent of corporate farms in the United States. About 98 percent of US family corporations owning farms are small, with no more than 10 shareholders; average net farm income of family corporate farms was $189,400 in 2012. (In contrast, 90 percent of US non-family corporations owning farms are small, having no more than 10 shareholders; average net cash farm income for US non-family corporate farms was $270,670 in 2012.)

Canada

In Canada, the number of "family farms" cannot be inferred closely, because of the nature of census data, which do not distinguish family and non-family farm partnerships. In 2011, of Canada’s 205,730 farms, 55 percent were sole proprietorships, 25 percent were partnerships, 17 percent were family corporations, 2 percent were non-family corporations and <1 percent were other categories. Because some but not all partnerships involve family members, these data suggest that family farms account for between about 73 and 97 percent of Canadian farms. The family farm percentage is likely to be near the high end of this range, for two reasons. The partners in a [Canadian] farm partnership are typically spouses, often forming the farm partnership for tax reasons. Also, as in the US, family farm succession planning can use a partnership as a means of apportioning family farm tenure among family members when a sole proprietor is ready to transfer some or all of ownership and operation of a farm to offspring. Conversion of a sole proprietorship family farm to a family corporation may also be influenced by legal and financial, e.g. tax, considerations. The Canadian Encyclopedia estimates that more than 90 percent of Canadian farms are family operations. In 2006, of Canadian farms with more than one million dollars in annual gross farm receipts, about 63 percent were family corporations and 13 percent were non-family corporations.

Europe

Analysis of data for 59,000 farms in the 12 member states of the European Community found that in 1989, about three-quarters of the farms were family farms, producing just over half of total agricultural output.

As of 2010, there were approximately 139,900 family farms in Ireland, with an average size of 35.7 hectares per holding. (Nearly all farms in Ireland are family farms.) In Ireland, average family farm income was 25,483 euros in 2012. Analysis by Teagasc (Ireland’s Agriculture and Food Development Authority) estimates that 37 percent of Irish farms are economically viable and an additional 30 percent are sustainable due to income from off-farm sources; 33 percent meet neither criterion and are considered economically vulnerable.

Newly industrialized countries

A family farm in Urubici, Santa Catarina State in Brazil.

In Brazil, there are about 4.37 million family farms. These account for 84.4 percent of farms, 24.3 percent of farmland area and 37.5 percent of the value of agricultural production.

Developing countries

In sub-Saharan Africa, 80% of farms are family owned and worked.

Sub-Saharan agriculture was mostly defined by slash-and-burn subsistence farming, historically spread by the Bantu expansion. Permanent farming estates were established during colonialism, in the 19th to 20th century. After decolonisation, white farmers in some African countries have tended to be attacked, killed or evicted, notably in South Africa and Zimbabwe.

In southern Africa, "On peasant family farms ..., cash input costs are very low, non‐household labour is sourced largely from communal work groups through kinship ties, and support services needed to sustain production are minimal." On commercial family farms, "cash input costs are high, little non‐family labour is used and strong support services are necessary."

International Year of Family Farming

Logo of International Year of Family Farming 2014

At the 66th session of the United Nations General Assembly, 2014 was formally declared to be the "International Year of Family Farming" (IYFF). The Food and Agriculture Organization of the United Nations was invited to facilitate its implementation, in collaboration with Governments, International Development Agencies, farmers' organizations and other relevant organizations of the United Nations system as well as relevant non-governmental organizations.

The goal of the 2014 IYFF is to reposition family farming at the centre of agricultural, environmental and social policies in the national agendas by identifying gaps and opportunities to promote a shift towards a more equal and balanced development. The 2014 IYFF will promote broad discussion and cooperation at the national, regional and global levels to increase awareness and understanding of the challenges faced by smallholders and help identify efficient ways to support family farmers.

Hydrogen vehicle

From Wikipedia, the free encyclopedia
https://en.wikipedia.org/wiki/Hydrogen_vehicle
The 2015 Toyota Mirai is the world's first mass-produced and commercially marketed dedicated hydrogen fuel cell vehicles that is not a modification of an existing model. The Mirai is based on the Toyota fuel cell vehicle (FCV) concept car (shown).

A hydrogen vehicle is a vehicle that uses hydrogen fuel for motive power. Hydrogen vehicles include hydrogen-fueled space rockets, as well as ships and aircraft. Motive power is generated by converting the chemical energy of hydrogen to mechanical energy, either by reacting hydrogen with oxygen in a fuel cell to power electric motors or, less commonly, by burning hydrogen in an internal combustion engine.

As of 2021, there are two models of hydrogen cars publicly available in select markets: the Toyota Mirai (2014–), which is the world's first commercially produced dedicated fuel cell electric vehicle (FCEV), and the Hyundai Nexo (2018–). There are also fuel cell buses. Hydrogen aircraft are not expected to carry many passengers long haul before the 2030s at the earliest.

As of 2019, 98% of hydrogen is produced by steam methane reforming, which emits carbon dioxide. It can be produced by electrolysis of water, or by thermochemical or pyrolytic means using renewable feedstocks, but the processes are currently expensive. Various technologies are being developed that aim to deliver costs low enough, and quantities great enough, to compete with hydrogen production using natural gas.

Vehicles running on hydrogen technology benefit from a long range on a single refuelling, but are subject to several drawbacks: high carbon emissions when hydrogen is produced from natural gas, capital cost burden, high energy inputs in production, low energy content per unit volume at ambient conditions, production and compression of hydrogen, the investment required to build refuelling infrastructure around the world to dispense hydrogen, and transportation of hydrogen. In addition, leaked hydrogen has a global warming effect 11.6 times stronger than CO₂.

For light duty vehicles including passenger cars, hydrogen adoption is behind that of battery electric vehicles. A 2022 study found that technological developments and economies of scale in BEVs, compared with the evolution of the use of hydrogen, have made it unlikely for hydrogen light-duty vehicles to play a significant role in the future.

Vehicles

The Honda FCX, along with the Toyota FCHV, is the world's first government-certified commercial hydrogen fuel cell vehicle.

Rationale and context

The rationale for hydrogen vehicles lies in their potential to reduce reliance on fossil fuels, associated greenhouse gas emissions and localised air pollution from transportation. This would require hydrogen to be produced cleanly, for use in sectors and applications where cheaper and more energy efficient mitigation alternatives are limited.

Aeroplanes

The Boeing Fuel Cell Demonstrator powered by a hydrogen fuel cell

Companies such as Boeing, Lange Aviation, and the German Aerospace Center pursue hydrogen as fuel for crewed and uncrewed aeroplanes. In February 2008 Boeing tested a crewed flight of a small aircraft powered by a hydrogen fuel cell. Uncrewed hydrogen planes have also been tested. For large passenger aeroplanes, The Times reported that "Boeing said that hydrogen fuel cells were unlikely to power the engines of large passenger jet aeroplanes but could be used as backup or auxiliary power units onboard."

In July 2010, Boeing unveiled its hydrogen-powered Phantom Eye UAV, powered by two Ford internal-combustion engines that have been converted to run on hydrogen.

Automobiles

As of 2021, there are two hydrogen cars publicly available in select markets: the Toyota Mirai and the Hyundai Nexo. The Honda Clarity was produced from 2016 to 2021. Hydrogen combustion cars are not commercially available.

In the light road vehicle segment, by the end of 2022, 70,200 fuel cell electric vehicles had been sold worldwide, compared with 26 million plug-in electric vehicles. With the rapid rise of electric vehicles and associated battery technology and infrastructure, the global scope for hydrogen’s role in cars is shrinking relative to earlier expectations.

The first road vehicle powered by a hydrogen fuel cell was the Chevrolet Electrovan, introduced by General Motors in 1966.

The Toyota FCHV and Honda FCX, which began leasing on December 2, 2002, became the world's first government-certified commercial hydrogen fuel cell vehicles, and the Honda FCX Clarity, which began leasing in 2008, was the world's first hydrogen fuel cell vehicle designed for mass production rather than adapting an existing model. Honda established the world's first fuel cell vehicle dealer network in 2008, and at the time was the only company able to lease hydrogen fuel cell vehicles to private customers.

The Hyundai Nexo is a hydrogen fuel cell-powered crossover SUV

The 2013 Hyundai Tucson FCEV, a modified Tucson, was introduced to the market as a lease-only vehicle, and Hyundai Motors claimed it was the world's first mass-produced hydrogen fuel cell vehicle. However, due to high prices and a lack of charging infrastructure, sales fell far short of initial plans, with only 273 units sold by the end of May 2015. Hyundai Nexo, which succeeded the Tucson in 2018, was selected as the "safest SUV" by the Euro NCAP in 2018.

Toyota launched the world's first dedicated mass-produced fuel cell vehicle (FCV), the Mirai, in Japan at the end of 2014 and began sales in California, mainly the Los Angeles area and also in selected markets in Europe, the UK, Germany and Denmark later in 2015. The car has a range of 312 mi (502 km) and takes about five minutes to refill its hydrogen tank. The initial sale price in Japan was about 7 million yen ($69,000). Former European Parliament President Pat Cox estimated that Toyota would initially lose about $100,000 on each Mirai sold. At the end of 2019, Toyota had sold over 10,000 Mirais. Many automobile companies have introduced demonstration models in limited numbers (see List of fuel cell vehicles and List of hydrogen internal combustion engine vehicles).

In 2013 BMW leased hydrogen technology from Toyota, and a group formed by Ford Motor Company, Daimler AG, and Nissan announced a collaboration on hydrogen technology development.

In 2015, Toyota announced that it would offer all 5,680 patents related to hydrogen fuel cell vehicles and hydrogen fuel cell charging station technology, which it has been researching for over 20 years, to its competitors free of charge in order to stimulate the market for hydrogen-powered vehicles.

By 2017, however, Daimler had abandoned hydrogen vehicle development, and most of the automobile companies developing hydrogen cars had switched their focus to battery electric vehicles. By 2020, all but three automobile companies had abandoned plans to manufacture hydrogen cars.

Auto racing

A record of 207.297 miles per hour (333.612 km/h) was set by a prototype Ford Fusion Hydrogen 999 Fuel Cell Race Car at the Bonneville Salt Flats, in August 2007, using a large compressed oxygen tank to increase power. The land-speed record for a hydrogen-powered vehicle of 286.476 miles per hour (461.038 km/h) was set by Ohio State University's Buckeye Bullet 2, which achieved a "flying-mile" speed of 280.007 miles per hour (450.628 km/h) at the Bonneville Salt Flats in August 2008.

In 2007, the Hydrogen Electric Racing Federation was formed as a racing organization for hydrogen fuel cell-powered vehicles. The organization sponsored the Hydrogen 500, a 500-mile race.

Buses

A Solaris Urbino 12 bus near its factory in Bolechowo, Poland

Fuel-cell buses have been trialed by several manufacturers in different locations, for example, the Ursus Lublin. Solaris Bus & Coach introduced its Urbino 12 hydrogen electric buses in 2019. Several dozen were ordered. In 2022, the city of Montpellier, France, cancelled a contract to procure 51 buses powered by hydrogen fuel cells, when it found that "the cost of operation for hydrogen [buses] is 6 times the cost of electricity".

Trams and trains

In the International Energy Agency’s 2022 Net Zero Emissions Scenario, hydrogen is forecast to account for 2% of rail energy demand in 2050, while 90% of rail travel is expected to be electrified by then (up from 45% today). Hydrogen’s role in rail would likely be focused on lines that prove difficult or costly to electrify.

In March 2015, China South Rail Corporation (CSR) demonstrated the world's first hydrogen fuel cell-powered tramcar at an assembly facility in Qingdao. Tracks for the new vehicle have been built in seven Chinese cities.

In northern Germany in 2018 the first fuel-cell powered Coradia iLint trains were placed into service; excess power is stored in lithium-ion batteries.

Ships

As of 2019 Hydrogen fuel cells are not suitable for propulsion in large long-distance ships, but they are being considered as a range-extender for smaller, short-distance, low-speed electric vessels, such as ferries. Hydrogen in ammonia is being considered as a long-distance fuel.

Bicycles

PHB hydrogen bicycle

In 2007, Pearl Hydrogen Power Source Technology Co of Shanghai, China, demonstrated a PHB hydrogen bicycle. In 2014, Australian scientists from the University of New South Wales presented their Hy-Cycle model. The same year, Canyon Bicycles started to work on the Eco Speed concept bicycle.

In 2017, Pragma Industries of France developed a bicycle that was able to travel 100 km on a single hydrogen cylinder. In 2019, Pragma announced that the product, "Alpha Bike", has been improved to offer an electrically assisted pedalling range of 150 km, and the first 200 of the bikes are to be provided to journalists covering the 45th G7 summit in Biarritz, France.

Lloyd Alter of TreeHugger responded to the announcement, asking "why … go through the trouble of using electricity to make hydrogen, only to turn it back into electricity to charge a battery to run the e-bike [or] pick a fuel that needs an expensive filling station that can only handle 35 bikes a day, when you can charge a battery powered bike anywhere. [If] you were a captive fleet operator, why [not] just swap out batteries to get the range and the fast turnover?"

Military vehicles

General Motors' military division, GM Defense, focuses on hydrogen fuel cell vehicles. Its SURUS (Silent Utility Rover Universal Superstructure) is a flexible fuel cell electric platform with autonomous capabilities. Since April 2017, the U.S. Army has been testing the commercial Chevrolet Colorado ZH2 on its U.S. bases to determine the viability of hydrogen-powered vehicles in military mission tactical environments.

Motorcycles and scooters

ENV develops electric motorcycles powered by a hydrogen fuel cell, including the Crosscage and Biplane. Other manufacturers as Vectrix are working on hydrogen scooters. Finally, hydrogen-fuel-cell-electric-hybrid scooters are being made such as the Suzuki Burgman fuel-cell scooter and the FHybrid. The Burgman received "whole vehicle type" approval in the EU. The Taiwanese company APFCT conducted a live street test with 80 fuel-cell scooters for Taiwan's Bureau of Energy.

Auto rickshaws

Hydrogen auto rickshaw concept vehicles have been built by Mahindra HyAlfa and Bajaj Auto.

Quads and tractors

Autostudi S.r.l's H-Due is a hydrogen-powered quad, capable of transporting 1-3 passengers. A concept for a hydrogen-powered tractor has been proposed.

Fork trucks

A hydrogen internal combustion engine (or "HICE") forklift or HICE lift truck is a hydrogen fueled, internal combustion engine-powered industrial forklift truck used for lifting and transporting materials. The first production HICE forklift truck based on the Linde X39 Diesel was presented at an exposition in Hannover on May 27, 2008. It used a 2.0 litre, 43 kW (58 hp) diesel internal combustion engine converted to use hydrogen as a fuel with the use of a compressor and direct injection.

In 2013 there were over 4,000 fuel cell forklifts used in material handling in the US. The global market was estimated at 1 million fuel cell powered forklifts per year for 2014–2016. Fleets are being operated by companies around the world. Pike Research stated in 2011 that fuel-cell-powered forklifts will be the largest driver of hydrogen fuel demand by 2020.

Most companies in Europe and the US do not use petroleum powered forklifts, as these vehicles work indoors where emissions must be controlled and instead use electric forklifts. Fuel-cell-powered forklifts can provide benefits over battery powered forklifts as they can be refueled in 3 minutes. They can be used in refrigerated warehouses, as their performance is not degraded by lower temperatures. The fuel cell units are often designed as drop-in replacements.

Rockets

Centaur (rocket stage) was the first to use liquid hydrogen

Many large rockets use liquid hydrogen as fuel, with liquid oxygen as an oxidizer (LH2/LOX). An advantage of hydrogen rocket fuel is the high effective exhaust velocity compared to kerosene/LOX or UDMH/NTO engines. According to the Tsiolkovsky rocket equation, a rocket with higher exhaust velocity uses less propellant to accelerate. Also the energy density of hydrogen is greater than any other fuel. LH2/LOX also yields the greatest efficiency in relation to the amount of propellant consumed, of any known rocket propellant.

A disadvantage of LH2/LOX engines is the low density and low temperature of liquid hydrogen, which means bigger and insulated and thus heavier fuel tanks are needed. This increases the rocket's structural mass which reduces its delta-v significantly. Another disadvantage is the poor storability of LH2/LOX-powered rockets: Due to the constant hydrogen boil-off, the rocket must be fueled shortly before launch, which makes cryogenic engines unsuitable for ICBMs and other rocket applications with the need for short launch preparations.

Overall, the delta-v of a hydrogen stage is typically not much different from that of a dense fuelled stage, but the weight of a hydrogen stage is much less, which makes it particularly effective for upper stages, since they are carried by the lower stages. For first stages, dense fuelled rockets in studies may show a small advantage, due to the smaller vehicle size and lower air drag.

LH2/LOX were also used in the Space Shuttle to run the fuel cells that power the electrical systems. The byproduct of the fuel cell is water, which is used for drinking and other applications that require water in space.

Heavy trucks

The International Energy Agency’s 2022 net-zero emissions scenario sees hydrogen meeting approximately 30% of heavy truck energy demand in 2050, mainly for long-distance heavy freight (with battery electric power accounting for around 60%).

United Parcel Service began testing of a hydrogen powered delivery vehicle in 2017. In 2020, Hyundai began commercial production of its Xcient fuel cell trucks and shipped ten of them to Switzerland.

In 2022 in Australia, five hydrogen fuel cell class 8 trucks were placed into use to transport zinc from Sun Metals' Townsville mine to the Port of Townsville, Queensland, to be shipped around the world.

Internal combustion vehicle

Hydrogen internal combustion engine cars are different from hydrogen fuel cell cars. The hydrogen internal combustion car is a slightly modified version of the traditional gasoline internal combustion engine car. These hydrogen engines burn fuel in the same manner that gasoline engines do; the main difference is the exhaust product. Gasoline combustion results in emissions of mostly carbon dioxide and water, plus trace amounts of carbon monoxide, NOx, particulates and unburned hydrocarbons, while the main exhaust product of hydrogen combustion is water vapor.

In 1807 François Isaac de Rivaz designed the first hydrogen-fueled internal combustion engine. In 1965, Roger E. Billings, then a high school student, converted a Model A to run on hydrogen. In 1970 Paul Dieges patented a modification to internal combustion engines which allowed a gasoline-powered engine to run on hydrogen.

Mazda has developed Wankel engines burning hydrogen, which are used in the Mazda RX-8 Hydrogen RE. The advantage of using an internal combustion engine, like Wankel and piston engines, is the lower cost of retooling for production.

Fuel cell

Fuel cell cost

Hydrogen fuel cells are relatively expensive to produce, as their designs require rare substances, such as platinum, as a catalyst. In 2014, former European Parliament President Pat Cox estimated that Toyota would initially lose about $100,000 on each Mirai sold. In 2020, researchers at the University of Copenhagen's Department of Chemistry are developing a new type of catalyst that they hope will decrease the cost of fuel cells. This new catalyst uses far less platinum because the platinum nano-particles are not coated over carbon which, in conventional hydrogen fuel cells, keeps the nano-particles in place but also causes the catalyst to become unstable and denatures it slowly, requiring even more platinum. The new technology uses durable nanowires instead of the nano-particles. "The next step for the researchers is to scale up their results so that the technology can be implemented in hydrogen vehicles."

Freezing conditions

The problems in early fuel-cell designs at low temperatures concerning range and cold start capabilities have been addressed so that they "cannot be seen as show-stoppers anymore". Users in 2014 said that their fuel cell vehicles perform flawlessly in temperatures below zero, even with the heaters blasting, without significantly reducing range. Studies using neutron radiography on unassisted cold-start indicate ice formation in the cathode, three stages in cold start and Nafion ionic conductivity. A parameter, defined as coulomb of charge, was also defined to measure cold start capability.

Service life

The service life of fuel cells is comparable to that of other vehicles. Polymer-electrolyte membrane (PEM) fuel cell service life is 7,300 hours under cycling conditions.

Hydrogen

Hydrogen does not exist in convenient reservoirs or deposits like fossil fuels or helium. It is produced from feedstocks such as natural gas and biomass or electrolyzed from water. A suggested benefit of large-scale deployment of hydrogen vehicles is that it could lead to decreased emissions of greenhouse gases and ozone precursors. However, as of 2014, 95% of hydrogen is made from methane. It can be produced by thermochemical or pyrolitic means using renewable feedstocks, but that is an expensive process.

Renewable electricity can however be used to power the conversion of water into hydrogen: Integrated wind-to-hydrogen (power to gas) plants, using electrolysis of water, are exploring technologies to deliver costs low enough, and quantities great enough, to compete with traditional energy sources. The challenges facing the use of hydrogen in vehicles include its storage on board the vehicle. As of September 2023, hydrogen cost $36 per kilogram at public fueling stations in California, 14 times as much per mile for a Mirai as compared with a Tesla Model 3.

Production

The molecular hydrogen needed as an onboard fuel for hydrogen vehicles can be obtained through many thermochemical methods utilizing natural gas, coal (by a process known as coal gasification), liquefied petroleum gas, biomass (biomass gasification), by a process called thermolysis, or as a microbial waste product called biohydrogen or Biological hydrogen production. 95% of hydrogen is produced using natural gas. Hydrogen can be produced from water by electrolysis at working efficiencies of 65–70%. Hydrogen can be made by chemical reduction using chemical hydrides or aluminum. Current technologies for manufacturing hydrogen use energy in various forms, totaling between 25 and 50 percent of the higher heating value of the hydrogen fuel, used to produce, compress or liquefy, and transmit the hydrogen by pipeline or truck.

Environmental consequences of the production of hydrogen from fossil energy resources include the emission of greenhouse gasses, a consequence that would also result from the on-board reforming of methanol into hydrogen. Hydrogen production using renewable energy resources would not create such emissions, but the scale of renewable energy production would need to be expanded to be used in producing hydrogen for a significant part of transportation needs. In a few countries, renewable sources are being used more widely to produce energy and hydrogen. For example, Iceland is using geothermal power to produce hydrogen, and Denmark is using wind.

Storage

Compressed hydrogen storage mark

Compressed hydrogen in hydrogen tanks at 350 bar (5,000 psi) and 700 bar (10,000 psi) is used for hydrogen tank systems in vehicles, based on type IV carbon-composite technology.

Hydrogen has a very low volumetric energy density at ambient conditions, compared with gasoline and other vehicle fuels. It must be stored in a vehicle either as a super-cooled liquid or as highly compressed gas, which require additional energy to accomplish. In 2018, researchers at CSIRO in Australia powered a Toyota Mirai and Hyundai Nexo with hydrogen separated from ammonia using a membrane technology. Ammonia is easier to transport safely in tankers than pure hydrogen.

Infrastructure

Hydrogen car fueling
The refueling of a Hydrogen-powered vehicle. The vehicle is a Hyundai Nexo. Note the condensation around the handle; this is because of the hydrogen gas expanding, causing the handle to freeze.

To enable the delivery of hydrogen fuel to transport end-users, a broad range of investments are needed, including, according to the International Energy Agency (IEA), the "construction and operation of new port infrastructure, buffer storage, pipelines, ships, refueling stations and plants to convert the hydrogen into a more readily transportable commodity (and potentially back to hydrogen)". In particular, the IEA notes that refueling stations will be needed in locations that are suitable for long‐distance trucking such as industrial hubs and identifies the need for investment in airport infrastructure for the storage and delivery of hydrogen. The IEA deems the infrastructure requirements for hydrogen in shipping more challenging, drawing attention to the "need for major investments and co‐ordinated efforts among fuel suppliers, ports, shipbuilders and shippers".

As of 2021, there were 49 publicly accessible hydrogen refueling stations in the US, 48 of which were located in California (compared with 42,830 electric charging stations). By 2017, there were 91 hydrogen fueling stations in Japan.

Codes and standards

Hydrogen codes and standards, as well as codes and technical standards for hydrogen safety and the storage of hydrogen, have been an institutional barrier to deploying hydrogen technologies. To enable the commercialization of hydrogen in consumer products, new codes and standards must be developed and adopted by federal, state and local governments.

Official support

U.S. initiatives

Fuel cell buses are supported.

The New York State Energy Research and Development Authority (NYSERDA) has created incentives for hydrogen fuel cell electric trucks and buses.

Criticism

Critics claim the time frame for overcoming the technical and economic challenges to implementing wide-scale use of hydrogen in cars is likely to be at least several decades. They argue that the focus on the use of the hydrogen car is a dangerous detour from more readily available solutions to reducing the use of fossil fuels in vehicles. In 2008, Wired News reported that "experts say it will be 40 years or more before hydrogen has any meaningful impact on gasoline consumption or global warming, and we can't afford to wait that long. In the meantime, fuel cells are diverting resources from more immediate solutions."

In the 2006 documentary, Who Killed the Electric Car?, former U.S. Department of Energy official Joseph Romm said: "A hydrogen car is one of the least efficient, most expensive ways to reduce greenhouse gases." He also argued that the cost to build out a nationwide network of hydrogen refueling stations would be prohibitive. He held the same views in 2014. In 2009, the Los Angeles Times wrote that "hydrogen is a lousy way to move cars." Robert Zubrin, the author of Energy Victory, stated: "Hydrogen is 'just about the worst possible vehicle fuel'". The Economist noted that most hydrogen is produced through steam methane reformation, which creates at least as much emission of carbon per mile as some of today's gasoline cars, but that if the hydrogen could be produced using renewable energy, "it would surely be easier simply to use this energy to charge the batteries of all-electric or plug-in hybrid vehicles." Over their lifetimes, hydrogen vehicles will emit more carbon than gasoline vehicles. The Washington Post asked in 2009, "[W]hy would you want to store energy in the form of hydrogen and then use that hydrogen to produce electricity for a motor, when electrical energy is already waiting to be sucked out of sockets all over America and stored in auto batteries"?

Volkswagen's Rudolf Krebs said in 2013 that "no matter how excellent you make the cars themselves, the laws of physics hinder their overall efficiency. The most efficient way to convert energy to mobility is electricity." He elaborated: "Hydrogen mobility only makes sense if you use green energy", but ... you need to convert it first into hydrogen "with low efficiencies" where "you lose about 40 percent of the initial energy". You then must compress the hydrogen and store it under high pressure in tanks, which uses more energy. "And then you have to convert the hydrogen back to electricity in a fuel cell with another efficiency loss". Krebs continued: "in the end, from your original 100 percent of electric energy, you end up with 30 to 40 percent." In 2015, CleanTechnica listed some of the disadvantages of hydrogen fuel cell vehicles A 2016 study in Energy by scientists at Stanford University and the Technical University of Munich concluded that, even assuming local hydrogen production, "investing in all-electric battery vehicles is a more economical choice for reducing carbon dioxide emissions".

A 2017 analysis published in Green Car Reports concluded that the best hydrogen-fuel-cell vehicles consume "more than three times more electricity per mile than an electric vehicle ... generate more greenhouse gas emissions than other powertrain technologies ... [and have] very high fuel costs. ... Considering all the obstacles and requirements for new infrastructure (estimated to cost as much as $400 billion), fuel-cell vehicles seem likely to be a niche technology at best, with little impact on U.S. oil consumption. The US Department of Energy agrees, for fuel produced by grid electricity via electrolysis, but not for most other pathways for generation. A 2019 video by Real Engineering noted that, notwithstanding the introduction of vehicles that run on hydrogen, using hydrogen as a fuel for cars does not help to reduce carbon emissions from transportation. The 95% of hydrogen still produced from fossil fuels releases carbon dioxide, and producing hydrogen from water is an energy-consuming process. Storing hydrogen requires more energy either to cool it down to the liquid state or to put it into tanks under high pressure, and delivering the hydrogen to fueling stations requires more energy and may release more carbon. The hydrogen needed to move a FCV a kilometer costs approximately 8 times as much as the electricity needed to move a BEV the same distance. Also in 2019, Katsushi Inoue, the president of Honda Europe, stated, "Our focus is on hybrid and electric vehicles now. Maybe hydrogen fuel cell cars will come, but that's a technology for the next era."

Assessments since 2020 have concluded that hydrogen vehicles are still only 38% efficient, while battery EVs are from 80% to 95% efficient. A 2021 assessment by CleanTechnica concluded that while hydrogen cars are far less efficient than electric cars, the vast majority of hydrogen being produced is polluting grey hydrogen, and delivering hydrogen would require building a vast and expensive new infrastructure, the remaining two "advantages of fuel cell vehicles – longer range and fast fueling times – are rapidly being eroded by improving battery and charging technology." A 2022 study in Nature Electronics agreed. Another 2022 article, in Recharge News, stated that ships are more likely to be powered by ammonia or methanol than hydrogen. Also in 2022, Germany’s Fraunhofer Institute concluded that hydrogen is unlikely to play a major role in road transport.

A 2023 study by the Centre for International Climate and Environmental Research (CICERO) estimated that leaked hydrogen has a global warming effect 11.6 times stronger than CO₂.

Safety and supply

Hydrogen fuel is hazardous because of the low ignition energy (see also Autoignition temperature) and high combustion energy of hydrogen, and because it tends to leak easily from tanks. Explosions at hydrogen filling stations have been reported. Hydrogen fuelling stations generally receive deliveries of hydrogen by truck from hydrogen suppliers. An interruption at a hydrogen supply facility can shut down multiple hydrogen fuelling stations.

Comparison with other types of alternative fuel vehicle

Hydrogen vehicles compete with various proposed alternatives to the modern fossil fuel powered vehicle infrastructure.

Plug-in hybrids

Plug-in hybrid electric vehicles, or PHEVs, are hybrid vehicles that can be plugged into the electric grid and contain an electric motor and also an internal combustion engine. The PHEV concept augments standard hybrid electric vehicles with the ability to recharge their batteries from an external source, enabling increased use of the vehicle's electric motors while reducing their reliance on internal combustion engines.

Natural gas

Internal combustion engine-based compressed natural gas(CNG), HCNG, LPG or LNG vehicles (Natural gas vehicles or NGVs) use methane (Natural gas or Biogas) directly as a fuel source. Natural gas has a higher energy density than hydrogen gas. NGVs using biogas are nearly carbon neutral. Unlike hydrogen vehicles, CNG vehicles have been available for many years, and there is sufficient infrastructure to provide both commercial and home refueling stations. Worldwide, there were 14.8 million natural gas vehicles by the end of 2011. The other use for natural gas is in steam reforming which is the common way to produce hydrogen gas for use in electric cars with fuel cells.

Methane is also an alternative rocket fuel.

Plug-in electric vehicles

In the light road vehicle segment, by 2023 26 million plug-in electric vehicles had been sold worldwide, and there were 65,730 public electric vehicle chargers in North America, in addition to the availability of home and work charging. Long distance electric trucks require more megawatt charging infrastructure.

Politics of Europe

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