**2.3 The interesting things about FCEVs**

The above data imply that FCEV is inferior to BEV, but FCEV might have its place. FCEV has key benefits; charging duration, electric range, energy density, and vehicle weight. In terms of electric range, FCEV seems to come out on top of BEV as same as charging duration. The electric range is the driving range of a vehicle using only power from its electric electricity supply to traverse a given driving cycle. In the case of an EVs, it means the total range per charge [31]. Current FCEVs have the electric range from 312 to 380 miles, whereas most of BEVs possess the range under 259 miles. From this benefit, 78% of automotive executive believe that FCEVs will be breakthrough for electric mobility. Increasing electric range requires a lot of batteries that will add the weight of the vehicles. At a certain point (350 miles of range) the additional battery weight no longer yields the additional range. For FCEVs, this battery weight compounding is not an issue, because they can be refueled less than 5 minutes. This case will occur when hydrogen fueling has good availability. Energy density is another important benefit of FCEVs. Hydrogen gives the energy density 39 kWh/kg, in contrast with batteries of 75 kWh extended range Tesla Model 3 providing the energy density around 0.2 kWh/kg [32]. Gasoline stocks up 13 kWh/kg. Adding an electric range of FCEVs can be done by simply increasing size if the hydrogen tank. For BEVs, that would mean an additional 100 kg of weight and \$1000 in cost. In terms of specific energy of the FCEVs using compressed hydrogen, the specific energy is near 40,000 Wh/kg that differs from lithium-ion batteries having just 278 Wh/kg of specific energy. BEVs are suitable for

personal transportation, but current batteries can never replace gasoline applications as trucks, boats, airplanes, and trains. Considering energy density and specific energy, hydrogen very well could. In other words, FCEV is a potential solution for large scale transportation, and there are currently some interesting innovations and fuel cell products on the market worth taking [33]. For examples: Toshiba Energy Systems & Solutions Corporation announced that it has signed an agreement with New Energy and the Industrial Technology Development Organization (NEDO) for a multi-utility pure hydrogen fuel cell module for large modes of transport; the hydrogen train arrives in the Netherlands; hydrogen food retailer running in Norway; hydrogen truck in Japan [34]; Alstom (French manufacturer) plans to deliver 27 hydrogen fuel cell trains to subsidiary Fahma of regional public transport provider RMV in the central German state of Hesse by 2022, creating the world's largest fuel cell train fleet in passenger transport. Hydrogen fuel providers have invested in the expansion of hydrogen fuel production and distribution facilities to serve developing FCEV market, for instance, Germany aims to open hydrogen refueling stations by 2020, France is planning on opening renewable hydrogen station by 2020, and the UK wants to establish 100 hydrogen station by 2025 [34]. Is there adequate lithium to support the growth of BEV commercialization? BEVs and stationary storage revolutions are existing demand shooting up. If these revolutions occur, a hundred Gigafactory scenario may come true. The 13.5 million tons of reserves may be less than a 17-year supply.

As aforementioned, FCEVs should be developed for supporting an interface between the transport and the energy system. Therefore, basic knowledge and basic information of materials and applications of FCEVs should be comprehended. The U.S. Geological Survey produced a reserve estimate of lithium in early 2015, concluding that the world has enough known reserves for about 365 years of current global production of about 37,000 tons per year.
