The EU’s hydrogen plans are a distraction led by corporate interests

The opinions expressed in this article are those of the author and do not represent in any way the editorial position of Euronews.

Over the past few years, hydrogen has been transformed into a cornerstone of EU energy policy. Yet, oil and gas majors are taking advantage of the EU’s unrealistic targets for green hydrogen in order to sneak fossil-based hydrogen in through the back door, Belén Balanyá writes.

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A look at the top 100 highest spenders on EU lobbying reveals that the hydrogen lobby is particularly extravagant, shelling out a whopping €75.75 million per year.

To give some context, this is substantially more than what big tech (€43.5m) and big finance (€38.75m) declare in the top 100 for their annual lobby spending.

The ranking sheds some light on the IEA’s newly released figures showing that an astounding 99% of globally produced hydrogen is made from fossil fuels. Yes, we are talking about the very same fossil fuels that are stoking the climate crisis.

In 2022, the total global hydrogen production of 95 million tonnes (Mt) was responsible for over 900 Mt of carbon emissions. This exceeded the nearly 800 Mt that was emitted by the entire global aviation industry.

Although the EU’s targets for green hydrogen are trumpeted with great fanfare — 20 million tonnes per year by 2030 — the fact is that current green hydrogen production around the world remains negligible. In 2022, less than 0.1% of global hydrogen (less than 0.08 million tonnes) was produced from renewable electricity.

Over the past few years, hydrogen has been transformed into a cornerstone of EU energy policy. Let’s look behind the scenes to see who is profiting from today’s inflated targets, massive subsidies and support schemes.

Meet Big Hydrogen

Unsurprisingly, oil and gas majors like Shell, Total, ExxonMobil, BP, Equinor and their lobby groups figure on the list of the top 100 spenders on EU lobbying, drawn from LobbyFacts data

These interests, fully aware that hydrogen will continue to be mostly fossil-based in the coming years, have successfully hyped hydrogen as a silver bullet solution to the climate crisis. They are taking advantage of the EU’s unrealistic targets for green hydrogen in order to sneak fossil-based hydrogen in through the back door.

They are building on their campaign to sell the so-called “blue” hydrogen — produced from fossil fuels, mainly gas, with part of the carbon emissions “captured” — as clean. 

Although it is often described as a low-carbon, low-emissions, and even CO2-neutral gas, blue hydrogen is a climate killer. 

In fact, when their total CO2 and methane emissions are added up, the climate footprint of blue and other fossil hydrogen is greater than the direct burning of fossil fuels. Yet it has become a lifeline for the fossil fuel industry.

Other polluting industries with a vested interest in the hydrogen economy have also jumped on the bandwagon, including chemical and fertiliser corporations such as BASF, Dow, and Yara, and big players from the transport sector like BMW and the powerful ACEA car lobby. 

Manufacturers including Siemens and Bosch are along for the ride, as is the influential Hydrogen Europe lobby group.

In the increasingly urgent context of the climate crisis, the hydrogen hype offers a perfect cover for polluting companies. 

Why reduce traffic, or transition to agroecological farming, or decommission fossil gas pipelines when hydrogen allows you to continue your dirty business?

The slippery slope towards neo-colonialism

The continuation of the fossil fuel era is not the only risk posed by the hydrogen hype. The EU’s hydrogen plans deepen neo-colonial extractivist practices, including the large-scale appropriation in producing countries of land, water, and energy that could otherwise be used to meet local electricity needs.

in a new report by Corporate Europe Observatory, we look at projects with a planned production capacity of more than 1 gigawatt of green hydrogen. We found that 41 of the proposed 109 projects are planned in countries already facing high water stress, including Spain, Namibia, Chile and Morocco.

According to industry figures, the production process consumes around 10 litres of ultra-pure water (requiring 20-30 litres of seawater or 12-13 litres of fresh water) for every produced kilogram of hydrogen. 

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This places additional demands on water in a context where food production and drinking water are already under stress.

The wind and solar farms needed for the hydrogen economy also require vast areas of land. For example, with an area of 8,500 km2, the Aman project in Mauritania — one of the world’s biggest planned green hydrogen projects — covers more territory than many global megacities.

Additionally, many of the countries that the EU considers as potential candidates for hydrogen imports produce little green energy. 

For example, in the Gulf countries, less than 1% of the electricity came from renewables in 2022 (the exception is the United Arab Emirates, with 4.5%).

A vision away from the resource-grabbing corporate economy of today

For similar reasons, the African People’s Climate and Development Declaration, signed by over 500 African civil society groups in September 2023, rejects green hydrogen as a “false solution”, stating that “green hydrogen for export does nothing to increase access for the 600 million Africans without access to energy. Instead, it turns our African renewable energy into an exportable commodity and ships our energy overseas.”

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This is not to say that there is no role for green hydrogen. Mohamed Adow, who leads the climate think tank Power Shift Africa, outlines what he considers as a “socially, ecologically and economically appropriate use of hydrogen” in Africa: “small to medium scale, for domestic use (not for export), not in water-stressed regions, and to produce fertilisers for food sovereignty rather than for cash crops for export”.

His vision could not be further from the resource-grabbing and corporate-controlled hydrogen economy currently under construction in the EU. 

Yet, it seems that nobody is hearing him, or many others who might have a much healthier, resilient, and mindful vision for our joint future.

Belén Balanyá is a researcher and campaigner with Corporate Europe Observatory, a non-profit research and campaign group aiming to expose any effects of corporate lobbying on EU policymaking.

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Air traffic is booming again and environment activists aren’t happy

A strong rebound in air traffic reflects a healthy economic dynamic and a renewed ability for people to travel, it runs counter to ambitions to reduce CO2 emissions set out by public authorities.

Stalled during the pandemic, air traffic is booming again, the latest IATA report has confirmed. This trend seems to run counter to efforts to reduce greenhouse gas emissions, even though the sector has embraced the ecological transition.

In its latest report, the International Air Transport Association (IATA) forecasts 4.35 billion passengers this year, close to pre-pandemic record levels.

Air traffic has recovered from the Covid crisis

While the strong rebound in air traffic reflects a healthy economic dynamic and a renewed ability for people to travel freely, it also seems to run counter to ambitions to reduce CO2 emissions set out by public authorities in Europe and beyond.

Indeed, the sector is often singled out for its responsibility for global warming.

For Alexis Chailloux, low-carbon travel manager at Greenpeace France, this accelerated recovery is bad news: “We must remember that air travel is the mode of transport that is most harmful to the climate. In 2018, before Covid, air travel accounted for around six per cent of global warming, whereas it is taken by a minority of people. If you’re a senior executive, you’re going to take the plane 17 times more than if you’re a worker.”

The explosion in air traffic is mainly linked to leisure flights, with the rise in recent decades of low-cost airlines serving more and more European destinations at extremely low prices. In France, between 2008 and 2018, the number of flights for personal reasons doubled, while business flights remained stable, according to Greenpeace.

And this boom is set to continue, according to Jérôme Bouchard, an aeronautics expert with consultancy firm Oliver Wyman: “According to our studies, air traffic will increase by more than five per cent a year until the middle of the next decade. It’s up to the industry to find solutions to decarbonize so that we can keep flying while minimizing greenhouse gas emissions into the atmosphere.”

Measures deemed too timid to curb air traffic

But in general, associations and environmental NGOs point to the lack of ambitious structural measures to reduce air traffic-related CO2 emissions.

France, for example, issued a decree in May banning domestic flights when a train journey of less than 2.5 hours is possible. This measure is considered “anecdotal” by climate advocates, as it concerns only a handful of routes out of the hundred or so domestic connections.

At the European level, however, some initiatives are considered interesting. Amsterdam-Schiphol Airport, for example, has announced its intention to abolish night flights by the end of 2025 and to limit private jet flights, both to combat noise pollution and to help meet climate targets.

Inconsistent taxation

To further reduce traffic, environmental associations also recommend putting an end to tax breaks for air travel.

Alexis Chailloux points out the inconsistencies in the tax system: “French people who fly from Paris to Barcelona not only pay no VAT, but are also exempt from kerosene tax. If they make the same journey by train, they will pay an energy tax, in this case on electricity, and a passenger VAT. This double standard is quite incomprehensible, especially when you consider the climate impacts of air travel compared to rail.”

Greenpeace is also proposing a progressive tax that would target the most active travellers: “The idea is that the more you fly, the higher the tax will be, which would enable the effort to be weighted towards people who fly regularly and not on an individual who would like, for example, visit his family in the West Indies that he hasn’t seen for three years.”

Investing in railways

Developing the rail network is the other lever put forward by climate advocates.

“In Europe, major cities are not yet perfectly connected, neither by highspeed nor by night train. What’s more, because of Covid, some emblematic night lines, such as Paris-Venice or Hendaye-Lisbon, have disappeared,” laments Chailloux.

Others are in favour of more radical measures to cap air traffic, such as Jean-Marc Jancovici, president of The Shift project, who has proposed a quota of four flights per lifetime.

Finally, a trend that originated in Sweden, the flygskam or shame of flying, seems to be gradually making its way across the European continent, encouraging more and more travellers to turn away from airports and take the train instead.

Levers for greening the airline industry

Aware of its carbon footprint, the airline industry has embarked on a vast project to make the ecological transition and reduce its emissions. But the road ahead is long.

Jérôme Bouchard identifies several levers, starting with optimizing engine performance:

“A latest-generation A320 that leaves the Airbus factory today emits 20% less than the same A320 that left the same Airbus factory 20 years ago,” stresses the aeronautics expert from Oliver Wyman, who also points to other possible solutions in the immediate future, such as improved flight paths and better traffic management to avoid, for example, “planes waiting in the sky while turning over airports because it is saturated. “

The third lever, “the most important in terms of decarbonization over the next thirty years,” will be sustainable aviation fuel, in this case, synthetic fuels that are less polluting than kerosene, produced from non-fossil sources such as biomass, algae, agricultural or food waste.

Finally, the last lever, by 2035-2040: electric hybridization or hydrogen-powered aircraft.

“By combining these different levers, we’ll be virtually carbon neutral by 2050,” summarizes Jérôme Bouchard. “There will always be a portion of marginal emissions that we’ll have to manage to erase, thanks to direct air capture technologies, which involve taking carbon directly from the sky using huge hair dryers, and eventually recycling it as fuel for the aviation industry.”

A technological revolution that takes too long in the face of the climate emergency?

While Greenpeace applauds the industry’s efforts to decarbonize, it points out that this technological revolution is taking too long in the face of the climate emergency:

“The aircraft of the future is in the future, and for the moment it doesn’t exist. The only effective short-term lever for reducing emissions by 2030 is to reduce traffic”, explains Alexis Chailloux.

Jérôme Bouchard acknowledges that a large part of the current fleet is likely to be flying for a long time to come: “In 2050, we can consider that the vast majority of aircraft will still be based on technologies as we know them today and that the share of new hybrid, electric or hydrogen-powered aircraft will, while growing strongly, still be marginal in relation to current technologies.”

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