But in many regions, you can say the same about electricity. Renewable energy is ~29% of world electricity generation [0]. Just like there's ongoing work to inc

But in many regions, you can say the same about electricity. Renewable energy is ~29% of world electricity generation [0]. Just like there's ongoing work to increase the share of electricity generated from renewable sources, there's also ongoing work to increase the share of hydrogen generated from renewable sources. Regarding energy production and costs, if FCEVs can be made to work near-term, they'd actually be a valuable tool to aid in the transition. From [1], if you're using natural gas to power a car (which we will, for years to come), you can use 1.18 to 1.77 MBTU to carry a conventional BEV 300mi, or you can use 0.81 MBTU to carry an FCEV 300mi. That means the fuel can be cheaper and the emissions substantially lower than a BEV during the transition period. By the time the transition period is over, FCEVs may be more mature. And I think the idea that people will dump FCEV cars assumes too narrow an idea of what an "FCEV" will be. Imagine, for example, a BEV with a hydrogen tank in the back. You can use the batteries for short trips like commuting and hydrogen for extra range when you really need it. This way, people could buy a car with batteries for say 100mi (driving down the cost and weight of the car substantially) knowing that if they need to drive further, the hydrogen tank can carry them a few hundred miles more. [0]: https://www.iea.org/reports/global-energy-review-2021/renewables https://www.iea.org/reports/global-energy-review-2021/renewa... [1]: https://www.energy.gov/sites/default/files/2014/03/f9/thomas_fcev_vs_battery_evs.pdf https://www.energy.gov/sites/default/files/2014/03/f9/thomas...