Restrictions & Incentives
This LAP investigates:
• The restrictions imposed on hydrogen vehicles using public and private parking places, tunnels and other facilities of the transport network,
• The existing financial and non-financial incentives for hydrogen vehicles
• The restrictions imposed on hydrogen vehicles using public and private parking places, tunnels and other facilities of the transport network,
• The existing financial and non-financial incentives for hydrogen vehicles
Glossary:
Restrictions & Incentives mean the privileges and the restrictions which could be established for hydrogen vehicles by using public and private parking facilities, tunnels other facilities of the transport network.
Pan-European Assessment:
Restrictions for hydrogen vehicles when using public road infrastructure may be imposed in relation to the on-board storage of high pressure or liquid hydrogen and their classification as dangerous goods according to ADR. In general, no substantial restrictions or barriers for hydrogen powered vehicles using the elements of the public transport network are identified.
Nevertheless, the passing through some categories of tunnels or parking in underground garages could be forbidden for some types of hydrogen powered vehicles, especially busses and trucks. Due to the limited number of the hydrogen powered vehicles in use, the potential restrictions on transportation of hydrogen powered vehicles with ferry or train are rather unknown. It is possible that the ferry/train operator may require information about the type of the vehicle to be transported or restrict the number of hydrogen powered vehicles transported on board. As a whole, there is no enough experience and sufficient information about the restrictions which may be imposed on hydrogen busses, trolleybuses ant trucks when using the facilities of the public transport infrastructure.
For purposes of achieving their energy and climate policy goals the majority of partner countries have adopted a number of policies, national legislative acts and support schemes for stimulating the market of electric, or low (zero) emission vehicles The FCEVs are legally defined as electric drive vehicles or as low (zero) emission vehicles and could benefit from the financial and non-financial incentives established for these types of vehicles.
The support measures mainly consist of tax and registration fee reductions and exemptions, the purchase grants and green or white certificates are less commonly used support tools. The toll charges exemptions are in place only in a few countries. The public procurement rules for acquisition of low emission vehicles are also not widespread used support instrument. In several countries, the local authorities may provide privileges for FCEVs such as access to bus lines and free/reduced parking in public parking spaces.
The existing support mechanisms are fragmented and mainly aimed at battery electric cars.
The lack of complex, appropriate and technology neutral support measures are considered as a significant economic barrier and in some cases as a regulatory gap for successful market deployment of the FCEVs.
Nevertheless, the passing through some categories of tunnels or parking in underground garages could be forbidden for some types of hydrogen powered vehicles, especially busses and trucks. Due to the limited number of the hydrogen powered vehicles in use, the potential restrictions on transportation of hydrogen powered vehicles with ferry or train are rather unknown. It is possible that the ferry/train operator may require information about the type of the vehicle to be transported or restrict the number of hydrogen powered vehicles transported on board. As a whole, there is no enough experience and sufficient information about the restrictions which may be imposed on hydrogen busses, trolleybuses ant trucks when using the facilities of the public transport infrastructure.
For purposes of achieving their energy and climate policy goals the majority of partner countries have adopted a number of policies, national legislative acts and support schemes for stimulating the market of electric, or low (zero) emission vehicles The FCEVs are legally defined as electric drive vehicles or as low (zero) emission vehicles and could benefit from the financial and non-financial incentives established for these types of vehicles.
The support measures mainly consist of tax and registration fee reductions and exemptions, the purchase grants and green or white certificates are less commonly used support tools. The toll charges exemptions are in place only in a few countries. The public procurement rules for acquisition of low emission vehicles are also not widespread used support instrument. In several countries, the local authorities may provide privileges for FCEVs such as access to bus lines and free/reduced parking in public parking spaces.
The existing support mechanisms are fragmented and mainly aimed at battery electric cars.
The lack of complex, appropriate and technology neutral support measures are considered as a significant economic barrier and in some cases as a regulatory gap for successful market deployment of the FCEVs.
Is it a barrier?
Yes.
Type of Barrier
Economic barriers, Regulatory gap
Assessment Severity
3
Assessment
The fact that hydrogen car has no CO2 emissions is a benefit in 1) giving a low acquisition tax percentage when buying a car and 2) giving a low base part of the annual vehicle tax. The annual vehicle tax also has another component, motive power tax, based on the mass of the car if the driving power is other than motor petrol. Hydrogen is not specifically mentioned as an alternative to motor petrol meaning hydrogen cars are not subject to this part of the annual tax. Still, comparing to electric vehicles which are more wide spread in Finland and are subject to motive power tax, hydrogen is likely to be listed as alternatives to motor petrol in the future meaning hydrogen cars would be subject to motive power tax as well.
Questions:
Question 1
Is there any restriction for hydrogen vehicles?:
a) use of tunnels
i. cars (incl. taxis)
ii. buses
iii. trolleybuses
iv. trucks
b) parking places (e.g. underground)
i. cars (incl. taxis)
ii. buses
iii. trolleybuses
iv. trucks
c) ferry
i. cars (incl. taxis)
ii. buses
iii. trolleybuses
iv. trucks
d) trains
i. cars (incl. taxis)
ii. buses
iii. trolleybuses
iv. trucks
e) others
i. cars (incl. taxis)
ii. buses
iii. trolleybuses
iv. trucks
a) use of tunnels
i. – No
ii. – No
iii. – No
iv. – No
b) parking places (e.g. underground)
i. – All gas tight vehicles like CNG and CGH2 vehicles can drive in as long as the garage owner does not prohibit it.
ii. – see i
iii. – see i
iv. – see i
c) ferry
i. – In this context short distance ferry over a river or between islands corresponds to road, so no extra restrictions. In long distance ferries between countries cars are considered as cargo. Cargo safety requirements apply.
ii. – see i.
iii. – see i.
iv. – see i.
d) trains
i. – Considered as cargo. Cargo safety requirements apply.
ii. – see i.
iii. – see i.
iv. – see i
e) others
i. – Not applicable
ii. – N/A
iii. – N/A
iv. – N/A
Question 2
Are there any incentives for hydrogen vehicles?
a) access to specific lanes (e.g. bus)
i. cars (incl. taxis)
ii. buses
iii. trolleybuses
iv. trucks
b) free/reduced fee parking
i. cars (incl. taxis)
ii. buses
iii. trolleybuses
iv. trucks
c) tax incentives
i. cars (incl. taxis)
ii. buses
iii. trolleybuses
iv. trucks
d) registration fee reduction
i. cars (incl. taxis)
ii. buses
iii. trolleybuses
iv. trucks
e) toll charges exemption (e.g. congestion charge in London)
i. cars (incl. taxis)
ii. buses
iii. trolleybuses
iv. trucks
e) public procurement rules
i. cars (incl. taxis)
ii. buses
iii. trolleybuses
iv. trucks
e) others
i. cars (incl. taxis)
ii. buses
iii. trolleybuses
iv. trucks
a) access to specific lanes (e.g. bus)
i. – No
ii. – There are specific lines for buses, independent of the power source. So no incentives particularly for hydrogen buses.
iii. – No; there are no trolleybuses in Finland at the moment
iv. – No
b) free/reduced fee parking
i. – Yes. Locally (e.g. in Helsinki) there can be reduced parking costs calculated by the CO2 emission
ii. – see i
iii. – see i
iv. – see i
c) tax incentives
i. –
In general the taxation is technology neutral, meaning no motive power has a special treatment in taxation.
When buying a car, an acquisition “car tax” (autovero) has to be paid once. The car tax percentage is based on the CO2 emission reported by the car manufacturer. The lower the CO2 emissions, the lower the percentage; for hydrogen cars the percentage will be very low. On the other hand, even a low percentage can give a rather high absolute value of the tax because the tax percentage is multiplied by the purchase price. For hydrogen cars the purchase price is still comparably high.
When using a car, a consumption vehicle tax (ajoneuvovero) has to be paid annually. The consumption vehicle tax consists of two parts: 1) a base tax and 2) a tax on motive power.
1) The base tax is calculated the CO2 emissions, no matter the value of the car. For hydrogen cars the base tax will be very low.
2) The motive power tax concerns in principle all vehicles that operate with motive power other than motor petrol. At the moment (2018), the listed alternatives to motor petrol are diesel, methane and electricity. Although hydrogen is not mentioned and hence hydrogen cars are not subject to motive power tax, it is likely that as hydrogen cars become more common, hydrogen will be listed among the motive power alternatives to motor petrol and will become subject to motive power tax. The motive power tax is a function of the vehicle mass.
ii. – Heavy vehicles are free from the basic part of the consumption tax (see i).
iii. – Heavy vehicles are free from the basic part of the consumption tax (see i).
iv. – Heavy vehicles are free from the basic part of the consumption tax (see i).
d) registration fee reduction
i. – Not applicable
ii. – N/A
iii. – N/A
iv. – N/A
e) toll charges exemption (e.g. congestion charge in London)
i. – Not applicable
ii. – N/A
iii. – N/A
iv. – N/A
f) public procurement rules
i. – N/A
ii. – N/A
iii. – N/A
iv. – N/A
g) others
i. – N/A
ii. – N/A
iii. – N/A
iv. – N/A
Describe the comparable technology and its relevance with regard to hydrogen
Electric vehicles
National legislation:
-
Laki polttoainemaksusta 30.12.2003/1280 / Fuel Fee Act
Section 3: There is no fuel fee for such vehicles that use some other engine technique than an internal combustion engine. (“Polttoainemaksua ei kanneta ajoneuvoista, jotka perustuvat muun moottoritekniikan kuin polttomoottorin käyttöön.”);
Section 6: Vehicles free from fuel fee.
The topic is also coverd in Trafi’s website:
https://www.trafi.fi/en/road/taxation/fuel_fee -
Vehicle tax law (Ajoneuvoverolaki) 30.12.2003/1281
Law about the taxation of vehicles in Finland. Types of vehicles under taxation. Types of taxes. Formation of the tax.
EU Legislation:
-
Directive 2008/68/EC of the European Parliament and of the Council of 24 September 2008 on the inland transport of dangerous goods.
Extends the uniform rules of ADR to national transport.
Article 5
Restrictions on grounds of transport safety
1. Member States may on grounds of transport safety apply more stringent provisions, with the exception of construction requirements, concerning the national transport of dangerous goods by vehicles, wagons and inland waterway vessels registered or put into circulation within their territory. -
Directive 2009/33/EC of the European Parliament and of the Council of 23 April 2009 on the promotion of clean and energy-efficient road transport vehicles (Clean vehicle directive)
This Directive requires contracting authorities, contracting entities as well as certain operators to take into account lifetime energy and environmental impacts, including energy consumption and emissions of CO 2 and of certain pollutants, when purchasing road transport vehicles with the objectives of promoting and stimulating the market for clean and energy efficient vehicles and improving the contribution of the transport sector to the environment, climate and energy policies of the Community.
The Directive also sets the methodology for the calculation of operational lifetime as well as data for the calculation of operational lifetime costs of road transport vehicles, including hydrogen