In the international race for hydrogen technologies, countries are pursuing different strategies. The USA offers tax rebates of up to USD 40,000 per vehicle and promotes H₂ filling stations with up to USD 1.6 million. The EU, on the other hand, relies on direct subsidies: The AFIF program supports up to 50% of investment costs for infrastructure and 30-50% for vehicles in integrated projects.

Germany subsidizes up to 80% of the additional costs for H₂ trucks compared to diesel models via the KsNI program and supports filling stations with 1-5 million euros.

The Netherlands is going one step further with its SWIM program: in addition to subsidies of up to €300,000 per vehicle and 40% of infrastructure costs, there are operating cost subsidies of up to €9/kg of hydrogen. Poland, an up-and-coming newcomer to the hydrogen market, offers subsidies of up to 90% for hydrogen buses and is expanding its national infrastructure funding.

Japan is being generous: the METI program covers up to 50% of vehicle costs, while filling stations are subsidized with up to USD 2 million. In addition, Japan subsidizes the price of hydrogen at around €4.8/kg.

Many countries combine vehicle and infrastructure funding. In the Netherlands, for example, the funding commitment for filling stations requires binding vehicle partners. While direct subsidies dominate, some countries also rely on indirect mechanisms. Germany and the EU use GHG quotas as market regulators.

Although Germany has taken important steps with the KsNI program and NIP funding, the international comparison shows a need for action. Funding in Germany focuses heavily on investment costs, but neglects operating costs. Germany faces the challenge of further developing its funding strategy in order not to fall behind the international competition.