Neat rows of new houses with solar panels on their turquoise roofs radiate out from the quiet central square of Aghali, a government-branded “smart village” in south-western Azerbaijan. A path lined with yellow bushes leads to the river, where a state-of-the-art hydropower plant produces clean electricity for residents.
Aghali is a pioneering example of Azerbaijan’s plan for “green” reconstruction of the territories it captured after a long, bloody conflict with Armenia, centred on the disputed Nagorno-Karabakh mountainous enclave.
Hundreds of Azeris displaced from the region in the early 1990s have moved back to Aghali, a local government official told Climate Home.
“The emotional link to these territories is very strong even though 30 years have passed,” the official said. “Our people are happy to be back”.
The government says more than 100,000 Azeris will return to populate the 30 or so new towns and villages planned across the area by 2026, which are expected to run mainly on clean energy and aim for “net zero” emissions.
Yet a more troubled story lies beneath the shiny surface presented by the authorities – part of Azerbaijan’s efforts to polish its green credentials before the COP29 UN climate summit it will host in November.
Some 136,000 ethnic Armenians who had called Nagorno-Karabakh their homeland fled in a mass exodus during a two-part military offensive by Azerbaijan that started in 2020 and ended last autumn.
For Armenian authorities and some human rights and legal experts, the drive amounted to “ethnic cleansing” – a phrase used in a European Parliament resolution on the conflict. A spokesperson for COP29 told Climate Home the Azerbaijan authorities “categorically reject this view”.
With the fighting now over, the two sides are engaged in talks to build a lasting peace. They struck an initial agreement to establish border demarcations in April, but hopes of a swift breakthrough on a permanent solution remain slim.
Meanwhile, displaced Armenians have said publicly they fear the heritage sites and homes they hastily left behind will be erased under a giant construction effort. Evidence of this was seen last month by Climate Home on a press trip organised and sponsored by the COP29 Presidency team, which controlled access to locations and sources in the region.
‘Net zero’ vision
Azerbaijan has built its prowess, both on and off the battlefield, on the strength of its vast oil and gas reserves. Around 60 percent of the government’s budget is financed through the sale of fossil fuels, primarily via export to Europe.
Last month, Azerbaijan President Ilham Aliyev called oil and gas “a gift from God” at the Petersberg Climate Dialogue in Berlin, signalling continued investment in increased gas production. That is despite signing up, like all countries, to a global agreement to transition away from fossil fuels “in keeping with the science” at the COP28 UN climate summit in Dubai last December.
Nonetheless, as its capital Baku gears up to host COP29, Azerbaijan also wants to show off its efforts to adopt clean energy and cut planet-heating emissions to the outside world.
Nagorno-Karabakh, and the surrounding provinces, lie at the centre of this push. The government has declared a “green energy zone” here, adding a dozen hydropower plants, and seeking to attract foreign investment in solar and wind.
Azerbaijan President Ilham Aliyev in front of a screw turbine hydro power plant in Zangilan, one of the territories recaptured in 2020. Photo: Azerbaijan Presidency
Across the country, the government wants renewables to make up 30 percent of its installed electricity capacity by 2030 – up from 7 percent in 2023. The main motivation is to reduce the use of gas in its own power stations so that more of it can be shipped to Europe, President Aliyev said during an event at ADA University in Baku in April.
Azerbaijan is also planning to achieve “net zero” carbon emissions in Karabakh by 2050, as outlined in its latest national climate action plan (NDC) submitted under the UN climate process. It says that “to revitalise the territories liberated from occupation”, the government will establish “smart” settlements, promote “green” energy zones, agriculture and transport, and reforest “thousands of hectares”.
For Anna Ohanyan, a senior scholar in the Russia and Eurasia programme at the US-based Carnegie Endowment for International Peace, “it’s greenwashing of an ethnic cleansing, pure and simple”.
“Azerbaijan is putting a stamp on the territory as a way to legitimise the conquest of Nagorno-Karabakh and doing so under the pretence of helping fight climate change,” she told Climate Home.
The COP29 spokesperson said in emailed comments that this view “has no basis in fact”, adding that Azerbaijan is rebuilding houses for its citizens who were internally displaced during the conflict, “according to UN sustainability standards”.
Disputed territory
Territorial disputes over the Nagorno-Karabakh region have a long and complex history.
“Azerbaijan and Armenia – both are convinced this is historic patrimony of their people,” said Audrey Altstadt, a professor of history at the University of Massachusetts Amherst who specialises in Azerbaijan.
As the Soviet Union set about governing its far-flung provinces in the 1920s, then Commissar of Nationalities, Joseph Stalin, ruled that the region should be part of Soviet Azerbaijan, even though ethnic Armenians made up 94% of its population at the time.
In the 1980s, alongside the fall of the Soviet Union, tensions began to rise after Nagorno-Karabakh’s governing authorities declared their intention to join Armenia and Azerbaijan reacted by attempting to suppress separatists.
After the two sides gained independence from the Soviet Union in 1991, clashes between them escalated into an all-out war.
By the time fighting stopped three years later, Azerbaijan had suffered a crushing defeat, losing not just Nagorno-Karabakh but also a sizable chunk of territory around it. Ethnic Armenians declared a separatist republic in the region with the backing of Armenia.
Evolution of territorial control over Nagorno-Karabakh, and surrounding districts, from the aftermath of the 1994 war until today. Graphic: Fanis Kollias
Some 870,000 Azeris abandoned their homes in the captured area and Armenia itself, while around 300,000 ethnic Armenians fled Azerbaijan, according to the United Nations’ refugee agency.
For 15 years the conflict remained frozen, while international actors – led by the United States, France and Russia – tried, and failed, to find a peaceful resolution.
Azerbaijan’s autocratic president, Aliyev, took matters into his own hands in September 2020, mounting a large-scale military offensive on Nagorno-Karabakh. Powered by more sophisticated weaponry, and backed by Türkiye, Azeri forces prevailed during a 44-day war that claimed the lives of at least 7,000 people – including over 100 civilians.
Under a ceasefire agreement signed in November 2020, Azerbaijan gained a significant proportion of Nagorno-Karabakh, including the coveted town of Shushi – called Shusha by Azeris – as well as winning control of adjacent districts.
Soon afterwards, Baku announced a colossal programme to rebuild and repopulate the region, establishing “green energy zones” in Nagorno-Karabakh and East Zangezur.
Rebuilding ‘from scratch’
Deep behind a string of police checkpoints, the plan is proceeding apace. It includes Aghali, one of the “smart” villages created by the government to accommodate Azeri citizens displaced from the area three decades ago.
“Everything we build here, starting from houses to schools, is based on the element of solar,” said Vahid Hajiyev, special representative of the Azerbaijan presidency in Jabrayil, Gubadli and Zangilan districts, addressing a group of international reporters.
“The whole area had been devastated,” added Hajiyev, saying it was largely abandoned and littered with mines after Armenia captured it. “We’re doing everything from scratch and that gives an opportunity to do it right.”
A view of Aghali, a “smart” village created by the Azerbaijani government in the territories retaken from Armenia, in April 2024. Photo: Matteo Civillini
A nearby screw hydro turbine provides electricity for the whole village, while homes are equipped with solar water heating systems, officials told Climate Home.
“Smart agriculture” projects are being developed to give work to the more than 860 people who, according to government figures, have already moved into the village, with hundreds more expected to join them soon, they added.
Climate Home was not able to talk to any of the residents, besides government officials, and was not shown around the homes.
Aghali offers a template for around 30 similar villages the Azeri government plans to erect across the captured regions. They are just one part of the mammoth construction drive in the Karabakh area, bankrolled by Baku to the tune of just under $2.5 billion a year – around 12% of total public spending.
While the official vision projects an eco-paradise, in Baku’s breakneck drive to put it into practice, the landscape currently resembles a sprawling construction site, as seen by Climate Home and shown by satellite images.
Travelling up the windy road to Shusha-Shushi just before midnight, the headlights of dump trucks and cement mixers pierced the near-total darkness.
They are the backbone of a giant effort to lay down thousands of kilometres of roads and railways and throw up brand-new airports, vast conference halls, hotels and apartments.
Globally, construction is among the most polluting industries, contributing around 10% of global carbon dioxide (CO2) emissions in 2022, according to the UN Environment Programme (UNEP).
In March 2022, the Azerbaijan government invited observers from UNEP to assess the environmental situation in the territories it had gained, after accusing Armenians of large-scale destruction and contamination of the water and soil.
The UNEP team documented “chemical pollution of water” and “deforestation” as a result of activities in dozens of mines and quarries carried out by the Armenian administration “with inadequate environmental oversight and supervision”.
But it also found that Azerbaijan’s building drive, then still in its infancy, was already putting further strains on the environment, as well as causing climate-heating emissions, thereby “adversely impacting the zero-emission goal for the region”.
The construction of new roads was “having a significant impact on forest cover”, its report stated, while the infrastructure programme “placed a significant burden on finite natural raw materials” extracted from local quarries to make cement or asphalt.
The construction drive is altering the landscape in Nagorno-Karabakh. Photo: Matteo Civillini/April 2024
The COP29 spokesperson said Azerbaijan is following the recommendations of the UNEP report and that “a number of mitigation measures have been undertaken” to curb the environmental footprint of the works.
“We believe that the net impact of the reconstruction effort will actually contribute to Azerbaijan’s climate change and decarbonisation goal,” the spokesperson added.
Nagorno-Karabakh’s net zero target has yet to be extended to the rest of the country. Currently Azerbaijan has a goal to reduce emissions 40% by 2050 and has promised to submit a new NDC that is aligned with limiting global warming to 1.5C, which is due by early 2025.
Environmental blockade
In December 2022, environmental concerns became a weapon in the long-running dispute over Nagorno-Karabakh. Azerbaijani eco-activists blocked the Lachin Corridor, the only road connecting the region to the outside world and a vital supply line for food and medicines.
They were ostensibly demonstrating over the impact of mining in the breakaway region. But, according to close watchers of the conflict, the protesters had been sent there by Baku – a claim denied by the COP29 spokesperson.
At the time, one protester told Climate Home that representatives from the Ministry of the Environment were also present. On many other occasions, the Azerbaijan government has cracked down on political dissent, according to human rights groups.
When, four months later, Azerbaijan erected a permanent checkpoint on the road to “prevent the illegal transportation of manpower and weapons”, the sit-in ended. But the blockade of Nagorno-Karabakh continued with only limited amounts of aid trickling in.
Shortages of food, medications and fuel plunged the region into a humanitarian crisis, according to UN human rights experts.
“In the end, it was hard to even find bread. There were women and kids queuing all night for a piece of bread,” recalled Siranush Sargsyan, an Armenian journalist from Nagorno-Karabakh, in an interview with Climate Home. “Even if they didn’t kill all of us, they were basically starving people.”
On September 19 2023, Azeri forces launched a lightning attack on the parts of Nagorno-Karabakh still controlled by ethnic Armenians in what Baku called “an anti-terrorist operation”. Within 24 hours, the de-facto government of the enclave surrendered and announced the republic would cease to exist the following January.
Fearing violence and persecution, over 100,000 ethnic Armenians – nearly the entire remaining population – fled their homes in Nagorno-Karabakh and sought refuge in Armenia.
Refugees from Nagorno-Karabakh region arrive at the Armenian border in a truck in September 2023. REUTERS/Irakli Gedenidze
“[The] liberation of territories was a main goal of my political life. And I’m proud that these goals have been achieved,” President Aliyev, whose family has ruled over Azerbaijan for the past 31 years, said last December. “I think we brought peace. We brought peace by war.”
Now in full control of Nagorno-Karabakh, Azerbaijan is doubling down on its efforts to reshape the region and move tens of thousands of Azeris there. “We will continue the ‘Great Return’ campaign until all those who were forced from their homes can go home,” the COP29 spokesperson said, referring to internally displaced Azeris.
Government officials told Climate Home that ethnic Armenians are also welcome to go back, but only if they stick to the conditions imposed by Baku.
Journalist Sargsyan said returning to Nagorno-Karabakh under Azeri control is out of the question as she fears for her safety. “I left everything there”, she said. “But I would rather die than end up in a prison in Azerbaijan.”
Heritage destruction
Meanwhile, ethnic Armenians fear the huge Azeri construction drive now underway will erase most, if not all, of their legacy.
Nijat Karimov, a special adviser to Azerbaijan’s presidency, told Climate Home that Baku had destroyed Armenian government buildings in Nagorno-Karabakh for “safety” reasons, without giving specifics. He added that Azerbaijan’s government had since “repaired and rehabilitated” the villages.
A day later, Climate Home travelled past what little remains of Karintak village (known as Dashalti in Azeri). Nestled in a gorge sitting just below Shusha-Shushi, it was home to a few hundred ethnic Armenians until Azeri forces took over at the end of 2020.
Now nearly the entire settlement appears to have been razed to the ground, as Climate Home witnessed. Mounds of disturbed soil surround a large mosque, under construction, and a church, one of the few original buildings left standing.
The village of Karintak (bottom right corner), as seen in April 2024 when Climate Home was taken through the region. Photo: Matteo Civillini
Climate Home asked the COP29 Presidency what had happened to the village. A spokesperson said government experts would need to examine the satellite images, buildings and sites referenced in Climate Home’s question “to get a complete answer”.
The case of Karintak is not an isolated one, according to Caucasus Heritage Watch, a research group led by archaeologists at Cornell and Purdue Universities. They have documented the destruction of at least eight Armenian cultural heritage sites – including churches and a cemetery – in the retaken territories since 2021.
Lucrative contracts
Baku says its grand vision is to repopulate Nagorno-Karabakh and the neighbouring areas, attract foreign business and eventually turn them into tourism destinations. But when Climate Home visited, most of what had been built appeared to be under-used, while access to the region is severely restricted.
Two international airports, completed in just 10-15 months a mere 70 km apart, have very little air traffic, except for the occasional charter flight, tracking data shows. A third airfield is now being erected nearby.
In Shusha-Shushi, a five-star spa hotel complex with sleek marble interiors was inaugurated just over a year ago. When Climate Home walked past last month, there was not a client in sight, with only wandering labourers headed to nearby construction sites.
The 5-star Shusha Hotel appeared empty when Climate Home visited in April 2024. Photo: Matteo Civillini
Historian Altstadt said the reconstruction is being driven by multiple incentives. “Yes, it is to get people back to the land they left over 30 years ago, and it is also to put their stamp on it to show ‘this is our territory and we can do what we want’,” she told Climate Home. “But there is also a lot of money to be made by Azerbaijan’s oligarchs.”
Pasha Holding is a conglomerate controlled by the powerful Pashayev family of First Lady Mehriban Aliyeva. It is heavily involved in the rebuilding of Nagorno-Karabakh. It also manages huge tracts of agricultural land and new hotels, and is opening bank branches and supermarkets.
The vast amount of money – and assets – up for grabs is also attracting considerable foreign interest.
Turkish firm Kalyon – considered to have close ties to Prime Minister Recep Tayyip Erdogan, according to Reporters Without Borders – has won major construction contracts in the territories. And mining permits in Karabakh have been awarded to a group run by pro-Erdogan businessman Mehmet Cengiz.
How to fix the finance flows that are pushing our planet to the brink
British architects Chapman Taylor are earning at least $2.3 million to map out the redevelopment of Shusha-Shushi – which thousands of ethnic Armenians fled following Azeri attacks in 2020 – and will also work on the urban design of other towns.
BP, meanwhile, is developing a 240-megawatt solar power plant in Jabrayil district, with construction expected to begin later this year. Speaking at Baku Energy Week in 2022, Gary Jones, the energy firm’s regional president for Azerbaijan, Georgia and Turkey, praised Baku’s efforts to turn Karabakh into “the heart of sustainable development”.
Adopting contested terminology used by Azerbaijan, he said the “liberated territories” are “blessed with some of the country’s best solar and geothermal resources”, creating the “perfect opportunity for a fully net zero system” that “can be built fresh from a new start”.
BP and Chapman Taylor did not respond to Climate Home’s request for comment.
Special presidential representative Hajiyev told Climate Home that many international companies are interested in working in Karabakh. “It’s a huge investment opportunity because a lot of government incentives are provided here,” he said.
(Reporting by Matteo Civillini in Azerbaijan; editing by Megan Rowling and Joe Lo; fact-checking by Sebastian Rodriguez)
Matteo Civillini visited Nagorno-Karabakh, and the surrounding districts, as part of an “energy media tour” organised and sponsored by the COP29 Presidency.
The post In Nagorno-Karabakh, Azerbaijan’s net zero vision clashes with legacy of war appeared first on Climate Home News.
In Nagorno-Karabakh, Azerbaijan’s net zero vision clashes with legacy of war
Climate Change
Hardline Conservative Wins Republican Primary for Texas Oil and Gas Regulator
Bo French prevailed over incumbent Jim Wright after a primary campaign focused more on Islamophobia and deportations than oil and gas regulation.
Bo French has won the Republican nomination to help run a little-known but influential regulatory office in Texas that oversees the state’s oil and gas industry.
Hardline Conservative Wins Republican Primary for Texas Oil and Gas Regulator
Climate Change
Q&A: Can China turn hydrogen into its next clean-energy industry?
China has said that hydrogen is a key “future industry”, important to both its energy transition and its industrial policy.
Hydrogen frequently goes through hype cycles, most recently driven by rising oil and gas prices due to the conflict in the Middle East.
Yet, even in China, the world’s largest producer and consumer of the fuel, hydrogen remains expensive and inefficient to produce.
This is especially the case for “green” hydrogen derived from renewables.
Moreover, there is limited supporting infrastructure and there is little incentive to use hydrogen over other energy sources.
As a result, uptake in China of hydrogen as an alternative fuel remains low.
Nevertheless, these challenges echo the early circumstances of another key clean-energy technology – electric vehicles (EVs).
In China, EVs benefited from a policy environment that included consistent signals of support, financial aid and the development of supporting infrastructure.
Many similar policies are now being deployed – and in some cases improved upon – to support the development of China’s hydrogen industry.
This article examines China’s approach to developing hydrogen and how its evolving industrial policy could make the fuel viable.
How is China using hydrogen and where does it come from?
Electrification and rising installations of solar and wind power have been the biggest drivers of China’s decarbonisation story so far. However, how China will address the more energy-intensive, hard-to-electrify segments of its economy remains an open question.
Hydrogen is seen by some in China as a potential solution for reducing emissions in a range of “hard-to-abate” industries, from steel and chemicals to aviation and shipping.
The country is the world’s foremost producer and consumer of hydrogen. It produced 36.5m tonnes of the gas in 2024, with maximum production capacity standing at 50m tonnes that year.
It also consumed nearly a third of the world’s hydrogen in 2024, as shown below.

Most of China’s production capacity is in regions with potential for high demand, such as Shandong, Inner Mongolia, Shaanxi, Ningxia, Shanxi and other provinces with significant heavy industry.
In 2024, the vast majority of China’s hydrogen – around 78% – was produced using fossil fuels, predominantly coal and gas, as shown in the figure below.
Another 21% was produced as an industrial by-product, while only 1% – just 320,000 tonnes – was derived from renewable-powered electrolysis of water.

One study found that, for every kilogram of hydrogen produced, 38.6kg of carbon dioxide (CO2) is emitted if the hydrogen is produced using coal-fired power. Hydrogen made through coal gasification results in 28.5kg of CO2 for every kilogram of hydrogen, while gas-based hydrogen creates 13kg of emissions.
By contrast, one kilogram of renewables-based hydrogen results in 0.5kg of CO2.
The International Energy Agency (IEA) calculates that hydrogen and hydrogen-based fuels could help China avoid close to 16bn tonnes of CO2 cumulatively by 2060 – but only if it comes from low-carbon sources.
The biggest reductions, it adds, would come from heavy industry, particularly chemicals and steel, with the maritime and shipping sectors also seeing some benefit.
Currently, around half of the hydrogen produced in China is used in synthetic ammonia and methanol production.
Ammonia is primarily used to manufacture fertiliser and is seen as a possible fuel technology for shipping. Methanol is used as a fuel for the transport industry, as well as for heating.
Another quarter of China’s current hydrogen usage is consumed by the oil refining and coal-to-chemical sectors. The remaining amount is used in other industries, including transport, heating and metallurgy.
What are the barriers to scaling up hydrogen?
Although China is the largest producer and consumer of hydrogen globally, the industry faces several barriers to becoming a viable clean-energy technology.
Agora Energiewende, a thinktank focused on the energy sector, says that, in order to make hydrogen a practical clean-energy solution, China would need to expand the scale and range of its application, as well as improving the conversion efficiency of production and use.
Both BloombergNEF and the IEA highlight the importance of China creating demand for hydrogen, such as through quotas for industrial usage.
Hydrogen “suffers from a relatively large efficiency loss during various conversion processes”, adds Agora. For example, it notes that only around 22% of the energy put into hydrogen fuel-cell electric vehicles (FCEVs) is converted into motion, compared to 73% for battery electric vehicles. Producing hydrogen with renewable energy is also less efficient than coal-to-hydrogen processes.
Cui Chuansheng, technical director at East China Engineering Science and Technology, tells state news agency Xinhua that the variability of wind and solar power often leads to low utilisation of electrolysers, resulting in “efficiency losses”.
Meanwhile, the cost of producing hydrogen – particularly green hydrogen – remains high.
One study placed the cost of hydrogen produced through alkaline water electrolysis (AWE), the most common method for producing green hydrogen in China, at $4-6 per kilogram, compared with $1.20-2.50/kg for steam methane reforming and $1.30-2 for coal gasification.
In some specific cases, such as blending hydrogen with gas, researchers find that hydrogen prices would need to fall to one-third of gas prices to incentivise uptake.
These constraints are all “interdependent”, Kevin Tu, managing director of Agora Energy China, tells Carbon Brief, with the need to ensure “bankable demand” while also reducing costs and developing infrastructure. He adds:
“Without credible offtake in the right sectors, costs will not fall; without lower costs and better logistics, downstream users will not commit.”
The IEA says that green hydrogen “could become cost-competitive by the end of this decade due to low technology costs and cost of capital”.
For now, however, the China Hydrogen Bulletin Substack reports that China’s four listed hydrogen equipment manufacturers all reported significant losses in 2025.
Meanwhile, a senior executive at a Chinese hydrogen company told economic news outlet Jiemian that he expected 40% of companies in the sector to have closed down by the end of 2026, with surviving companies only turning a profit in 2029 at the earliest.
The industry also lacks refueling and pipeline infrastructure. China’s development of a pipeline network for hydrogen remains in its early stages, with around 400km of pipelines currently in operation. By contrast, its long-distance gas network stands at 128,000km. Similarly, storage remains expensive and inefficient, creating a further obstacle to wider uptake.
How is China supporting hydrogen development?
China began considering the use of hydrogen as an energy source in earnest in the early 2000s, to address concerns around pollution and dependence on imported oil for the transport sector.
A clearer signal of its importance came in 2015, when the State Council included the technology in a 10-year national industrial strategy known as the “Made in China” initiative. This pitched hydrogen as a way to contribute to electrification of China’s road-transport system through the development of FCEVs.
Yuki Yu, founder of research firm Energy Iceberg, tells Carbon Brief that, from 2018-2021, hydrogen was treated as a “FCEV and manufacturing technology challenge”.
This has since evolved, she says, given that battery electric vehicles have emerged as the more popular technology.
Shen Xinyi, senior advisor at the Centre for Research on Energy and Clean Air (CREA), agrees, telling Carbon Brief that recent policy documents suggest the aim is now for hydrogen to be targeted at areas where direct electrification is harder, such as hydrogen-based chemicals, hydrogen metallurgy and some heavy-duty transport applications.
This is in line with the “hydrogen ladder”, an analysis of how likely different possibilities for applying hydrogen as a clean alternative are to become significant. The ladder sees significant future use of hydrogen in these hard-to-electrify areas as much more likely than for light vehicles.
Notable policy moves are being made in “three layers”, says Agora’s Tu, which are combining to improve the technology’s chances of scaling up. These are: the “legal and institutional” layer; “application-oriented” policies; and targeted measures to address “practical bottlenecks” at the local level.
One of the documents underpinning this pivot was the “medium- and long-term plan for the development of the hydrogen energy industry (2021-2035)”, issued in March 2022.
According to a report by the National Energy Administration (NEA), the plan is an attempt to develop an “industrial ecosystem” for hydrogen that features “diverse stakeholders, coordinated innovation and clustered development”.
The plan was the first government document to “lay out a long-term vision for China’s hydrogen economy”, unifying a previously disparate policy push into one document, according to the Oxford Institute for Energy Studies, a UK-based thinktank.
Following on from the 2022 plan, the importance of hydrogen as a broad clean-energy solution has been emphasised in a number of policies. These include its classification being changed from a hazardous chemical to an energy carrier in China’s Energy Law, a 2024 action plan to “accelerate” the use of low-carbon hydrogen in industry and a new pilot scheme offering subsidies for projects that achieve specific targets.
The table below sets out the timeline and content of China’s hydrogen-related policies over the past 25 years.
| Policy | Year published | Key features |
|---|---|---|
| 10th five-year plan (2001–2005) | 2001 | Calls for “actively developing” low-emission vehicles, understood to include hydrogen vehicles |
| Made in China 2025 | 2015 | Pledges to “continue to support” development of fuel cell vehicles and “master core technologies” for low-carbon vehicles |
| Notice on implementation of demonstration projects for fuel cell vehicles | 2020 | Creates a dedicated subsidy programme for finding breakthroughs in FCEV core technologies and industrial applications |
| 14th five-year plan (2021-2025) | 2021 | Hydrogen listed as a future industry |
| Medium- and long-term plan for the development of the hydrogen energy industry (2021–2035) | 2022 | Aims to reach 100,000-200,000 tonnes of green hydrogen production [this target has been met]. Also aims to get 50,000 FCEVs on the road by 2025, leading to a “diversified” hydrogen industry by 2035 |
| Opinions on accelerating the comprehensive green transformation of economic and social development | 2024 | Promotes further development of hydrogen production, transport, storage and applications |
| Implementation plan for accelerating the application of clean and low-carbon hydrogen in the industrial sector | 2025 | Outlines tasks to promote use of low-carbon hydrogen to reduce emissions in heavy industries, such as steel and chemicals |
| Energy law | 2025 | Sees hydrogen included in national legislation for the first time, re-classifies it from a hazardous chemical to an energy carrier |
| 15th five-year plan (2026-2030) | 2026 | Again lists as a future industry, and calls for the development of green fuels derived from green hydrogen |
| Notice on the implementation of pilot projects for the comprehensive application of hydrogen energy | 2026 | Provides subsidies to projects to reduce hydrogen costs to 15-25 yuan/kilogram ($2.20-3.67/kg) and help develop a fleet of 100,000 FCEVs |
Key policies in the development of China’s hydrogen sector.
In addition, the NEA said in 2025 that local governments across China had issued more than 560 hydrogen-related energy policies by the end of 2024.
Tu notes that these local policies cover everything from permitting reforms and pipeline planning to exempting FCEVs from paying road toll.
Different provinces across China adopt distinct strategies for developing hydrogen industries, based on local conditions, says the US-based Center on Global Energy Policy, such as energy mix, availability of coal and industrial needs.
However, these local policies and targets are frequently more ambitious than the “conservative” national-level targets, it adds.
Could a new pilot programme boost hydrogen’s prospects?
A new pilot programme, announced in March 2026, aims to commercialise the country’s hydrogen industry by funding projects to reduce the cost of the fuel to 15-25 yuan/kilogram ($2.20-3.67/kg) by 2030, as well as other targets.
Unlike the 2020 subsidies, which focused on FCEVs, the new programme reaffirms China’s interest in a broader series of sectoral applications for hydrogen, including in clean heating, production of low-carbon iron and steel, and production of “green fuels” and other chemicals.
This new pilot is the “strongest financial instrument ever released for China’s green hydrogen application” in terms of creating a comprehensive hydrogen policy that covers a broad swathe of the economy, supporting it with financial backing and targeting application scenarios, Yu says.
However, she argues that strict grant caps – 240m yuan ($35m) per project and 1.6bn yuan ($235m) per selected region across only five regions – limited the overall funding scale available to the industry.
Energy Iceberg has calculated that only around 60-70 projects nationally could receive funding under the current rules, out of more than 670 active green hydrogen proposals in China.
Shen agrees that the pilot programme is significant and that it will expand the use of hydrogen in China’s climate strategy, particularly green hydrogen.
She notes a provision that “explicitly states that coal-based ammonia and methanol projects cannot be labelled as ‘green’ ammonia or methanol”, suggesting that policymakers are increasingly paying attention to the “integrity” of definitions for hydrogen and hydrogen-derived fuel.
The “real value” of the pilot scheme, says Tu, is that it focuses on developing “integrated city-cluster ecosystems linking supply, transport, infrastructure and end-use demand”, rather than only supporting individual projects.
This “should help identify viable business models, accelerate cost discovery and concentrate support on applications with stronger scale potential”, as well as boost investor confidence, adds Tu.
However, he continues that the broader effect it will have on boosting production of hydrogen will “depend on how quickly the selected clusters can translate the programme into real offtake and lower delivered hydrogen prices”.
How does this compare to China’s EV policy push?
The debate around the viability of hydrogen is reminiscent of critiques of EVs.
Until recently, EVs were seen as too expensive for consumers, inefficient and challenging to use without supporting infrastructure. As a result, many western automakers chose to temper their focus on EVs, while continuing to develop internal combustion engines.
However, China has managed to develop a competitive EV industry with products that top global sales.
Part of the playbook that spurred China’s success on EVs included consistent policy signalling in favour of the technology, including mentions in high-level documents and committing resources to building charging infrastructure.
“The defining features of China’s industrial-policy success are its persistence and adaptability,” says Kyle Chan, fellow at the Brookings Institution, adding that “long before the technology and economics of EVs and batteries were proven, China was making long-term investments and policy bets [in the sectors]”.
More tangible measures included direct and indirect subsidies and policy support in the shape of favourable loan rates and low-cost land. One estimate by US-based thinktank the Center for Strategic and International Studies (CSIS) pegs the amount of support allocated to the EV industry between 2009-2023 at $230.9bn.
This coupled with the success of private Chinese manufacturers in creating innovative, nimble companies that “forc[ed] policymakers to adapt”, as well as growing links between the automotive and information technology industries, according to a separate CSIS report.
But this progress on EVs also reportedly came with significant fraud. In 2016, one investigation found that 33 companies were involved in subsidy fraud totalling 9.2bn yuan ($1.3bn).
(It should also be noted that profitability in the industry lags far behind the average for downstream industrial sectors, according to the Hong Kong-based South China Morning Post, which says that “only a handful” of nearly 50 EV makers have reported profits.)
Being the subject of an industrial policy push alone does not guarantee success, states CSIS. It says the strength of the EV industry “was neither inevitable nor the result of a single master plan” and that China’s aims to develop globally-competitive industries in areas such as commercial aviation remain unaccomplished.
China’s approach to hydrogen has been markedly different.
Instead of offering blanket subsidies, the fuel cell demonstration programme it established in 2020 focused on performance-based rewards.
To avoid the subsidy issues seen in the solar and EV industries, the ministry of finance deliberately chose this indirect funding model, says Yu.
However, Yu argues, the programme did not work as well as hoped, due to the funding ceiling and the siloed attempts made by different regional governments to develop hydrogen ecosystems .
But Chinese policy thinking is becoming more selective and pragmatic for hydrogen compared with EVs, says Shen. She says:
“Electrification remains the primary decarbonisation pathway [for road transport], while hydrogen is increasingly positioned for applications where direct electrification is more difficult.”
Tu echoes this, adding that China is “clearly moving toward a more supportive policy environment for hydrogen”.
But its approach is “unlikely to replicate the EV story one-for-one”, he adds.
China’s concerted hydrogen push is also unlikely to echo the EV story at a global level, according to the IEA.
In terms of green hydrogen, around 60% of global electrolyser manufacturing capacity is currently in China, prompting concerns from the EU about a repeat of China’s global dominance in the solar and EV sectors.
However, the IEA says, electrolysers made in China “might not supply other markets at scale in the short term”, due to difficulties transporting the bulky technology globally, expectations that costs will only fall gradually, uncertainty around global demand and questions over how well Chinese electrolysers perform against global alternatives.
China’s industrial focus on hydrogen is centred more on domestic use, Shen argues. “It is less about near-term export competitiveness and more about building domestic industrial ecosystems,” she says.
The post Q&A: Can China turn hydrogen into its next clean-energy industry? appeared first on Carbon Brief.
Q&A: Can China turn hydrogen into its next clean-energy industry?
Climate Change
In Venezuela, Anxiety About Ramping Up Oil Production in the Heavily Polluted Lake Maracaibo Region
Experts and local activists, wary of past exploitation, are hoping it will be different this time—but aren’t confident it will be.
There is a joke Mónica Godoy Molero likes to make with her family: if you swim in Venezuela’s Lake Maracaibo after an oil spill, you’ll sprout a third eye.
In Venezuela, Anxiety About Ramping Up Oil Production in the Heavily Polluted Lake Maracaibo Region
-
Climate Change10 months ago
Guest post: Why China is still building new coal – and when it might stop
-
Greenhouse Gases10 months ago
Guest post: Why China is still building new coal – and when it might stop
-
Greenhouse Gases2 years ago嘉宾来稿:满足中国增长的用电需求 光伏加储能“比新建煤电更实惠”
-
Climate Change2 years ago嘉宾来稿:满足中国增长的用电需求 光伏加储能“比新建煤电更实惠”
-
Climate Change2 years ago
Bill Discounting Climate Change in Florida’s Energy Policy Awaits DeSantis’ Approval
-
Renewable Energy7 months agoSending Progressive Philanthropist George Soros to Prison?
-
Carbon Footprint2 years agoUS SEC’s Climate Disclosure Rules Spur Renewed Interest in Carbon Credits
-
Greenhouse Gases11 months ago
嘉宾来稿:探究火山喷发如何影响气候预测




