Good afternoon, welcome to the Stellantis Hydrogen Fuel Cell Technology event. It's a pleasure to see you all connected throughout the world, thank you for logging in today. Stellantis is about to unveil its major technological step in the electrified development vehicle zero-emission technology, thanks to hydrogen fuel cell. Next to me on this TV set, four key actors of this new technology. Good afternoon, Carla Gohin. You are Research and Innovation Senior Vice President. Good afternoon. Lovely to see you. Opposite you, we have Xavier Peugeot. Good afternoon. Good afternoon, Sandrine. You are Light Commercial Vehicle Business Unit Senior Vice President. Frank Jordan, hello. Hello. [Non-English content] also. [Non-English content]. You are Research and Innovation Director, Germany. Welcome here in Paris. Last but not least, good afternoon, Dominique Sadoul. You are Advanced Powertrain and Energy Vice President. Good afternoon, Sandrine. Thank you for all being here today on this TV set. I propose that we step in straight away into our subject with you, Carla. Let's talk about zero emission, and especially for Stellantis today. Our Stellantis mission is clearly to provide freedom of mobility with safe, distinctive, affordable, and sustainable solutions. Sustainability of course means for us, paving the way towards zero-emission technologies. The first chapter of this transition is already a reality by the electrification and the battery technology solutions that we are implementing throughout all our ranges. It is meant to be a reality today by more than 39 electrified models by the end of this year. Within Stellantis, we are also aiming to keep and to be at the forefront of innovation by preparing the next steps of this transition. Finding new trade-off between, of course, customer expectations, technologies, providing complementarity of solutions, and of course, finding also new solutions to provide higher range level and also charging time improvement. In all these fields, clearly, hydrogen fuel cell technology has strong assets, specifically for light commercial vehicle applications. That's why I'm very eager to present to you our Stellantis solutions to step in this new chapter of electrification. Thank you very much, Carla, for these words of introduction. Xavier, what about the light commercial vehicles? If you remember, Sandrine, we revealed and launched, it was in October 2020 o ur electric medium van. It was for our brands, and so concretely, the Peugeot e-Expert, the Citroën ë-Jumpy, the Opel Vivaro-e, and the Vauxhall Vivaro-e. We've immediately met very positive feedbacks and successful feedbacks from customers. More than 7,500 units sold, and we're also very proud to have received the prestigious award of International Van of the Year. As you understand, this electric medium van is part of a complete electrification strategy for our LCV. We recently launched our large van in the electric version. We also recently revealed the electric small van, which will be sold by the end of this year. Which means that by the end of 2021, as promised, we will have the entire LCV range fully electrified, and which I think is a very good asset. I would like to come back to two figures. Connected to the electric medium van. The first one is 83% of our customers drive on average less than 200 km a day. The second figure is that 44% of the customers never drive more than 300 km a day. Which means that there are still a share of customers who are keen to drive more than 300 km. We need to provide them with an additional and complementary answer, which is the purpose of the day. This is why we've decided to go for the hydrogen fuel cell medium van offer, in order to expand the coverage of customer needs and also complete the zero-emission offer that we are providing. Thank you, Xavier. Talking about hydrogen fuel cell technology, Frank, could you take us maybe a bit more into detail on that technology? Of course. I'm very proud to be here today and talk about our newest technology. It's a hydrogen fuel cell zero-emission technology. What we use is, we use a right-sized fuel cell, a little bit smaller than most of the competitors are using, combine it with a large battery. This gives us the effect that we can drive the electric motor by both sources, the fuel cell, and the battery itself. By combining this, we have a couple of advantages, and keeping all the standard fuel cell advantages like long range and fast refueling time. In this combination, we add a couple of more advantages. First of all, we can make use of our multi-energy architecture. We can improve the package situation because the fuel cell stack itself is smaller. We can improve the cost situation because we have smaller fuel cell stack. We can also improve the efficiency of the vehicle, because we can use the fuel cell and the optimum operating point, and also getting regeneration energy to the battery by deceleration and by braking of the car. It's a win-win situation for the system we selected to do here on our LCV program. It's of course, complementary to the full electric version, as we have some customer needs for longer range and for faster refueling times. That's not a step two or a step that will make the BEV, of course, a system of the past. It will stay in parallel to the BEV system, of course. Hydrogen will, of course, be a major pillar in the energy transition towards green energy in whole Europe, and you see it also in Asia and in the U.S. All the governments are investing heavily in the ecosystem, and that's why we now are ready and present a car that fits to this ecosystem. It's a perfect match. You see, the European Clean Hydrogen Alliance estimates around EUR 60 billion that they want to invest in this ecosystem. It's a huge amount of money than in Europe and all in the world, there are activities like this ongoing to really help now paving a way into a hydrogen green energy ecosystem. Stellantis, of course, want to have and will have a leading role in this, and we today unveil the first step of more steps to come to really be part of this very interesting, very challenging new step into zero-emission energy. Thank you very much for all this detailed introduction. Let's hear now from Lars-Peter Thiesen in this video to come. He tells us more about the history, but also the challenges of this new technology. What is a fuel cell? A fuel cell combines hydrogen and air to form water vapor and electricity to drive an electric motor. Unlike batteries, the fuel cell is an energy converter, not a storage. Based on this principle, a fuel cell electric vehicle offers a unique combination of three properties: zero emission, long driving range, and most prominently, only three minutes refueling time. There is no other propulsion system in the world that offers this combination. Since more than 20 years, the auto industry has developed fuel cell electric vehicles. Why did it take so long? Because crucial questions had to be answered within the auto industry and far beyond. What is the right fuel for the fuel cell vehicle? What is the right storage method for hydrogen on board the vehicle? How to do refueling, how to enable cold start, and what about durability and safety? These technological hurdles had to be overcome, but more importantly, common awareness, understanding, and agreement had to be achieved among all stakeholders involved, be it the auto industry, oil, gas, energy companies, as well as governmental bodies. For the first time in over 100 years of automotive development, hydrogen and fuel cell technology has brought us far beyond the automobile, because hydrogen is seen as the central element of a future integrated and efficient energy system, free of fossil fuels. As an energy carrier, hydrogen will connect the areas of power generation, heat supply, industry, and transportation. We at Stellantis have more than 20 years of experience in all areas of hydrogen and fuel cell technology. The know-how ranges from systems engineering, hydrogen storage and refueling, controls and calibration, prototype build and test, up to demonstration fleet operation. We have been developing several generations of fuel cell electric vehicles with different architectures, pioneering in fuel cell system integration, cold start performance, as well as onboard 700 bar hydrogen storage and refueling, which is a standard today. Based on this, we can say that at present, only four challenges are remaining. First, full-scale production of green hydrogen at economically viable cost. This goal is the focus of the recent European as well as national hydrogen strategies, reflecting promisingly the scale at which this significant and far-reaching topic needs to be handled. Second, we need nationwide networks of hydrogen filling stations, as is the case, for example, in Germany, with a basic nationwide coverage established already operated by H2 Mobility. Appropriate programs are planned in other countries as well. In general, however, investment in hydrogen filling station infrastructure still needs to be increased. Third, the integration of the fuel cell system into the vehicle platform. Our light commercial vehicle presented today shows the smart approach of how to do that with a focus on maximizing customer value. Finally, cost. By focusing on total cost of ownership, Stellantis has set itself the goal to make this technology profitable over the coming years. The key for this, economies of scale, to get to high volumes as quickly as possible. After a long journey, we know that these four remaining challenges are not insurmountable. This is why we are working with such a great passion on this technology. Dominique, the LCV that we see behind you in the screen, is it really 100% zero emission? Yes, of course. The fuel cell technology is a zero emission one. In fact, the vehicle absorbs ambient air, combine it with a gaseous hydrogen embedded, produce its own electricity on board, and rejects only pure water. Sorry. To decarbonize mobility, we have to consider this kind of technology, in fact, to fulfill the coverage needed by customer. If we enlarge your question to the global life cycle of the vehicle, including H2 production, we have some studies, for example, in France, one made by ADEME. We have some studies that show that a fuel cell vehicle has a global warming potential at the same level as a battery electric vehicle. Of course, by using green hydrogen. We saw just before that many European investment are put on to provide and to help, in fact, to develop green hydrogen ecosystem, and especially to enable zero-emission hydrogen mobility. Thank you very much, Dominique. It's very clear now. Carla, prior to our event, we met with you a few days ago to talk about the basics, but also to come back on the genesis of this project. Let's hear from you. In this race for electrification through battery technologies and electrified powertrains, why did we choose to step in this hydrogen new era of electrification? First of all, to answer our customer needs and expectations. In fact, in light commercial vehicle applications, not all the usage profiles can be covered by battery electric propulsion. Indeed, for business requirements, these customers are requesting even more zero-emission long-range solutions, taking into account the fact that wide majority of these vehicles operates in peri-urban areas as well as city centers, while zero-emission solutions are becoming more and more essential. At the same time, preserve one of their primary function, which is transportation of large and heavy items by protecting their payload. The second major expectation is on charging time, needed to be shorter and shorter, because their operational model frequently does not allow for periods of unavailability during recharging processes. Therefore, given these boundary conditions, it was a logical consequence to direct our research and development efforts towards a hydrogen fuel cell electric vehicle for first applications on light commercial vehicles, as a complementary solution for battery electric propulsion. In order to meet these requirements, the chosen architecture should not allow for any compromise. This meant that all propulsion system-specific components had to be integrated outside the cargo space and best integrated in our current LCV electrified platform to leverage maximum synergies, maximum carry-overs between full battery electric platform and the next hydrogen one to come. In fact, Stellantis is simply designing the next generation of multi-energy platforms for LCVs, full battery electric propulsion, and hydrogen one. That's why we chose our existing medium vans, Citroën Jumpy, Peugeot Expert, and Opel Vivaro to launch our first project. This enabled rapid adaptation with frugal investments and fast integration of our existing production processes. To offer a range of more than 400 km and a refueling time of only three minutes and substantial energy recovery capacity, we designed a mid-power architecture fuel cell system, combining the advantages of both hydrogen and battery technology. The hydrogen provides the energy needed for long driving range, whereas the additional small battery provides the power for dynamic performances. For the development of these two main systems, which are the fuel cell stacks and the storage system, we have entered into strategic partnerships with Faurecia and Symbio. These two companies are currently developing hydrogen storage systems and fuel cell stacks at best-in-class technologies. In a spirit of effective collaboration, these partnerships enable Stellantis to offer a zero-emission vehicle that will fully meet our customers' needs. We now have the full picture of the genesis of the project. Let's come back on the smart and innovative mid-power architecture you were talking about with Werner Brox. Let me introduce you to our zero-emission fuel cell hydrogen technology in detail. In fact, we are talking about a plug-in fuel cell electric vehicle. Have a look at this diagram. When defining the general configuration of a fuel cell electric vehicle architecture, there is a broad range of how to do this. The extremes are, on the right-hand side, a full power fuel cell system in which a large fuel cell represents the main propulsion source under all operating conditions. This requires a large and powerful fuel cell and a small battery. In contrast, on the left-hand side, you see the other extreme, a range extender system. In principle, this is a battery electric vehicle with a large battery and an additional small, low-power fuel cell that enables to extend the range of the vehicle by providing power to the battery. When the battery is empty, the fuel cell won't be able to provide enough power to propel the vehicle as a whole. Only a limp home functionality at low speed is possible. Given customer requirements, we have chosen to use the intermediate concept for our vehicle, between full power and range extender, a mid-power fuel cell. This approach offers four major benefits to compare to a full power and range extender concept. Packaging, performance, durability, and cost. All these aspects lead to benefits for our customers. Last but not least, compared to a pure battery electric vehicle, the hydrogen fuel cell offers improved range and a huge advantage of three minutes refueling time. What are the advantages of our mid-power plug-in hydrogen fuel cell electric vehicle? First, it enables smart packaging compared to a full power system. Since a mid-power fuel cell is also mid-size, the whole system can be integrated under the hood of a serious production battery electric vehicle. In addition, the propulsion battery is replaced by three hydrogen tanks. Thus, we convert the battery electric vehicle into a fuel cell electric vehicle without any modifications to the body, and without any impact on cargo space and even payload. At the same time, the vehicle is capable of providing more than 400 km of driving range in the WLTP cycle. Second, compared to a range extender system, there is no compromise to be made with a mid-power system in terms of performance. The fuel cell system is capable of providing enough power for continuous highway speed. When required, dynamic peak power is provided by the battery located under the front seats. Third, since the battery covers power requirements at conditions like acceleration, startup, and first mile, durability targets are better met compared to a full power system, because the fuel cell system can run at optimum operating conditions. In addition, the battery enables regenerative braking. This means to regain energy while braking. In case of limited hydrogen refueling station availability, the plug-in capability offers the opportunity to recharge the battery externally when needed, providing pure battery electric range to get to the next station. The final benefit of the approach are the balanced system costs compared to a full power fuel cell architecture. We compensate high fuel cell system cost by a mid-size fuel cell combined with a volume production plug-in hybrid battery. On top of that, we utilize an existing volume production battery electric vehicle as the base. Xavier, who is the client for the hydrogen fuel cell medium vans? With this hydrogen version of our medium van, we are clearly targeting new customers through usages which are complementary to those already provided by electric medium vans. As you heard, and to make it concrete and simple, we've got three main benefits. The first one is obviously a fast refueling, less than three minutes. The second one is clearly an enhanced autonomy, which is quite significantly above 400 km. Three, that's very important to us, the fact that there is no compromise on performances. We are talking on LCV to professional buyers for very professional usages. They are not prepared to, when switching to a zero-emission vehicle, to weaken the performances they already know on other engines. We decided to go for the right balance with this level of performances, in terms of autonomy and refueling, and at the same time, to keep exactly the same level of performances should be about payload, volumes, et cetera. We'll be able to offer to our customers an hydrogen version, which will enable them- to go to urban city centers, peri-urban city centers, and at the same time to go for a long distance run. Okay. Thank you, Xavier. Frank, are we actually ready for these clients? Yes, of course, we are ready. We mastered, after 20 years of experiences with the experts and my team, we mastered all aspects of the technology. Besides that, you see that we have so many governance investments now, though the ecosystem is building up, so it's now time to do the next step, and the next step is going into production. Going into production means, first of all, for us, really starting a production, but secondly, also to work with both the energy providers and to B2B customers to be ready on the whole page and not just for our product itself. That's what we are doing intensively. What we see now and where we are today, we started at OSV, that's Opel Special Vehicles, to do the pre-production cars. My experts on fuel cell are training the workers to build the first cars, and the same people will soon also be in the production line and assembling the cars for the customers. Yes, we are ready. Well, let's go to the Rüsselsheim pilot workshop then, and Dirk Wexel takes us around. Let's have a look at the assembly of our plug-in fuel cell electric light commercial vehicle. This is done at Opel Special Vehicles in Rüsselsheim, Germany, a facility where our colleagues regularly build specific vehicle variants like taxis, police cars, ambulances, or fire engines. The main subsystem of the fuel cell drivetrain to be integrated into the battery electric base vehicle are the fuel cell system, the hydrogen tank assembly, and the plug-in battery. The fuel cell system is mounted entirely in the engine compartment on top of the existing electric traction system to which it supplies the electricity. The additional battery providing dynamic peak power and allowing for regenerative braking has been adopted from our plug-in hybrid electric vehicle program. It is placed underneath the seats in the passenger compartment. Like in pure battery electric vehicles, the battery can be recharged externally by connecting it to the electric grid. At the position underneath the vehicle where, in the battery electric version, the large traction battery is located, the 700 bar hydrogen tank system providing hydrogen to the fuel cell is placed. It consists of three vessels arranged longitudinally in the sub-frame, which is attached to the vehicle using the same mounts as for the traction battery in the battery electric version. The tanks can be filled with hydrogen within just a few minutes via a specific filler neck integrated into the vehicle in the rear, where normally the filler neck for the diesel fuel is located. Integrating the components of the entire fuel cell propulsion system as described, leads to the fact that the same cargo space is available like in the internal combustion engine version. After being assembled in the workshop, the pre-production vehicles are ready for tests and validation on our proving grounds and public road. These are the professional next steps of our development process before small series production can start. Thank you, Dirk, for the tour, and I remind you that if you do have any questions, we have a live Q&A session in a few minutes. Do not hesitate to send them over and we will be moderating them on our TV set. Thank you so much. Xavier, when will it be possible to actually order these hydrogen medium vans? That's a very important question because today we are all together not just to make an announcement as we did for the electric medium van. Yes. This hydrogen version of our medium van is something concrete. That's a real project which is live. We expect the first delivery to take place before the end of this year, before the end of 2021. For this first step of sales, we will sell this car under the Peugeot, Citroën, and Opel brands. We will sell left-hand drive versions only, two lengths, the medium one and the large one. We will focus on the light commercial vehicle only for this first step, passenger car to come later on. We'll obviously target professional users, business-to-business buyers. That's going to be a reality very soon. Okay, end of 2021. Definitely. All eyes open for the orders to come. Thank you so much. Carla, it seems like you are actually positioning yourselves as pioneers of this technology. I guess a lot of work has been done in the last few months. Yes, exactly. Lots of work, but I fully agree. We are clearly pioneering in this technology. First of all, we are pioneering because, of course, with our mid-power architecture, we are clearly stepping in this hydrogen fuel cell technology in a very optimized way. Second, we are also pioneering because, just as Xavier mentioned, we are not talking about a new fleet demonstration, new prototypes. We are clearly building a new B2B offer that will be fully complementary to e-powertrain LCVs. Third point in which, of course, we are also pioneering, is that we are highly and closely related to answering customer needs and finding the best compromises, leveraging our assets, leveraging, of course, our platform assets, and minimizing our investments with this mid-architecture power. Clearly, we are aiming to lead the race towards this hydrogen transition, and Stellantis is just starting this new story, building this new chapter of this zero-emission transition. We understand that timing is key. Thank you for the sum-up and the words of conclusion, Carla. Before starting our live Q&A session in a few minutes, I propose that we listen to German Federal Transport Minister Andreas Scheuer and our French Transport Minister Jean-Baptiste Djebbari, who both, of course, support the hydrogen technology as an ecological transition. We'll be back just after that. Stay with us. [Non-English content] Ladies and gentlemen, you are making history today because today you are setting the ground for the future decades of mobility. You are showing us it's through European cooperation that you will make it. You are pushing boundaries no one had pushed before. If we want carbon neutrality by 2050, we need electric vehicles, and we need hydrogen vehicles. Above all, we need to innovate, and that's what you are doing. Actually, that's what you've been doing for over 20 years by believing and investing in fuel cell hydrogen. Just a few days ago, I was visiting the Faurecia R&D lab in Bavans. I saw what would be part of your vehicles. Of course, there is still a long way to go, and I want to tell you, we will be there. We will be there to support the offer, vehicles, R&D, and manufacturing, as well as hydrogen production and distribution. We will be there to support the demand and more incentives for buyers, and we will be there to support the national development of fueling stations with local hydrogen hubs. By 2030, we are investing EUR 7 billion in hydrogen, with two priorities: producing green hydrogen and developing mobility. I know we need to do more for light commercial vehicles, and we will do more. I truly believe France and Europe can be leaders on hydrogen. When I see Stellantis' commitment, it only strengthens my conviction. Congratulations to you all. Inspirational and optimistic speeches here. Let's start our Q&A session. Lots of questions already during the last few minutes. Thank you so much for sending them over. Dominique, let's start with you. The first question is, why having two sources of energy, electric battery and hydrogen? A fuel cell electric vehicle is firstly an electric vehicle powered by an e-motor, so an electric motor. As you said, and unlike the conventional battery electric vehicle, we have on this kind of vehicle two sources of energy, hydrogen and electricity stored in the battery. Why we use these two sources of energy? In fact, it's to combine the best of the two technologies to have the best efficiency. In fact, if we start with hydrogen, we use hydrogen for what? For energy. We need energy to go far in a vehicle. We use hydrogen because we have some advantages to do that. The first advantage, of course, is, as we already said the fast refueling potential. You can recover more than 90% of the total energy of the vehicle in only three minutes. We could have a long trip with this kind of vehicle. Second advantage is that the fact that the electrochemical reaction provide heat, and with this heat, we have the thermal comfort all along the days a year. We have, in fact, the same range, if we consider that we have in winter or in summer. It's a very good point. The third advantage is that we could recharge the battery directly by using the stack, and we have not to plug the battery on a grid to recharge it. We use hydrogen for energy. Concerning the power, we use the battery because the battery allows us to recover more energy for each deceleration. For example, when the driver push down the brake pedal. The power provided by the battery allows for us to design a smaller stack. To put it in the engine base. We preserve the cargo volume and its additional characteristic for this kind of vehicle. At the end, with the battery, as we have also energy in the battery, we have up to 50 km additional range with the battery. Thank you, Dominique. Next question is for you, Frank. Interesting question. I could have answered, actually, questioned this one. What happens, actually, if hydrogen runs out? Yeah, if hydrogen runs out, and Dominique just told us it's the beauty of our system, we have a chance to drive 50 km purely on electricity. Wow. Every time you have a socket around, you can charge the battery, and you have this autonomy, pure electric. Of course, we hope that hydrogen doesn't run out, and the infrastructure is building up so fast that customers can really use the purity of long ranges on hydrogen. In case, especially in the first years, maybe there's a coverage that's not as optimum as it should be, you can always drive electric. Okay, we have the plan B. Carla, you made different technological choices than the others OEM. Why? First of all, just as Dominique said, because for us, it's the best way to take the best of both energies. Hydrogen for wide range extension and electric batteries, of course, to fulfill the dynamic performances. Second point is that, of course, we wanted to leverage our own assets in our LCV platforms. We know we have some strength in this area. A way also to go very quickly in implementing this hydrogen fuel cell technology within an existing platform was this best way to have and to choose this mid-power architecture. Third point, just as also mentioned by Dominique, it is clearly with this mid-power fuel cell stack, a way to improve competitiveness of the solution. Cost, of course, of the solution. Last but not least, clearly, this way was also a very good compromise, tackling the customer needs, just as mentioned by Xavier, and make us able to have this complementary solution between electrified LCV solutions and this hydrogen one. Thank you, Carla. Next question is for you, Xavier. Will other brands of Stellantis use the hydrogen fuel cell technology? I guess that they're talking about Fiat and maybe Vauxhall. As I said, we will, for this first step, focus on some specific versions and dedicated to the Peugeot, Citroën, and Opel brands. That's going to be soon- Yes before the end of this year. As you can imagine, having in mind the huge potential and portfolio of brands and products within the Stellantis company, we've already started thinking about potential new steps. Yes. It's a bit too early to say more about it, but with so many brands, so many products, obviously we have some ideas, and we'll probably come back later to give more information. Okay. To extend it. Thank you. Carla, will you share this technology with Toyota, which is your partner in compact and mid vans? First of all, as you have understood, these brand-new technologies, the Stellantis one, clearly. Of course, in order to find new opportunities and being able also to decrease the cost of this technology, we will look at all the collaborations possible. Okay. Of course, also focusing on how we are providing answers to our customers and really, of course, having this high importance on the way we improve and optimize the investments and be, at the same time, also very quick in the implementation of these solutions. Okay. Thank you. Frank, we saw that the R&D department is located in Rüsselsheim in Germany. Could we say that this technology is German and French? Yes, it's German and French. We have most of the people in Germany as it has a home for the center of competence. The experience is there. Without Dominique's teams, we would never have the product where it is today. Don't forget, we have two strategic partners, Symbio and Faurecia, which are both French companies. It's really Germany and France, and of course, we're working international in whole Europe. If you want to say it this way, it's a German/French technology. Okay. We like that. Xavier, will all European countries be considered by the hydrogen LCV launch? We've made the homologation for this hydrogen medium van for European countries first. As you know, in Europe, there are two countries which are, as you said, Frank, leading the way- Of course. clearly pioneers in this hydrogen ecosystem, they are France and Germany. Germany. Obviously, we are confident that other countries will follow. At Stellantis, we will support the development of full hydrogen ecosystem in additional countries, and we're absolutely confident that this will come. Thank you, Xavier. Carla, next question, very interesting question. Everybody knows that hydrogen technology is expensive. What is your vision on the topic? I fully agree. Clearly. In the video, it was also assessed that it is still one of the key challenges we need to overcome. Looking at these costs of the technology, I think that it's also a never-ending story of the chicken and egg. We need, first, to find the best architecture. The most competitive one, and through our mid-power architecture, I think we have it. Second, of course, we need to start. Looking at the overall ecosystem that is just growing being also highly and intensively developed within the European context. This is the moment. Ramp up in order to bring volumes and to be able, of course, through effects of scale, to minimize and decrease the cost. Absolutely. Last but not least, maybe, a very important thing is that this cost decrease, and we aim to build it through really real customers. We are not talking, once again, to prototype. Prototypes. We will have real B2B customers. feeding them with real solutions and, of course, highlighting and building this ramp up in order to decrease costs. Absolutely. I understand the scheme. Xavier, is there enough refueling stations in France, but also in Europe then? The process of implementing new refueling station has obviously started, mainly in France and Germany. There are currently 25 stations in France. Okay 90 in Germany. These figures will continue to increase. Obviously we are working with lots of energy providers in order to be able to offer fully packaged offers which includes a filling station, in order to be able to progressively accelerate these numbers. Again, I think that this will come. When we hear what the two ministers say, they will be also helping you- Of course they will. on this. Dominique, why not offer more hydrogen tank to have a lot more than 400 km of range? It's just a compromise we made. As we have a short time to refuel the vehicle, in fact, this could not be an issue for the customer. We decide, in fact, to prioritize the main characteristic payload and cargo volume. At the end, we have just one driver, to be customer-centric. Okay. Thank you. Carla, will there be a hydrogen offer for passenger cars? as you have understood, clearly, we are today putting the priority on these LCVs- Yes applications and professional users because we are answering specific expectations. Needs that are today not fully answered by the electric versions. Let's go, because we are not pushing technology for pushing technology. That's why we are really customer-centric and leading this first step in this LCV path. Of course, looking and seeing the ramp-up, also looking at the extension of the ecosystem, the charging and refueling ecosystem that will be provided within Europe, it makes sense, of course, to look at the application for next generations on passenger cars. This will be part of our hydrogen strategy within Stellantis, also bringing this technology to all the brands of the group. Yes, this will be part of the next steps. We will see that in the future. Thank you, Carla. Frank, first question about competitors. How does it differ from Toyota Mirai and Hyundai Nexo? It's a little bit like the question Carla just answered. Our analysis shows that the need is more on the commercial professional side and not so much on the private customer side. We clearly focus on this customer group. Toyota and Hyundai, they had a different path. They started with a full fuel cell architecture versus we do multi-energy. It was really the benefit of having lower investment and converting a car that is already developed. Hyundai and Toyota did it in a different way. I strongly believe we do it right because we know our customer base, we know where the market will develop, in Europe especially, and we also are more cost sensitive in our architecture solution using a mid-power range fuel cell and also having a multi-energy architecture. That's the right way to do, and competitors did it different. We believe we are on the right path, definitely. Okay. Xavier, we were expecting such a question. Have you already estimated a cost for these vehicles? Of course we have, but I think that although we want to go fast and we want to be concrete, as you understand, first delivery is before the end of this year, we would like to go step by step. Today, we are announcing the project. We are giving first deadline. Deadline, yeah. Which is first delivery is by the end of this year. Please give us a little more time to explain and give all the information, and they will come in the coming days, weeks, and months. Okay in order progressively to establish all the ingredients to go for a successful launch as we always do. To be in the best strategy. Thank you very much. Question for Frank: Are there any additional safety measures required for fuel cell vehicles? Yeah, of course. The safety is the highest good for our customers. Safety has our highest priority. We cannot compromise safety at all. The car was developed to the highest standards. We already consider standards that will come in the next generations or not the current ones, or the ones in the pipeline. We want to be absolutely sure that the car is as safe as possible. We have a reinforcement structure around the fuel cell tank. We have a lower cover to protect for stones. We did everything possible to make sure that the tanks are protected, and we are sure that with this concept, and we have pressure valves switching off the system in case of a leak. We absolutely do everything possible. We did all the safety analysis. The car is as safe as every car group Stellantis is developing. There is no compromise on safety. It was really, from the very first day, a key role to say this car needs to be safe because we want to have a product for customers and not demonstrate a car. That's a big change, and we do everything possible. The car is safe. Okay. Thank you, Frank. All safe there. That's going to be our last question, Carla. What are the next steps of the fuel cell roadmap? Okay, just as you have understood, our first launches are really focused on this mid-size van from Peugeot, Citroën, and Opel, of course. We are Stellantis, we will have, of course, in the next LCVs range and lineups, new opportunities with all the brands of the group. This is clearly the second step, how we could leverage our technology to the other brands on this LCV application first. After that, as I mentioned, of course, looking also at how the ecosystem will grow because, of course, it will be part of the solution and the availability of the solution. We will look, of course, at the implementation of this technology on passenger cars lineups. I think that one of the most important strength we have is that we are Stellantis. We have 40 brands clearly asking to build these next steps on these zero-emission transition solutions. I think that we will continue to lead the race in this transition, in this hydrogen new technology and new chapter, of course, of the technology for Stellantis. I'm sure it'll have a great impact on the market, obviously. This is the end of our Q&A session. This is the end of our event. Yes, eventually we do have to say goodbye. Thank you for sending all your questions over. Thank you, Carla, Xavier, Frank, and Dominique, for being here today on our TV set and answering all these very interesting questions. Good luck for all the work that has to be done. Congratulations for all the work that has been done. Very exciting road ahead. Just before ending, let's see a little video of the great partnership between Stellantis, Faurecia, and Symbio. Have a nice end to your day, and see you very soon.