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BMW backs hydrogen for transport with first series production car in 2028 — Is H2 the future after all?

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Hydrogen fuel cell cars (FCEVs) have been on the market for a similar duration to the current wave of battery EVs (BEVs). But they have sold a tiny fraction in comparison. In 2024, 12,866 FCEVs were registered globally, versus 10.8 million BEVs. Still, some manufacturers have hopes that hydrogen has a role to play in transport.

One of these is BMW, which recently announced it would be bringing its first FCEV into series production in 2028. Fortune caught up with BMW Group’s General Project Manager Hydrogen Technology and Vehicle Projects, Jürgen Guldner, at a recent summit promoting FCEVs, among other hydrogen evangelists.

Toyota has been the leading seller of FCEVs with the Mirai launched in 2014, but it isn’t the only player. Hyundai has been selling its Nexo since 2018, and Honda, after offering various cars under the Clarity name from 2008 to 2021, brought its CR-V e:FCEV plug-in hybrid hydrogen car to market in 2024. BMW has been more cautious. The company has been trialling FCEVs with a pilot run of vehicles based on X5 since 2023. The iX5 Hydrogen is already a credible vehicle, with smooth driving and a familiar X5 interior. However, this won’t necessarily be the vehicle that BMW will launch in 2028.

“The good news is a hydrogen vehicle is an electric vehicle,” says Guldner. “It’s just a different way of storing the energy versus a battery, which also means that we can reuse a lot of the components like the electric motors in the car from our BEVs. It also has a unique value proposition. It’s the best of both worlds, with all the benefits of electric driving—acceleration, silent driving, zero emission—but you can refuel in 3 to 4 minutes and you’re 100% full and ready to go again.”

The problem of hydrogen infrastructure

This has always seemed like a compelling argument for hydrogen on paper, but the reality has been that hydrogen refueling hasn’t proliferated like BEV charging stations. In fact, it has gone backwards in many countries. In the UK, in 2019 there were as many as 15 hydrogen fuel stations, whereas today in 2025 only four were listed, with two potentially not in service. By contrast, according to Zap-Map, there were 39,733 public charging locations in the UK in May 2025, with 80,998 devices and 115,241 connectors. Germany is better served for hydrogen refueling, but some European countries have no stations at all, such as Spain, Portugal and Italy.

Some hydrogen proponents argue that this is a strategic mistake if your goal is to decarbonize road transport.

“FCEVs are complementary to battery electric vehicles and heading towards one common direction,” says David Wong, head of technology and innovation at the Society of Motor Manufacturers and Traders. “If you invest in both charging infrastructure and the fuel cell hydrogen refilling infrastructure, the overall cost is lower. We’ve done modelling where they use Germany as an example. It shows that if we have a motor park penetration of 90% BEVs and 10% FCEVs, the overall cost of investing in infrastructure is $40 billion lower than the scenario where 100% of infrastructure is public charge points.”

There is also concern about resource usage when manufacturing BEVs. Guldner points out batteries requires a lot of raw materials, which could lead to scarcity.

“Having a second technology, not putting all eggs in one basket, provides resilience,” he explains. “BMW having two technologies is better than one. We got a lot of feedback from people saying BEVs don’t work for them. We’re thinking about those people who can’t or don’t want to use battery electric cars because maybe they don’t have electric charging at home, or are on the road a lot and don’t want to depend on charging stops, even if you can get them down to maybe 20 minutes. We have issues like towing and cold weather conditions. In the fuel cell you can use excess heat, so you don’t lose any range.”

This still leaves the problem with how you ramp up the infrastructure to support hydrogen. A commercial DC charger might be $50,000, a home charger can cost $1,000, or you can even use a very slow $200 mains plug cable.

But the price for a hydrogen station is much greater—between $1.5 and $2 million, although some estimate as much as $4 million. The solution, at least in the UK, is to target the long-haul commercial sector first and build out from that. HyHAUL is a project aiming to achieve that.

“The biggest challenge with hydrogen is the fact that it works very well at large scale, but not so good at small scale,” says Chris Jackson, CEO and founder of Protium Green Solutions, which co-founded HyHAUL. “One single hydrogen fueling station requires hundreds of passenger cars to make the economics work, but only a very small number of trucks. We are initially developing three major refueling stations and all we need to get the project off the ground is 30 fuel cell trucks. The first stage will be along the M4 corridor. We’ll be covering from Wales all the way into the M25 around London. Over time, we plan to expand across other networks, going up the M5 and M6.”

For consumer adoption of FCEVs, however, it would be necessary to cover the UK completely within half an hour driving distance, which would require about 1,300 stations. One of the reasons why Tesla was able to kickstart the BEV revolution so effectively was its two-pronged approach of building the supportive charging infrastructure to go with its cars.

Automakers developing FCEVs have traditionally left this to third parties, leading to a chicken-and-egg situation where car adoption awaited infrastructure, and vice versa. This has meant that as BEVs have reached a tipping point in many markets, including the UK, EU and China, while FCEVs wait in the wings.

Can fuel cells prevail?

This hasn’t prevented Toyota from persevering with FCEVs. “Our role is to provide customers with choice,” says Jon Hunt, senior manager, Hydrogen Transformation, Toyota GB. “We can’t have people dismissing technologies that are there to enable us all to learn and develop.”

Commercial vehicles could help FCEVs reach that tipping point. In Paris, around 1,000 FCEV taxis have been operated by Hype since 2015, the majority of which are Toyota Mirais. For this reason, Paris has six hydrogen fuel stops with three more being built. This could lay the groundwork for consumers to adopt FCEVs in the city. However, outside Paris there is no supportive infrastructure yet, preventing long journeys beyond the urban limits. Hype has also recently said it is pivoting away from FCEVs to BEVs.

Even with full launch still three years away, BMW is placing a heavy bet on infrastructure having improved sufficiently for hydrogen to be a viable choice for consumers by 2028.

Guldner notes BMW hasn’t yet decided which countries it will bring those vehicles to market, adding that it will depend on the infrastructure.

“Right now, it’s simply not here in the UK. But hopefully in the next few years, development will pick up,” he says.

The exact model that will go into production in 2028 also hasn’t been announced. And while a price hasn’t been unveiled either, BMW is hoping for parity with BEVs, Guldner says, pointing to previous dramatic cost reductions in other technologies like batteries and solar cells.

For these cost reductions to materialize, though, there has to be enough demand for FCEVs to deliver sufficient scale.

“I am always surprised by surveys in newspapers where so many people say they would prefer a hydrogen vehicle over battery power,” he says. “There seems to be demand there.”

The question will be whether these survey responses translate into vehicle sales. In 2028, when BMW launches its production FCEV, we could find out.



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A Thanksgiving dealmaking sprint helped Netflix win Warner Bros.

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The Netflix Inc. plans that clinched the deal for Warner Bros. Discovery Inc. started to shape up around Thanksgiving. 

deadline was looming: Warner Bros. had asked bidders, which also included Paramount Skydance Corp. and Comcast Corp., to have their latest proposals and contracts in by the Monday after the holiday, following a round about a week earlier. The suitors were told to put their best foot forward.

While most Americans were watching football and feasting on turkey, Netflix executives and advisers hunkered down to finalize a binding offer and a $59 billion bridge loan from banks, one of the biggest of its kind. That gave the streaming company the ammunition to make a mostly cash-and-stock bid that helped it prevail over Comcast and David Ellison’s Paramount, according to people familiar with the matter.

The resulting $72 billion deal, announced Friday, is set to bring about a seismic shift in the entertainment business — if it can survive intense regulatory scrutiny and a potential fight from Paramount. This account of Netflix’s surprise victory in the biggest M&A auction of the year is based on interviews with half a dozen people involved in negotiations. They asked not to be identified because the details are confidential.

The sales process had kicked off with several unsolicited bids from Paramount Skydance, itself a newly formed company after a merger this year orchestrated by Ellison. He’s now the studio’s chief executive officer and controlling shareholder, with backing from his father, Oracle Corp. billionaire Larry Ellison. 

Paramount’s early move gave it a head start in the bidding process weeks before other would-be buyers got access to information. But the post-Thanksgiving deadline for second-round bids became a turning point by giving Netflix time to catch up and assemble the documents it needed, some of the people said. And since the streaming giant was bred in the fast-paced ethos of Silicon Valley, it could move quickly. 

When the binding bids arrived that Monday, Netflix’s offer emerged as superior, the people said.

One issue was the Warner Bros. camp had doubts about how Paramount would pay for the company, which owns sprawling Hollywood studios, the HBO network and a vast film and TV library. Paramount’s offer included financing from Apollo Global Management Inc. and several Middle Eastern funds, and it had conveyed that its bid was fully backstopped by the Ellisons. Still, Warner Bros. executives were privately concerned about the certainty of the financing, people familiar with the matter said.

Representatives for Netflix and Warner Bros. declined to comment.

‘Noble’ vs ‘Prince’

In the weeks leading up to the finale, Warner Bros. advisers set up war rooms at various hotels in midtown Manhattan. A core group holed up at the Loews Regency, which has long been a convening spot for the city’s movers and shakers.

Inside Warner Bros., the situation was known as “Project Sterling.” The company called itself by the code name “Wonder.” The team referred to Netflix as “Noble,” while Paramount was “Prince” and Comcast was “Charm.”

At Netflix, Chief Financial Officer Spencer Neumann served as the point man while corporate development head Devorah Bertucci organized people day-to-day. Chief Legal Officer David Hyman and Spencer Wang, vice president of finance, investor relations and corporate development, also were key architects, with all of them reporting into co-CEOs Ted Sarandos and Greg Peters.

The contours of the deal were shaped in a way befitting of a tech company: mostly over video chat or phone rather than in person. Virtual war rooms were set up. While strategizing or discussing diligence on Zoom, participants would raise virtual hands or make suggestions over chat rather than unmuting and slowing down the meeting. Google Docs were used to review and edit documents together in real time.

Talks heated up this week, with Warner Bros. advisers in continuous dialogue with the bidders and negotiating contract language and value. Comcast said it would merge its NBCUniversal division with Warner Bros. Paramount offered to more than double its proposed breakup fee to $5 billion to sweeten its deal and outshine rivals. 

In the end, Warner Bros. determined Netflix had the best offer and the company was the most flexible on key terms. On Wednesday, Paramount lobbed an aggressively worded letter to Warner Bros. board saying the sales process was “tainted.” It also identified what it saw as regulatory risks in the Netflix proposal, one sign that a winning outcome was slipping away for Paramount. 

Netflix found out Thursday evening New York time that it had won. Executives and advisers were assembled on a video call when they got the official word, sparking a moment of jubilation before everyone snapped into action. By 10:25 p.m., Bloomberg News broke the news that a deal was imminent. 

Even Sarandos made it sound like the ending was a twist on a conference call with investors. “I know some of you are surprised that we’re making this acquisition, and I certainly understand why,” he said. “Over the years, we have been known to be builders, not buyers.”

Regardless of whether Paramount reemerges to try and top the bid, Netflix will have work ahead of it. It has agreed to pay a $5.8 billion breakup fee to Warner Bros. if the transaction fails on regulatory grounds. The company also has to digest its largest acquisition ever.

“It’s going to be a lot of hard work,” co-CEO Peters said on the conference call. “We’re not experts at doing large-scale M&A, but we’ve done a lot of things historically that we didn’t know how to do.”



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‘Its own research shows they encourage addiction’: Highest court in Mass. hears case about Instagram, Facebook effect on kids

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Massachusetts’ highest court heard oral arguments Friday in the state’s lawsuit arguing that Meta designed features on Facebook and Instagram to make them addictive to young users.

The lawsuit, filed in 2024 by Attorney General Andrea Campbell, alleges that Meta did this to make a profit and that its actions affected hundreds of thousands of teenagers in Massachusetts who use the social media platforms.

“We are making claims based only on the tools that Meta has developed because its own research shows they encourage addiction to the platform in a variety of ways,” said State Solicitor David Kravitz, adding that the state’s claim has nothing to do the company’s algorithms or failure to moderate content.

Meta said Friday that it strongly disagrees with the allegations and is “confident the evidence will show our longstanding commitment to supporting young people.” Its attorney, Mark Mosier, argued in court that the lawsuit “would impose liabilities for performing traditional publishing functions” and that its actions are protected by the First Amendment.

“The Commonwealth would have a better chance of getting around the First Amendment if they alleged that the speech was false or fraudulent,” Mosier said. “But when they acknowledge that its truthful that brings it in the heart of the First Amendment.”

Several of the judges, though, seem to more concerned about Meta’s functions such as notifications than the content on its platforms.

“I didn’t understand the claims to be that Meta is relaying false information vis-a-vis the notifications but that it has created an algorithm of incessant notifications … designed so as to feed into the fear of missing out, fomo, that teenagers generally have,” Justice Dalila Wendland said. “That is the basis of the claim.”

Justice Scott Kafker challenged the notion that this was all about a choose to publish certain information by Meta.

“It’s not how to publish but how to attract you to the information,” he said. “It’s about how to attract the eyeballs. It’s indifferent the content, right. It doesn’t care if it’s Thomas Paine’s ‘Common Sense’ or nonsense. It’s totally focused on getting you to look at it.”

Meta is facing federal and state lawsuits claiming it knowingly designed features — such as constant notifications and the ability to scroll endlessly — that addict children.

In 2023, 33 states filed a joint lawsuit against the Menlo Park, California-based tech giant claiming that Meta routinely collects data on children under 13 without their parents’ consent, in violation of federal law. In addition, states including Massachusetts filed their own lawsuits in state courts over addictive features and other harms to children.

Newspaper reports, first by The Wall Street Journal in the fall of 2021, found that the company knew about the harms Instagram can cause teenagers — especially teen girls — when it comes to mental health and body image issues. One internal study cited 13.5% of teen girls saying Instagram makes thoughts of suicide worse and 17% of teen girls saying it makes eating disorders worse.

Critics say Meta hasn’t done enough to address concerns about teen safety and mental health on its platforms. A report from former employee and whistleblower Arturo Bejar and four nonprofit groups this year said Meta has chosen not to take “real steps” to address safety concerns, “opting instead for splashy headlines about new tools for parents and Instagram Teen Accounts for underage users.”

Meta said the report misrepresented its efforts on teen safety.

___

Associated Press reporter Barbara Ortutay in Oakland, California, contributed to this report.



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Quant who said passive era is ‘worse than Marxism’ doubles down

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Inigo Fraser Jenkins once warned that passive investing was worse for society than Marxism. Now he says even that provocative framing may prove too generous.

In his latest note, the AllianceBernstein strategist argues that the trillions of dollars pouring into index funds aren’t just tracking markets — they are distorting them. Big Tech’s dominance, he says, has been amplified by passive flows that reward size over substance. Investors are funding incumbents by default, steering more capital to the biggest names simply because they already dominate benchmarks.

He calls it a “dystopian symbiosis”: a feedback loop between index funds and platform giants like Apple Inc., Microsoft Corp. and Nvidia Corp. that concentrates power, stifles competition, and gives the illusion of safety. Unlike earlier market cycles driven by fundamentals or active conviction, today’s flows are automatic, often indifferent to risk.

Fraser Jenkins is hardly alone in sounding the alarm. But his latest critique has reignited a debate that’s grown harder to ignore. Just 10 companies now account for more than a third of the S&P 500’s value, with tech names driving an outsize share of 2025’s gains.

“Platform companies and a lack of active capital allocation both imply a less effective form of capitalism with diminished competition,” he wrote in a Friday note. “A concentrated market and high proportion of flows into cap weighted ‘passive’ indices leads to greater risks should recent trends reverse.” 

While the emergence of behemoth companies might be reflective of more effective uses of technology, it could also be the result of failures of anti-trust policies, among other things, he argues. Artificial intelligence might intensify these issues and could lead to even greater concentrations of power among firms. 

His note, titled “The Dystopian Symbiosis: Passive Investing and Platform Capitalism,” is formatted as a fictional dialog between three people who debate the topic. One of the characters goes as far as to argue that the present situation requires an active policy intervention — drawing comparisons to the breakup of Standard Oil at the start of the 20th century — to restore competition.

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In a provocative note titled “The Silent Road to Serfdom: Why Passive Investing is Worse Than Marxism” and written nearly a decade ago, Fraser Jenkins argued that the rise of index-tracking investing would lead to greater stock correlations, which would impede “the efficient allocation of capital.” His employer, AllianceBernstein, has continued to launch ETFs since the famous research was published, though its launches have been actively managed. 

Other active managers have presented similar viewpoints — managers at Apollo Global Management last year said the hidden costs of the passive-investing juggernaut included higher volatility and lower liquidity. 

There have been strong rebuttals to the critique: a Goldman Sachs Group Inc. study showed the role of fundamentals remains an all-powerful driver for stock valuations; Citigroup Inc. found that active managers themselves exert a far bigger influence than their passive rivals on a stock’s performance relative to its industry.

“ETFs don’t ruin capitalism, they exemplify it,” said Eric Balchunas, Bloomberg Intelligence’s senior ETF analyst. “The competition and innovation are through the roof. That is capitalism in its finest form and the winner in that is the investor.”

Since Fraser Jenkins’s “Marxism” note, the passive juggernaut has only grown. Index-tracking ETFs, which have grown in popularity thanks to their ease of trading and relatively cheaper management fees, are often cited as one of the primary culprits in this debate. The segment has raked in $842 billion so far this year, compared with the $438 billion hauled in by actively managed funds, even as there are more active products than there are passive ones, data compiled by Bloomberg show. Of the more than $13 trillion that’s in ETFs overall, $11.8 trillion is parked in passive vehicles. The majority of ETF ownership is concentrated in low-cost index funds that have significantly reduced the cost for investors to access financial markets. 

In Fraser Jenkins’s new note, one of his fictitious characters ask another what the “dystopian symbiosis” implies for investors. 

“The passive index is riskier than it has been in the past,” the character answers. “The scale of the flows that have been disproportionately into passive cap-weighted funds with a high exposure to the mega cap companies implies the risk of a significant negative wealth effect if there is an upset to expectations for those large companies.”



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