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dominant, whereby the FC is expected to provide for the majority of the propulsion needs. Alternatively there a few examples of battery dominant hybrids, where the battery is the main source of power with the FC used as a supplementary power source. It was announced in 2017 that the JIVE project is to implement 142 buses across nine European cities with 56 new FC buses in the UK, which will be the first large scale validation project of FC bus fleets [78]. 4.2. Case study: TfL FC bus on the RV1 bus route London has been involved with the testing and deployment of FC buses, Figure 11 shows the evolution of FC bus implementation in London. Initially, this was through the EU funded Clean Urban Transport for Europe (CUTE) project, which aimed at introducing hydrogen FC buses into European cities, where a test run of three buses were operated on the RV1 bus route between 2004 and 2006, this was increased to five buses from 2007 to 2009 [83]. London is now part of Clean Hydrogen in European Cities (CHICs) project with the first deployment in full service of the next generation of FC bus in 2011 and is expected to continue until 2019. There are currently eight Hydrogen buses operating in Central London as part of the CHIC project, fully covering the RV1 bus route, which is 9.7 km in length [83]. It is expected that by 2017 a fur- ther two buses developed as part of the 3Emotion project will be deployed through Van Hool [84]. The buses operate for 16–18 hours/day, before returning to the depot for refuelling at the central depot, which takes <10 minutes [85]. The workshop, which is responsible for routine maintenances and hydrogen management, was specifically designed and built for hydrogen Figure 11. London FC hydrogen bus development timeline (bus photos from Citaro, TfL, Van Hool, 2016). Development of Bus Drive Technology towards Zero Emissions: A Review http://dx.doi.org/10.5772/68139 47