Hydrogen fuel cell electric vehicles (FCEVs) are often viewed as a key component of a low-emission future for North America’s freight sector. Yet, the transition to hydrogen-powered trucks has been slow, with both industry disruptors and legacy truck manufacturers facing significant hurdles. Unlike battery-electric trucks, hydrogen FCEVs utilize a hydrogen fuel cell stack and storage system to generate electricity for the vehicle, adding complexity and demanding an entirely new refueling infrastructure.
The Complexity and Promise of Hydrogen FCEVs
The architecture of hydrogen FCEVs is more intricate than that of diesel or battery-electric trucks. As Mike Roeth, Executive Director of the North American Council for Freight Efficiency, notes, the technology presents significant engineering challenges, even without factoring in cooling systems. Such complexity has tempered expectations for rapid adoption, but a few companies, notably Nikola, are forging ahead with hydrogen FCEVs for the North American market.
Nikola, based in Phoenix, has emerged as a pioneer in hydrogen fuel cell technology and serial production for heavy-duty trucks in North America. The company’s CEO, Steve Girsky, emphasizes Nikola’s unique approach: “We’re doing something that nobody else has done yet,” he said, describing the process as a daily grind that his team is committed to overcoming. Girsky believes that more competition could benefit the industry by accelerating the development of a hydrogen ecosystem.
Legacy Truck Manufacturers: Slow but Steady Approach
Most traditional truck manufacturers are taking a conservative approach, balancing hydrogen FCEVs with other fuel technologies like battery-electric and natural gas. Daimler Truck North America (DTNA) and Volvo Trucks North America (VTNA) have plans to produce hydrogen-powered trucks later this decade but are delaying mass production until the infrastructure can support widespread use. For instance, Daimler’s Mercedes-Benz GenH2 hydrogen truck, slated for series production in Europe, is not expected to reach North American roads until infrastructure catches up.
Greg Genette, Principal Research Analyst at S&P Global Mobility, sees hydrogen FCEVs as a potential game-changer but expects that the real acceleration won’t begin until the late 2020s. The International Council on Clean Transportation (ICCT) has also highlighted the economic feasibility challenges for hydrogen FCEVs, noting that hydrogen is still too costly, currently ranging from $30 to $40 per kilogram, compared to an ideal price of $4 per kilogram for economic viability.
Recent Deployments and Market Potential
Nikola recently shipped 90 hydrogen fuel cell trucks in one quarter, up from just three in the same period last year, signaling growing adoption. Notable buyers include J.B. Hunt Transport Services, which plans to use Nikola FCEVs for drayage and intermodal operations in California, and DHL Supply Chain, which is testing Nikola trucks for distribution in Illinois. However, users like DHL emphasize the complexity of integrating hydrogen trucks into their fleets, given the need to ensure both vehicle and fuel supply reliability.
Additional players are also entering the market, such as Illinois-based Hyzon, which began serial production of its Class 8 hydrogen fuel cell truck in late 2023. Hyundai has 50 Xcient hydrogen fuel cell trucks operating in North America, and German newcomer Quantron is developing an FCEV with a 700-kilometer range using Ballard Power Systems’ fuel cell technology. Each of these companies hopes to tap into segments where hydrogen’s advantages — such as long range and rapid refueling — make it a more practical solution than battery-electric options.
Economic and Infrastructure Challenges
Despite advancements, hydrogen FCEVs face numerous economic challenges. The current cost of hydrogen fuel makes FCEVs more expensive to operate than diesel or battery-electric vehicles, especially in the U.S., where hydrogen infrastructure is limited. According to ICCT forecasts, even by 2030, hydrogen FCEVs will likely remain pricier to operate, with costs expected to be $2.40 per mile compared to $1.90 per mile for battery-electric and $1.91 per mile for diesel trucks. These numbers are based on an estimated hydrogen cost of $9-$11 per kilogram, making hydrogen FCEVs less competitive in terms of operating expenses.
Maral Idehav, Director of Electric Vehicle and Services at Volvo Trucks, echoes these concerns, stating that hydrogen fuel costs must drop significantly for FCEVs to become a feasible option for long-haul trucking. She also highlights the need for infrastructure expansion, as hydrogen refueling stations are scarce outside a few states like California, which currently supports the largest number of hydrogen FCEVs in North America due to state incentives.
Future Outlook
As hydrogen technology advances, analysts predict that FCEVs may become a niche solution rather than a mass-market replacement for diesel. Ray Minjares, Program Director for Heavy-Duty Vehicles at ICCT, suggests that hydrogen trucks could become valuable for specific high-demand applications, such as agriculture or extreme payloads, where battery-electric solutions may fall short.
Nikola’s forward momentum, coupled with slow but deliberate progress from legacy manufacturers, illustrates both the promise and the complexity of hydrogen FCEVs. As companies like Nikola strive to create a self-sustaining hydrogen economy through partnerships and innovations, the future of hydrogen fuel cell technology in the freight industry remains a work in progress.
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