Paul Rodden • Season: 2025 • Episode: 392
Listen Now:
>Direct Link To The Hydrogen Podcast MP3<
Listen On Your Favorite App:
Welcome to The Hydrogen Podcast!
Welcome to The Hydrogen Podcast! 🎙️ In today’s episode, Paul Rodden takes a deep dive into three game-changing hydrogen projects that highlight the global push for clean hydrogen production, storage, and distribution. These initiatives are setting the stage for the next phase of the hydrogen economy by leveraging cutting-edge electrolyzer technology, international collaborations, and large-scale investments.
🔹 What You’ll Learn in This Episode:
✅ BP’s Lingen Green Hydrogen Project (Germany): Industrial-scale PEM electrolysis & refining applications
✅ U.S.-Japan Hydrogen Partnership: Advancing hydrogen storage, LOHCs & global supply chains
✅ BP & Iberdrola’s Spanish Green Hydrogen Initiative: Large-scale hydrogen production for Europe
✅ Economic & Infrastructure Impact: Job creation, industrial adoption & export strategies
✅ How These Projects Shape the Global Hydrogen Market
🌍 Key Hydrogen Projects & Insights:
1️⃣ BP’s Lingen Green Hydrogen Project – Germany 🇩🇪
100 MW PEM electrolyzer (Accelera by Cummins) producing thousands of tons of green hydrogen per year
Supports BP’s refining operations, replacing fossil-based hydrogen with carbon-free hydrogen
Economic impact: German government incentives, hydrogen storage & transport infrastructure expansion
Integration with renewables: Wind & solar-powered electrolysis for stable hydrogen production
2️⃣ U.S.-Japan Hydrogen Partnership 🌎 🇺🇸 🇯🇵
Aims to establish a global hydrogen supply chain, leveraging U.S. renewable energy and Japan’s hydrogen technology
Key focus: Advancing Liquid Organic Hydrogen Carriers (LOHCs) & ammonia-based hydrogen carriers
Pipeline retrofits, hydrogen liquefaction & international trade agreements to accelerate hydrogen adoption
Investment impact: Billions in private sector funding for hydrogen production, fuel cells & transportation
3️⃣ BP & Iberdrola’s Green Hydrogen Project – Spain 🇪🇸
20 MW electrolyzer (Phase 1), scalable to multi-GW capacity using Spain’s low-cost wind & solar power
Hydrogen for industrial use, heavy transport & European export (Germany, France & the Netherlands)
Ammonia conversion & hydrogen pipelines for cost-effective hydrogen distribution
Public & private investment support: EU hydrogen incentives & Spain’s National Hydrogen Strategy
Thank you for listening and I hope you enjoy the podcast. Please feel free to email me at info@thehydrogenpodcast.com with any questions. Also, if you wouldn’t mind subscribing to my podcast using your preferred platform… I would greatly appreciate it.
Respectfully,
Paul Rodden
VISIT THE HYDROGEN PODCAST WEBSITE
https://thehydrogenpodcast.com
CHECK OUT OUR BLOG
https://thehydrogenpodcast.com/blog/
WANT TO SPONSOR THE PODCAST?
Send us an email to: info@thehydrogenpodcast.com
NEW TO HYDROGEN AND NEED A QUICK INTRODUCTION?
Start Here: The 6 Main Colors of Hydrogen
Transcript:
Today I am going to focus on one of the most controversial and high-stakes debates in transportation: Hydrogen vs. Batteries for Class 8 trucks.
A recent Forbes article claims that hydrogen has already failed in the automotive sector and will not power heavy-duty trucks in the future. But is that really the case? I’m going to challenge that assumption today by looking at the technical, economic, and logistical advantages hydrogen-powered freight transport has over battery-electric solutions.
In this episode, I’ll analyze the latest advancements in fuel cell electric vehicles (FCEVs) and hydrogen internal combustion engines (H2-ICEs) and compare them to battery-electric trucks. We will examine refueling infrastructure, vehicle weight, payload capacity, range, and operating costs. Additionally, we’ll explore global investments in hydrogen-powered trucking, the expansion of refueling networks, and why companies like Volvo and Toyota are still betting big on hydrogen.
Finally, I’ll explore the potential of hydrogen internal combustion engines, which could serve as a bridge technology between diesel and fuel cells. Could H2-ICEs offer a faster, cheaper, and more efficient transition to hydrogen for trucking fleets? All of this on todays Hydrogen Podcast.
Heavy-duty trucking is a sector where energy density, range, and performance matter more than in almost any other form of transportation. Diesel has dominated the industry for decades because it provides high energy density, fast refueling, and reliable performance. Any alternative must match or exceed these attributes to be viable.
Battery-electric trucks, such as the Tesla Semi, claim a 300-500 mile range, but that figure drops significantly when factoring in heavy payloads, extreme temperatures, and terrain variability. To match the range of a traditional diesel truck, battery-electric vehicles (BEVs) require massive battery packs, which can weigh up to 8,000 pounds. The more batteries added to increase range, the heavier the truck becomes—reducing cargo capacity and increasing energy consumption.
Hydrogen fuel cell trucks, such as Volvo’s upcoming FH Fuel Cell Electric Truck, are expected to achieve 600 to 1,000 miles per tank, with refueling times as low as 10-15 minutes, mirroring the convenience of diesel. Hydrogen’s 33.3 kWh per kilogram energy density far surpasses lithium-ion batteries, which have an energy density of 0.25-0.30 kWh per kilogram. This means that hydrogen offers over 100 times the energy density per unit weight, which is critical for long-haul trucking.
Hydrogen internal combustion engines (H2-ICEs) add another layer to the conversation. Unlike fuel cells, which convert hydrogen into electricity, H2-ICEs burn hydrogen directly, much like diesel engines, but without carbon emissions. This approach allows fleets to utilize existing truck architectures, reducing costs and complexity. Companies such as Cummins and Toyota are heavily investing in H2-ICEs, which could provide a more durable and cost-effective solution for fleet operators.
With superior energy density, longer range, and rapid refueling capabilities, hydrogen-powered trucks—whether fuel cell or combustion-based—offer clear operational advantages over battery-electric trucks.
Weight is one of the biggest challenges for battery-electric trucks. A typical battery-electric truck requires a 5,000-8,000 pound battery pack to achieve long-haul ranges. This significantly reduces cargo capacity, impacting fleet revenue.
Hydrogen fuel cell trucks, in contrast, use lightweight compressed hydrogen tanks instead of massive battery packs, allowing for higher payload capacity. Volvo’s hydrogen-powered truck, for example, weighs thousands of pounds less than a comparable battery-electric truck, enabling it to haul more cargo per trip.
Hydrogen internal combustion engines (H2-ICEs) offer another advantage. Since H2-ICEs are based on existing diesel engine platforms, they do not require large, heavy fuel cell stacks or complex cooling and water management systems. Instead, they provide a familiar engine design while maintaining a low vehicle weight, maximizing payload.
For fleet operators, payload capacity directly affects profitability. If a truck can carry more freight per trip, it generates more revenue per mile. Over the course of a year, hydrogen trucks’ ability to haul heavier loads could result in tens of thousands of dollars in additional revenue compared to battery-electric trucks.
With trucking companies operating on razor-thin margins, hydrogen’s ability to maximize cargo weight and reduce operating costs is a key reason why the industry remains interested in its potential.
One of the most significant barriers to battery-electric trucks is charging infrastructure. Current charging technology for heavy-duty trucks requires megawatt-scale chargers, which place immense stress on local power grids. A fully depleted Tesla Semi battery, for example, would require more than an hour of charging at 1 MW power levels, even under ideal conditions.
For fleet operators, this downtime translates into lost revenue. Unlike diesel or hydrogen trucks, which can refuel in 10-15 minutes, battery-electric trucks often require hours to charge, reducing fleet utilization rates.
Hydrogen refueling stations are being deployed along major freight corridors by companies such as Shell, Air Liquide, and TotalEnergies, ensuring that hydrogen trucks have fast, reliable access to fuel. Hydrogen refueling offers an experience identical to diesel, meaning no major workflow changes for drivers or fleet operators.
Hydrogen internal combustion engines further ease the transition. Since H2-ICE trucks use many of the same components as diesel trucks, they can be refueled at modified existing stations, reducing the need for massive infrastructure investments.
For fleet owners making decisions about long-term refueling strategies, hydrogen presents a more scalable and cost-effective alternative compared to the grid challenges of battery-electric trucks.
The economic viability of hydrogen in trucking is one of the most critical factors determining its adoption. Historically, hydrogen fuel cell technology has been more expensive than diesel, but as economies of scale improve, production advances, and infrastructure expands, costs are rapidly declining. As of 2025, hydrogen fuel prices range between $6 and $10 per kilogram, depending on the production method and regional supply. When converted to operational costs, this translates to approximately $0.50 to $0.80 per mile, making hydrogen more expensive than diesel at current prices. However, multiple trends indicate that hydrogen costs will drop significantly over the next decade, making it increasingly competitive for freight transport.
One major driver of cost reduction is the scaling of hydrogen production. Large-scale projects, including electrolytic hydrogen and natural hydrogen extraction, are increasing supply and driving down prices. Analysts project that with greater production efficiency and capacity, hydrogen fuel prices could fall below $3 per kilogram within the next five to ten years, bringing hydrogen trucking costs in line with diesel. Additionally, fleet operators who commit to long-term hydrogen supply agreements are likely to secure lower per-kilogram prices, further improving economic feasibility. Companies such as Amazon, Walmart, and Maersk are already exploring hydrogen fuel cell trucking for their logistics operations, and their large-scale investments will accelerate cost reductions across the industry.
Infrastructure expansion is another key factor influencing hydrogen’s economic feasibility. The development of refueling stations along major freight corridors will significantly reduce distribution and transportation costs, making hydrogen more accessible and cost-effective for fleet operators. As refueling networks expand, operational challenges related to hydrogen availability will become less of a concern, paving the way for broader adoption in long-haul trucking.
While fuel cost is a major consideration, trucking companies also evaluate total cost of ownership (TCO), which includes vehicle price, maintenance, fuel efficiency, and operational uptime. Hydrogen fuel cell trucks currently cost between $300,000 and $450,000, nearly double the price of a diesel truck, which typically falls in the range of $150,000 to $180,000. However, as production scales, hydrogen truck prices are expected to drop below $250,000 by 2030, making them more competitive with diesel alternatives. Hydrogen internal combustion engine (H2-ICE) trucks, which can utilize existing diesel engine architectures, are projected to have a similar cost to diesel trucks, presenting a compelling near-term option for fleet operators looking to transition to hydrogen without incurring the high costs of fuel cell technology.
Hydrogen fuel cell trucks achieve between eight and ten miles per kilogram of hydrogen, making them comparable to diesel trucks in fuel efficiency. As advancements in fuel cell stack design improve energy conversion rates, hydrogen trucks will continue to enhance their performance, potentially surpassing diesel in efficiency over the long term. Maintenance costs for hydrogen trucks are also lower than their diesel counterparts. With fewer moving parts in a fuel cell system, maintenance expenses can be reduced by up to 30% over a truck’s lifetime. Hydrogen combustion engines, while containing more moving parts than fuel cells, still offer lower maintenance costs compared to diesel engines, as hydrogen combustion produces fewer engine deposits and reduces component wear.
One of hydrogen’s most significant advantages over battery-electric trucks is operational uptime. Hydrogen trucks can be refueled in just ten to fifteen minutes, whereas battery-electric trucks require several hours to recharge. This reduced downtime ensures that hydrogen-powered trucks maintain high utilization rates, making them a more profitable option for long-haul fleet operators who prioritize vehicle availability and rapid turnaround times.
Market adoption trends further highlight the momentum behind hydrogen trucking. Volvo and Daimler’s joint venture, Cellcentric, is investing heavily in hydrogen fuel cell production with the goal of deploying Class 8 fuel cell trucks across Europe and North America by 2030. Toyota and Kenworth have already demonstrated hydrogen fuel cell truck feasibility through pilot programs in California, particularly in port operations where zero-emission transport is becoming a regulatory priority. Meanwhile, Hyundai has deployed over 10,000 hydrogen fuel cell trucks in China and is expanding its footprint in the European and North American markets. Investments in hydrogen internal combustion engine (H2-ICE) technology by companies such as Cummins and Westport further illustrate the growing confidence in hydrogen as a viable trucking solution. Unlike fuel cells, which require a complete vehicle redesign, hydrogen combustion engines can be adapted from existing diesel platforms, allowing for rapid market deployment.
Government and corporate investments are playing a significant role in accelerating hydrogen trucking adoption. The European Union has committed billions of dollars to hydrogen infrastructure, while Japan, South Korea, and China are aggressively expanding their hydrogen trucking sectors. In the United States, hydrogen trucking projects are receiving funding through private-public partnerships, with companies like Air Liquide, Plug Power, and Linde investing heavily in refueling stations and hydrogen production facilities.
While much of the hydrogen trucking discussion has centered around fuel cells, hydrogen internal combustion engines are emerging as a viable alternative that could speed up adoption. Hydrogen combustion engines offer lower initial costs because they can be built on existing diesel engine platforms, reducing manufacturing expenses. They also provide a more familiar technology for fleet mechanics and operators, easing the transition from diesel. Unlike fuel cells, which require dedicated infrastructure and extensive vehicle redesigns, H2-ICE trucks can be rapidly produced and deployed, making them a practical bridge to a fully hydrogen-powered future. Additionally, because hydrogen burns cleanly, H2-ICE trucks produce fewer emissions than diesel while offering similar power and torque characteristics.
As hydrogen production costs decline, vehicle efficiency improves, and infrastructure expands, hydrogen-powered trucks—both fuel cell and combustion-based—are expected to outcompete diesel and battery-electric solutions in long-haul freight applications. Hydrogen’s superior range, fast refueling times, and increasing economic feasibility make it the most promising zero-emission solution for heavy-duty trucking. While infrastructure development remains a challenge, ongoing public and private investments in hydrogen refueling networks are making it easier for trucking companies to integrate hydrogen into their fleets. Additionally, the continued advancement of hydrogen combustion engines provides a transitional pathway for fleet operators, ensuring that hydrogen adoption can occur even before fuel cell infrastructure reaches full maturity.
With major automakers, logistics companies, and energy firms aligning their strategies around hydrogen, the long-term outlook for hydrogen trucking is increasingly positive. The industry is at a pivotal moment, where investments in technology, infrastructure, and production capacity are converging to make hydrogen a mainstream solution for freight transport. As costs decline and market adoption accelerates, hydrogen is poised to become a dominant force in the trucking industry, offering a cleaner, more efficient alternative to diesel.
All right, that’s it for me, everyone. If you have a second, I would really appreciate it. If you could leave a good review on whatever platform it is that you listen to Apple podcasts, Spotify, Google, YouTube, whatever it is, that would be a tremendous help to the show. And as always, if you ever have any feedback, you’re welcome to email me directly at info@thehydrogenpodcast.com. So until next time, keep your eyes up and honor one another.
Hey, this is Paul. I hope you liked this podcast. If you did and want to hear more. I’d appreciate it if you would either subscribe to this channel on YouTube, or connect with your favorite platform through my website at www.thehydrogenpodcast.com. Thanks for listening. I very much appreciate it. Have a great day.
