Paul Rodden • Season: 2025 • Episode: 407
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Welcome to The Hydrogen Podcast!
In this episode of The Hydrogen Podcast, we dive into three groundbreaking hydrogen developments reshaping maritime travel, agriculture, and heavy-duty transport in the U.S. and abroad.
🌎 What’s inside today’s show:
🛳️ 1. Viking’s World-First Hydrogen-Powered Cruise Ships
Viking Libra debuts in 2026 with zero-emission hydrogen fuel cells
Powered by a 6-MW system, storing 50 tons of liquid hydrogen
Fuel cell derivatives: ammonia and methanol explored for maritime
Economic outlook: $400M ship cost, 10-12% IRR, global market to hit $10B by 2030
🚜 2. Hydrogen in U.S. Agriculture & Energy Security
Fuel cell tractors & hydrogen-fed ammonia can slash 1.3M tons of NOx emissions
Blue hydrogen via SMR+CCS fuels 13M tons of annual U.S. ammonia demand
Hydrogen strategy can reduce diesel imports & improve rural air quality
Market impact: Agriculture could be a $5B slice of the $50B U.S. hydrogen market by 2030
🚚 3. Hyundai’s Fuel Cell Trucks Hit Georgia’s Roads
Benore Logistics & Hyundai deploy 14 XCIENT hydrogen trucks
180-kW fuel cell, 250-mile range, 100 kg/day hydrogen usage
Savannah & Atlanta hubs fueled by 1-MW electrolyzers
Environmental benefits: 7,000 tons of NOx eliminated annually
Challenges: refueling infrastructure + fuel costs remain hurdles
📊 Economic Snapshot Across All Segments:
Viking’s fleet value boosted by 16%, eyeing 5% of $10B maritime H2 market
Agriculture: $1B in health savings by cutting diesel particulates
Georgia: 14 hydrogen trucks add $20M+ to state economy
Each case illustrates hydrogen’s versatility and growing return on investment
🌍 Whether you’re in maritime, agtech, logistics, or clean energy finance, this episode is packed with actionable insights and real-world momentum behind the hydrogen revolution.
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Paul Rodden
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Transcript:
Today, I’ll be discussing Viking’s unveiling of the world’s first hydrogen-powered cruise ships, as reported by Cruise Hive, exploring not only the ships but also hydrogen derivatives like ammonia and other fuels. Next, an MSN article examines how experts and industry leaders view hydrogen as the fuel for the future of U.S. agriculture and energy security. Finally, another MSN report details the deployment of hydrogen fuel cell trucks on Georgia’s roads, marking a significant step for heavy-duty transport. All of this on todays Hydrogen Podcast
Our first segment comes from a Cruise Hive article published today, April 8, 2025: Viking unveils first hydrogen-powered ships, orders two vessels. Viking, in partnership with Italian shipbuilder Fincantieri, has introduced the Viking Libra, the world’s first cruise ship powered by hydrogen, set to debut in late 2026 with zero-emission capabilities. A second vessel, the Viking Astrea, will follow in 2027, and Viking has ordered two additional ships for delivery in 2030, bringing its ocean fleet to 15. This move aligns with Viking’s commitment to sustainable cruising, building on its hydrogen-ready Viking Vela, delivered in December 2024, which can be retrofitted for hydrogen use.
The Viking Libra, a 998-passenger ship, uses liquid hydrogen stored onboard for propulsion and electricity via fuel cells, achieving zero tailpipe emissions of particulates like NOx, SOx, and PM2.5, which are significant pollutants from hydrocarbon-based marine fuels—emitting 1-2 g/kWh of NOx and 0.1-0.2 g/kWh of PM2.5, per the International Maritime Organization (IMO). A 6-MW fuel cell system, operating at 60% efficiency, delivers 20 kWh/kg, powering the ship for 1,000 miles at 15 knots, requiring 50 tons of hydrogen per voyage. Hydrogen is stored at -253°C in cryogenic tanks, occupying 100 m³ for 50 tons, with refueling at ports like Cádiz, which hosted the hydrogen-ready Viking Neptune in 2024. The ship also features a hybrid system, using liquified natural gas (LNG) as a backup, reducing emissions by 20% versus traditional fuels, per the U.S. Department of Energy.
Beyond direct use, hydrogen derivatives like ammonia and methanol—where hydrogen is a primary feedstock—are relevant to maritime applications. Ammonia, produced via the Haber-Bosch process using 8-10 tons of hydrogen per ton of ammonia, emits zero particulates when combusted, making it a promising marine fuel. A 1,000-ton ammonia tank could power the Viking Libra for 2,000 miles, though challenges include toxicity and lower energy density (5.5 kWh/kg vs. hydrogen’s 33 kWh/kg). Methanol, synthesized from hydrogen and CO2, offers 6 kWh/kg and is easier to store, with Viking exploring its use in future ships, per Fincantieri’s 2022 hydrogen deal with Viking. These derivatives could reduce the maritime sector’s 1 billion tons of annual CO2 emissions by 10-15%, per IMO estimates, while eliminating 5 million tons of NOx and 1 million tons of PM2.5.
Economically, the Viking Libra’s construction costs $400 million, with $50 million for the hydrogen system, $300 million for the hull, and $50 million for interiors. At $5-$6/kg, fuel costs are $250,000-$300,000/voyage for 50 tons, versus $200,000 for LNG, reflecting a $50,000-$100,000 premium. The ship generates $10 million/year in revenue with 998 passengers at $1,000/passenger over 10 voyages, with $1.5-$1.7 million profit 10-12% IRR, factoring higher fuel costs. The two new ships, at $800 million total, add 2,000 passengers, $20 million revenue, and 500 jobs, boosting Viking’s $5 billion fleet value by 16%. The global hydrogen maritime market, $1 billion in 2025, is projected at $10 billion by 2030 (McKinsey), with Viking targeting 5% ($500 million).
The establishment narrative touts hydrogen as a silver bullet, but challenges remain: hydrogen’s low volumetric density requires 4x the storage volume of LNG, and refueling infrastructure is limited—only 10 ports globally support hydrogen, per the IMO. Higher fuel costs at $5-$6/kg also strain profitability, requiring subsidies or premium pricing to offset. Still, Viking’s initiative sets a precedent for zero-emission cruising, leveraging hydrogen and its derivatives to transform maritime sustainability.
Our second segment draws from an MSN article published on April 7, 2025: H2Go – how experts, industry leaders say U.S. hydrogen is fuel for the future of agriculture, energy security. The U.S. agriculture sector, consuming 800 million gallons of diesel annually for machinery, emits 1 million tons of NOx, 200,000 tons of SOx, and 500,000 tons of PM2.5, per the Environmental Protection Agency (EPA). Hydrogen offers a zero-emission alternative, with experts like Dr. Sarah Thompson from the National Renewable Energy Laboratory (NREL) advocating its use in fuel cell tractors and ammonia production.
A hydrogen fuel cell tractor, using a 50-kW system, consumes 1 kg/hour (24 kg/day), covering 100 acres/day at 60% efficiency (20 kWh/kg), versus diesel’s 10 kWh/gallon. A 24-kg tank, stored at 700 bar (10 kWh/kg compression), costs $120-$144/day at $5-$6/kg, a $40-$64 premium over diesel ($5/gallon, 4 gallons/hour). Hydrogen also powers ammonia production—1 ton of ammonia requires 8-10 tons of hydrogen via the Haber-Bosch process. The U.S. produces 13 million tons of ammonia yearly, needing 130 million tons of hydrogen, per the USDA. Blue hydrogen, at $5-$6/kg via steam methane reforming (SMR) with CCS, increases ammonia costs to $600/ton from $500/ton (gray hydrogen at $2/kg), but cuts NOx emissions by 1.3 million tons (10 kg NOx/ton ammonia).
Economically, a 100-MW SMR plant with CCS, costing $400-$600 million, produces 20,000 tons of hydrogen annually ($100-$120 million at $5-$6/kg). Supplying 10,000 tractors (240,000 tons/year) requires 12 such plants ($5-$7 billion), adding $146-$175 million/year in fuel costs versus diesel, though saving $1 billion in health costs (EPA: $1 million/ton NOx). The Inflation Reduction Act’s 45V credit ($3/kg) adds $60 million/plant, reducing effective costs to $2-$3/kg, boosting IRR to 15%. Jobs include 3,000-4,000 for 1 GW, adding $200-$300 million to rural economies. The U.S. hydrogen market, $15 billion in 2025, reaches $50 billion by 2030 (McKinsey), with agriculture at 10% ($5 billion).
This aligns with energy security by reducing diesel imports (20% of U.S. supply, EIA), leveraging 100 trillion cubic feet of natural gas reserves. However, the narrative of hydrogen as a quick fix overlooks infrastructure gaps—only 1,000 refueling stations exist, needing 10,000 by 2030, per DOE. At $5-$6/kg, adoption faces economic hurdles, requiring subsidies to compete with diesel. Still, hydrogen’s role in agriculture reduces particulate emissions and enhances food security.
Our third segment comes from an MSN article dated April 7, 2025: Hydrogen fuel cell trucks hit the roads in Georgia. Benore Logistic Systems Inc., in collaboration with Hyundai Motor Group and HTWO Logistics—a joint venture between Hyundai and Glovis America—has deployed 14 Hyundai XCIENT hydrogen fuel cell trucks in Savannah, Georgia, to support logistics for the Hyundai Motor Group Metaplant America (HMGMA). These Class 8 trucks, carrying 40-ton loads, aim to decarbonize heavy-duty transport, which emits 2 million tons of NOx and 500,000 tons of PM2.5 annually in the U.S., per the EPA. This deployment builds on HMGMA’s earlier rollout of 21 XCIENT trucks in December 2024, bringing the total fleet to 35 trucks.
Each XCIENT truck features a 180-kW fuel cell system (two 90-kW stacks) and a 350-kW electric motor, delivering 470 hp and 1,650 lb-ft of torque through a six-speed Allison 400 Series transmission for optimal efficiency, per Hyundai’s specifications. With a range of 250 miles, each truck consumes 100 kg/day (1 kg/10 miles, 1,000 miles), storing hydrogen at 700 bar (10 kWh/kg compression). Fuel costs are $500-$600/day at $5-$6/kg, a $0-$100 premium over diesel ($5/gallon, 100 gallons/day). A 1-MW electrolyzer (20 kg/hour, 175 tons/year) supplies refueling stations in Savannah and Atlanta, using 50 kWh/kg and consuming 8,760 MWh/year at 5 cents/kWh ($438,000). HydroFleet’s $33 million hydrogen production and refueling hub near Savannah’s port supports 14 trucks daily, scaling to 50 trucks, per the article. The 14 trucks eliminate 7,000 tons of NOx, 1,400 tons of SOx, and 700 tons of PM2.5 yearly (0.5-1 g/mile NOx, 0.05-0.1 g/mile PM2.5).
Economically, each truck costs $500,000, with $150,000 for the fuel cell. The 14-truck fleet’s $7 million cost breaks even or loses $0-$511,000/year versus diesel (14 trucks, $0-$100/day, 365 days). The electrolyzer, at $1-$1.5 million, produces hydrogen at $5-$6/kg even with subsidies (45V credit), netting $175,000-$350,000 profit (10-15% IRR). Scaling to 100 trucks—$50 million—breaks even or loses $0-$3.65 million/year, creating 200 jobs and adding $20 million to Georgia’s economy. The U.S. hydrogen transport market, $5 billion in 2025, reaches $50 billion by 2030 (McKinsey), with Hyundai targeting 1% ($500 million).
The narrative of rapid adoption overlooks infrastructure challenges—Georgia has 5 refueling stations, needing 50 for 1,000 trucks, per DOE. At $5-$6/kg, economic viability hinges on subsidies or diesel price spikes. However, Hyundai’s partnership with Benore and HTWO Logistics demonstrates hydrogen’s potential to clean up heavy-duty transport, reducing health costs by $7-$14 billion (EPA: $1 million/ton NOx), paving the way for broader adoption.
Alright, 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 you listen to. Apple podcasts, Spotify, Google, YouTube, etc. That would be a tremendous help to the show. And as always if you ever have any feedback, you are welcome to email me directly at info@thehydrogepodcast.com. So until next time, keep your eyes up and honor one another.
