German research highlights promise of fuel cell HGVs with road-ready prototype

German research highlights promise of fuel cell HGVs with road-ready prototype

trans.info — 2025-09-23

Land transportation

Researchers in Germany say fuel cell HGVs could become a viable option for European hauliers, and have now put their own prototype on the road after receiving official approval.

Hydrogen lorries can deliver ranges of up to 1,000 km and refuel in minutes, but operators face higher costs and limited access to filling stations across Europe, according to new research from RWTH Aachen University.

The research, published in Transportation Research Interdisciplinary Perspectives, examined all hydrogen-powered trucks available or announced on the European market by early 2024 and compared them with selected battery-electric models. It found that while hydrogen vehicles offer longer ranges and shorter refuelling times, they remain significantly more expensive to buy and operate.

“Neither fuel cell nor battery-electric trucks are a universal solution,” said PEM Director Professor Achim Kampker. “Their respective economic efficiency depends heavily on the application profile, the existing infrastructure, and the degree of technological maturity.”

At the same time, the university has announced that its own prototype fuel cell truck has received official road approval. The vehicle was developed under the German government-funded SeLv project, which received nearly €17 million in federal support.

Prototype fuel cell truck gains road approval

The SeLv truck will be showcased at the NUFAM trade fair in Karlsruhe from 25 to 28 September before entering a phase of real-world testing. Uniquely, the truck will travel to the event under its own power rather than being transported, giving visitors a first-hand demonstration of its capabilities.

The vehicle has already completed performance trials covering braking, electromagnetic compatibility and hill-climbing ability. Its design is based on a modular powertrain concept, allowing different combinations of fuel cells, batteries and electric drive units to be integrated depending on operational requirements. The aim is to create a flexible “kit” that can be adapted to different truck types and use cases.

Professor Achim Kampker, Director of PEM, said the approval demonstrates that “innovative approaches can be brought from research prototypes to practical suitability and ultimately to series production in a short period of time.”

Following NUFAM, the prototype will begin road trials and will also be presented to several industrial companies. In addition, it will be used to transport a container showcasing PEM’s research in areas such as battery systems, electric motors and hydrogen technologies, including methods for recycling and integrating them into heavy-duty vehicles.

Where hydrogen trucks outperform batteries

According to the study by the RWTH Aachen University, hydrogen’s higher energy density makes fuel cell trucks more suitable for long-distance transport than batteries. Some next-generation models promise ranges of up to 1,000 km. Refuelling takes only minutes, compared to an hour or more for battery charging, giving FCETs an operational advantage on high-mileage routes.

In contrast, battery-electric trucks are more cost-effective for regional and return-to-depot operations, where predictable charging is possible and range requirements are lower.

High vehicle and fuel costs limit uptake

The study’s total cost of ownership (TCO) analysis found that both the upfront investment (CAPEX) and operating costs (OPEX) of hydrogen trucks exceed those of battery-electric and diesel vehicles.

• Vehicle purchase costs: FCETs require expensive fuel cell systems and hydrogen storage tanks, making initial prices far higher than BEVs.
• Operating costs: Hydrogen consumption dominates OPEX. While BEV operators in Germany pay an average electricity price of €0.27/kWh, hydrogen refuelling costs average €9–12/kg. This means that per 100 km, a fuel cell truck can be considerably more expensive to run than a comparable BEV.
• Break-even scenarios: For very high-mileage long-haul operations, efficiency gains can offset the high fuel costs. In simulations, some FCETs only became competitive after 300,000 km or more of operation — a significant hurdle for fleet operators.

“Over longer distances, the operating costs of fuel cell trucks are now approaching those of battery-powered electric trucks, but they remain higher, mainly due to the high price of hydrogen,” said study author Maximilian Bayerlein.

Sparse and fragile refuelling network

Infrastructure is another barrier. As of 2024, Europe had just over 250 hydrogen refuelling stations, concentrated in Germany, the Benelux countries and Switzerland. But large gaps remain: the nearest station to Paris is about 280 km away. Most stations also operate with a single nozzle, meaning that technical failures can halt operations entirely.

This creates two distinct operating models:

• Depot-based operations, where trucks return to a central base with its own refuelling point. This is currently the most viable use case for FCETs.
• Charter or open-route operations, which rely on public stations and remain much riskier due to long distances between sites and lack of redundancy.

The study highlights the importance of digitalised refuelling infrastructure. Real-time information on station availability, hydrogen quality and outages will be necessary for hauliers to plan routes reliably.

Next generation trucks on the horizon

Several new FCET models are due to launch later this decade, including Daimler Truck’s GenH2 with liquid hydrogen storage and a 1,000 km range, and Volvo Trucks’ first fuel cell model. These vehicles are expected to be more efficient and better suited for long-haul operations.

For now, however, fuel cell trucks face a “chicken-and-egg” problem: high purchase costs and fuel prices discourage fleet uptake, while low demand makes it harder for manufacturers and infrastructure providers to bring costs down.

The authors conclude that large-scale adoption will depend on policy intervention, including subsidies, toll reductions, and mandatory infrastructure roll-out under the EU’s Alternative Fuels Infrastructure Regulation (AFIR).