It’s another “never give up, never surrender” moment for stakeholders in the fuel cell truck field, with Germany being the focus of attention this time around. Last week, Toyota leaked word that Daimler Truck AG, Volvo Group, and other A-listers in the fuel cell space will announce a major new inter-industry collaboration in Germany during the IAA Transportation event in Hanover on September 15. So, what’s up with fuel cell trucks?
What’s Up With Fuel Cell Trucks?
What’s up, indeed? Battery-electric trucks have enjoyed a long head start on zero emission freight hauling, highlighted in recent weeks by positive reviews for Tesla’s Semi Class 8 truck. In addition, an EV battery-swapping industry is emerging in the freight hauling field, alleviating concerns over long charging times for battery electric trucks.
Still, with legally binding decarbonization goals looming ahead, the climate crisis rising, Russia savaging its way through Ukraine, and fossil fuel prices skyrocketing on the heels of US President Donald Trump’s war in Iran, policy makers in Europe are scrambling for alternative fixes and new supply chains.
In that context, fuel cell trucks represent a potential option that can help Europe release itself from over-dependence on both Russian and US fossil fuel supply chains, while taking advantage of existing seaport facilities and forging new alliances.
Last week the leading European energy firm Uniper, for example, announced the completion of Phase I in its plans for a new import terminal at Wilhelmshaven, the third-largest seaport in Germany and the country’s only deep-water port. “The requested capacities resulted in a level of capacity reservations which enable Uniper to continue the development of the terminal,” Uniper reported on September 4.
The plan is to import liquid ammonia as an economical transportation medium for hydrogen gas, which will be rendered out at a “cracker” on site. The ammonia-to-hydrogen idea has been floating around for the past 10 years or more, and Uniper is among those ready to scale up. “The modular setup of the terminal allows for an initial import capacity which might be expanded to a maximum annual throughput of 2.6 million tons of ammonia (corresponding to around 350,000 tons of hydrogen),” Uniper elaborates.
As for where the ammonia will come from, that’s a good question. Earlier this year Uniper signed an offtake agreement with India-based AM Green for the purchase of up to 500,000 tons of green ammonia per year, indicating that the wheels are in motion to support India’s ambitious green hydrogen plans. Unlike conventional hydrogen sourced from natural gas, green hydrogen is “split” from water by electricity, with the current ideally supplied by wind, solar, and other renewable resources. Among other chemicals, green hydrogen supplies the building blocks for green ammonia (see lots more green hydrogen background here).
What’s Up With Fuel Cell Trucks (And Buses, Too)
With all this in mind, on September 3 Toyota revved up its PR machine to pitch the forthcoming fuel cell truck collaboration in Germany, which includes Bosch, Air Liquide, TotalEnergies, TEAL Mobility, MB Energy, and others alongside Daimler, Volvo, and Toyota.
The aim is a “comprehensive hydrogen ecosystem that complements battery-electric solutions,” indicating a focus on the heavy duty freight hauling sector.
While details on the September 15 announcement will have to wait until September 15, Toyota also took the opportunity to promote its “KINTO” venture. “In Europe, TME launched the KINTO mobility brand which offers a range of mobility services in 20 countries, and is growing its business-to-business sales of fuel cell products and engineering support,” the automaker explained, adding that its fuel cell business extends to trains, watercraft, and stationary applications as well as passenger cars, buses, and trucks.
Hmmm…the passenger car idea definitely did not fly here in the US, where Toyota has been struggling, and failing, to break through with its Mirai fuel cell car. Somewhat ironically, the automaker is finally eyeballing more success with its newfound interest in 100% battery-electric cars for the US market.
The focus on fuel cell buses is also of interest, though from another perspective with the experience of New York offering a cautionary tale. Over the summer, New York State Comptroller Thomas DiNapoli released a report on the Metropolitan Transportation Authority, in which he describes serious shortcomings in the MTA’s plans for converting its existing fleet of 5,700 buses to battery power by 2040. Alongside technology burps and hiccups in the transition from fossil fuel to batteries, the report notes that MTA relied on a single manufacturer to deliver the goods.
All else being equal, a fuel cell alternative could inject a measure of healthy competition into the zero emission bus market in the US, providing the MTA and other transit agencies with a route to decarbonization that deploys diverse, complementary technologies.
In that regard, keep an eye on the Victor Valley Transit Authority in California, which has just begun introducing 13 hydrogen fuel cell electric buses to its zero emission fleet. “VVTA’s hydrogen program builds upon the agency’s previous investment in zero-emission transportation, including the introduction of battery-electric buses beginning in 2019,” VVTA explains.
“Incorporating hydrogen fuel cell technology provides VVTA with another zero-emission option designed to meet the demanding range and operational requirements of its expansive service area,” VVTA emphasizes.
More Fuel Cell Trucks For The USA
Circling back around to Toyota, the company has jumped the gun on the September 15 announcement in more ways than one. On September 7, Toyota also announced that it will supply 40 fuel cell systems in support of a new partnership with the Swedish truck maker Scania.
The arrangement falls under Scania’s “Pilot Partner” program, aimed at evaluating fuel cells and other sustainability-focused options in real world conditions. “The vehicles will be equipped with Toyota’s latest third-generation fuel cell system, which delivers 300 kW of power in a highly compact design for heavy-duty applications and a wide range of other use cases,” Toyota notes.
Meanwhile, over here in the US, hydrogen stakeholders are still holding out hope for fuel cell trucks. One particularly interesting development has surfaced in the Pacific Northwest, where green hydrogen and e-fuels are in play under the banner of H2MI, the Hydrogen Mobility Initiative. H2MI has tasked itself with building out the hydrogen fuel station network in Oregon and Washington State, with an eye on connections to California and British Columbia in Canada.
Might as well add Mexico to the list. Last week a consortium of West Coast stakeholders introduced the new BC2BC zero emission freight corridor on 1-5, connecting all three West Coast states with Baja California in Mexico along with British Columbia. The initial focus includes 20 EV charging stations and three hydrogen stations for fuel cell trucks.
“Washington recently opened applications for WAZIP, the state’s zero-emission infrastructure program, and Class 8 funding was claimed almost immediately – an early signal of the demand already sitting behind heavy-duty hydrogen trucks,” notes the firm Hyroad Energy, which recently joined the Steering Committee of H2MI.
Photo: The Swedish truck maker Scania is trialing 40 hydrogen fuel cell trucks in partnership with Toyota, as policy makers in Europe continue to pursue fuel cell pathways to decarbonize the freight hauling industry (cropped, courtesy of Scania/Toyota).
