Hydrogen gains ground as a viable decarbonisation option for heavy construction equipment

According to the initial report, hydrogen appears to be a pretty promising way to decarbonize the heaviest and longest-duty construction machinery, kind of as a complement to battery electrification, especially where grid charging is doable. The construction industry accounts for about 37% of global greenhouse gases when you factor in materials and building operations, and equipment alone makes up roughly 12% of that chunk. Moving heavy plant equipment from diesel to low-carbon options could, therefore, help cut emissions significantly at construction sites and throughout supply chains involved in projects.

Manufacturers and tech providers are exploring two main approaches. One involves pairing hydrogen fuel cells with electric drivetrains, using onboard electrochemical conversion to power electric motors. The other approach uses modified internal combustion engines that burn hydrogen, tailored for its different properties. Both rely on already mature components like high-pressure tanks, fuel-cell stacks, and power electronics, but integrating them into rugged construction cycles, think excavators, loaders, haul trucks, cranes, presents challenges that need addressing.

Major OEMs aren’t just playing around, many are moving beyond concept models to real proof-of-concept setups and even pilot fleets. The report mentions players like Komatsu, Hyundai Construction Equipment, JCB, Liebherr, Hitachi Construction Machinery, Volvo CE, Develon, CNH Industrial, SANY, and Caterpillar, all actively testing hydrogen prototypes. For example, Komatsu has hydrogen fuel-cell excavator proofs of concept, Hyundai showcased their HW155H at Bauma 2025, and JCB is trialing both hydrogen combustion engines for backhoes and Loadalls. Interestingly enough, material-handling forklifts are already seeing early commercial wins with fuel-cell systems, thanks to centralized fleets and predictable duty cycles that make refueling logistics simpler.

Lately, there’s been a flurry of corporate and industrial moves pointing to a broader shift in the supply chain towards hydrogen. Reuters reports that Hyundai Motor is building a big hydrogen fuel-cell and electrolyzer plant in Ulsan, South Korea, targeted to serve passenger cars, buses, trucks, and construction machinery, aiming to be finished by 2027. Bosch, meanwhile, has begun producing electrolyzer parts, aiming to cut costs and scale up production, which is key for supplying low-carbon hydrogen on a large scale. Honda’s expanding its fuel-cell research beyond just cars into trucks, construction equipment, and even buildings, with hopes of reaching cost parity with diesel systems by 2030, according to an AP release.

All these developments sit alongside increased activity from fuel-cell and industrial-gas companies. Firms like Ballard Power Systems, Plug Power, Cummins, and Bloom Energy, along with gas giants like Linde and Air Liquide, are working on stacks, refueling solutions, and distribution networks. The original report also highlights some innovative refueling tech, like Daimler Truck and Linde’s efforts on subcooled liquid hydrogen refueling, as creative solutions for logistics challenges.

Still, despite these technological advances, commercializing hydrogen faces quite a few hurdles. The main issues are cost, the carbon footprint of production, and the availability of refueling infrastructure. Green hydrogen, produced through electrolysis powered by renewable energy, is still more expensive in many markets compared to fossil-fuel-based hydrogen and diesel when you compare energy on an equivalent basis. So, the emissions lifecycle really depend on how the hydrogen is made and what electricity sources are used. As the report notes, only green or low-carbon hydrogen truly offers genuine upstream decarbonization.

Infrastructure is another big sticking point. On-site electrolyzers, mobile refueling trucks, and hub-and-spoke models are being tested at remote or off-grid construction sites, but they all come with higher costs, both capital and operational, and introduce complex permitting and safety requirements related to high-pressure storage. Reuters coverage shows that OEM companies are cautious here: some are ramping up their hydrogen commitments, while others are pulling back. For example, Stellantis announced in July 2025 that they’d stop their hydrogen fuel-cell program for vans, citing the limited refueling infrastructure and the high costs involved. This decision is a good illustration of how inconsistent market signals and policies can influence OEM strategies.

All in all, most industry watchers expect the rollout of hydrogen to happen in stages. The report suggests three phases: in the short term (now to three years), focus will be on pilots, proof-of-concept projects, and niche applications, mostly in urban or specialized sites where higher costs are justified by stricter local emissions standards. The medium term (three to seven years) should see more fleet trials and small-scale commercial use as supply chains develop and costs come down. Finally, beyond seven years, we might see more widespread adoption for the heaviest machinery, especially in regions where low-carbon hydrogen is accessible and refueling networks are well-established.

For contractors and investors in places like the UAE or similar markets, a practical strategy involves a mixed fleet. Use battery and hybrid machines where you can connect to the grid or have reliable site power. Reserve hydrogen for tasks that need long-distance travel, quick refueling, or play out over many hours. Planning fleet transitions should be based on clear cost-of-ownership benefits and the availability of credible low-carbon hydrogen supply. OEMs are already designing modular powerpacks and retrofit options to make switching easier and speed up adoption.

In summary, hydrogen isn’t a one-size-fits-all solution, but it’s increasingly rational and feasible for decarbonizing the heaviest plant equipment. Its technical viability is demonstrated at the prototype and proof-of-concept stages. Commercial success will largely depend on scaling up cheaper, low-carbon hydrogen and creating practical refueling logistics. For now, keeping a close eye on pilot projects, supply chain developments, and regional policies will be key for any construction firm aiming for net-zero targets.

Source: Noah Wire Services