The hydrogen gap: why infrastructure holds the key
As the UK faces the challenge of decarbonising its heavy-duty fleets, hydrogen remains one of the few realistic zero-emission options for vehicles that need long ranges, minimal downtime and fast refuelling. Amanda Lyne, chair of the Hydrogen Energy Association, examines the current state of hydrogen in road transport and what needs to change For fleet managers tasked with cutting emissions while keeping deliveries, services and operations running on time, hydrogen is no longer a niche technology - it is a practical necessity.
Battery-electric vehicles excel for lighter duty cycles, but HGVs, buses, refuse trucks and high-mileage vans face limits of range, payload and charging time. Hydrogen offers fast refuelling, high power, and reliability, yet the UK's hydrogen infrastructure remains patchy. Why hydrogen matters for heavy fleets
It's clear that not every vehicle can run on batteries alone. For the UK's heavy-duty, high-use operations - supermarket delivery trucks covering hundreds of miles 24/7, refuse lorries working through all weathers, or emergency vehicles that must never be caught short of power - practical zero-emission options are still few. Battery-electric technology is making progress for cars and light vans, but heavier, longer-duty uses are another matter.
Long charging times, reduced cargo capacity due to heavier batteries, limited range and the space needed for depot infrastructure all make full electrification a daunting prospect for many operators. That's why hydrogen needs to be in the mix as a practical solution. Hydrogen-powered vehicles offer rapid refuelling, typical payloads and consistent performance, making them well-suited to demanding daily operating schedules.
Emergency services, construction firms, supermarket logistics and local authority operations all have energy-hungry equipment and minimal downtime. At present, government current stance suggests hydrogen is relevant for "niche" applications. However, for many heavy-duty fleets, at such an early stage in the transition, hydrogen is not considered an optional extra.
It may be the only practical way to achieve zero emissions. Understanding what is needed to make it viable for mainstream operations is now a pressing challenge. The hydrogen picture today
Despite interest, the UK's hydrogen refuelling network remains severely limited. Most operators who might want to trial or deploy hydrogen vehicles simply have few places to fill them. Unlike diesel, which can be refuelled almost anywhere, hydrogen requires an entirely new supply chain - and at present, there are very few places across the country where vehicles can actually be refuelled.
The hydrogen supply chain has four main stages. Production needs to be low-carbon, such as from electrolysis using renewables or reforming with carbon capture, which will then be typically located in industrial clusters with space and a reliable energy source, such as Teesside or the Humber. Hydrogen is then compressed and transported in tankers or tube trailers, usually within 100 miles of the site to keep deliveries viable.
On arrival, it is stored, sometimes further compressed, and dispensed, often chilled, to allow for fast, safe refuelling. Fleets need two complementary types of infrastructure: back-to-base depots, where predictable operations such as refuse collection or bus routes can refuel on site; and public stations along key highways and motorways, supporting long-haul or multi-site logistics operations. Feedback from the Road Haulage Association underlines this: hauliers see the lack of both public and depot-level facilities as a barrier to adopting any zero-emission technology, hydrogen included.
A handful of UK projects show what's possible. HyHAUL, the hydrogen highway initiative, is demonstrating the kind of public-access refuelling points that will be needed along major routes. In London and Crawley, bus depots have been proving that high-volume, back-to-base hydrogen operations can work efficiently, even if they're not open to other fleets.
The Ryze facility at Tyseley, with on-site production and buses as the base load, also allows public access - and therefore represents a more flexible model. Meanwhile, Air Products at Heathrow provides a smaller-scale example for local fleet refuelling. Aberdeen continues to lead with two operational stations and a third due online shortly, alongside a joint venture with BP to deliver a large depot-scale facility.
A publicly accessible site is also expected in Teesside early next year. Beyond these, there are only a handful of very small, private or research installations including one in Wales supporting Riversimple's hydrogen cars and another at Toyota Deeside in North Wales. Compare this to mainland Europe, where hydrogen valleys and regional hubs are being rolled out with coordinated support from EU and regional funds, and we see the problem.
The UK currently has no national plan, no policy framework and no funding mechanism for refuelling beyond the limited Zero Emission Road Freight Demonstrator and ZEHID schemes. Even research and development are hampered, because there simply isn't enough infrastructure to run
real-world trials. Without stations, operators can't buy vehicles.
Without vehicles, investors can't justify stations. For hydrogen to take its place alongside battery-electric as a mainstream zero-emission option, that stalemate will have to break. A hydrogen roadmap If the UK is serious about cutting carbon from heavy-duty transport, hydrogen needs more than words of encouragement - it needs a plan.
The good news is that the changes required are not vast, but they are vital.
Industry groups such as the Hydrogen Energy Association argue that with modest, well-targeted interventions, the government could transform hydrogen from a theoretical option into a practical tool for fleets. The first step is to unlock viability at the depot level. Fleet operators cannot commit to hydrogen vehicles without guaranteed access to fuel, yet the costs of installing on-site storage and trailer-filling infrastructure remain prohibitive.
One immediate fix would be to expand support within the Hydrogen Allocation Round (HAR) programme to include this infrastructure as standard, rather than leaving it to competitive bids. The rules should also be adjusted to allow third-party intermediaries to supply transport users, rather than tying the production solely to directly connected industrial customers. Equally important is ensuring that hydrogen produced under HAR can reach the transport sector at a competitive price.
At present, some contract mechanisms require producers to repay profits if they sell hydrogen for more than a set benchmark - a structure that inadvertently discourages sales into higher-value transport markets. Removing these disincentives would help make hydrogen fuel commercially viable in its early years. Regulatory flexibility could also go a long way.
Relaxing the Renewable Transport Fuel Obligation (RTFO) an alternative route for early-stage support, rules on additionality and real-time matching would give producers more scope to develop low-carbon hydrogen pathways without excessive administrative hurdles. Beyond funding and regulation, strategic direction is also key. This includes having a clear national plan for hydrogen refuelling, with targets for public stations along major freight corridors (similar to the directive across the EU) and support for back-to-base hubs within 100 miles of hydrogen production sites.
Local and regional authorities, too, could be encouraged and funded to develop hydrogen clusters that align with their economic and industrial strengths. Ultimately, early-stage deployment support will be crucial. For operators to invest, hydrogen must be cost-competitive with diesel, at least during the transition period.
Achieving that would not require massive subsidies, just enough to bridge the gap while infrastructure and scale catch up. Hydrogen may not be the answer for every fleet, but for those that move heavy loads, operate around the clock or can't afford long charging times, it's an essential piece of the zero-emission puzzle. With a modest policy push and a coordinated approach, the UK could give hydrogen the foothold it needs and ensure that heavy-duty transport doesn't remain the last sector left running on fossil fuel.
Amanda Lyne is chair of the Hydrogen Energy Association and managing director of ULEMCo.