In the realm of long-haul trucking, a technological crossroads has emerged: the divide between hydrogen-powered and battery-electric trucks. As the industry grapples with stringent emissions regulations, particularly in California, truckers are starting to embrace hydrogen for zero-emission technology.
Companies like Nikola and traditional manufacturers are investing in hydrogen technology, aiming to overcome infrastructure challenges and meet growing demand.
The Shift to Hydrogen-Powered Trucks
Many truckers are shifting focus towards electric technology adapted for 18-wheelers. But there’s a clear divide between those favouring battery-cell rigs commonly used in electric cars and those considering hydrogen as the best solution for zero-emission technology, particularly for long-haul trips.
Supporters of hydrogen believe it offers advantages for long trips and quicker refuelling compared to battery technology. Hydrogen trucks can carry heavier loads since they don’t require large batteries.
However, hydrogen fuel cell vehicle, also called FCEV, and infrastructure are not as developed as battery-electric trucks, and strict regulations are pressuring truck operators.
Starting January 1, California will mandate that trucks visiting the state’s seaports be zero-emission vehicles. The state also plans to increase the use of clean fuels, aiming to phase out diesel over the next decades.
These stringent rules on diesel trucks are among the toughest in the country, and other states might adopt similar regulations based on California’s lead.
The upcoming regulations have caused a surge in diesel truck purchases as carriers seek to expand their fleets before the restrictions come into effect. Truckers are also investing in zero-emission vehicles, although they come at a high cost, almost triple a diesel truck’s price.
These purchases are supported by grants from California and local agencies but hinge on the promise of future infrastructure development.
Battery-electric trucks are already in operation in California, with over a dozen companies transporting freight using these vehicles. However, hydrogen-powered trucks are just starting to enter the market in the state, and hydrogen-fueling stations are lagging behind battery-electric infrastructure.
Globally, China has the most hydrogen fuel network at around 250 while the U.S. only has a little over 50 stations, mostly in California.

Truckers find battery-electric trucks suitable for short trips between ports, rail yards, and warehouses. Yet, for longer journeys of 100 miles or more, they consider these trucks less practical due to limited battery range and lengthy recharging times.
Currently, battery-electric heavy-duty trucks can travel around 300 miles and take hours to recharge. Some truckers report getting just over 150 miles between charges.
In contrast, hydrogen trucks boast a range of up to 500 miles and refuel in about 30 minutes. They are also lighter than battery-electric rigs, enabling heavier loads.
While Nikola leads in hydrogen-truck technology, traditional manufacturers like Kenworth, Hyundai Motor, and Volvo Trucks are also working on developing hydrogen fuel-cell big rigs.
In July, Nikola received a $41.9 million grant under the Trade Corridor Enhancement Program (TCEP) to build 6 heavy-duty hydrogen refueling stations across Southern California through its HYLA brand.
Each hydrogen refueling station is designed to support and scale up the growth of heavy-duty commercial hydrogen refueling needs. Nikola also reached a milestone of sales orders for its hydrogen fuel cell electric trucks, reflecting a growing industry trend.
Hydrogen Holds The Promise of a Sustainable Energy
Napa-based trucking firm Biagi Bros recently trialed a hydrogen-powered Nikola truck for two months. Gregg Stumbaugh, their corporate equipment director, noted that due to the truck’s extended range and rapid refueling, their drivers accomplished twice the work compared to battery-electric trucks.
California’s regulations mandate that 10% of Biagi Bros’ 230-truck fleet must be emission-free by 2027. Stumbaugh expects most of their zero-emission trucks bought before then, including the upcoming 10 Nikola trucks to be run by hydrogen fuel.
He emphasized the quick refueling time as a significant advantage over battery-electric options.
Nikola’s CEO, Steve Girsky, aims to establish nine public fueling sites in California by mid-2024, a combination of the company’s HYLA brand and third-party providers.
They’re collaborating with Voltera to set up 50 Hyla hydrogen-fueling stations across key trucking routes in the next five years. Their goal is to “make sure there’s a supply of hydrogen everywhere there’s customers”, said Nikola’s CEO Steve Girsky.
While hydrogen refueling is faster, it remains expensive due to the limited fuel market.
Hyzon Motors‘ CEO, Parker Meeks, mentioned hydrogen’s cost being 2-4x higher per gallon than diesel. But as hydrogen becomes more prevalent, its price would decline in the next 3 years.
Meanwhile, McKinsey & Company estimated that the total hydrogen production capacity announced by companies by 2030 rose by 40% as shown below.

For Tennessee-based IMC, investing in hydrogen trucks is a necessity. The company operates regular round trips of about 300 miles between ports and warehouses. These are areas where battery-electric vehicles fall short due to range limitations.
The adoption of hydrogen-powered trucks in California is still in its initial stages. And hydrogen-fueling stations lag significantly behind those supporting battery-electric vehicles.
However, as the recent developments in the hydrogen market show, a revolution is unfolding where hydrogen seems to hold the promise of a sustainable energy transition.
The post Truck Companies Are Shifting to Hydrogen Fuel for Long-Haul Trips appeared first on Carbon Credits.
Carbon Footprint
Want a simpler way to buy carbon credits? Discover our carbon marketplace
Most businesses that decide to act on their net-zero targets reach the same point of friction. Buying carbon credits has meant tracking down brokers, sitting through sales calls, and requesting a quote just to learn a price, sometimes with limited proof of what you are buying.
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Carbon Footprint
Climate-Linked Supply Chain Risk Is Already in Your P&L
The earnings calls that quietly reframed climate from sustainability question to operating risk.
Three earnings calls in the last 18 months tell the story without any help from a press release.
Hershey, May 2024: cocoa price exposure compresses margin, and the company attributes part of the cost shock to West African weather. Olam, July 2024: coffee climate exposure quantified in the annual report. JBS, January 2025: supply chain climate disclosures expanded materially in response to investor pressure and regulatory expectation. None of these companies issued the announcement as climate news. They issued it as financial news. The climate-linked supply chain risk did not arrive with a sustainability framing; it arrived as a P&L line.
You are probably reading this article because you suspect the same thing is happening to your business. This piece walks through what is showing up on which earnings calls, how procurement and finance leaders are quantifying the exposure, and what serious corporates are doing about it before the regulator asks.
Where climate risk has already appeared in earnings
The pattern is consistent across resource-intensive sectors. A weather event compresses supply, the price spikes, the cost flows through the income statement, and the analyst on the call asks whether the event is anomalous or structural. Increasingly, the honest answer is the second one.
Cocoa is the cleanest example. The 2023 to 2024 West African harvest fell sharply on the back of erratic rainfall and disease. Cocoa futures more than tripled. Companies with concentrated West African sourcing absorbed the cost; companies with diversified sourcing absorbed less. The exposure was not climate as ESG topic. It was climate as cost of goods.
Coffee follows the same pattern. Brazilian and Vietnamese harvests have moved on weather more sharply across the last several seasons. Roasters with long-tenor supplier relationships and origin diversification have managed the volatility; roasters with spot-market exposure have not. Wheat, sugar, palm oil, beef: the same dynamic in different commodities, a pattern the IPCC AR6 Working Group II report projects will intensify across agricultural systems through mid-century.
What this means: climate risk is no longer a footnote in the 10-K. It is a line item the CFO has to explain on the call.
The three commodity exposures that hit margin first
For most companies with material Scope 3 exposure, three exposures dominate the near-term P&L risk.
- Concentrated single-origin sourcing in a climate-vulnerable region. If your tier-one supply for any material commodity sits in one geography, you have a concentration risk that climate amplifies. Diversification across origins is the obvious hedge, but it takes years to build and requires relationships you cannot acquire by tender.
- Supplier financial fragility under climate stress. Smallholder farmers, who supply a large share of the global cocoa, coffee, and palm oil market, do not carry the balance sheets to absorb yield shocks. When yields collapse, they exit. When they exit, your supply base shrinks, and the surviving suppliers raise prices. The risk is structural, not cyclical.
- Logistics and storage exposure to extreme weather. Hurricane disruptions to Gulf shipping, drought-driven Panama Canal restrictions, flooding in European inland waterways: each of these has moved input costs in the last three years, a pattern documented in Munich Re’s natural catastrophe data. The exposure shows up as a one-quarter event in the financial press but accumulates over time on the cost line.
TCFD and ISSB disclosure changes
The disclosure architecture has now caught up with the risk. The Task Force on Climate-related Financial Disclosures, whose recommendations are now embedded in the ISSB’s IFRS S2 climate standard, requires companies to disclose climate-related risks across physical and transition categories, with quantification where possible.
For physical risk specifically (the climate-linked supply chain risk you are reading about), the disclosure must address both acute exposures (extreme weather events) and chronic exposures (gradual changes in temperature, precipitation, and growing seasons). The disclosure must address the time horizon over which the risk is material, the parts of the value chain exposed, and the financial impact under different scenarios.
The CSRD imposes similar requirements under European law, with double materiality (both financial and impact materiality) embedded in the assessment. The practical effect: your auditors and your investor relations team now need a defensible answer to the climate-linked supply chain risk question, and the answer needs to be quantified.
What procurement and finance can do now
Three actions matter near-term.
Map your exposure. Most companies do not have a clear view of which tier-one and tier-two suppliers sit in which climate-vulnerable geographies. Without the map, you cannot quantify the risk, and without the quantification, you cannot disclose it credibly. The map is the foundation, and World Resources Institute climate risk research provides useful public tooling to start.
Diversify and deepen, in that order. Diversification across origins reduces concentration risk, but the deeper move is to invest in the resilience of the suppliers you already have. Regenerative practices, agroforestry, soil health interventions: these reduce yield volatility under climate stress and protect your input cost trajectory.
Embed the climate spend inside procurement, not outside it. Treating climate risk as a sustainability cost line subordinates it to the ESG budget. Treating it as a procurement and resilience investment puts it in the budget that matters, which is the cost-of-goods budget that the CFO defends quarterly.
Nature-based supply chain investments are the asset class designed for exactly this purpose. They sit inside the value chain, they reduce climate-linked supply risk, they generate verifiable Scope 3 reductions, and they produce the documentation an auditor and a regulator can both test.
If you are quantifying climate-linked supply chain risk in advance of the next earnings cycle or the next disclosure period, the carbon and sustainability experts at Carbon Credit Capital can help you map your exposure and structure a Dual-Value Model response that addresses reduction, resilience, and disclosure-readiness in a single program. Schedule a consultation.
Carbon Footprint
Where should an SME start with a carbon action plan?
More and more small and medium-sized businesses are hearing the same question from their larger customers: What is your carbon footprint? That question now travels down entire supply chains, and it arrives next to tender requirements, certification criteria, and rising customer expectations.
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