New Zealand’s hydrogen transport sector is quietly shifting gear, with operational truck fleets, dual-fuel innovations, and a fully functional hydrogen refuelling network now in place. Since April 2024, Hiringa Energy’s first four commercial-scale hydrogen refuelling stations have been online, supplying fuel to a growing number of zero-emission heavy vehicles and positioning New Zealand as a testbed for hydrogen mobility across Australasia.
In an exclusive interview with Fleet News Group, Hiringa Energy CEO Andrew Clennett explained that the refuelling network is more than a milestone—it’s a model.
“Our four stations are fully operational, and truck fleets are building around them,” Clennett told Fleet News Group. “They form the backbone of what we call the minimum viable network for heavy transport decarbonisation.”
A Network Built for Trucks, Not Cars
Unlike early hydrogen pilots focused on passenger vehicles, Hiringa’s stations have been designed from the outset for the demands of high-volume, high-pressure truck refuelling. Located in South Auckland, Hamilton, Palmerston North and Tauranga, the stations are strategically placed along major freight corridors and serve the dual purpose of demonstrating commercial feasibility and supporting day-to-day transport operations.
“These aren’t test rigs—they’re production-ready, high-flow stations designed to pump lots and lots of hydrogen,” said Clennett. “They’re built to work for the operator and maximise vehicle uptime.”
Each station integrates smart energy flow management, using the grid and local renewable supply to optimise production, compression and storage. This flexible infrastructure design not only ensures operational reliability but also allows Hiringa to adapt to demand fluctuations—essential for commercial transport applications.
A Growing Fleet of Hydrogen Trucks
The trucks themselves are no longer just concepts. Multiple fuel cell heavy vehicles are now operating in New Zealand, with more on the way.
Hyundai’s XCIENT Fuel Cell trucks—rated up to 40 tonnes GVM—have been the first movers, with two units on the road and five more in the pipeline. In parallel, local firm GBV is developing next-generation 50-tonne trucks using a fuel cell electric powertrain, now configured for B-double operation in high-load applications.
“GBV’s trucks are designed for New Zealand conditions. We’re now rolling out 15–16 of them using two different fuel cell systems,” said Clennett. “They’re entering that real workhorse space and going through serious on-road testing.”
GBV has previously supplied hydrogen buses for Auckland Transport and chase boats for the America’s Cup, showcasing its ability to deliver innovative, real-world hydrogen solutions.
Dual-Fuel: A Practical Path for Legacy Fleets
While new hydrogen trucks are on the way, Clennett sees huge potential in dual-fuel technology for transitioning existing diesel fleets.
“Dual-fuel hydrogen trucks are a game-changer,” he said. “They inject hydrogen into the air intake of an existing diesel engine, offering up to 30–40% diesel displacement.”
This approach is particularly appealing for fleet operators who need to manage capital investment while still demonstrating emissions reductions. Even more promising is the use of dual-fuel systems for stationary applications like irrigation and pumping—where steady-state operations allow for even higher levels of diesel displacement.
“We’re also deploying this tech on our ammonia project in NSW,” said Clennett, referring to the GEGHA project near Moree. “It offers an immediate emissions benefit while preserving operational flexibility.”
Hydrogen Refuelling Lessons for Australia
Hiringa is now using its experience in New Zealand to inform expansion plans for Australia, starting with a hydrogen refuelling network in New South Wales.
“You can’t just have one station,” Clennett explained. “Fleets need flexibility. They need to optimise their assets and respond to customer demands. That means we need a network—not isolated hubs.”
The Australian network will follow a similar model to New Zealand’s, with a focus on high-flow capacity for B-doubles and heavy vehicles, not passenger cars. A small amount of fuel will also be available from the GEGHA plant when it opens in 2027, but the broader plan is to support hydrogen logistics across entire freight corridors.
Clennett also highlighted the value of transitional infrastructure.
“If you run out of hydrogen, the dual-fuel truck just keeps running on diesel. That makes it viable even before the full network is built.”
A Cost Curve That’s Already Moving
Some analysts forecast that hydrogen won’t reach cost parity with diesel until the 2040s—but Clennett disagrees.
“We think parity is achievable before the end of this decade,” he said. “It’s about more than just fuel prices. Diesel isn’t paying all its environmental costs.”
Hiringa’s modelling suggests that the Total Cost of Ownership (TCO) for hydrogen trucks—especially when paired with emissions reduction obligations—will be attractive well before 2030. For companies measuring Scope 3 emissions, transport is one of the most visible and actionable sources of carbon.
“You can only change so many light bulbs,” Clennett noted. “Replacing one diesel truck with hydrogen can have the same impact as swapping 50-150 cars to EVs.”
What’s Next?
More trucks: Additional fuel cell and dual-fuel vehicles are coming online throughout 2025 and 2026.
Expanded capacity: The existing four stations will scale with demand, with more sites under evaluation.
Australian rollout: Hiringa is actively pursuing partnerships and funding to replicate the network across the East Coast of Australia.
Key Takeaways for Fleet Managers
Hiringa’s four-station hydrogen network is fully operational in NZ.
Fuel cell trucks (40–50t GVM) and dual-fuel hybrids are already running commercially.
Dual-fuel allows existing diesel fleets to reduce emissions without full hydrogen dependence.
Hydrogen parity with diesel is forecast before 2030—driven by demand, not subsidies.
A minimum viable network model offers a roadmap for Australian deployment.
As Clennett summed it up:
“Hydrogen transport isn’t a science project anymore. It’s running on the road today—and it’s only going to accelerate from here.”
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