As its fuel cell trucks near the end of their California zero-emission port program, Kenworth painted a bright hydrogen future with station expansion and controversial internal combustion.
At a press conference Friday at Kenworth's Kirkland, Washington headquarters, executives first discussed Kenworth's three all-electric trucks before switching to their T680 fuel cell prototype, ten of which have been working at the Ports of Long Beach and Los Angeles under the Shore-to-Store project with Toyota and Shell.
Shell hydrogen and Toyota Mirai fuel cells power T680s.
Kenworth Chief Engineer Joe Adams told reporters that Kenworth's role in the government-funded program is “just now wrapping up” and gave employees “the opportunity over the last two years to drive the trucks, to go down and ride with drivers in the trucks” and experience hydrogen fueling.
Hydrogen tank technology improves range for liquefied hydrogen. Liquified hydrogen requires "extremely low temperature, cryogenic tanks" and "complexity and additional cost," according to Kenworth General Sales manager Stephan Olsen. Low-temperature liquified hydrogen boils off as the tank heats up. CCJ Adams said they do short-haul drayage, moving freight from the port to another location. This technology appeals to the ports because it reduces particulate emissions.
Adams added, “And so this is just a great program that we're completing here this summer.
We're using all that technology to develop our fuel cell strategy. We'll keep thinking about this and working on it, and I think the hydrogen-powered truck market will have some exciting developments.”
Paccar-owned Kenworth is monitoring hydrogen-fueled internal combustion and fuel cells. Together.
Paccar's partner Cummins announced several internal combustion engines, including a 15-liter hydrogen-fueled engine, as part of a 40-year, fuel-agnostic journey to a zero-emission line-up earlier this year.
Fleets should reduce emissions as government regulations tighten and massive investment firms like BlackRock monitor their ESG goals.
European fleets are using hydrogen combustion as the grid strains and electric bills rise.
Adams said Europe prefers hydrogen combustion. “Feeding a Paccar MX engine hydrogen and combusting it.”
Cummins hydrogen engine outperforms all-electric
The California Air Resources Board, which influences national policy, disagrees with European regulators that hydrogen combustion is zero-emission.
“California would tell you if you combust hydrogen you're [producing emissions] because you have oils in the cylinder and other things you're going to burn so it is not zero emissions technically,” Adams said. “In Europe, hydrogen combustion is zero or near-zero emissions.
Adams continued, “And so we've actively partnered with a couple of programs—grants in Europe where we're looking at that technology. We're ready if that market turns. If that region chooses hydrogen and North America another, we're ready.
Paccar announced a Cummins X15N natural gas engine for Kenworth and Peterbilt trucks this week, but no hydrogen engine.
Fuel cell infrastructure supports growth.
Kenworth's zero-emission website doesn't list fuel cell trucks. The T680 FCEV, shown below the all-electric T680E, K370E, and K270E, is coming soon.
The FCEV has four-speed transmission and driveshaft, while the T680E has two-speed electric axles (shown above).
CCJ
“We're targeting 2025 for availability,” said Kenworth General Sales Manager Stephan Olsen.
Kenworth's T680 FCEV's zero-emissions, faster fuel times, and greater range than all-electric have made it popular.
At Friday's press conference, a slide showed a T680 FCEV with a 300-mile range compared to the all-electric T680E's 150 miles. Another slide showed the T680 FCEV's 500-mile range with hydrogen storage.
Adams said Shell's truck stations fill the T680 FCEV in 15 minutes, like diesel. Range and refill speed increase.
“It's amazing how many ask, 'Hey, can I see the truck still?'” "Adams" “The product is still in demand...we're continuing to gain interest in the technology and show people what we can do with hydrogen and the fuel cell.”
Government funding, including President Joe Biden's Tuesday Inflation Reduction Act, will boost fuel cell and infrastructure development. Ten-year hydrogen production incentives.
“Essentially what [the Department of Energy] wants to do is put a lot of funding towards making hydrogen become the new fuel because you can use it not just for the heavy-duty market, but also in automotive and use it to generate energy for buildings,” said Kenworth Zero Emissions Sales Manager Alec Cervenka. It's a "wonder fuel" because it does everything.
Cervenka said states can add hydrogen stations. DOE says California has all 48 U.S. hydrogen stations.
"While government agencies, non-profits, and fleets have supported the T680 FCEV, "I brought a hydrogen and battery electric book back from ACT Expo," said Kenworth director of marketing Jamin Swazo. Some businesses are betting on hydrogen. We're ready to serve both ways." CCJ Cervenka ordered states to submit hydrogen network grant proposals.
"In the past two months, I've helped submit probably 15 different applications for different hydrogen hubs across North America," Cervenka said.
If they choose I-5 as the first hydrogen corridor, it will be interesting to see how these hubs grow.
Cervenka said the DOE may expand hydrogen stations along I-5 in California from Mexico to British Columbia.
“The East Coast will have one too,” Cervenka said. “Then Texas and I-80 will be the next big hydrogen hubs.”
Olsen told reporters that emission-cutting fleets need different powertrain technologies. Kenworth's T680E, K370E, and K270E electric trucks are 200-mile models, while their fuel cell models are 500 miles.
Olsen said Paccar is ready for all-electric, fuel cell, or hydrogen fleets.
Olsen said Paccar has North American expertise building hydrogen fuel cell technology. If that works in Europe, we can export it. If successful, we'll bring Europe's hydrogen combustion technology to North America.
