JCB has unveiled the first hydraulic excavator with hydrogen drive. The British manufacturer is betting on fuel cell technology instead of diesel. What sounds like a clean solution on paper raises massive practical questions: Where to refuel? What are the operating costs? And how will Caterpillar, Volvo CE, and Komatsu respond to this move?

What JCB delivers technically

JCB has equipped a 20-ton excavator with a hydrogen fuel cell. The technology completely replaces the diesel engine. Instead of exhaust emissions, the machine produces only water vapor. The manufacturer provides no concrete performance data, no tank range, no refueling time. This is a problem. Without these figures, practical suitability cannot be assessed.

Fuel cells convert hydrogen and oxygen into electrical energy. This powers an electric motor that drives the hydraulics. The technology is fundamentally proven, especially in forklifts and buses. For excavators, it is new. The reason: Excavators require high peak loads at varying speeds. This puts greater stress on fuel cells than steady-state operation.

JCB itself has been producing hydrogen engines since 2020. These burn hydrogen directly in the cylinder, similar to gas trucks. The fuel cell is a different approach. It is more efficient, but also more expensive and prone to failure. Why JCB pursues both paths remains unclear. Possibly the manufacturer is testing which technology can be scaled better.

Infrastructure: The refueling station problem

Refueling with hydrogen is only possible at a few locations today. In Germany, there are around 100 hydrogen refueling stations, most designed for passenger cars. For construction machinery, the infrastructure is completely missing. An excavator is rarely near a city. Mobile refueling solutions exist but are extremely expensive. A tank container for the construction site quickly costs 50,000 euros or more, not including delivery and maintenance.

Anyone betting on hydrogen needs either their own refueling infrastructure or a supplier on site. Both tie up capital and personnel. For large construction sites with multiple machines, this can work. For smaller operators, it is uneconomical. Most construction companies have neither the budget nor the logistics for it.

By comparison: An electric excavator charges at any high-voltage outlet. Mobile power generators are standard on many construction sites. Hydrogen, on the other hand, requires completely new infrastructure. This significantly delays implementation.

Costs: Acquisition and operation compared

JCB does not state a price for the hydrogen excavator. Benchmarks from other industries suggest: Fuel cell technology costs two to three times as much as a diesel unit. A 20-ton crawler excavator costs from 150,000 euros today. With hydrogen drive, 300,000 to 400,000 euros would be realistic. That is more than twice as much.

Then there are operating costs. Hydrogen currently costs between 10 and 15 euros per kilogram. An excavator consumes 5 to 8 kilograms per operating hour depending on use. This results in fuel costs of 50 to 120 euros per hour. Diesel currently costs about 1.50 euros per liter. A comparable excavator consumes 15 to 20 liters per hour. That is 22 to 30 euros in fuel costs. Hydrogen is thus three to four times more expensive to operate.

Amortization is barely feasible. Even with subsidies, there remains a massive cost disadvantage. Only if the CO₂ price rises significantly or hydrogen becomes much cheaper will the calculation change. Neither is foreseeable at the moment.

Storage: Space and safety on the construction site

Hydrogen is stored at 700 bar pressure. The tanks are heavy and bulky. A 20-ton excavator requires at least 10 to 15 kilograms of hydrogen for a working day. This corresponds to several large pressure tanks. These must be installed crash-safe, which adds weight. Every kilogram of tank reduces payload or requires a more powerful crawler chassis.

On the construction site, pressure tanks are a safety risk. Hydrogen is highly flammable. Leaks are difficult to detect because the gas is colorless and odorless. Special sensors and emergency shutoffs are required. This increases complexity and maintenance costs.

Electric excavators face similar challenges with batteries, but these are now standard. Hydrogen tanks are new for construction site teams. Training, permits, and new safety concepts are necessary. That costs time and money.

How the competition positions itself

Caterpillar focuses on battery-electric drives and hybrid solutions. The US conglomerate has announced no hydrogen project for excavators so far. The focus is on hybrid drives and pure electric excavators for downtown construction sites. Caterpillar argues: The infrastructure for electricity is there, for hydrogen it is not.

Volvo CE tests hydrogen only in prototypes for heavy-duty trucks. For excavators, the Swedish manufacturer relies on battery technology. Volvo has several electric excavators in series production, including the ECR25 Electric and EC230 Electric. The machines are running at customers like Skanska and NCC. Hydrogen plays no role here.

Komatsu is developing a hydrogen-powered dump truck for mining. The HD605-11 H2 is scheduled for testing in 2025. But Komatsu too focuses primarily on electric and hybrid technology. The PC138E-11 is an electric crawler excavator for downtown projects. Hydrogen remains a niche.

Liebherr researches hydrogen engines for large equipment, especially for cranes and heavy wheel loaders. There are no concrete plans for excavators. Liebherr openly states: Hydrogen only makes sense when refueling stations are available nationwide.

Where hydrogen could make sense

Hydrogen is not a universal solution, but interesting for specific applications. Large construction sites with long operating times and high utilization benefit from fast refueling. An electric excavator requires several hours for a full charge. Hydrogen refuels in 10 to 15 minutes. This reduces downtime.

Projects with strict emission requirements are another field. Downtown construction sites, tunnel construction, or work in enclosed spaces demand zero emissions. Here hydrogen competes directly with electric excavators. The advantage: No heavy battery pack, greater range. The disadvantage: The refueling logistics.

Hydrogen could also work for specialized applications like mining or quarries. There, machines run 24/7, diesel emissions burden people and the environment. On-site hydrogen production is conceivable, for example with renewable electricity from wind farms. This reduces transport costs and makes operations more independent.

Subsidies and regulatory pressure

The EU is planning stricter CO₂ targets for construction machinery from 2030. Manufacturers must reduce fleet emissions. Hydrogen counts as zero-emission technology, provided the hydrogen is produced green. This opens funding opportunities. Germany is providing around 9 billion euros for hydrogen projects through 2026, some of it for commercial vehicles and construction machinery.

Those who invest in hydrogen technology now can benefit from subsidies. Up to 40% of additional costs are eligible for support. This improves economic viability, but is not enough for mass-market viability. Without significantly falling hydrogen prices, the technology remains expensive.

Conclusion: Innovation yes, breakthrough no

JCB shows technical courage with the hydrogen excavator. The technology works, that is proven. But the framework conditions are not right. No refueling stations, high costs, complicated logistics. For the vast majority of construction companies, hydrogen is not an option today.

Electric excavators are cheaper, simpler to operate, and the infrastructure is growing. For small and medium-sized operators, electric drive is the better choice. Hydrogen remains niche technology for major projects and specialized applications. Whether that changes depends on policy decisions and infrastructure investments. Until then, the hydrogen excavator is an exciting pilot project, but not a production machine for the construction site.