As the European Union mandates hydrogen refuelling stations every 200 km along major transport corridors by 2030 under its Alternative Fuel Infrastructure Regulation (AFIR), Germany’s Mabanaft is positioning itself as a critical player in bridging the infrastructure gap.
The energy firm’s planned hydrogen refuelling station in Lübeck, slated for operation by late 2025, aims to supply up to 50 heavy goods vehicles (HGVs) daily with 2,000 kilograms of hydrogen—a volume equivalent to powering trucks for 800-kilometer journeys, matching diesel’s payload efficiency.
Situated at the junction of the A1 and A20 motorways—a high-traffic freight corridor—the €5.1 million project, partially funded by Germany’s Climate-friendly Commercial Vehicles and Infrastructure (KsNI) programme, underscores public-private alignment on decarbonizing transport. Mabanaft’s existing diesel station at the site will be retrofitted, leveraging proximity to logistics hubs. However, the timeline remains ambitious: construction approvals are pending, with work expected to begin in late 2024.
Hydrogen’s viability for HGVs hinges on refuelling speed and range parity with diesel—factors Mabanaft emphasizes. Yet industry analysts note challenges: current hydrogen prices in Europe average €10–15/kg, nearly triple diesel’s energy-equivalent cost. While KsNI funding mitigates upfront risks, scalability depends on plummeting green hydrogen costs, which the International Energy Agency (IEA) projects could fall 70% by 2050 with renewable energy expansion.
Mabanaft’s multi-fuel strategy, which includes biofuels and e-methanol, reflects pragmatism. “Hydrogen alone won’t decarbonize transport,” admits Volker Ebeling, Mabanaft’s SVP of New Energy. “But for long-haul HGVs, it’s unmatched in minimizing downtime.” The firm’s Swedish subsidiary, PS Energi, already operates two hydrogen stations, with three more funded—a cautious yet growing bet on demand.
AFIR’s 2030 targets are a double-edged sword. While they compel infrastructure development, compliance requires rapid deployment. Germany currently hosts fewer than 200 public hydrogen stations, mostly for cars. Mabanaft’s Lübeck station, operated via subsidiary Staack Pooltankstellen’s 2,000-strong European network (tankpool24), could catalyze cross-border HGV routes. However, Hypion GmbH, the project’s Schleswig-Holstein-based developer, acknowledges hurdles: “Supply chain delays and permitting bottlenecks could derail timelines,” notes Hypion MD Dr. Stefan Rehm.
Critics argue hydrogen’s niche role. A 2023 Fraunhofer study found battery-electric trucks could cover 60% of Europe’s freight routes by 2035, undercutting hydrogen’s cost edge. Mabanaft counters that hydrogen suits high-mileage operators unwilling to sacrifice cargo space for batteries. Still, demand uncertainty persists: only 1,600 hydrogen trucks were operational globally in 2023, per H2 Mobility data.
Mabanaft’s gamble relies on policy tailwinds. Germany’s National Hydrogen Strategy aims for 1,800 MW of electrolyzer capacity by 2030, while the EU’s Renewable Energy Directive (RED III) mandates 42% renewable hydrogen in industry by 2030. Yet without binding HGV adoption quotas, Mabanaft’s infrastructure risks underutilization—a concern muted by Ebeling: “Early movers will shape standards. We’re building readiness for scale.”
Stay updated on the latest in energy! Follow us on LinkedIn, Facebook, and X for real-time news and insights. Don’t miss out on exclusive interviews and webinars—subscribe to our YouTube channel today! Join our community and be part of the conversation shaping the future of energy.
