Germany’s hydrogen refueling station (HRS) network has undergone significant shrinkage in 2025–2026, primarily due to chronically low utilization, high operating costs, and a strategic pivot by operators from passenger cars to commercial heavy-duty vehicles (trucks and buses).

H2 Mobility (Europe’s largest operator) reports around 50 publicly accessible stations remaining, down from over 80 two years ago and a peak of roughly 100–105 stations.

Earlier estimates in 2025 put the network at ~72 stations before further cuts.

This represents a net loss of dozens of stations through 2025, with a net loss of 31 stations in one reported year despite a handful of new openings.

Germany continues to support hydrogen via new funding schemes in 2026 for truck-focused stations and H2 trucks (applications open into mid-2026). However, critics point to this as continued subsidy of underperforming technology while battery-electric options advance faster for many applications.

Bielefeld, Germany, has idled its fleet of seven hydrogen-powered garbage (refuse) trucks due to the lack of viable refueling infrastructure. This case, widely reported in early 2026, highlights ongoing practical challenges with small-scale hydrogen deployments for municipal vehicles.

Seven trucks, total cost around €7 million (roughly €1 million per vehicle). Heavy public subsidies covered up to 90% of the premium over conventional/diesel equivalents (federal funds contributed ~€5 million total). The first truck entered service around 2021, with the rest added later.

The primary refueling station in Rheda-Wiedenbrück (~40 km away, 80 km round trip) closed at the end of 2025 as part of a broader wave of hydrogen station closures in Germany due to low utilization.

Bielefeld has a hydrogen station at the waste incineration plant, but it was funded under a program restricted to public passenger transport (e.g., buses). Bureaucratic rules prevent the garbage trucks from using it.

Trucks have a nominal range of ~300 km. The previous 80 km round trip already consumed a significant portion of that; alternatives (e.g., to Münster) would require 180+ km round trips, leaving little operational range and making daily routes impractical.

Even before the station closure, the trucks reportedly suffered high downtime in 2025 (out of service nearly half the time) due to maintenance and reliability issues typical of low-volume specialized vehicles.

Germany’s H2 network shrinkage:

Dozens of public hydrogen stations have closed or are closing due to low customer numbers, especially for passenger vehicles. Operators are trying to pivot to heavy-duty/truck-focused stations, but progress is slow.

Policy and economics:

This exemplifies “pilot project” pitfalls — high upfront subsidies for vehicles without guaranteed, flexible infrastructure. Battery-electric refuse trucks are increasingly preferred by many municipalities for simpler depot charging, lower operating costs, and better maturity for urban stop-start cycles.

Defenders’ view:

Early hydrogen projects are learning experiences; Germany continues new funding (e.g., €220 million announced for H2 trucks and stations in 2026). Proponents argue hydrogen suits high-duty, long-range applications if scaled properly.

Infrastructure fragility and regulatory silos can strand even heavily subsidized “green” assets.

While hydrogen may have a role in certain heavy-duty niches, cases like Bielefeld demonstrate why many fleets are shifting toward battery-electric solutions for practicality and cost-effectiveness in municipal waste collection.

The trucks remain parked as authorities explore options, including potential station modifications.