Interesting start - but it looks a little old and as a Shell production ... well (oil). And it's a little old.

Anyway, yes, hydrogen is useful for certain situations as a fuel, probably to be used in a fuel cell to power electric traction though it can be burned in a conventional engine. The main benefits with hydrogen are range and refill speed; battery HD trucks (other than Tesla) generally have ranges of 150-250 miles, and are useful mainly for local trips. Nikola keeps saying it's about to produce over-the-road fuel cell trucks with 500+ mile range (similar to diesel HD trucks), and that it'll provide the fuel too via solar-powered electrolysis stations on major truck routes (reducing the need to haul it to distribution points in diesel trucks from natural gas conversion plants). Hydrogen refueling, of course, is relatively quick - maybe 15-30 minutes, comparable to a conventional truck stop, and that's a major selling point. Battery charging, especially with a battery big enough for real range in a heavy truck, takes a lot longer, so the presumption is that for a private truck line the whole Tesla tractor would be changed at each stop and the incoming rolled away for recharging.

Moving to a rail viewpoint, the Germans have at least one passenger branchline running fuel-cell powered EMU trains, with solar-powered electrolysis stations to make the hydrogen. That's clean, but expensive; it would be more cost-effective and energy-efficient to charge batteries with the power. But, as with the trucks, large-capacity batteries can't charge quickly, while hydrogen can be refilled quickly. Makes sense operationally, with a big budget, if there's not a big enough budget or traffic volume to justify hanging wire and using conventional EMUs. The alternative, with battery-powered EMUs, might be to have enough spare trains being charged that an entire trainset is always available to exchange for an incoming one at the "home base" during a working day - also not very cost effective.

Whether with hydrogen or batteries, the storage medium (the battery or the fuel system) will need to be replaced every 5-10 years. Batteries wear out, especially if fast-charged all the time, and can't be expected to last more than 10 years with an acceptable amount of degradation. Hydrogen, of course, is really hard on tank and fuel system materials, which have to be replaced at least every 10 years for safety. EMUs I've seen with a fuel cell option are designed with a very modular fuel and power system, not only for manufacturing ease but also for ease of replacement in use, since the vehicle itself will usually last 20-30 years in service but the power supply won't.

CATL (major Chinese battery maker) recently announced commercial availability of a "million-mile battery" for EVs. None have been delivered yet, but the technology for that is well known. The other big EV battery makers (existing or comming Real Soon Now - Tesla, LG, Panasonic, VW among others) have all announced that they have such things in the pipeline. With something like that, as long as it isn't too big and heavy and expensive (CATL says it'll charge about 10% more than its standard EV batteries), batteries could push farther into fuel cell territory. We'll see how that develops over the next few years.