This report summarizes the results of literature reviews, surveys and analyses performed to evaluate the potential of hydrogen-fueled vehicles to be an economically viable transportation alternative. Five existing and important drivers of expanding hydrogen-fueled transportation adoption are multi-billion dollar sales reservations of Nikola Class 8 trucks, CALSTART viability analysis of hybrid-hydrogen drayage trucks in the shipyard cargo application, analysis showing economic advantages of Fuel Cell Electric Vehicles (FCEV)s over Battery Electric Vehicles (BEV)s beginning at 150-mile ranges, the announcement of a commercial 5kg electrolyzer, and commercial plans or vehicle availability by nine vehicle manufacturers of FCEV passenger vehicles. But hydrogen infrastructure availability needed to support broad adoption of hydrogen-fueled vehicles is limited to less than 50 publicly-available refueling stations, primarily in California. The demand side (consumer) economics associated with FCEV adoption showed strong economic sensitivity to the original vehicle?s fuel economy (mpg), distance traveled, and hydrogen (H2) generation costs. Seven use cases were used to evaluate the broad range of potential FCEV purchasers, including autonomous vehicle applications. Each consumer use case analysis resulted in a different hydrogen fuel cost that would be equivalent to the current fuel cost being paid by the consumer. The H2 generation costs (supply side) were sensitive to the volume of H2 supplied and H2 production costs needed to repay H2 supply facility capital costs and produce competitively-priced energy. H2FAST was used to more accurately incorporate capital, maintenance and production costs into a viable H2 supply cost to the consumer. When the H2 generation and consumer economics were combined, several applications with positive economics became clear. The availability of low-cost hydrogen pipeline connections, and therefore low-cost hydrogen, greatly benefits the California drayage truck application with hybrid-hydrogen retrofits being repaid within seven years. Class 8 trucks could also take advantage of these low-cost, but regional hydrogen supplies. In addition, the IVYS electrolyzer-based hydrogen generation product showed the potential to deliver hydrogen economically in an urban or freeway off-ramp setting to a limited number of passenger vehicles in areas with low-cost electricity. These positive, manually developed results show the need to develop more advanced tools to provide an expanded evaluation of the economics of hydrogen-based fuel applications. The use cases evaluated showed significant potential for hydrogen-fueled vehicles to have a sustainable impact as a transportation fuel. The positive impact is not limited to transportation fuels, but also grid resilience and flexibility through the use of controllable and variable electrolyzer output to rapidly adjust to changing grid conditions and enable greater integration of solar and wind generated power. This capability would directly enable alternative fuel vehicles to impact energy consumption, GHG emissions, and the economy at the regional and national levels.