The most visible evolution is the electric car, more generally terrestrial transports.
Around 2000, many car manufacturers had projects with gaseous hydrogen in pressure tanks, possibly aided by adsorption, and fuel cells to feed electric motors.
I know only of two (2) gaseous car models on the market and never saw them on the streets. As opposed, dozens of battery car models exist, and in Germany I see one or more battery car in every small street.
The range of battery small cars suffices for many uses but not all. Customers often have an additional gasoline or hybrid vehicle for longer trips, which still emits CO2. Agro-fuels for them?
Range improves with better regenerative braking, and from lower drag. The visionary Tesla did it brilliantly, some German companies make efforts, while the resigned French industry doesn't even try.
Range improves also with bigger batteries, which can exaggerate a bit further. Or they need more capacity per mass unit, which still improves. For instance a massive lithium electrode would weigh less than lithium atoms in a carrier electrode, if someone succeeds. Or do zinc+air, more generally air as a depolarizer, or other reactions provide alternatives? Or charging while moving?
The load time is a worry for long trips only. Supermarkets boast already loading stations. Tesla proposed loading stations at highway restaurants. We could have loading stations at highway rest parks, if bringing electricity there. And: there is no hard limit to the load time, which depends on an electrode area-to-volume ratio. The self-discharge worsens, but research can improve that. Or: replace the battery instead of loading it quickly. Postal services did replace the horses at the stations.
Bigger terrestrial vehicles favor batteries even more as they use far less energy per mass unit. Trucks, trains run easily on a battery charge for a working day. Main obstacle: the operators pay little taxes on fossil fuels.
A truck consuming mean 100kW for 8h in a day needs 2.9GJ from 3.2t Li-ion battery, heavier than the Diesel+fuel. This takes an axle more or reduces the payload, but the mass ratio is much easier than for a small car. The truck could recharge at night in the equipped rest park. It's a matter of economy, not feasibility.
A 3MW locomotive consuming mean 1MW for 16h in a day needs 58GJ from a 87t fast-discharge Li-MnO2 battery, not the most compact. Fine: that's the mass of the 4-axle locomotive, sparing the cast iron added for adherence. A passenger train with distributed traction is even easier. No need for hydrogen-powered trains.