The long-term impact of hydrogen on India’s energy transition and climate objectives hinges on the availability of affordable green hydrogen—produced using renewable energy—and its economic viability for specific routes, experts noted.
On Friday, Prime Minister Narendra Modi will launch India’s inaugural hydrogen-powered passenger service, which will travel the 89 kilometers from Jind to Sonipat in Haryana in two hours, making stops at 12 intermediate stations.
The trainset, comprising 10 cars, will be equipped with a 1,200-kilowatt hydrogen fuel cell propulsion system, allowing it to reach a maximum speed of 75 km per hour, according to a statement from the Ministry of Railways.
“This achievement marks a key stage in the evolution of how Indian Railways supplies power to its trains, reflecting a broader shift in India from coal and steam to more sustainable energy sources,” the ministry stated.
“Simply put, a hydrogen fuel cell propulsion system generates electricity by combining hydrogen with oxygen from the air within a fuel cell. This electricity then powers the train’s motors,” explained Harpreet Singh Arora, a professor at Shiv Nadar University’s school of engineering, to PTI.
“A hydrogen fuel cell train is akin to an electric train that produces its own electricity onboard. Rather than drawing power from overhead lines, it uses hydrogen stored in high-pressure tanks, which reacts with oxygen in a fuel cell to generate electricity,” added Moushumi Mohanty, senior programme manager at the Centre for Science and Environment in New Delhi.
The only direct emission from this fuel cell system is water vapour, she emphasized.
Hydrogen is recognized as a “clean fuel” since its combustion produces no harmful pollutants like carbon dioxide, particulate matter, sulfur oxides, or nitrogen oxides, which are typically released from burning fossil fuels. The water vapour emitted from burning hydrogen briefly remains in the atmosphere before becoming part of the natural water cycle.
According to Mohanty, hydrogen fuel for the train is “produced separately, compressed, transported to the refuelling station, and then stored in tanks on the train.”
An indigenous hydrogen storage and refuelling facility has been established at Jind for the trainset, the statement noted.
“The hydrogen refuelling infrastructure includes hydrogen production or supply facilities, compression systems, high-pressure storage tanks, dispensing equipment, and safety systems. Hydrogen is typically compressed to high pressures, stored on-site, and transferred into onboard tanks via specialized dispensing systems,” Mohanty explained.
In terms of safety, both the train and the refuelling facility are outfitted with devices to detect hydrogen leaks and unusual heat, along with an automatic shut-off mechanism that can independently terminate the hydrogen supply without human intervention, according to the ministry’s statement.
The statement also mentioned that the pilot’s cabin is engineered for safety, featuring a special mode that enables the train to be safely moved in an emergency.
With this initiative, India joins a select group of countries—including Germany, France, China, the United States, and Japan—that either have operational hydrogen trains on certain routes or are investigating the fuel for cleaner rail transport. Germany, in particular, was a pioneer, launching the world’s first hydrogen train in commercial service in 2018 in Lower Saxony.
“The arrival of a hydrogen-powered train is a significant milestone for India’s energy transition, as it signifies a shift toward cleaner, lower-emission transportation. It supports India’s climate objectives by reducing fossil fuel reliance and decreasing greenhouse gas emissions, particularly in energy-intensive sectors like railways,” Arora stated.
In its fourth Biennial Update Report submitted to the United Nations on December 30, 2024, India provided its greenhouse gas inventory for the year 2020.
The transport sector accounted for over 13% of energy-sector emissions—which constituted 92% of the country’s total carbon dioxide emissions—of which road transport contributed 94% and railways 1%.
However, “the sustainability of hydrogen as a clean energy source is contingent not just on the fuel itself, but also on its production methods, the associated infrastructure, and the sectors in which it is employed. To fully harness its decarbonization potential, more emphasis should be placed on green hydrogen produced through water electrolysis using renewable energy sources,” said Mainak Mukherjee, a product analyst at global technology firm SLB.
Mohanty added, “Hydrogen implementation should prioritize green hydrogen production, minimize leakage across the supply chain, maximize fuel cell efficiency, and focus on applications where direct electrification is impractical.”
A 2024 study from the University of Michigan found that green hydrogen could be strategically utilized for heavy-duty road, rail, aviation, and marine transport, areas where electric alternatives face limitations in load and range.
Research published in the journal “Joule” revealed that electric-powered transport is approximately three to eight times more efficient than employing hydrogen directly or utilizing electrofuels derived from green hydrogen and captured carbon dioxide.
“Experiences in Germany and France have shown that hydrogen-powered trains can complement diesel trains to some extent on non-electrified regional rail lines where electrification is technically difficult or economically unfeasible. Successful deployment hinges on factors like route appropriateness, shared refuelling infrastructure, and using green hydrogen to optimize emissions reduction,” Mukherjee noted.
Mohanty expressed, “Since over 95% of India’s broad-gauge railway network is presently electrified, hydrogen trains are likely to occupy a niche role rather than replacing conventional solutions.”
“Their long-term impact on climate goals will rely on the accessibility of affordable green hydrogen and their economic viability for specific routes,” added the electric mobility expert.
The railways offer a unique opportunity for testing hydrogen use, given their fixed routes and schedules, which simplify the establishment of refuelling infrastructure.
“Additionally, trains require substantial power over extended distances, which hydrogen can efficiently supply,” Arora mentioned.
“Hydrogen fuel cells generally have an efficiency rating of around 50-60% for converting hydrogen into electricity. The efficacy of producing hydrogen via electrolysis is typically about 60-70%, depending on the technology and conditions employed,” he concluded.
