India’s first hydrogen-powered passenger train, said to be the longest of its kind in the world, reached 120 km/h during a test run on the Jind–Sonipat route in the state of Haryana. The train consists of 10 railcars, has a capacity of up to 2,600 passengers, and still needs to complete compliance procedures before entering commercial service.
India has taken another step toward introducing hydrogen-powered passenger trains, after the first domestically built train of this type reached 120 km/h during a test on the Jind–Sonipat corridor in the north of the country.
The test took place on a section operated by Northern Railway, one of the regional divisions of Indian Railways, and was supervised by specialists from the Research Designs and Standards Organisation (RDSO), the technical body of Indian Railways responsible for certifying rolling stock and railway components.
According to reports in the Indian press, the 120 km/h run was one of the final technical steps before the train’s introduction into passenger service. In commercial operation, the train is expected to run at a maximum speed of 75 km/h on a non-electrified route.
The test focused on braking and dynamic behavior
The speed test was not merely a demonstration. It allowed for the verification of the braking system, oscillation behavior, safety systems, and the operation of the fuel-cell propulsion system.
In such tests, critical parameters include emergency braking distance and the train’s stability at speed. For hydrogen-powered trains, these checks are all the more important given that the system includes pressurized hydrogen storage, fuel cells, electrical equipment, and continuous monitoring systems.
The train was tested at a speed higher than that intended for commercial operation, which is standard practice in the railway certification process. The goal is for the rolling stock to demonstrate a safety margin before receiving approval for passenger transport.
A 10-railcar train
The Indian hydrogen train is presented by authorities in New Delhi as the world’s longest broad-gauge hydrogen train.
The train consists of 10 railcars: two control motor railcars, located at either end, and eight passenger railcars. The announced capacity is up to 2,600 passengers.
The two motor railcars each have a power output of 1,200 kW, bringing the total installed power to 2,400 kW. This design allows traction to be distributed to both ends of the train, rather than using a separate locomotive.
The train is marketed under the name Namo Green Rail, and the onboard auxiliary systems—including air conditioning, lighting, and fans—are also powered by the hydrogen system.
The announced range is approximately 250 km on a single refueling, sufficient for operation on the Jind–Sonipat route, which is about 90 km long.
Manufactured in India, but with imported fuel cells
The train was built on the basis of a modernized DEMU platform. The vehicle was constructed at the Integral Coach Factory in Chennai, one of Indian Railways’ main rolling stock plants.
The integration of the propulsion system was carried out by Medha Servo Drives, an Indian company based in Hyderabad.
However, the central component of the hydrogen system—the fuel cells—comes from outside India. The modules were supplied by the Canadian company Ballard Power Systems, which specializes in proton exchange membrane fuel cells.
This highlights one of the program’s current limitations: India is developing the vehicle, its integration, and the refueling infrastructure locally, but it still relies on external suppliers for the key fuel cell technology.
Hydrogen Refueling Station in Jind
To operate the train, Indian Railways has set up the necessary infrastructure for hydrogen production, storage, and refueling in Jind.
The system includes hydrogen production facilities, pressurized storage equipment, and a dedicated refueling station for the train.
According to available information, the site has also received the necessary authorization for the filling and storage of compressed hydrogen, issued by the Indian authority responsible for the safety of petroleum and explosive facilities.
The train is equipped with hydrogen leak detectors, flame detection systems, and continuous monitoring equipment.
The Jind–Sonipat route was chosen because it is a non-electrified line, a type of route where hydrogen trains are considered more suitable than on already electrified mainlines.
India is bucking the European trend
The Indian program comes at a time when the European experience with hydrogen trains has become more complicated than anticipated.
Germany was the first country to introduce modern hydrogen-powered passenger trains into regular service, with the Alstom Coradia iLint. Subsequently, however, some fleets encountered issues with availability and the supply of components, and several European regional authorities began to favor BMUs for non-electrified lines.
In this context, India is banking on a more ambitious solution in terms of scale: not multiple units of two railcars, but a 10-car train with high capacity and dedicated refueling infrastructure.
The project’s success, however, will depend on the long-term reliability of the fuel cell system, maintenance costs, and Indian Railways’ ability to expand the hydrogen refueling infrastructure.
Share on:
