Indian Railways is actively pursuing two distinct alternative fuel technologies – hydrogen fuel-cell trains and liquefied natural gas (LNG)-diesel dual-fuel trains – as part of its strategy to reduce reliance on conventional diesel. These initiatives represent different stages of technological transition and infrastructure requirements, aiming to decarbonize rail travel across specific sections of the network.
Hydrogen: A New Propulsion Ecosystem
India’s first hydrogen fuel-cell train commenced operations between Jind and Sonipat in Haryana in July. This innovative system generates electricity onboard through a fuel cell, where hydrogen reacts with oxygen, producing only water vapor as a direct byproduct. This makes it a zero-tailpipe-emission solution.
The indigenous pilot project features a 10-coach train with two Hydrogen Driving Power Cars, boasting a combined output of 2,400 kW, supplemented by lithium iron phosphate batteries. Crucially, this technology demands a new, dedicated ecosystem, including infrastructure for hydrogen production or procurement, high-pressure storage, and specialized refueling facilities. The Jind site, for instance, has a hydrogen storage capacity of approximately 3,000 kg, stored at pressures up to 500 bar and dispensed at 350 bar. The railway ministry reported that the train has already covered over 1,200 km, saving more than 3,200 liters of diesel.
The overall environmental benefit of hydrogen trains is significantly tied to the production method of hydrogen. The Jind project utilizes electrolysis, aligning with the concept of green hydrogen when powered by renewable electricity.
LNG: Adapting Existing Diesel Engines
In September, Indian Railways introduced its first LNG-diesel dual-fuel train from Sabarmati in Gujarat. This approach modifies existing diesel-powered trains, allowing them to operate on a blend of LNG and diesel rather than replacing the propulsion system entirely. Two 1,400-HP Driving Power Cars were converted at the Sabarmati Integrated Coaching Depot.
The LNG system is designed to substitute approximately 40% of diesel consumption. While still burning fossil fuel and producing carbon emissions, it significantly reduces the amount of diesel used and, according to project estimates, lowers emissions of CO₂, nitrogen oxides, and particulate matter compared to conventional diesel operation. This technology requires less radical infrastructure changes, as it largely integrates with the existing diesel engine architecture. Field trials spanned over 2,000 km before its launch, with an estimated annual saving of around ₹11.9 lakh per Driving Power Car.
Comparing the Two Approaches
The fundamental difference lies in their operational principles and infrastructure demands:
- Hydrogen trains represent a complete shift to a new propulsion system, generating electricity onboard with zero direct tailpipe emissions, but requiring extensive new infrastructure for fuel handling.
- LNG trains are an adaptation of existing diesel engines, serving as a fuel-switching strategy to reduce diesel consumption and emissions without a total overhaul of the propulsion technology.
These alternative fuel trains are not primarily competing with the rapidly electrifying broad-gauge network of Indian Railways. Instead, they are being explored for specific sections where alternative propulsion methods may be more viable or strategic, offering options beyond traditional electrification.
Future Outlook: Two Stages of Transition
Ultimately, these two projects embody different phases of India's journey away from diesel. The LNG initiative explores how much diesel can be eliminated by adapting current systems, offering an immediate transitional solution. The hydrogen project, conversely, investigates the feasibility of operating trains on an entirely new energy system, representing a long-term technological leap.
The success and scalability of both technologies will depend on various factors, including fuel availability, infrastructure development, maintenance costs, and overall operational efficiency, beyond their respective emission reduction potentials.