How much of this Hydrogen is Gas? IR’s Hydrogen Push on Heritage Routes

 

The railway ministry announced on 9th January at a plenary session titled "Green Connections: Diaspora's Contribution to Sustainable Development" of the Pravasi Bharatiya Divas convention that Indian Railways (IR) had achieved a milestone and the Hydrogen fuel-run train engine developed by it has the maximum horsepower in the world. Stating that only four countries in the world make such train engines, it further added that, "Other countries produce somewhere between 500 to 600 horsepower while the engine produced by IR using indigenous technology has an output of 1,200 horsepower, the highest so far in this category. The first such train is expected to make a trial run in Haryana soon on the Jind-Sonipat route. While the engine manufacturing has been completed, system integration of the same is currently underway”.

I had last written on Hydrogen trains in 8th Sep.21 issue of The Pioneer titled, “Let all green initiatives not be just gas”. 

A brief summary of this article:

In his Independence Day address in 2021, PM Narendra Modi emphasized self-reliance in energy via gas-based fuels, electric mobility, and bio-fuels, reiterating the National Hydrogen Mission. The goal? Achieve energy independence by 2047—symbolically aligning with India’s centenary of independence. Yet, past promises raise concerns. At the 2015 Urja Sangam, the PM had pledged to reduce oil imports to 67% by 2022, but dependency had since risen to 85% with Natural Gas imports standing at 50%. The gap between intent and execution is stark.

IR, a key player in the green transition, illustrates this mismatch. Announcements like Hydrogen Fuel Cell trains and bio-fuel experiments often fade into obscurity. A look at IR's record reveals a pattern: projects like diesel-biofuel mixes, dual-fuel diesel-CNG locomotives, and LNG ventures have stagnated or been shelved. Even solar-panel-equipped trains proved counterproductive, with aerodynamic inefficiencies negating fuel savings.

Despite these setbacks, IR now eyes Hydrogen Mobility, proposing retrofitting a rake of 10-car1600 hp DEMU for Jind-Sonipat 89 km route in 1DPC + 1TC/V+ 6TC + 1TC/V + 1DPC configuration with Hydrogen fuel cell and battery sets replacing the diesel engine-alternator. However, challenges loom. Hydrogen production primarily relies on fossil fuels via Steam Methane Reforming, as cleaner Water Electrolysis remains costly and nascent. Meanwhile, IR’s focus on 100% electrification raises questions about Hydrogen’s role when electrification is touted as the zero-emission solution.

For Hydrogen to succeed, IR must tackle feasibility, sourcing, and execution with clarity and resolve—avoiding the fanfare that often precedes failure. Green initiatives must transcend rhetoric to deliver meaningful change.

I questioned the utility of Hydrogen trains on electrified routes, noting their global development primarily for non-electrified tracks, while India is close to fully electrifying its main Broad Gauge (BG) network, in this blog as well as mentioning it in other writings too. IR took note (so I would like to think), as it later announced plans to deploy Hydrogen trains under the "Hydrogen for Heritage" initiative on heritage and hill routes—fair enough. 

Subsequently, It was clearly declared that to achieve this first-of-its-kind eco-friendly move, IR has planned to acquire and operate hydrogen trains on railway routes across environmentally sensitive hilly terrains with potential for tourism, with plans for 35 such trains at an estimated Rs 80 crore per train and Rs 70 crore per route for infrastructure. The 2023-24 Rolling Stock Programme has sanctioned 35 six-car train sets for eight heritage routes: Matheran Hill, Darjeeling Himalaya, Kalka-Shimla, Kangra Valley, Bilmora-Waghai, Patalpani-Kalakund, Nilgiri Mountain, and Marwar-Goram Ghat railways, as indicated in this image:

The equipment layout of the DPC (Driver Power Car) is going to be somewhat like this:

Since then, deadlines have been announced periodically revising them. Treating the Hydrogen Fuel Cell retrofit for a 1200 KW DEMU rake being developed for the Jind-Sonipat route at a cost of Rs 111.83 crore, it was announced that field trials were slated for early 2024 and later revised to June 2024. The latest we heard of it before the recent announcements was IR promising trials of the first hydrogen-powered train on the Jind-Sonipat route by December 2024, targeting zero emissions. 

I will not quibble about the delays as it is a pioneering and complicated project but nevertheless, these questions do matter and IR should clarify:

Most of the identified sections are on Narrow gauge (NG) but it is understood that some, like Bilmora-Waghai sections, were earlier identified for conversion to BG electrified route. Should we assume that these sections will never be electrified?

Why spend this huge amount on trains as well ground infrastructure on Jind-Sonipat section, which is already electrified? On the other hand, if this section was identified for prototype trials, why electrify it? 

The ground infrastructure will not suit any other identified route. In fact, all the routes are so far apart in the country that each would need its separate ground infrastructure, as seen in this image:

Why is the project being hyped as the most powerful Hydrogen train in the world? While that claim itself omits to point out that The two retrofitted diesel-electric commuter trains will integrate 8 units of 100 kW FCmoveTM-HD+, Ballard’s (Ballard Power Systems of Canada), latest fuel cell technology, as depicted here:

It is not clear how will this experience of BG train and powerful engines be transferred to much smaller and considerably lower power requirement on NG trains? Will the same be retrofits on existing locomotives or new locomotives/trains? Surely, there must be a plan for the same as it is nearly three years since the declaration. 

How does it align with IR’s broader goal of net-zero carbon emissions by 2030, including plans for 35 more hydrogen trains by 2025, even if we ignore the disputable claim of net zero emissions by electric locomotives and trains, given that most of the power consumed by IR is from electricity generated by the most polluting fuel- coal and that the Hydrogen supply itself has to meet the ‘green’ standard. It is notable that ‘green’ Hydrogen is to be produced using renewable energy sources, such as solar, wind, or hydroelectric power; this process significantly reduces greenhouse gas emissions compared to traditional hydrogen production methods, which rely on fossil fuels. The greenest process involves electrolysis process, which splits water molecules (H2O) into hydrogen (H2) and oxygen (O2), typically carried out by using one of Alkaline, Proton Exchange Membrane (PEM) or Solid Oxide electrolysers. Wherefrom does IR’s Hydrogen supply going to be?

Exemplary works has surely been done in India to develop the power electronics and controls, as depicted in the representative diagram given below, just as in case of Vande Bharat trains. Nevertheless, with the main Fuel-Cell technology not being indigenous, can the train be called indigenous? One can, at best, call it a collaborative project? How will these trains be exported, if at all, if the core technology does not belong to an Indian manufacturer?

Why do news items given in the ref. have an image of the Hydrogen train of Germany? Could an image of the ‘engine’ developed by India not be shared?

It is learnt that Alstom, the French train manufacturer, recalled its iLint hydrogen units in Germany after two years of unreliable service in Germany. Has this experience been taken into account before starting operations in India?

I do understand the futility of asking these questions as IR would hardly bother to clarify but, in any case,

Ik tarz-e-taġhāful hai so vo un ko mubārak

ik arz-e-tamannā hai so ham karte raheñge

(They are welcome to their manner of disdainful indifference, but I have this desire to represent which I will keep doing.)

Perhaps some among the readers may. Anyone?

…

References:

Indian Railways achieves another milestone! 

https://www.etnownews.com/infrastructure/indian-railways-achieves-another-milestone-develops-worlds-most-powerful-hydrogen-fuel-run-train-engine-article-117100906

https://startuppedia.in/trending/trending/indian-railways-has-created-worlds-most-powerful-1200-hp-hydrogen-train-ashwini-vaishnaw-8609449

https://www.ballard.com/press-release/ballard-to-power-indias-first-hydrogen-trains/

https://m.economictimes.com/industry/transportation/railways/india-made-hydrogen-fuel-train-engine-more-powerful-than-others-ashwini-vaishnaw/articleshow/117092867.cms

https://www.newindianexpress.com/nation/2023/Aug/11/railways-plan-35-hydrogen-powered-trains-to-run-across-8-heritage-routes-2604129.html

https://www.youtube.com/watch?v=HS-97JGOGQ4

https://www.metrorailnews.in/all-you-need-to-know-about-indias-frist-hydrogen-train-vande-metro/

https://rollingstockworld.com/passenger-cars/alstom-hydrogen-trains-in-germany-face-more-serious-problems/

https://www.newindianexpress.com/nation/2023/aug/11/railways-plan-35-hydrogen-powered-trains-to-run-across-8-heritage-routes-2604129.html

https://qz.com/the-dream-of-the-first-hydrogen-rail-network-has-died-a-1850712386