Prime Minister Narendra Modi is scheduled to inaugurate the hydrogen train on the 89 kilometer Jind Sonipat section of Northern Railway in Haryana, India.
The project represents India’s first fully integrated hydrogen rail ecosystem, combining hydrogen production, storage, refueling infrastructure, and fuel cell powered rolling stock within a single operational corridor.
The train differs from many existing hydrogen rail deployments in Europe and Asia because of its scale. While most hydrogen passenger trains currently operating internationally consist of two to four coaches, the Indian design includes 10 coaches with a passenger capacity of approximately 2,600. The configuration includes two Hydrogen Driving Power Cars and eight trailer coaches, making it one of the highest capacity hydrogen passenger train concepts introduced to date.
Propulsion is provided through proton exchange membrane fuel cells, lithium iron phosphate batteries, and onboard hydrogen storage cylinders. Together, the two power cars generate 2,400 kilowatts of traction power. The train will operate at a service speed of 75 kilometers per hour on the Jind Sonipat route, with a maximum design speed of 110 kilometers per hour.
The project reflects a broader evolution in rail decarbonization strategies. Electrification remains the dominant pathway for reducing railway emissions because of its high efficiency and direct connection to increasingly low carbon electricity systems. However, hydrogen powered trains are attracting interest for regional and lower traffic lines where installing and maintaining overhead catenary infrastructure may not be economically justified.
A defining feature of the Indian project is the supporting hydrogen infrastructure developed at Jind. The facility produces hydrogen through electrolysis, compresses the gas for storage, and dispenses it for train refueling. According to Indian Railways, the site can store nearly 3,000 kilograms of hydrogen and has received approval from the Petroleum and Explosives Safety Organisation.
The decision to integrate hydrogen production with rail operations addresses one of the principal challenges facing hydrogen mobility projects, namely the availability of reliable refueling infrastructure. Globally, hydrogen transport initiatives have often progressed more slowly than anticipated because vehicle deployment and fueling networks must expand simultaneously, creating significant capital requirements before economies of scale can emerge.
Safety remains another critical consideration for hydrogen rail systems. Indian Railways states that both the train and the refueling facility incorporate multiple protection layers, including hydrogen leak detectors, flame and smoke sensors, continuous ventilation systems, automatic isolation mechanisms, and emergency response protocols. The hydrogen ecosystem has also undergone independent assessment by TÜV SÜD and is designed to comply with international standards including NFPA 2 and the ISO 19880 series governing hydrogen fueling infrastructure.
The train has been designed, engineered, and integrated domestically under the leadership of Indian Railways. The Research Designs and Standards Organisation developed the technical specifications, Medha Servo Drives integrated the trainset, and the Integral Coach Factory contributed to the exterior design, reflecting India’s broader objective of developing indigenous capabilities in advanced rail technologies alongside its National Green Hydrogen Mission.
Despite the project’s technological significance, hydrogen powered rail remains a niche segment globally. Germany introduced the first commercial hydrogen passenger trains, while France, Italy, China, and Japan continue to evaluate the technology through pilot projects and limited commercial services. Questions remain regarding lifecycle costs, hydrogen production economics, fuel availability, and overall energy efficiency compared with battery electric and fully electrified rail systems.
