Prime Minister Narendra Modi launched India's first hydrogen-powered train on Friday, July 17, 2026, marking a historic milestone in sustainable railway mobility. The train was flagged off from Jind station on the Jind-Sonepat route of Indian Railways, with Modi making several stops in Haryana and Punjab to inaugurate and dedicate projects worth ₹25,000 crore across railways, roads, healthcare and education sectors. The trainset has been configured as a 10-coach passenger train with a capacity of around 2,600 passengers, demonstrating the scalability of hydrogen-powered rail transport for high-capacity operations, significantly larger than most global hydrogen trains which typically comprise only 2-3 coaches. The train will operate on the 89-km Jind-Sonepat section at a maximum operational speed of 75 kmph, though it is designed for speeds up to 110 kmph. According to Business Standard, the train has been painted in shiny blue and decorated with flowers and tricolour balloons, featuring "Hydrogen Powered" and "Namo Green Rail" branding.
Building a hydrogen train costs around ₹40-80 crore, making it nearly 30% more expensive than a conventional diesel train. A diesel train costs about ₹27 crore to manufacture, with the higher cost of hydrogen trains coming from the fuel-cell system, hydrogen storage units and other specialized equipment required. However, the higher initial expense is expected to be recovered through lower fuel use and reduced operating costs over time. An average hydrogen fuel-cell car requires around 0.005 kg to 0.01 kg of hydrogen to travel one kilometre, meaning a car can travel roughly 100 to 150 kilometres on one kilogram of hydrogen. The train running in Haryana consumes around one kilogram of hydrogen during its 89-km journey, while a diesel train consumes around four litres of diesel for every kilometre. Despite the higher building costs, passengers will not have to pay more to travel - the government has kept fares between ₹5 and ₹25 for the Jind-Sonipat route.
The hydrogen train consists of two Hydrogen Driving Power Cars (DPCs) and eight Trailer Coaches (TCs), with each DPC housing fuel cells, lithium iron phosphate (LFP) batteries and hydrogen storage cylinders. The two power cars produce 1,200 kW (1,600 hp) of power per DPC, together sufficient to propel the entire train at speeds of up to 110 kmph. The refuelling facility at Jind produces hydrogen on site through electrolysis and stores nearly 3,000 kg of hydrogen at a time in dedicated storage tanks, enabling simultaneous refuelling of both power cars. The train uses hydrogen fuel-cell technology that converts hydrogen into electricity, producing only water vapour as a by-product and resulting in zero carbon emissions during operation. As reported by Business Standard, loco pilot Chandrakant Kumar revealed that the train takes four hours to refuel at the nearby hydrogen plant and can complete two round trips on the Jind-Sonipat route with 100% fuel, using approximately 220 kg of hydrogen in each driving power car. The train is powered by hydrogen fuel cell technology that combines hydrogen stored onboard cylinders with oxygen from the air inside a Proton Exchange Membrane (PEM) fuel cell.
With the launch of this hydrogen train, India has joined a select group of countries currently operating or testing hydrogen trains, including Germany (pioneer in commercial passenger operations), China, France, Italy, Japan, the US, UK and South Korea. The train represents a significant achievement in Indian railway engineering prowess, with the Research Designs and Standards Organisation (RDSO), Integral Coach Factory (ICF) and Medha Servo Drives working together to design, engineer and integrate the trainset. The train has been manufactured and extensively tested in India, making it the longest hydrogen train globally with 10 coaches and one of the most powerful hydrogen-powered trainsets worldwide with a 3,200 HP propulsion system. According to Business Standard, two sets of four-day training sessions were held in Chennai and Delhi's Shakurbasti depot for loco pilots, with engineers fine-tuning technical aspects. The train is powered by a small power plant onboard in the form of a Proton Exchange Membrane fuel cell, with hydrogen stored in cylinders combining with oxygen from the air to produce electricity. According to experts, success depends on the ecosystem rather than just the train, with Germany demonstrating the importance of reliable hydrogen supply and maintenance infrastructure, China highlighting domestic manufacturing value, and Japan emphasizing rigorous safety standards and gradual scaling.
The hydrogen train eliminates tailpipe emissions, reduces dependence on fossil fuels and fossil fuel imports, and operates with significantly less noise compared to diesel trains. The hydrogen ecosystem has been designed in accordance with internationally accepted standards including NFPA-2 and ISO 19880 Series, while also complying with statutory requirements of the Petroleum and Explosives Safety Organisation (PESO). Before commissioning, the entire system underwent an independent third-party safety assessment by TÜV SÜD, Germany, one of the world's leading technical inspection agencies. The train forms part of India's net-zero emissions by 2030 project, with experts noting that hydrogen trains can help eliminate diesel use on remaining non-electrified routes while supporting India's National Green Hydrogen Mission. The technology is suitable for routes where electrification is difficult, making them viable options for remote and heritage routes like Kalka-Shimla as green mobility solutions. According to Business Standard, the train only leaves water vapour as a byproduct and features safety mechanisms tested and certified by international agencies, with an engine shutdown failsafe mechanism built into the train.
