The term hydrail is believed to date back to 22 August 2003, from an invited presentation at the US Department of Transportation's Volpe Transportations Systems Center in Cambridge, Massachusetts.[7] There, Stan Thompson, a former futurist and strategic planner at US telecoms companyAT&T gave a presentation entitled the Mooresville Hydrail Initiative.[8] However, according to authors Stan Thompson and Jim Bowman, the term first appeared in print on 17 February 2004 in theInternational Journal of Hydrogen Energy as a search engine target word to enable scholars and technicians around the world working in the hydrogen rail area to more easily publish and locate all work produced within the discipline.[9]
Since 2005, annual International Hydrail Conferences have been held. Organised byAppalachian State University and the Mooresville South Iredell Chamber of Commerce in conjunction with universities and other entities, the Conferences have the aim of bringing together scientists, engineers, business leaders, industrial experts, and operators working or using the technology around the world in order to expedite deployment of the technology for environmental, climate, energy security and economic development reasons. Presenters at these conferences have included national and state/provincial agencies from the US, Austria, Canada, China, Denmark, the EU, Germany, France, Italy, Japan, Korea, Russia, Turkey, the United Kingdom and the United Nations (UNIDO-ICHET).[citation needed] In its early years, these conferences were largely dominated by academic fields; however, by 2013, an increasing number of businesses and industrial figures have reportedly been in attendance.[10]
During the 2010s, both fuel cells and hydrogen generation equipment have been taken up by several transport operators across various countries, such as China, Germany, Japan, Taiwan, the United Kingdom, and the United States. Many of the same technologies that can be applied to hydrail vehicles can be applied to other forms of transport as well, such as road vehicles.[10][8]
Hydrogen is a common and easy to findelement, given that each molecule ofwater has twoatoms of hydrogen for everyoxygen atom present.[10] Hydrogen can be separated from water via several means, includingsteam reforming (normally involving the use offossil fuels) and electrolysis (which requires large amounts ofelectricity and is less commonly used). Once isolated, hydrogen can serve as a form of fuel.[10] It has been proposed that hydrogen for fueling hydrail vehicles can be produced in individual maintenance depots, requiring only a steady supply of electricity and water; it can then be pumped into pressurised tanks upon the vehicle.[10]
The development of lighter and more capable fuel cells has increased the viability of hydrogen-powered vehicles. According to Canadian company Hydrogenics, in 2001 its 25 kW (34 hp) fuel cell weighed 290 kg (640 lb) and had an efficiency range between 38 and 45 percent; however, by 2017 their fuel cells weighed 72 kg (159 lb) with an efficiency of 48 to 55 percent, a roughly five-fold increase in power density.[10] According to Rail Engineer, the use of hydrogen propulsion on certain types of trains (such as freight locomotives or high-speed trains) is less attractive and more challenging than on lower-powered applications (such as shunting locomotives and multiple units).[10] The publication also observes that pressure to cut emissions within the railway industry is likely to play a role in stimulating demand for the uptake of hydrail.[10]
A key technology of a typical hydrogen propulsion system is thefuel cell. This device converts thechemical energy contained within the hydrogen in order to generate electricity, as well as water and heat.[10] As such, a fuel cell would operate in a manner that is essentially inverse to the electrolysis process used to create the fuel; consuming pure hydrogen to produce electricity rather than consuming electrical energy to produce hydrogen, albeit incurring some level of energy losses in the exchange.[10] Reportedly, the efficiency of converting electricity to hydrogen and back again is just beneath 30 per cent, roughly similar to contemporary diesel engines but less than conventional electric traction usingoverhead catenary wires. The electricity produced by the onboard fuel cell would be fed into amotor to propel the train.[10] Overhead wire electrification costs are around EUR 2m/km, so electrification is not cost-efficient for low-traffic routes and battery and hydrail solutions may be alternatives.[11]
Railway industrial publication Railway Engineer has theorised that the expanding prevalence of wind power has led to some countries having surpluses of electrical energy during nighttime hours, and that this trend could offer a means of low-cost and highly available energy with which hydrogen could be conveniently produced via electrolysis.[10] Thus, it is believed that the production of hydrogen usingoff-peak electricity available from countries'electrical grids will be one of the most economic practices available. As of January 2017, hydrogen produced via electrolysis commonly costs roughly the same asnatural gas and costs almost double the price of diesel fuel; however, unlike either of these fossil-based fuels, hydrogen propulsion produces zero vehicle emissions.[10] A 2018European Commission report states that if hydrogen is produced bysteam methane reforming, hydrail emissions are 45% lower than diesel trains.[11]
According to Rail Engineer and Alstom, a 10 MW wind farm is capable of comfortably producing 2.5 t (2.5 long tons; 2.8 short tons) of hydrogen per day—enough to power a fleet of 14 iLint trains over a distance of 600 km (370 mi) per day.[10] Reportedly, as of January 2017, production of hydrogen worldwide has been expanding in quantity and availability, increasing its attractiveness as a fuel. The need to build up a capable distribution network for hydrogen, which in turn requires substantial investments to be made, is likely to play a role in restraining the growth of hydrail at least in the short term.[10]
It was observed by Railway Technology that the rail industry has been historically slow to adopt new technologies and relatively conservative in outlook; however, a successful large-scale deployment of this technology by an early adopter may be decisive in overcoming attitudes of reluctance and traditionalism.[8] Additionally, there could be significant benefits to transitioning from diesel to hydrail propulsion. According to the results of a study performed by a consortium ofHitachi Rail Europe, theUniversity of Birmingham, and Fuel Cell Systems Ltd, hydrail vehicles in the form of re-powered diesel multiple units could be capable of generating significant energy consumption reductions; reportedly, their model indicated a saving of up to 52 percent on theNorwich toSheringham line over conventional traction.[10] An intermediate step using existing railroad technology is burning a mixture of diesel and hydrogen in conventional engines, although this is not zero emission.[12]
Ahydrolley is a term for astreetcar or tram (trolley) powered by hydrail technology. The term (forhydrogen trolley) was coined at the Fourth International Hydrail Conference, Valencia, Spain, in 2008, as a research-simplifying search engine target word. Onboard hydrogen-derived power eliminates the need for overhead trolley arms and track electrification, greatly reducing construction cost, reducingvisual pollution and eliminating the maintenance expense of track electrification. The term 'hydrolley' is preferred to 'hydrail light rail' or other combinations which might connote external electrification.[citation needed]
In 2002, the first 3.6 t (3.5 long tons; 4.0 short tons), 17 kW (23 hp), hydrogen-powered mininglocomotive powered by Nuvera Fuel Cells forPlacer Dome was demonstrated inVal-d'Or,Quebec.[14]
In October 2006, theRailway Technical Research Institute in Japan conducted tests on a fuel cell hydrail, a 70 t (68.9 long tons; 77.2 short tons) intercity train powered by Nuvera Fuel Cells.[16]
In 2007, theRailway Technical Research Institute in Japan built two 62 t (61.0 long tons; 68.3 short tons) passenger cars, each with a 450 kW (600 hp)PEM fuel cell and a 150 kW battery.[18]
In 2008, theEast Japan Railway Company in Japan tested its experimental "NE Train" hybrid train fitted with two 65 kW (87 hp) PEMfuel cells and 19 kWh (68 MJ) lithium-ion batteries for a short period in the Nagano area.[citation needed]
In 2010, a 357-kilometre (222 mi) high-speed hydrail line was proposed in Indonesia.[20] The rail link, now under feasibility study, would connect several cities inJava with a hydrogen-powered maglev system.[21][22]
In 2011,FEVE and theUniversity of Valladolid (CIDAUT) launched the FCTramH 2 Project inAsturias using a converted FABIOLOS series 3400 fromSNCV.[23][10] It can carry up to 30 passengers with a maximum speed of 20 km/h (12 mph).
Between 2012 and 2014, testing was conducted on the hydrail concept inChina.[28] In November 2010,Southwest Jiaotong University demonstrated their first hydrail prototype.[29]
During September 2016, Alstom revealed their newly developed iLint train, produced at their factory inSalzgitter. In November 2017, the state of Lower Saxony's local transportation authority ordered an initial fleet of 14 iLints. Testing and approval by the German Federal Railway AuthorityEisenbahn-Bundesamt commenced in late 2016.[35]
2016 – CRRC TRC(Tangshan) developed the world's first commercial fuel cell hybrid tram and completed its first test run on Nanhu industrial tourism demonstration operation in 2017.
2018 – A pair of prototype Ilint trains are to enter regular revenue service on the Buxtehude–Bremervörde–Bremerhaven–Cuxhaven region. Schleswig-Holstein intends to electrify the entirety of its 1,100 km network using a fleet of 60 iLint hydrail vehicles by 2025.[8] As of January 2018, all vehicles are planned to be maintained at a depot in Bremervorde, which will be the world's first hydrogen train refuelling depot; hydrogen is to be generated on-site using local wind turbines.[10]
In September 2017, Alstom proposed a trial of Hydrogen Fuel Cell powered train on the newLiverpool toChester line inEngland, which is scheduled for opening in December 2018. Alstom have a new facility inHalebank on the edge of Liverpool adjacent to the line, with hydrogen available from the nearbyStanlow Refinery.[36]
In March 2018, theSarawak state government inMalaysia proposed that theKuchingLight Rail Transit system will be powered using hydrogen fuel cells and is expected to be completed by 2024.[37] However, in September 2018, the Sarawak Chief Minister announced that the project has been placed on hold, citing that the funds were needed elsewhere.[38]
In June 2019,East Japan Railway Company announced that it is investing into developing a two-car trainset using hydrogen fuel-cell technology fromToyota, hoping to start trials by 2021 and have commercially viable technology ready by 2024. Toyota has been using fuel cell technology in theMirai cars.[39]
In June–July 2019, Italy's Ministry of Economic Development gathered stakeholders input on hydrogen rollout projects in various sectors, including rail transport.[40] These included the conversion from diesel to hydrogen of a 310 kilometre (193 mile) railway link across four regions of central Italy, from Sansepolcro (Tuscany) to Sulmona (Abruzzo). Developed by Italy's Cinque International together with USAECOM, Spain'sIberdrola and other local partners,[41] the project was included in the priority list of Italy's Ministry of Transport[42] and in the project pipeline of theEuropean Clean Hydrogen Alliance. On 20 December 2021, the Prime Minister's office allocated €50M for the purchase of rolling stock and for three renewable hydrogen production sites alog the railway, albeit limited to theTerni-Rieti-L'Aquila-Sulmona route.[43]
In September 2022, Caltrans and CalSTA placed an order for 29 (four on official order and 25 optional) Hydrogen Fuel Cell transits from Stadler. These trains will be used on Amtrak California services.[48]
The proposedValley Link commuter rail service in Northern California is planning to use zero emission hydrogen trainsets for its operations.[52][53]
2024: A hydrogen fuel-cell passenger train developed by Swiss rail vehicle maker Stadler Rail has achieved a new Guinness World Record, travelling for almost two days around the clock for a distance of 1,741.7 mi (2,803.0 km).[54]
ProjectHympulso is a Spanish initiative announced in 2024 and lead byTalgo focused on the development of the world’s first hydrogen-powered high-speed train. Furthermore, the project seeks to analyze the feasibility to power Spain’s entire rail network, which represents the second largest high-speed network in the world.[55]
In September 2018, the world's first commercial hydrogen-powered passenger train entered service inLower Saxony,Germany. TheAlstom-developed train uses a zero-emission hydrogen fuel cell.[58] In August 2022, the first rail line entirely run by hydrogen-powered trains debuted in Bremervörde, Lower Saxony, where the route's 15 diesel trains are being gradually replaced.[59]
On August 13, 2025, India unveiled a 1200hp hydrogen train.[60] The first hydrogen train will run between the Jind-Sonipat section of India’s Northern Railway Zone, and will have a maximum speed of 150km per hour. It is likely to start operating in late 2025. The fuel cell systems are provided byTata Advanced Systems.
Indian railways andR.D.S.O. are expected to conduct final trials between Jind and Sonipat by Late January 2026. After the complete trials and a green lot from the PMO it will continue daily operations.
A hydrogen plant has been set up inJind and already operational with he help of Spanish company named Green H.
Once operational the train is capable of carrying a maximum of 2500 passengers a time. The coach are designed like an urban metro coach with built in DC air conditioning unit and automatic doors along with public announcement system.
In July 2024, 38 hydrogen fuel cell trams manufactured byHyundai Rotem were selected to operate onDaejeon Metro Line 2. The supply contract has already been signed, and delivery is scheduled to begin in 2026. The line is expected to enter service in 2028.[62]
The first hydrogen train in the United States began operations onArrow betweenSan Bernardino andRedlands, California on September 13, 2025.[63] The train runs through an area with poor air quality.[64]
In 2024 and 2025 CPKC (Canadian Pacific Kansas City) Railway has introduced 3 new H2 locomotives into commercial operations as part of a long term pilot project to move to a carbon free locomotive fleet (with support from the Province of Alberta). A paper was produced for the province looking at the viability H2 powered locomotives. The conclusion was that it is a viable solution, and in fact as part of the report, it was concluded that battery powered heavy duty locomotives are just not practical for a variety of reasons, including the economics. As of mid 2025, CPKC continues to operate 3 types of H2 locomotives including one that has transitioned to commercial coal hauling using its highest power locomotive type (CP 1200). In May 2025 the company supplying the fuel cells announced further orders for CPKC for building out a further 4 CP 1200 sized locomotives for a total of 7 units (1 existing 1200, plus 2 smaller sized units).[65][66][67]
^Delucchi, M. A.; Jacobson, M. Z. (2010). "Providing all global energy with wind, water, and solar power, Part II: Reliability, system and transmission costs, and policies".Energy Policy.39 (3):1170–1190.doi:10.1016/j.enpol.2010.11.045.
^Marin, G. D.; Naterer, G. F.; Gabriel, K. (2010). "Rail transportation by hydrogen vs. Electrification – Case study for Ontario, Canada, II: Energy supply and distribution".International Journal of Hydrogen Energy.35 (12):6097–6107.Bibcode:2010IJHE...35.6097M.doi:10.1016/j.ijhydene.2010.03.095.
^Shah, Narendra (29 March 2022)."Hydrogen-Powered Trains".Metro Rail News.Archived from the original on 1 April 2022. Retrieved25 August 2022.
^Stan Thompson and Jim Bowman (2004) "The Mooresville Hydrail Initiative",International Journal of Hydrogen Energy29(4): 438, in "News and Views" (a non-peer-reviewed section)
^abEuropean Commission. Directorate General for Research Innovation (November 2018).Final Report of the High-Level Panel of the European Decarbonisation Pathways Initiative(PDF).European Commission. p. 57.doi:10.2777/636.ISBN978-92-79-96827-3.Archived(PDF) from the original on 17 January 2021. Retrieved20 January 2020.Hydrogen fuel cell trains are also more expensive than diesel ones (+30 %) because their energy costs are currently higher and they are less efficient than electric trains. However, their GHG emissions are 45 % lower than diesel, even if hydrogen is produced via steam methane reforming. These 58 emissions can decrease to almost negligible levels when using green and low-carbon hydrogen.
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