Advantages of Zero-Emission Rail
A hydrail train may run on almost every train line that is now served by diesel trains. The replacement is one-to-one for everything from regional and commuter rail lines to shunt and yard systems. The following are the main characteristics of a rail powered by a fuel cell:
• With a similar range, as adaptable and versatile as diesel-powered trains
• No need for overhead catenary equipment or power substations
• Can be refuelled in less than 20 minutes and run for more than 18 hours between refuelling.
• Allows for progressive electrification (one train at a time) in accordance with budget constraints.
Hydrogen Trains combines hydrogen fuel cells, batteries, and electric traction motors in a hybrid enterprise. Hydrogen is used as a fuel resource. The hydrogen is transformed into energy by the fuel cells, which is then fed into the batteries, providing a stable power source for the traction engines. The brakes on the train refill the batteries, which store any extra energy for later use and improve fuel economy.
The Coradia iLintTM is the first passenger train in the world to be power-driven by a hydrogen fuel cell, which produces electrical power for traction. With just steam and condensed water as exhaust, this zero-emission train makes very little noise. The iLintTM is unique in that it combines several new features, including clean energy adaptation, flexible energy storage in batteries, and smart traction power and available energy management. It is planned specifically for use on non-electrified lines, allowing for clean, long-term train running while maintaining high levels of performance.
September 6th, 2021 – Alstom’s Coradia iLint train, the world’s first hydrogen-powered train, made its first turns in France on the tracks of the Centre d’Essais Ferroviaires in Valenciennes (in the north of France).
Alstom has been marketing fuel cell trains as an substitute to carbon-emitting diesel trains for more than five years. In addition to the German development, the world’s second-largest rail equipment provider received the first order for a dual hydrogen-electric train from France’s national railway earlier a year ago, as well as additional contracts in Germany and Italy.
Siemens AG, a competitor, is also working on hydrogen trains, and the European market is expected to rise to tens of billions of euros in the coming years as pollution regulations tighten. While battery packs or power cables can be used to electrify train travel and reduce emissions, depending on the route, this isn’t always a viable option.
According to Morgan Stanley analysts, hydrail trains have significant expansion in Europe. They anticipate that the industry will be worth between $24 billion and $48 billion by the middle of the century. By 2030, hydrail trains could represent one in ten trains that are currently not electrified.
Alstom estimates that more than 5,000 diesel-powered passenger trains in Europe will need to be replaced by 2035. It also claims that a quarter of all trains in the region run on the fuel, which will have to be phased out by the middle of the century in order to satisfy climate targets.
Subsidies for firms researching battery and hydrogen technologies for automobiles are already being poured into European countries. This might potentially be used to replace diesel train engines in the rail sector. According to clean energy research organisation BloombergNEF, the cheapest option for a regional passenger train owner is to use electric set of batteries, followed by diesel, hydrogen, and finally electric lines. The decision to replace diesel with batteries or fuel cells is influenced by parameters such as track length, frequency of service, and number of stops.
