Chapter 1: The Reality of Hydrogen Trains

In recent years, advocates for hydrogen-powered trains, particularly those in Germany's Lower Saxony, have been enthusiastic about the potential for a worldwide rollout of hydrogen rail systems. However, the reality is much more complex.

Electric trains have been in use for over a century, predominantly utilizing grid connections. Currently, outside North America, rail systems are increasingly electrified. For instance, India boasts an impressive 85% electrification in its heavy rail network, aiming for complete electrification by 2025. While they have experimented with a few hydrogen engines for scenic routes—where overhead wires are impractical—it seems likely they'll revert to battery-powered options in the near future.

China, on the other hand, has achieved 72% electrification in its freight rail network, thanks in part to extensive high-speed rail projects. Since 2007, they have added around 40,000 km of track and plan to build an additional 10,000 km, with no hydrogen trains in sight.

Europe is making strides as well, currently at 60% electrification. While high-speed passenger trains are already electrified, many older routes face challenges due to infrastructure constraints such as tunnels and bridges, making the installation of overhead lines prohibitively expensive.

We discussed these costs with David Cebon, a mechanical engineering professor at Cambridge. He highlighted that while adding overhead lines to ground-level tracks is relatively affordable, retrofitting existing bridges and tunnels can triple the costs. This indicates that hydrogen trains are only being considered for routes that lack electrification but have structures that require significant modifications.

Section 1.1: Alstom and the Hydrogen Initiative

Rail manufacturer Alstom has been advocating for hydrogen trains, positioning itself as a pioneer with the introduction of the Coradia iLint™ at the InnoTrans expo in 2016. This train, which operates without direct carbon emissions, was marketed as a viable alternative to diesel.

This train is not particularly large; it integrates hydrogen tanks and fuel cells into passenger cars. Each unit consists of two cars and accommodates fewer than 100 passengers. The distance covered between Cuxhaven and Buxtehude is just under 100 km, which is modest compared to the global high-speed rail network of approximately 62,000 km, all of which is electrified.

Despite Alstom's push, the hydrogen initiative has seen limited success. A recent trial in Quebec, Canada, launched in June 2023, involved a few million dollars invested in a hydrogen train project. However, this initiative seems to stem from a legacy of corporate welfare, as Quebec's Bombardier had previously struggled with strategic management.

Chapter 2: Lessons from Lower Saxony

In a parallel examination, Baden-Württemberg found that avoiding the expensive hydrogen option saved taxpayers significant money. Their analysis concluded that integrating grid connections with battery support was three times more cost-effective than hydrogen solutions.

The video titled "This Record-Breaking Train Could Transform Rail Travel" explores the advancements in rail travel technology, highlighting the importance of cost-effective solutions in the industry.

Ultimately, this latest setback for hydrogen-powered trains reinforces the notion that, despite the hype, they remain economically unviable compared to established alternatives. As seen with other projects, such as the abandoned liquid hydrogen shipping initiative in Norway, realistic financial assessments often reveal hydrogen's impracticality as a widespread energy solution.