Rail

Electrification of rail infrastructure

Being an environmentally friendly mode of transport, railways make an important contribution to environmentally friendly mobility. Most trains in Europe’s railway network use electric traction. Thanks to the use of modern vehicles with three-phase AC drive systems, the railway is the only mode of transport capable of recovering large amounts of the energy used during operation and feeding it back into the grid. Rail transport is currently by far the most electrified transport mode in Europe. Especially in urban areas, rail almost exclusively runs on electricity already today. 

Regarding main lines, 60% of the European rail network is already electrified and 80% of traffic is running on these lines. There are no technical obstacles to further electrification, but the cost for upgrading and electrifying the existing rail infrastructure and the expected carbon reduction need to be considered on a case-by-case basis. On busy lines electrification makes most sense economically and from a carbon savings perspective. On low-density lines there is today no proven cost-efficient solution to replace diesel-powered trains. Further electrification of railways could be explored considering its economic viability.

Electrification of railways 

On the EAFO portal, we provide statistical information on the rail infrastructure. The overall length of rail infrastructure and the part (in km and %) of the electrified rail infrastructure.

Source: Eurostat, Eurostat

Alternative Fuels for Rail Transport – Pilots and Demonstration Projects

On non-electrified railways in Europe, diesel fuel still predominates, but a range of cleaner alternatives are being developed, tested, and deployed. Below we update the EAFO overview of pilot and demo projects for alternative fuels in rail, focusing on recent European developments by fuel type.

Battery-Electric & Hybrid Rail Applications

Battery-electric multiple units (BEMUs) and hybrid trains are emerging as viable options to replace diesel on unelectrified lines. These trains run on batteries for stretches without overhead wires, recharging via overhead lines or other onboard sources when available. European rail operators have begun rolling out fleets of such trains in regular service:

• Germany: The northern state of Schleswig-Holstein introduced the first of 55 Stadler FLIRT Akku BEMU trains in late 2023 . These two-car trains run as normal electrics under wires and switch to battery power on non-electrified sections, with a range around 100–140 miles per charge. They recharge through regenerative braking and short “island” overhead wire sections installed at certain stations. Once all 55 are in service by end of 2024, the state expects to cut diesel use by ~2 million gallons annually . Multiple other German regions have ordered BEMUs: for example, 44 Stadler BEMUs for Palatinate (Rhineland-Pfalz), 16 for Mecklenburg-Vorpommern, and 19 for Thuringia, all to be operated by DB Regio by the late 2020s. Siemens Mobility’s new Mireo Plus B battery trains have also begun service – the first four entered passenger operation in April 2024 on Baden-Württemberg’s Ortenau network, running up to 120 km on battery and replacing diesel units. Alstom, too, is delivering 11 Coradia Continental BEMUs for the Leipzig–Chemnitz route in Saxony, slated to start service in early 2024. In sum, Germany is rapidly deploying battery trains across regional lines, with Spanish manufacturer CAF also building a large BEMU fleet for the Ruhr area by 2025-26.

• Italy: Trenitalia has introduced a fleet of hybrid “tri-mode” trains, nicknamed Blues, built by Hitachi Rail. These trains can operate under electric catenary, on diesel, or in battery mode. By the end of 2023, Hitachi had delivered 46 Blues trainsets (out of 135 ordered) for service in regions like Sicily, Sardinia, Tuscany, Lazio, Calabria, and Friuli Venezia Giulia. The Blues trains use battery power primarily to boost acceleration and eliminate idling emissions, achieving up to 50% fuel savings compared to conventional diesel trains. Although their batteries are relatively small (132 kWh) and not intended for long off-wire range, they significantly reduce noise and pollution in stations and urban areas. Hitachi plans to follow up with a true BEMU model (battery-only range >100 km) based on this platform in coming years. The introduction of the tri-mode Blues (Europe’s first large-scale hybrid trains) in 2022–2023 marked a major step in decarbonizing Italy’s regional rail, as these units can seamlessly switch between power sources without route electrification.

• United Kingdom: In the UK, a strategy of deploying bi-mode and tri-mode trains has been used to avoid full route electrification. Since 2018, new bi-mode multiple units (such as Hitachi Class 800 series) capable of running under electric wires or on diesel have entered service on mainlines. Going a step further, Great Western Railway and Porterbrook converted older Class 319 electric trains into Class 769 tri-mode units, which can draw power from overhead lines, third-rail electrification, or onboard diesel generators . Nineteen of these tri-mode trains were ordered for the Thames Valley lines and began service from 2019, allowing electric operation in London and diesel on outlying branches . Similarly, for regional routes in Wales, Scotland and northern England, several “bi-mode” train fleets have been procured, aligning with a 2017 policy shift to equip trains to run beyond the wires instead of electrifying every mile of track. This approach, championed by the UK Department for Transport in 2017, aimed to achieve most benefits of electrification without the cost of wiring every route. The result has been a swell of orders: e.g. East Midlands Railway introduced 33 bi-mode Hitachi units from 2022, and Transport for Wales ordered 24 Stadler tri-mode trains (diesel, overhead, battery) for its Wales & Borders franchise. These tri-mode Stadler trains (classified as Independently Powered Electric Multiple Units, or IPEMU) can switch between overhead electric, diesel, and battery power on the fly. Their battery systems recharge via regenerative braking and overhead lines, enabling emission-free running on non-electrified sections for limited distances. The UK also trialed pure battery trains: in 2015 a prototype Bombardier Electrostar equipped with batteries ran as an IPEMU test train, proving that regenerative braking could charge onboard batteries and allow travel “under the wires” for about 50 miles off-wire. Building on such pilots, Britain is now planning to use BEMUs on certain branch lines – for instance, trials are underway in 2023–2024 to deploy battery trains in rural areas, with the infrastructure owner installing short charging sections at termini similar to the German model.
• Elsewhere in Europe: Several other European countries are adopting battery trains. Austria’s ÖBB awarded Stadler a framework contract in 2023 for up to 120 FLIRT Akku BEMUs (with an initial firm order of 16) to replace diesel multiple units on regional lines in eastern Austria. These BEMUs will begin service in the mid-2020s after infrastructure adjustments (such as partial catenary at charging points) are completed. Denmark is also moving to battery traction – in 2024, Danish local railway Lokaltog selected Stadler to supply 14 BEMU trains (with an option for 10 more) for routes on Zealand and Lolland-Falster. The new Danish battery trains, slated for delivery by 2027, will replace 1990s-era IC2 diesel units and eliminate tailpipe emissions on those lines. France, Belgium, and the Netherlands are likewise studying BEMUs for secondary lines, though many plans are still in pilot stages. Notably, Belgium’s SNCB and France’s SNCF have so far focused more on electrification and hydrogen (in France’s case), but are monitoring battery technology progress. Spain has ordered some hybrid trains with battery capability (for example, Renfe’s orders from CAF include units that can run on electric wires and diesel, with batteries to bridge short gaps), and Ireland (Iarnród Éireann) in 2023 ordered BEMU-capable intercity trains from Alstom as part of a broader electric fleet procurement. Overall, thanks to rapid advances in lithium-ion technology and supportive funding, battery-electric and hybrid trains have transitioned from isolated demos to mainstream orders across Europe. They offer an attractive solution to decarbonize rail lines where full electrification is difficult, by enabling “electrification by proxy” – using batteries charged on electrified segments to power trains on non-electrified stretches. This significantly reduces fuel use, noise, and emissions without the need to string wires along the entire route.

Hydrogen Fuel Cell Trains

Hydrogen propulsion has become one of the most high-profile alternatives for diesel rail, especially for regional passenger services on longer non-electrified routes. Hydrogen fuel cell trains carry hydrogen on board (usually in roof-mounted tanks) and use fuel cells to generate electricity, emitting only water vapor. Europe has been at the forefront of developing and testing hydrogen trains:

Alstom’s Coradia iLint hydrogen fuel-cell train in regular service in Lower Saxony, Germany, where it replaced diesel units on a 100 km regional line. The world’s first passenger hydrogen train, the Alstom Coradia iLint, was unveiled at InnoTrans 2016 and began trial service in Germany in 2018. After a 530-day pilot (covering 180,000+ km) with two prototype units, Germany launched the first full hydrogen train fleet in 2022. In Lower Saxony, 14 Coradia iLint trains now operate daily on the 100 km route between Cuxhaven, Bremerhaven, Bremervörde and Buxtehude, completely replacing the diesel railcars that previously ran the line . This fleet can run 1,000 km per hydrogen tank, enabling a full day’s operation on a single fill. Local officials estimate it avoids consumption of 1.6 million liters of diesel and cuts CO₂ emissions by 4,400 tonnes per year. The Lower Saxony success was a milestone – as of August 2022 it became the first region in the world with a permanent hydrogen train timetable.

Following Germany’s lead, interest in hydrogen trains has grown across Europe. Alstom reports it has signed four contracts for “several dozen” hydrogen trains in Germany, France, and Italy. In Germany, aside from Lower Saxony’s fleet, the Rhine-Main transport authority (RMV) ordered 27 iLint trains for routes north of Frankfurt – constituting the largest hydrogen rail fleet to date. These entered service from December 2022 onward, although the rollout has encountered some teething problems. By late 2024, Alstom had to temporarily recall the RMV fleet to address component reliability issues, with diesel units bridging one line until fixes are implemented. RMV remains committed to hydrogen and continues running some iLints on other routes during this period. Such challenges underscore that the technology is still maturing, but operators view them as solvable hurdles on the path to zero-emission rail.

France is poised to be the next major adopter. SNCF, in partnership with four regions (Auvergne-Rhône-Alpes, Occitanie, Nouvelle-Aquitaine, Bourgogne-Franche-Comté), placed an order with Alstom for 12 dual-mode electric-hydrogen trains (based on the Coradia Polyvalent platform). These Régiolis H₂ multiple units will run on existing electrified lines under wire, and switch to hydrogen fuel cell mode on non-electrified stretches. The first units are in testing as of 2024, with entry into passenger service expected in 2025–2026. This will mark the debut of hydrogen trains in France, supported by national and regional funding as part of a strategy to decarbonize TER regional services. Notably, Alstom’s CEO indicated in late 2023 that further hydrogen train development in France may slow after this initial batch – partly due to a pause in government subsidies – but the current orders will be fulfilled. The French project’s success could pave the way for more deployments if costs come down.

Italy has also embraced hydrogen rail. In 2020, Lombardy’s regional operator FNM (Ferrovie Nord Milano) ordered the first hydrogen trains in Italy – a set of Coradia Stream H₂ multiple units from Alstom – for the Brescia–Iseo–Edolo line. The initial order was for 6 trains, with a framework allowing up to 14; by January 2024, FNM exercised options bringing the total to 8 on order. These trains (locally dubbed “Hydrogen Blues” in Lombardy’s H2iseO project) will replace diesel ATR trains on the non-electrified Valcamonica line, supported by the installation of hydrogen refueling infrastructure. Meanwhile in the south of Italy, Ferrovie del Sud Est (FSE) in Puglia ordered 2 hydrogen trains from Alstom in late 2023. The Italian hydrogen units are expected to enter service around 2024–2026, representing early adopters in both northern and southern Italy.

Other European hydrogen rail initiatives include: Austria, where ÖBB trialed an iLint train in 2020 and is analyzing hydrogen for certain rural lines (though OBB appears more inclined toward battery and electrification for now); The Netherlands, which tested the iLint in 2020 on the Groningen–Friesland line (the trial was successful, but the provinces opted for biodiesel and future electrification rather than immediate hydrogen deployment); Sweden, Poland, the Czech Republic, Slovakia, and Denmark, all of which have hosted short demonstrations of the Coradia iLint to explore its performance in their networks. As of 2023, none of those countries have placed firm orders yet, often citing the need for fueling infrastructure and cost considerations, but hydrogen remains on their radar for decarbonization. Romania has attempted multiple tenders to procure hydrogen trains with EU funding support – however, these were initially unsuccessful due to lack of bidders or high costs, leading the Romanian Railway Reform Authority to relaunch the procurement in 2024.

In the UK, hydrogen rail is still in trial phase. The first UK hydrogen train, the HydroFLEX, was created by converting a Class 319 electric train with Ballard fuel cells and auxiliary batteries. It debuted in 2019 and carried out a mainline test run in 2020, demonstrating the feasibility of retrofitting trains to hydrogen. A public showcase was done at COP26 in Glasgow (2021), but the HydroFLEX remains a development prototype. There are currently no hydrogen trains in passenger service in the UK; plans by Alstom and Eversholt Rail to build new “Breeze” hydrogen trains (from converted electric units) have not yet resulted in orders. Nonetheless, British Rail is investing in R&D – for example, Scotland is interested in hydrogen for certain rural routes and has its own converted test train. The UK government’s broader decarbonization plan foresees hydrogen trains potentially playing a role on some long-distance routes where electrification is impractical, but widespread deployment would likely be post-2030.

Beyond passenger trains, hydrogen is being explored for rail freight and shunting locomotives. Under the EU’s Fuel Cells and Hydrogen Joint Undertaking (FCH JU), the FCH2Rail project led by CAF has developed a prototype bi-mode train that can use both overhead electric power and a hydrogen fuel cell+battery system on non-electrified sections. In 2023, this demonstrator (a modified CAF train) underwent tests in Spain and completed a successful testing campaign in Portugal, running over 8,500 km in hydrogen mode. The tests proved the technical viability of a “HybridFuel” train that can seamlessly switch between catenary and hydrogen power. This kind of technology could enable future trains to avoid diesel entirely by using fuel cells as a range extender where wires are absent. In freight, a notable pilot is in France: Alstom and partners are working on a hydrogen fuel cell shunting locomotive for a Nestlé Waters factory supply line, planned to enter service in 2025. If successful, hydrogen could replace diesel shunters in rail-yards and industrial sidings. Additionally, companies like Siemens are developing hydrogen locomotives – Siemens’s Mireo Plus H is a fuel-cell multiple unit that began test runs in 2023 and is slated for passenger operations in 2024 on the route between Tübingen, Horb and Pforzheim (Baden-Württemberg). The Mireo Plus H has a range of roughly 600 km on hydrogen and forms part of the H2goesRail project with Deutsche Bahn, which also includes a mobile refueling station concept. Stadler Rail is another entrant: it has a hydrogen version of its FLIRT train (one is under construction for California) and in 2023 Stadler’s hydrogen train achieved a distance record during tests in the US – insights that could eventually transfer to European models.

Overall, hydrogen fuel cell trains are seen as a promising solution for routes that are too long for current battery technology and carry insufficient traffic to justify the expense of electrification. They offer zero exhaust emissions and can operate on existing tracks with only the addition of refueling infrastructure. The EU has supported hydrogen rail through joint research initiatives (Shift2Rail, FCH JU) and funding for pilot deployments. While challenges remain – notably the high cost of hydrogen fuel and new infrastructure, as well as ensuring truly green hydrogen production – the technology has moved beyond concept to real-world service. Europe’s experience with the iLint and upcoming projects in multiple countries will determine how large a role hydrogen will play in the future rail energy mix. Some experts forecast that hydrogen could power 15–20% of regional trains in Europe by 2035, especially on lines where neither batteries nor electrification provide an easy solution. The coming years of trials and early operations will be crucial for refining hydrogen train reliability and economics.

Biodiesel and Renewable Diesel (HVO) as Diesel Replacements

Using biofuels in place of fossil diesel is a relatively immediate way to reduce rail carbon emissions without waiting for new train technologies. Biodiesel (fatty-acid methyl ester, e.g. from vegetable oils) and HVO (Hydrotreated Vegetable Oil, a renewable paraffinic diesel) can be used in existing diesel locomotives either as blends or as a 100% replacement fuel. Several European projects have tested and implemented biodiesel/HVO in rail applications, with promising results:

One high-profile success has been in the Netherlands. The northern provinces of Groningen and Friesland conducted a two-year trial (2018–2020) powering Arriva’s diesel trains with HVO fuel. The trial demonstrated that HVO could be used as a drop-in fuel without issues, and it achieved an 89–90% reduction in CO₂ emissions compared to standard diesel . Following the pilot, the provinces decided to switch permanently to HVO. As of early 2023, all 68 Arriva trains in Groningen and Friesland run on 100% HVO instead of diesel . The HVO, sourced from waste cooking oil and other residues, is fully renewable and “completely plant-based” (not derived from fossil or animal feedstocks) . Because the trains were already compatible with EN590 diesel, no engine modifications were needed to use HVO – the fuel meets the required specs and performs the same as diesel in service . This switch has nearly eliminated tailpipe CO₂ emissions from those diesel train routes (aside from a small residual associated with production and transport of the biofuel). It’s a quick win for decarbonization while longer-term solutions (electrification, new trains) are in progress. Arriva is also introducing new WINK trainsets on these lines – these are multiple units equipped with small batteries to store braking energy and an HVO-compatible diesel engine for traction. The WINKs began service in 2021 and further boost efficiency by regenerating energy and reducing fuel consumption. The combination of advanced rolling stock and renewable fuel has made the northern Netherlands’ regional rail nearly zero-emission from an operational standpoint.

Germany’s national rail operator Deutsche Bahn (DB) is likewise leveraging renewable diesel to phase out fossil fuels. DB has approved around 1,000 of its existing diesel locomotives and railcars to run on HVO as of 2022 , including its entire DB Cargo freight locomotive fleet . By the start of 2023, DB was using 17 million liters of HVO biodiesel annually – double what it originally targeted, reaching its 2025 biofuel use goal two years early . This rapid scale-up was enabled by converting many fueling facilities from B7 diesel to HVO and ensuring warranties for the engines. DB estimates that HVO (made from waste materials) cuts lifecycle CO₂ emissions by up to 90%, and importantly, it does not require dedicating farmland to energy crops (thus avoiding competition with food production). By 2025, DB expects to save at least 50,000 tonnes of CO₂ through these diesel replacement measures. The company’s strategy is to use HVO and other sustainable fuels for existing diesel stock while investing in new battery and hydrogen trains for the future. DB has announced a complete phase-out of fossil diesel by 2027, backed by a €1.5 billion investment in alternative drives and fuels. Nearly all of DB’s diesel rolling stock (about 94%) has now been cleared to run on HVO, easing the transition. This is a significant development given DB’s scale – it signals that renewable drop-in fuels can be a practical interim solution to cut emissions quickly on non-electrified lines.

Several UK train operators have also trialed or adopted HVO in recent years. For example, ScotRail began testing HVO fuel in one of its Class 156 diesel multiple units in 2021 to evaluate performance in cold climates and operational reliability. The trial was successful, and ScotRail reported substantial reductions in exhaust emissions with no adverse effect on the train’s operation. Likewise, Chiltern Railways announced plans in 2022 to fuel a fleet of its trains with HVO as part of a modernization program. On the freight side, GB Railfreight (GBRf) has committed to using HVO for certain services – notably, GBRf will run its haulage of biomass trains to Drax Power Station exclusively on HVO from 2025, eliminating fossil diesel use on that major flow. These developments show a growing acceptance in the UK that sustainable biofuels can immediately cut carbon output from diesel trains. Even without government mandates, the rail industry is moving in this direction to meet decarbonization goals. It’s worth noting that engine manufacturers like Rolls-Royce (MTU) have certified many of their rail diesel engines to run on B100 biodiesel or HVO, smoothing the path for operators to switch fuels with confidence in engine durability.

Early experiences with biodiesel in rail date back over a decade. In the UK, as far back as 2007, Virgin Trains trialed a Class 220 Voyager unit running on a B20 blend (20% biodiesel, 80% diesel). The biodiesel was derived from sources like rapeseed, soybean, and palm oil. At the time, industry research suggested B20 was the highest blend usable without significant engine modifications. The trial did show a reduction in CO₂ emissions, but issues like cold-weather gelling and supply sustainability of first-generation biodiesel tempered enthusiasm. Today’s advanced biofuels like HVO have overcome many of those issues – HVO has high cetane and excellent cold-flow properties, and because it’s a hydrocarbon (paraffinic) fuel, it can be used up to 100% in most modern diesel engines. The RSSB (Rail Safety and Standards Board UK) had concluded that B20 was a safe blend for legacy fleets in 2007; now in 2023 we see multiple examples of B100 HVO being used successfully in revenue service (Arriva NL, DB, etc.) with far greater emissions benefit. This illustrates the progress in biofuel technology and availability.

Looking ahead, advanced biofuels (including HVO and similar renewable diesels from waste oils or synthetic processes) are likely to play a role in rail decarbonization, particularly as an interim solution. They can immediately cut greenhouse emissions from diesel trains by ~90% without waiting for new infrastructure or rolling stock . However, feedstock availability and cost are limiting factors – there may not be enough sustainable biofuel to convert all diesel rail mileage long-term, and truly zero-carbon (“green”) fuels will eventually be needed. Some railways are also exploring e-fuels (synthetic diesel produced from green hydrogen and CO₂), which could be nearly carbon-neutral and used in existing engines, though this technology is still in its infancy and quite energy-intensive. In summary, biodiesel/HVO is providing an effective bridge: it leverages today’s assets to yield immediate emissions cuts, buying time for the broader transition to electrification, batteries, and hydrogen to mature.

LNG (Liquefied Natural Gas) for Rail Applications

LNG is another alternative fuel that has been trialed in railway locomotives, primarily for heavy freight operations. LNG is natural gas stored at super-cooled liquid form, offering a higher energy density than compressed gas. When used in a dual-fuel engine (diesel pilot ignition with LNG substitution) or in a dedicated high-pressure engine, LNG can reduce certain emissions and fuel costs. In Europe, LNG rail applications are still at an experimental stage, but there has been at least one notable pilot project:

Operail’s dual-fuel LNG freight locomotive, converted from a GE C36 diesel, during testing in Estonia. LNG tanks (silver) were added, enabling the locomotive to run on both diesel and liquefied gas. In 2020–2021, Estonian freight operator Operail partnered with Latvian firm DiGas to retrofit a standard GE C36-7 diesel locomotive to LNG/diesel dual-fuel operation. The project, completed at Operail’s Tapa depot, split the locomotive’s large 17,000-liter fuel tank into two sections – one for diesel and one for LNG. Additional cryogenic storage and fuel handling systems were installed along with engine modifications. The converted loco can run on a mixture of approximately 80% LNG and 20% diesel (the diesel is needed for ignition in the Caterpillar 7FDL engine). Operail reported that using LNG is expected to cut fuel costs by about 30%, reduce CO₂ emissions by 20%, and virtually eliminate sulfur oxide emissions (up to 70% reduction) compared to the baseline diesel operation. After static tests, the LNG locomotive undertook trial runs in mid-2021 and was set to enter regular freight service by autumn 2021. Operail’s management expressed hopes that if the pilot proved successful in terms of performance and emissions, more of their heavy locomotives could be converted to LNG in the future.

The Operail LNG locomotive is one of the first of its kind in Europe (and the first in the Baltic region). It showcased that even older diesel locomotives can be modernized to use alternative fuels. The project cost was relatively modest (around €0.25 million) and benefited from Estonia’s interest in innovative clean transport solutions. As of the end of 2022, no further conversions in Estonia have been announced publicly, and Operail’s focus may have shifted due to corporate restructuring and broader market changes. Nonetheless, the data collected from this pilot will inform any future decisions on LNG in rail.

It’s worth noting that LNG as a locomotive fuel has a longer history in North America. LNG has been tested in US and Canadian railroads for the better part of 25 years . Several Class I freight railways (including BNSF and CN) conducted trials with LNG-fueled locomotives and tender cars in the 1990s and 2010s. While most stopped short of full deployment (citing infrastructure and economics), one regional railroad – Florida East Coast Railway (FEC) – embraced LNG. By 2017, FEC had converted its entire mainline locomotive fleet (24 GE Evolution series units) to dual-fuel LNG operation, with locomotives paired to custom LNG tender cars . FEC made this move for two key reasons: its locomotives run on a captive route (Jacksonville to Miami) with centralized refueling, and FEC’s parent company opened its own LNG plant in Florida, ensuring a steady, cost-effective fuel supply . Using LNG allowed FEC to cut fuel costs significantly (natural gas was cheaper than diesel) and reduce emissions of NOx, SOx, and particulate matter. The FEC case demonstrates that LNG can work in a closed system with the right conditions . However, it also underscores why LNG adoption has been limited elsewhere – it requires special fueling infrastructure (e.g., cryogenic storage, handling of boil-off gas) and the economics depend on gas vs. diesel price differences which can fluctuate.

In Europe, beyond the Operail experiment, there has been exploratory interest in countries like Spain and Italy for LNG in rail, but no concrete projects are known to have launched. Finland’s VR and Russia’s RZD also studied LNG for cold-weather performance, and Russia built a few LNG-fueled locomotives for Siberian routes. The European Union’s climate strategy, however, is more focused on true zero-emission solutions (electric, hydrogen) rather than LNG, which is still a fossil fuel (albeit cleaner-burning than diesel). LNG does offer lower CO₂ per unit energy and can virtually eliminate sulfur emissions, but methane leakage and the fact that it’s still carbon-based mean it’s viewed as a transitional fuel at best. Additionally, the volatility in natural gas prices (especially after 2022) and energy security concerns have made LNG less attractive in Europe recently.

Thus, while LNG locomotives can provide some emission improvements (20% CO₂ reduction as shown in Estonia) and cost savings, the appetite for scaling this up in Europe seems limited. Efforts are more likely to go into electrification, batteries, and hydrogen. That said, LNG could find niche use on specific freight corridors if conditions favor it – for example, routes with high fuel consumption where electrification isn’t planned and where an LNG supply is readily available. It’s also possible to use bio-LNG or synthetic methane in the same engines, which could eventually make LNG operations near-zero carbon if the methane is renewable. The technology from the Operail and FEC projects (dual-fuel kits, tender car designs) could be repurposed for such renewable methane in the future.

In summary, LNG for rail remains in the demonstration phase in Europe, with one operational pilot to date. It has shown measurable benefits in fuel cost and emissions, but the required infrastructure and only moderate CO₂ reduction limit its appeal under the EU’s decarbonization goals. As a result, LNG is often seen as a stepping stone – potentially useful in the short term for heavy freight lines – but likely to be outpaced by hydrogen or electrification in the longer term. Nonetheless, the know-how gained from LNG projects contributes to the broader body of alternative fuel experience and could inform future developments, such as handling of cryogenic fuels and dual-fuel engine technologies in the rail sector.

Sources: European Alternative Fuels Observatory (EAFO) data and multiple industry sources as cited above, including recent press releases, railway company announcements, and news articles. The information reflects the state of projects up to 2024–2025 and highlights Europe’s ongoing transition to cleaner rail transportation options.