"A hydrogen fuel cell train is essentially an electric train that generates its own electricity on board. Instead of drawing power from overhead lines, hydrogen stored in high-pressure tanks reacts with oxygen from the air inside a fuel cell to produce electricity," Moushumi Mohanty, senior programme manager, electric mobility programme, at New Delhi-based think tank Centre for Science and Environment, said.
भारत की पहली हाइड्रोजन ईंधन से चलने वाली ट्रेन का शुक्रवार को उद्घाटन हुआ। प्रधानमंत्री नरेंद्र मोदी इसे हरी झंडी दिखाकर रवाना किया। जींद-सोनीपत रेलखंड पर चलने वाली इस ट्रेन को देश की हरित परिवहन पहल की बड़ी उपलब्धि माना जा रहा है। इसी बीच केंद्रीय मंत्री अश्विनी वैष्णव ने ट्रेन की बारीकियां के बारे में जानकारी दी। केंद्रीय मंत्री ने क्या बताया? उन्होंने कहा कि हाइड्रोजन फ्यूल सेल बिजली पैदा करता है। इसमें लगे कन्वर्टर मोटर को चलाते हैं। पूरी तकनीक का भारत में विकास होना और बौद्धिक संपदा अधिकार (आईपी) का हमारे पास होना इसकी सबसे महत्वपूर्ण बात है। इस पर हमारा पूरा आईपी अधिकार है। पूरे सिस्टम का विकास भारत में हुआ है। इसका परीक्षण और प्रमाणीकरण विश्व की सर्वश्रेष्ठ एजेंसी की ओर से किया गया है। इसे उनके द्वारा पूरी तरह से प्रमाणित किया गया है, इसलिए यह एक बहुत ही सुरक्षित तकनीक है। खासियत को लेकर केंद्रीय मंत्री ने क्या बोला? यह एक हरित तकनीक है। इससे केवल पानी का उत्सर्जन होता है।सबसे अच्छी बात यह है कि रेलवे में लॉन्च होने के बाद, इस पूरी तकनीक को अब अन्य क्षेत्रों में भी इस्तेमाल किया जा सकता है। उदाहरण के लिए, इसका उपयोग समुद्री क्षेत्र में किया जा सकता है। इसी तकनीक का एक छोटा संस्करण ट्रकों में इस्तेमाल किया जा सकता है। इसका उपयोग छोटी नावों और मध्यम आकार की मछली पकड़ने वाली नावों जैसे विभिन्न अन्य अनुप्रयोगों में भी किया जा सकता है। तकनीक का विकास सबसे महत्वपूर्ण उपलब्धि है। एक बार जब भारत अपनी तकनीक विकसित कर लेता है, तो हम इसे कई क्षेत्रों में उपयोग कर सकते हैं। हमें प्रौद्योगिकी के विकास के लिए किसी और पर निर्भर नहीं रहना पड़ेगा। विशेषज्ञों ने क्या कहा? वहीं, विशेषज्ञों के अनुसार इस ट्रेन के शुभारंभ से ऊर्जा-गहन रेलवे क्षेत्र के लिए जीवाश्म ईंधन पर निर्भरता से मुक्ति का संकेत देगा, लेकिन यह मुख्यधारा का समाधान बनने के बजाय एक खास भूमिका निभाने की संभावना है, क्योंकि देश के अधिकांश ब्रॉड-गेज नेटवर्क का विद्युतीकरण पहले से ही हो चुका है। हाइड्रोजन का दीर्घकालिक योगदान पर क्या कहा? विशेषज्ञों ने कहा कि भारत के ऊर्जा परिवर्तन और जलवायु लक्ष्यों में हाइड्रोजन का दीर्घकालिक योगदान इस बात पर निर्भर करेगा कि नवीकरणीय बिजली का उपयोग करके उत्पादित किफायती हरित हाइड्रोजन उपलब्ध है या नहीं और क्या यह किसी विशिष्ट मार्ग के लिए आर्थिक रूप से प्रतिस्पर्धी साबित होता है। शिव नादर विश्वविद्यालय के इंजीनियरिंग विभाग के प्रोफेसर हरप्रीत सिंह अरोरा ने पीटीआई को बताया, 'सरल शब्दों में, हाइड्रोजन-फ्यूल-सेल-प्रोपल्शन सिस्टम एक फ्यूल सेल के अंदर हवा से ऑक्सीजन के साथ हाइड्रोजन को मिलाकर बिजली उत्पन्न करता है। यह बिजली ट्रेन के मोटरों को शक्ति प्रदान करती है।' हाइड्रोजन ट्रेनों की भूमिका सीमित रहने की संभावना? नई दिल्ली स्थित थिंक टैंक सेंटर फॉर साइंस एंड एनवायरनमेंट में इलेक्ट्रिक मोबिलिटी प्रोग्राम की वरिष्ठ कार्यक्रम प्रबंधक मौशुमी मोहंती ने कहा, 'भारत के ब्रॉड-गेज रेलवे नेटवर्क का 95 प्रतिशत से अधिक हिस्सा पहले से ही विद्युतीकृत है, हाइड्रोजन ट्रेनों की भूमिका सीमित रहने की संभावना है, न कि यह मुख्यधारा का समाधान बनेंगी।' कितने किलोमीटर की दूरी तय करेगा? भारत को शुक्रवार को अपनी पहली हाइड्रोजन-चालित ट्रेन मिलने जा रही है, जब प्रधानमंत्री नरेंद्र मोदी हरियाणा के जींद से सोनीपत तक इस यात्री सेवा का उद्घाटन करेंगे। दोनों शहरों के बीच 89 किलोमीटर की दूरी दो घंटे में तय की जाएगी, जिसमें ट्रेन 12 मध्यवर्ती स्टेशनों पर रुकेगी।
A panel discussion titled "AI vs Climate: Is Intelligence Becoming the Planet's Biggest Energy Consumer?" brought together Nidhi Sarin, director, energy transition, Global Energy Alliance; Kiran K R, chief digital officer, Adani Green Energy; and Rajneesh Sareen, programme director, sustainable habitat programme at the Centre for Science and Environment. Speaking on AI's energy requirements, Kiran said data centres account for a significant share of the electricity consumption when it comes to growth of AI. "For every query we put into AI bots, a lot of energy is consumed," he said, adding that as AI becomes more affordable and widely adopted, its overall energy consumption is expected to rise alongside falling costs.
The MoEFCC recently issued a draft notification under the Environment (Protection) Act, 1986, bringing 255 steel plants under the carbon credit trading scheme (CCTS) compliance net. The regulation establishes legally binding carbon targets for the Indian steel sector, which accounts for 10% to 12% of the nation’s total emissions. Moving away from older energy-consumption metrics, the new framework tracks the exact greenhouse gases released per ton of metal produced across 148.7 million tons of production. Trajectory: Individual steel plants face intensity reduction targets ranging from 2.1% to 9.3%, with a sector-wide average reduction of roughly 5.5%. High-emitting plants face the sharpest reduction curves. Calibration: To establish realistic baselines, the government recalibrated data for 126 units after stakeholder feedback, tightening the target for 24 plants and relaxing it for 73. Timeline: Built on FY2023-24 operational data, the draft was issued on June 26, 2026, with a 60-day feedback window. Active compliance obligations officially begin in FY2026-27. Enforcement: Outperforming entities earn tradable carbon credit certificates. Those falling short must purchase certificates or pay environmental compensation equal to twice the average market price. While the framework sets clear baseline targets, the lack of sub-sector classifications could slow deep industrial decarbonization. Ground reality: Rather than waiting for final rules to take effect, many Indian steel enterprises are actively changing how they operate to meet the new performance metrics. • Clean Power: Many firms are signing long-term corporate power purchase agreements for solar and wind power to clean up their factory electricity footprints. For instance, AM/NS India partnered with AM Green Energy and Siemens Gamesa to secure a 989-MW solar-wind hybrid project. This contract will supply its Hazira plant, eliminating 1.5 million tons of emissions annually. • Waste: Factories are putting in advanced waste heat recovery systems to capture and reuse thermal energy that would otherwise be lost. For instance, Tata Steel deployed coke dry quenching (CDQ) and blast furnace gas (BFG) recovery systems to optimize internal power generation. At Kalinganagar, the CDQ system cools 1,000°C coke at 200 tons per hour, cutting CO₂ emissions by up to 0.14 tons and dust by 400 grams per ton of coke. Simultaneously, high-pressure BFG routed through turbines generates 15–20 MW per furnace block, helping Jamshedpur recycle 97.56% of by-product gases. This dual recovery dropped specific energy consumption to 5.76 Gcal per tonne of crude steel and reduced the blast furnace fuel rate to 533–548 kg per ton of hot metal. • Green Inputs: Many industrial players are expanding scrap metal recycling and running pilot projects to inject green hydrogen into direct reduced iron plants, lowering their reliance on coking coal. For example, JSW Steel commissioned a 10-MW green hydrogen plant at its Vijayanagar facility. The site injects 3,800 tons of clean hydrogen annually, partially replacing coking-coal-derived fuels. Scenario analysis: To evaluate the long-term impact of these carbon rules, industry experts balance near-term administrative onboarding against structural systemic challenges. 1: Onboarding vs. Carbon Lock-In: The current framework offers a smooth entry point, requiring roughly a 2% annual reduction. While large plants can achieve this through low-cost engineering adjustments, environmental analysts fear this low baseline risks a carbon lock-in. As Parth Kumar, Program Manager, Centre for Science and Environment, notes, early targets drive basic energy efficiency, but the real test is whether future cycles will force deeper structural shifts rather than letting companies extend the life of coal-heavy infrastructure. 2: The Credit Loophole: Unlike rules for cement or aluminum, this notification applies a single standard without sub-sector classifications. Researchers from Prayas (Energy Group) warn that treating integrated mills and small, coal-based induction furnaces identically creates a loophole. Highly polluting smaller units might simply buy cheap, oversupplied carbon credits rather than investing capital to upgrade local setups, mirroring failures seen in older industrial energy schemes. 3: A Trade Shield Against Global Tariffs: Conversely, a domestic market shields metal exporters facing the European Union’s CBAM. By verifying emission data and establishing a local price under domestic targets, the system provides audited records to offset cross-border tariffs. NITI Aayog papers underscore that the framework is vital to insulate Indian heavy manufacturing from emerging global trade barriers. The impact: This policy forces 255 Indian steel plants to clean up their operations by tracking exact emissions. In the short term, factories will easily meet these targets through basic, low-cost engineering fixes. However, because the rules treat large, modern mills and small, dirty furnaces exactly the same, smaller units might just buy cheap credits instead of fixing their pollution. On the bright side, having these audited carbon records gives Indian exporters a massive advantage, acting as a shield to protect them from paying heavy carbon taxes when shipping steel to Europe.
India is set to enter the hydrogen-powered rail era on Friday with the launch of its first hydrogen fuel-cell train, a move experts say represents an important step in the country's clean-energy transition, even though the technology is unlikely to become the backbone of the national railway network. Prime Minister Narendra Modi will inaugurate the passenger service between Jind and Sonipat in Haryana, covering the 89-km route in about two hours with stops at 12 stations. Powered by a 1,200-kilowatt hydrogen fuel-cell propulsion system, the 10-coach train will operate at a maximum speed of 75 kmph, according to the Ministry of Railways. While the project showcases India's push towards cleaner transport, experts believe hydrogen-powered trains will mainly serve routes where electrification is difficult, as more than 95 per cent of India's broad-gauge railway network is already electrified. How hydrogen trains work Unlike conventional electric trains that draw power from overhead lines, hydrogen trains generate electricity onboard. "In simple terms, a hydrogen-fuel-cell-propulsion system works by combining hydrogen with oxygen from the air inside a fuel cell to produce electricity. This electricity powers the train's motors," Harpreet Singh Arora, professor at Shiv Nadar University's School of Engineering, told PTI. Moushumi Mohanty, senior programme manager, Electric Mobility Programme, at the Centre for Science and Environment, explained the technology further. "A hydrogen fuel cell train is essentially an electric train that generates its own electricity on board. Instead of drawing power from overhead lines, hydrogen stored in high-pressure tanks reacts with oxygen from the air inside a fuel cell to produce electricity," she said. "The only direct emission from the fuel cell is water vapour." The hydrogen used by the train is produced separately, compressed, transported to the refuelling station and then stored in onboard high-pressure tanks. "The hydrogen-refuelling infrastructure consists of hydrogen production or supply facilities, compression systems, high-pressure storage tanks, dispensing equipment and safety systems. Hydrogen is compressed, typically to high pressures, stored on site and transferred into onboard tanks through specialised dispensing systems," Mohanty said. The Railways has established an indigenous hydrogen storage and refuelling facility at Jind. Both the train and the refuelling station are equipped with hydrogen leak detectors, heat sensors and automatic shut-off systems to enhance safety. A cleaner alternative Hydrogen fuel produces no carbon dioxide, sulphur oxides, nitrogen oxides or particulate matter during operation, making it an attractive alternative to fossil fuels. Experts, however, stress that its environmental benefits depend largely on how the hydrogen itself is produced. "The introduction of a hydrogen-powered train is significant for India's energy transition as it represents a move toward cleaner, low-emission transport. It supports India's climate goals by reducing dependence on fossil fuels and lowering greenhouse-gas emissions, especially in sectors like railways that consume large amounts of energy," Arora said. Mainak Mukherjee, product analyst at global technology firm SLB, said the biggest challenge lies in producing green hydrogen. "The sustainability of hydrogen as a clean-energy source depends not only on the fuel itself, but also on how it is produced, the infrastructure that supports its use and the sectors in which it is applied. To fully realise its decarbonisation potential, greater emphasis should be placed on green hydrogen, which is produced through water electrolysis using renewable electricity," he said. Mohanty echoed the view. "Hydrogen deployment should prioritise green-hydrogen production, minimise leakage across the supply chain, improve fuel-cell efficiency and focus on applications where direct electrification is not feasible." Why experts see only a niche role in India Countries such as Germany, France, Japan, China and the United States have already introduced or tested hydrogen-powered trains, primarily on regional routes where railway electrification is limited. Experts believe India is likely to follow a similar path. "The experiences of Germany and France demonstrated that hydrogen-powered trains can complement diesel trains to a certain extent, on non-electrified regional rail lines, where electrification is technically difficult or economically expensive. Successful deployment would depend on factors such as route suitability, shared re-fuelling infrastructure and the use of green hydrogen to maximise emissions reduction," Mukherjee said. Mohanty said India's extensive railway electrification reduces the need for hydrogen-powered trains on most routes. "Given that more than 95 per cent of India's broad-gauge railway network is already electrified, hydrogen trains are likely to have a niche role rather than becoming the mainstream solution." "Their long-term contribution to climate goals will depend on the availability of affordable green hydrogen and whether they prove economically competitive for specific routes," she added. Arora noted that railways remain an ideal testing ground for hydrogen technology because of their predictable routes and operating schedules. "In addition, they (trains) require high power over long distances, which hydrogen can efficiently provide." He added, "Hydrogen fuel cells typically have an efficiency of around 50-60 per cent in converting hydrogen into electricity. The efficiency of producing hydrogen through electrolysis is generally about 60-70 per cent, depending on the technology and conditions used."
India is set to enter the hydrogen-powered rail era on Friday with the launch of its first hydrogen fuel-cell train, a move experts say represents an important step in the country's clean-energy transition, even though the technology is unlikely to become the backbone of the national railway network. Prime Minister Narendra Modi will inaugurate the passenger service between Jind and Sonipat in Haryana, covering the 89-km route in about two hours with stops at 12 stations. Powered by a 1,200-kilowatt hydrogen fuel-cell propulsion system, the 10-coach train will operate at a maximum speed of 75 kmph, according to the Ministry of Railways. While the project showcases India's push towards cleaner transport, experts believe hydrogen-powered trains will mainly serve routes where electrification is difficult, as more than 95 per cent of India's broad-gauge railway network is already electrified. How hydrogen trains work Unlike conventional electric trains that draw power from overhead lines, hydrogen trains generate electricity onboard. "In simple terms, a hydrogen-fuel-cell-propulsion system works by combining hydrogen with oxygen from the air inside a fuel cell to produce electricity. This electricity powers the train's motors," Harpreet Singh Arora, professor at Shiv Nadar University's School of Engineering, told PTI. Moushumi Mohanty, senior programme manager, Electric Mobility Programme, at the Centre for Science and Environment, explained the technology further. "A hydrogen fuel cell train is essentially an electric train that generates its own electricity on board. Instead of drawing power from overhead lines, hydrogen stored in high-pressure tanks reacts with oxygen from the air inside a fuel cell to produce electricity," she said. "The only direct emission from the fuel cell is water vapour." The hydrogen used by the train is produced separately, compressed, transported to the refuelling station and then stored in onboard high-pressure tanks. "The hydrogen-refuelling infrastructure consists of hydrogen production or supply facilities, compression systems, high-pressure storage tanks, dispensing equipment and safety systems. Hydrogen is compressed, typically to high pressures, stored on site and transferred into onboard tanks through specialised dispensing systems," Mohanty said. The Railways has established an indigenous hydrogen storage and refuelling facility at Jind. Both the train and the refuelling station are equipped with hydrogen leak detectors, heat sensors and automatic shut-off systems to enhance safety. A cleaner alternative Hydrogen fuel produces no carbon dioxide, sulphur oxides, nitrogen oxides or particulate matter during operation, making it an attractive alternative to fossil fuels. Experts, however, stress that its environmental benefits depend largely on how the hydrogen itself is produced. "The introduction of a hydrogen-powered train is significant for India's energy transition as it represents a move toward cleaner, low-emission transport. It supports India's climate goals by reducing dependence on fossil fuels and lowering greenhouse-gas emissions, especially in sectors like railways that consume large amounts of energy," Arora said. Mainak Mukherjee, product analyst at global technology firm SLB, said the biggest challenge lies in producing green hydrogen. "The sustainability of hydrogen as a clean-energy source depends not only on the fuel itself, but also on how it is produced, the infrastructure that supports its use and the sectors in which it is applied. To fully realise its decarbonisation potential, greater emphasis should be placed on green hydrogen, which is produced through water electrolysis using renewable electricity," he said. Mohanty echoed the view. "Hydrogen deployment should prioritise green-hydrogen production, minimise leakage across the supply chain, improve fuel-cell efficiency and focus on applications where direct electrification is not feasible." Why experts see only a niche role in India Countries such as Germany, France, Japan, China and the United States have already introduced or tested hydrogen-powered trains, primarily on regional routes where railway electrification is limited. Experts believe India is likely to follow a similar path. "The experiences of Germany and France demonstrated that hydrogen-powered trains can complement diesel trains to a certain extent, on non-electrified regional rail lines, where electrification is technically difficult or economically expensive. Successful deployment would depend on factors such as route suitability, shared re-fuelling infrastructure and the use of green hydrogen to maximise emissions reduction," Mukherjee said. Mohanty said India's extensive railway electrification reduces the need for hydrogen-powered trains on most routes. "Given that more than 95 per cent of India's broad-gauge railway network is already electrified, hydrogen trains are likely to have a niche role rather than becoming the mainstream solution." "Their long-term contribution to climate goals will depend on the availability of affordable green hydrogen and whether they prove economically competitive for specific routes," she added. Arora noted that railways remain an ideal testing ground for hydrogen technology because of their predictable routes and operating schedules. "In addition, they (trains) require high power over long distances, which hydrogen can efficiently provide." He added, "Hydrogen fuel cells typically have an efficiency of around 50-60 per cent in converting hydrogen into electricity. The efficiency of producing hydrogen through electrolysis is generally about 60-70 per cent, depending on the technology and conditions used."
India’s first hydrogen-powered electric train marks a shift from depending on fossil fuels for an energy-intensive railways sector and aims to lower greenhouse-gas emissions, but is likely to play a niche role, given that most of the country’s broad-gauge network is already electrified, according to experts. Hydrogen’s long-term contribution to India’s energy transition and climate goals will depend on whether affordable green hydrogen – which is produced using renewable electricity – is available and if it proves to be economically competitive for a specific route, the experts say. Chemistry India is set to get its first hydrogen-powered train on Friday, when Prime Minister Narendra Modi will inaugurate the passenger service from Jind to Sonipat in Haryana. The 89-kilometre distance between the two cities will be covered in two hours, with the train halting at 12 intermediate stations. A 1,200-kilowatt hydrogen-fuel-cell-propulsion system will power the 10-car trainset, which will operate at a maximum speed of 75 kilometres per hour, the Ministry of Railways said in a statement on Thursday. “This milestone marks the latest chapter in the evolution of how Indian Railways has powered its trains, reflecting India’s broader journey from coal and steam to cleaner, more sustainable sources of energy,” it said. “In simple terms, a hydrogen-fuel-cell-propulsion system works by combining hydrogen with oxygen from the air inside a fuel cell to produce electricity. This electricity powers the train’s motors,” Harpreet Singh Arora, professor at Shiv Nadar University’s school of engineering, told PTI. Chemistry “A hydrogen fuel cell train is essentially an electric train that generates its own electricity on board. Instead of drawing power from overhead lines, hydrogen stored in high-pressure tanks reacts with oxygen from the air inside a fuel cell to produce electricity,” explained Moushumi Mohanty, senior programme manager, electric mobility programme, at New Delhi-based think tank Centre for Science and Environment. The only direct emission from the fuel cell is water vapour, she added. Hydrogen is considered a “clean fuel” since its burning produces no harmful pollutants, such as carbon dioxide, particulate matter, sulphur oxides or nitrogen oxides, typically released when fossil fuels are burned. The water vapour released from burning hydrogen remains in the atmosphere for a short period, eventually forming a part of the natural water cycle. Hydrogen fuel for the train is “produced separately, compressed, transported to the refuelling station and filled into storage tanks on the train”, Mohanty told PTI.
सेंटर फॉर साइंस एंड एनवायरनमेंट (सीएसई), नई दिल्ली के ज्योतिप्रसाद दाधीच और विवेक कुमार साह ने फीकल स्लज मैनेजमेंट (एफएसएम) पर एक तकनीकी सत्र आयोजित किया। इस सत्र में स्वच्छता श्रृंखला, फीकल स्लज के वैज्ञानिक प्रबंधन, निर्धारित डिस्लजिंग और एफएसटीपी के संचालन और रखरखाव की जानकारी दी गई। विशेषज्ञों ने बताया कि इससे खुले में फीकल स्लज के निस्तारण पर रोक लगेगी, भूजल और सतही जल स्रोतों का संरक्षण होगा, जिससे जनस्वास्थ्य एवं पर्यावरण को लाभ मिलेगा।
Haryana Railway News: जींद। भारत ने स्वच्छ और आधुनिक परिवहन की दिशा में एक नया अध्याय लिख दिया है। प्रधानमंत्री नरेंद्र मोदी ने शुक्रवार को देश की पहली हाइड्रोजन ईंधन से चलने वाली ट्रेन को हरी झंडी दिखाकर रवाना किया। जींद-सोनीपत रेलखंड पर शुरू हुई यह ट्रेन भारत की हरित परिवहन पहल का बड़ा कदम मानी जा रही है। इस उपलब्धि के साथ भारत उन चुनिंदा देशों में शामिल हो गया है, जिन्होंने हाइड्रोजन तकनीक को रेलवे में अपनाया है। हाइड्रोजन फ्यूल सेल कैसे करता है काम? Haryana Railway News रेल मंत्री अश्विनी वैष्णव ने बताया कि इस ट्रेन में हाइड्रोजन फ्यूल सेल तकनीक का इस्तेमाल किया गया है। फ्यूल सेल हाइड्रोजन और हवा में मौजूद ऑक्सीजन की रासायनिक प्रक्रिया से बिजली पैदा करता है। यह बिजली कन्वर्टर के जरिए ट्रेन की मोटरों तक पहुंचती है, जिससे ट्रेन चलती है। उन्होंने कहा कि इस परियोजना की सबसे बड़ी उपलब्धि यह है कि पूरी तकनीक का विकास भारत में हुआ है और इसका बौद्धिक संपदा अधिकार (आईपी) भी भारत के पास है। इसके परीक्षण और प्रमाणीकरण का काम विश्वस्तरीय एजेंसी ने किया है, जिससे यह तकनीक पूरी तरह सुरक्षित मानी जा रही है। सिर्फ पानी का होता है उत्सर्जन हाइड्रोजन ट्रेन की सबसे बड़ी खासियत यह है कि इससे प्रदूषण नहीं होता। फ्यूल सेल की प्रक्रिया के बाद केवल पानी और जलवाष्प का उत्सर्जन होता है। यही वजह है कि इसे पर्यावरण के अनुकूल परिवहन का बेहतर विकल्प माना जा रहा है। रेलवे से आगे भी होगा इस्तेमाल अश्विनी वैष्णव के अनुसार, इस तकनीक का उपयोग केवल रेलवे तक सीमित नहीं रहेगा। भविष्य में इसका इस्तेमाल समुद्री परिवहन, ट्रकों, छोटी नावों और मछली पकड़ने वाली नौकाओं सहित कई अन्य क्षेत्रों में भी किया जा सकता है। उनका कहना है कि स्वदेशी तकनीक विकसित होने से भारत को भविष्य में इस क्षेत्र में किसी अन्य देश पर निर्भर नहीं रहना पड़ेगा। विशेषज्ञों की क्या है राय? विशेषज्ञों का मानना है कि हाइड्रोजन ट्रेन का शुभारंभ भारत के ऊर्जा परिवर्तन और हरित परिवहन की दिशा में महत्वपूर्ण कदम है। हालांकि, उनका यह भी कहना है कि भारत के 95 प्रतिशत से अधिक ब्रॉड-गेज रेलवे नेटवर्क का पहले ही विद्युतीकरण हो चुका है। ऐसे में हाइड्रोजन ट्रेनें मुख्यधारा का विकल्प बनने के बजाय उन मार्गों पर अधिक उपयोगी साबित हो सकती हैं, जहां बिजली का बुनियादी ढांचा उपलब्ध नहीं है। हरित हाइड्रोजन की उपलब्धता होगी अहम विशेषज्ञों के अनुसार, हाइड्रोजन तकनीक की दीर्घकालिक सफलता इस बात पर निर्भर करेगी कि नवीकरणीय ऊर्जा से तैयार होने वाला हरित हाइड्रोजन कितनी किफायती दर पर उपलब्ध हो पाता है। यदि ग्रीन हाइड्रोजन का उत्पादन सस्ता और बड़े पैमाने पर संभव हुआ, तो यह तकनीक रेलवे के साथ-साथ परिवहन के कई अन्य क्षेत्रों में भी क्रांतिकारी बदलाव ला सकती है। शिव नादर विश्वविद्यालय के इंजीनियरिंग विभाग के प्रोफेसर हरप्रीत सिंह अरोड़ा ने बताया कि हाइड्रोजन फ्यूल सेल हवा से ऑक्सीजन और हाइड्रोजन को मिलाकर बिजली पैदा करता है। यही बिजली ट्रेन के मोटरों को चलाती है। वहीं, सेंटर फॉर साइंस एंड एनवायरनमेंट की वरिष्ठ कार्यक्रम प्रबंधक मौशुमी मोहंती का कहना है कि भारत में अधिकांश रेल नेटवर्क पहले से विद्युतीकृत है, इसलिए हाइड्रोजन ट्रेनों की भूमिका सीमित लेकिन महत्वपूर्ण रहने की संभावना है। भारत की पहली हाइड्रोजन ट्रेन केवल एक नई रेल सेवा नहीं, बल्कि स्वदेशी तकनीक, स्वच्छ ऊर्जा और आत्मनिर्भर भारत की दिशा में एक बड़ी उपलब्धि है। आने वाले वर्षों में यह तकनीक देश के परिवहन क्षेत्र को अधिक टिकाऊ और पर्यावरण के अनुकूल बनाने में अहम भूमिका निभा सकती है।
Union renewable energy secretary Santosh Kumar Sarangi on Wednesday said that around 100,000 households are now installing rooftop solar systems every week under the Centre’s flagship PM Surya Ghar: Muft Bijli Yojana, with the government expressing confidence that its target of covering 10 million homes by March 2027 remains firmly on track. Latest data, till July 13 by the ministry of new and renewable energy (MNRE) shows the scheme has so far benefitted 4.65 million households across the country. Gujarat leads the country with 1.06 million households covered, followed closely by Maharashtra (1.04 million) and Uttar Pradesh (676,000). The PM Surya Ghar: Muft Bijli Yojana, launched in February 2024, seeks to provide rooftop solar systems to 10 million residential households while reducing dependence on conventional power sources. Households installing systems larger than 3 kW receive a central subsidy of ₹78,000. “We are covering around one lakh (100,000) households every seven days now and we expect to cross 50 lakh (5 million) households next month. The target of covering one crore (10 million) households by March 2027 is very much on track,” Sarangi told HT. The increase in numbers is also down to an aggressive push in states, where initial numbers were low. “This includes states like West Bengal and Tamil Nadu, where initially, numbers were low but have picked up pace now,” Sarangi said. Kerala (300,000), Rajasthan (267,000), Andhra Pradesh (227,000), Madhya Pradesh (154,000), Assam (153,000), Odisha (131,000) and Haryana (117,000) are among the other leading states. Among Union Territories, Delhi has recorded 14,736 household rooftop solar connections under the scheme so far. He further attributed the recent momentum partly to word-of-mouth publicity by beneficiaries and sustained awareness campaigns across print, television and FM radio, adding as renewables grow, it helps push towards India’s target of installing 500 GW of non-fossil fuel energy capacity by 2030. Sarangi said the government has already installed 288 GW of capacity so far. Experts said while the numbers are encouraging, the finer challenges, like making the subsidy process smoother, is also important. “The data speaks for itself. We are seeing consistent growth now and states where there is both central and state subsidy are doing well,” said Binit Das, programme manager for the renewable energy team at the Centre for Science and Environment (CSE). He said while space constraints remain an issue, particularly in urban spaces, other challenges include the financial process.
Access to land for solar farms is becoming a problem worldwide. Solar panels require a lot of land, but farmland already has other uses. Over a decade ago, engineers in Gujarat pioneered one of the world's first canal-top solar power projects by placing solar panels above an irrigation canal instead of on farmland. The project produces renewable energy while saving water, one of the country's most precious resources. An innovative concept using existing infrastructure The solar farm spans 750 metres along the Sardar Sarovar Narmada canal at Chandrasan village in Mehsana district, Gujarat. According to Gujarat State Electricity Corporation Limited (https://www.gsecl.in/uploads/financial/GSECLAnnual-Report-FY-2023-24.pdf) (GSECL), the 1 MW Canal Top Solar PV Project was launched in March 2012 and was among the first canal-top solar power plants in the world. Instead of using any agricultural land, the solar panels were installed on steel structures placed above the canal so that irrigation water could still flow below the panels. According to GSECL, the power plant generates about 1.6 million units of electricity annually without using land for solar power generation. The shade does more than produce electricity Open canals can lose water to evaporation, especially in Gujarat's arid climate. Installing solar panels above the canal shades part of the water surface, helping reduce evaporation. GSECL and contemporary reports estimated that the pilot plant saves about 9 million liters of water a year. Moreover, the flowing water may have a cooling effect on the panels. Ground-mounted solar parks can require hundreds or even thousands of acres. Canal-top solar power helps address this challenge by making use of existing canal infrastructure. Land does not have to be bought, and there is no need for the clearing of new land before setting up the panels. The idea drew attention because it addressed two problems at once: generating renewable energy and conserving land and water. As per the report published by the Centre for Science and Environment (https://cdn.cseindia.org/userfiles/State-of-Renewable-Energy-in-India.pdf), if solar panels are installed on 10 percent of Gujarat's canal cover of about 19,000 km, then 2,200 MW of electricity could be produced each year with savings of 11,000 acres of land and 20 billion liters of water. Despite these benefits, canal-top solar power has not replaced traditional solar fields. Building above a flowing canal is more complex than building on land. Steel support structures are more expensive, the system is harder to maintain, and it requires specialised engineering expertise. These extra costs have limited wider adoption, even though the project has attracted attention from policymakers and researchers. Since the pilot project, Gujarat has built additional canal-top solar installations. More than a decade later, the project is still notable As governments look for renewable energy sources that do not compete with farmland or strain water supplies, Gujarat's canal-top solar project remains a useful example of infrastructure reuse. Rather than acquiring new land, engineers explored whether existing canal infrastructure could serve a second purpose. More than a decade later, the project remains a notable example of innovative renewable energy infrastructure. It has inspired similar initiatives elsewhere in India and abroad, where efforts have been made to integrate renewable energy into existing systems. Although canal-top solar power is unlikely to replace traditional solar farms entirely, it offers an alternative in areas where land and water are scarce. The Gujarat case shows that existing infrastructure can help shape the future of renewable energy.
विशेषज्ञों का कहना है कि भारत की पहली हाइड्रोजन-चालित ट्रेन रेलवे जैसे अत्यधिक ऊर्जा-खपत वाले क्षेत्र में जीवाश्म ईंधनों पर निर्भरता कम करने और ग्रीनहाउस गैसों के उत्सर्जन में कमी लाने की दिशा में एक महत्वपूर्ण कदम है। हालांकि, विशेषज्ञों का मानना है कि देश के अधिकांश ‘ब्रॉड गेज’ रेल नेटवर्क के पहले से ही विद्युतीकृत होने के कारण इसकी भूमिका सीमित रहने की संभावना है। विशेषज्ञों के अनुसार, भारत के ऊर्जा परिवर्तन और जलवायु लक्ष्यों में हाइड्रोजन की दीर्घकालिक भूमिका सस्ती ग्रीन हाइड्रोजन उपलब्ध होने पर निर्भर करेगी, जिसका उत्पादन नवीकरणीय ऊर्जा से किया जाता है। यह भी देखना होगा कि क्या यह किसी विशेष रेल मार्ग पर आर्थिक रूप से प्रतिस्पर्धी साबित होती है। शुक्रवार को प्रधानमंत्री नरेन्द्र मोदी हरियाणा में जींद से सोनीपत के बीच देश की पहली हाइड्रोजन ट्रेन सेवा की शुरुआत करेंगे। दोनों शहरों के बीच 89 किलोमीटर की दूरी ट्रेन लगभग दो घंटे में तय करेगी और इस दौरान 12 स्टेशनों पर रुकेगी। रेल मंत्रालय ने बृहस्पतिवार को जारी एक बयान में बताया कि 10 डिब्बों वाली इस ट्रेन को 1,200 किलोवाट क्षमता वाली हाइड्रोजन फ्यूल-सेल प्रणोदन प्रणाली से संचालित किया जाएगा। ट्रेन की अधिकतम गति 75 किलोमीटर प्रति घंटा होगी। शिव नादर विश्वविद्यालय के इंजीनियरिंग स्कूल के प्रोफेसर हरप्रीत सिंह अरोड़ा ने ‘पीटीआई-भाषा’ से कहा, ‘‘सरल शब्दों में समझें तो हाइड्रोजन फ्यूल-सेल प्रणोदन प्रणाली में फ्यूल सेल के भीतर हवा से प्राप्त ऑक्सीजन और हाइड्रोजन को मिलाकर बिजली उत्पन्न की जाती है। यही बिजली ट्रेन की मोटरों को चलाती है।’’ नयी दिल्ली स्थित ‘सेंटर फॉर साइंस एंड एनवायरमेंट’ (सीएसई) के इलेक्ट्रिक मोबिलिटी कार्यक्रम से जुड़ी मौसमी मोहंती ने ‘पीटीआई-भाषा’ से कहा, ‘‘हाइड्रोजन फ्यूल-सेल ट्रेन मूल रूप से एक इलेक्ट्रिक ट्रेन है, जो अपनी बिजली खुद ही ट्रेन के भीतर उत्पन्न करती है। यह ओवरहेड बिजली लाइनों से ऊर्जा लेने के बजाय, उच्च दबाव वाले टैंकों में संग्रहित हाइड्रोजन को हवा से प्राप्त ऑक्सीजन के साथ फ्यूल सेल में अभिक्रिया कराकर बिजली पैदा करती है।’’ उन्होंने बताया कि इससे होने वाला एकमात्र प्रत्यक्ष उत्सर्जन जलवाष्प होता है। हाइड्रोजन को ‘‘स्वच्छ ईंधन’’ माना जाता है क्योंकि इसके जलने से कोई हानिकारक प्रदूषक नहीं निकलते। मोहंती ने बताया कि ट्रेन के लिए हाइड्रोजन ईंधन ‘‘अलग से बनाया जाता है, ईंधन स्टेशन तक पहुंचाया जाता है और ट्रेन में लगे भंडारण टैंक में भरा जाता है।’’ बयान में कहा गया है कि ट्रेन के लिए जींद में हाइड्रोजन भंडारण और पुनर्भरण सुविधा स्थापित की गई है। अरोड़ा ने कहा, ‘‘हाइड्रोजन से चलने वाली ट्रेन की शुरुआत भारत के ऊर्जा बदलाव के लिए अहम है, क्योंकि यह साफ-सुथरे और कम उत्सर्जन वाले परिवहन की दिशा में एक कदम है। यह जीवाश्म ईंधन पर निर्भरता कम करके और ग्रीनहाउस गैस उत्सर्जन को घटाकर भारत के जलवायु लक्ष्यों को पूरा करने में मदद करती है, खासकर रेलवे जैसे क्षेत्रों में, जहां बहुत ज्यादा ऊर्जा की खपत होती है।’’
Asked what practical steps cities need to take on water infrastructure, given that bursts of heavy rain are making the old approach of waiting for a steady monsoon to fill dams increasingly unreliable, Sushmita Sengupta of the Centre for Science and Environment (CSE) told PTI that cities need to start cleaning up local water bodies, managing wastewater properly, and rebuilding decentralised systems as a sustainable source of water. She said this is a return to how India managed water long before piped supply took over. The country historically depended on decentralised sources -- small-scale rainwater harvesting, lakes, ponds, and rivers -- with cities traditionally built around a water body specifically to draw from it. "India depended on rainfall since ancient times, but the British arrival marked a shift toward piped taps," she said. According to her, the ancestors relied on decentralised systems and cities were built around water bodies. Over time, the British introduced piped drinking water, and households grew used to simply opening a tap that cities adopted and continued ever since. She noted that the shift itself was not the problem, but the negligence of lakes, ponds, and decentralised water systems, along with the wastewater networks tied to them.
Over 50% of India's major reservoirs are dry despite the ongoing monsoon, heightening risks of water scarcity. Experts warn that current per capita water availability has dropped below the international water-stress threshold, urging a shift toward better demand management and wastewater recycling. India is grappling with a severe water security challenge as major reservoirs remain critically low, even after the arrival of the monsoon season. With more than half of these storage facilities failing to reach adequate levels, concerns are growing regarding the long-term impact on agriculture, industry, and domestic supply. Falling Per Capita Availability The decline in water resources is stark when looking at historical data. According to experts at The Energy and Resources Institute, per capita water availability in India has fallen from roughly 5,000 cubic meters in 1950 to about 1,500 cubic meters today. This level is significant because it sits below the 1,700 cubic meter international benchmark used to define water-stressed regions. If availability dips below 1,000 cubic meters, the nation moves into a category of acute water scarcity. Growing Demand and Supply Mismatch The gap between what is available and what is required continues to widen. While the agricultural sector remains the largest consumer of water, industrial and urban domestic demand is rising rapidly. NITI Aayog has projected that by 2050, the country's total water demand could reach double the amount of reliably available supply. This projection highlights the urgent need for a shift in how water is managed, particularly in urban areas where current systems often rely on fresh water for non-potable needs rather than treating and recycling wastewater. Climate and Infrastructure Challenges Climate change is adding a layer of complexity by making monsoon rainfall patterns more unpredictable. Erratic cycles of heavy rain followed by prolonged dry spells reduce the effectiveness of traditional storage systems. While the government has launched initiatives like Mission Amrit Sarovar to build and restore decentralized water bodies, experts from organizations like the Centre for Science and Environment suggest that a return to more localized, decentralized management systems—similar to those used before the shift to centralized piped water—could be crucial for resilience. Investors and policymakers are monitoring these trends as water scarcity increasingly impacts industrial output, construction projects, and agricultural productivity. The critical next monitorables for the sector include the progress of water recycling infrastructure, the success of state-level rainwater harvesting policies, and the speed at which industrial water-use efficiency measures are adopted to offset rising demand.
India's running low on water: 166 major reservoirs are only about one-third full, says the Central Water Commission. While that's a small bump from last week, it's way below where we were last year. This shortage is already making things tough for drinking water, farming, and industry. Experts urge wastewater reuse, smarter irrigation Experts say climate change is messing with India's usual monsoon patterns, making rainfall less reliable. Former Water Resources Secretary Syamal Sarkar points out that only 8% of rainwater gets stored and Sushmita Sengupta of the Centre for Science and Environment notes that long-distance pipelines lose 40-50% of water through leakage. Plus, each person now has just 1,500 cubic meters of water per year, down from 5,000 in 1950. To fix this, experts urge quick action: reuse wastewater, switch to smarter irrigation methods, harvest more rainwater, and restore local lakes and ponds before things get worse.
सेंटर फॉर साइंस एंड एनवायरमेंट (CSE) की विशेषज्ञ सुष्मिता सेनगुप्ता का कहना है कि शहरों को फिर से तालाब, झील, वर्षा जल संचयन और स्थानीय जल स्रोतों को मजबूत करना होगा। उनके अनुसार, पाइपलाइन आधारित जल आपूर्ति पर पूरी तरह निर्भर रहने के बजाय विकेंद्रीकृत जल प्रबंधन प्रणाली अपनाने की जरूरत है। उन्होंने कहा कि लंबे समय से स्थानीय जल स्रोतों की अनदेखी, भूजल का अत्यधिक दोहन और पाइपलाइन से होने वाली 40-50% पानी की बर्बादी ने जल संकट को और गंभीर बना दिया है।