Transmashholding (TMH) has completed the assembly of the nation’s first hydrogen fuel-cell passenger train, bringing the railroad industry in Russia one step closer to a major milestone in alternative propulsion. The initiative is intended to replace diesel-powered commuter services on non-electrified railroad lines, with Sakhalin Island being the first region to operate the new technology.
The latest development was highlighted during a Russian Railways meeting reviewing the results of its Passenger Year programme. TMH also presented the train to Sakhalin Governor Valery Limarenko and Russian Railways Deputy Director General Ivan Kolesnikov at the Demikhovsky Machine-Building Plant (DMZ) on October 15, 2026. The train, which is designated 62-4584, is anticipated to undergo testing in 2027, followed by additional trials and certification.
TMH Integrates Two Major Manufacturing Facilities
Two TMH enterprises—the Tver Carriage Works and the Demikhovsky Machine-Building Plant—are collaborating to develop the hydrogen train in the Moscow region. The rolling stock is manufactured by each facility, with DMZ being responsible for the final assembly and the integration of the hydrogen power system.
Four car bodies for the train’s leading cars, as well as two sets of structural components for the booster section, were completed and dispatched by Tver Carriage Works in January 2026. The bodies were subjected to structural strength testing at the Tver Institute of Carriage Building prior to being transferred for additional assembly.
The undertaking has now advanced from the manufacturing of components to the assembly of the entire train. This is a major development for Russian rail engineering, as the nation is currently working to create alternative traction technologies for routes where the installation of conventional overhead electrification would be either technically difficult or prohibitively expensive.
The program is being executed by TMH in collaboration with the government of the Sakhalin Region, Rosatom, and Russian Railways, with the assistance of the Russian Ministry of Industry and Trade. The necessity of developing not only a train but also the infrastructure necessary for its operation and maintenance is evidenced by the participation of railway operators, industrial manufacturers, and energy-sector organizations.
Hydrogen Fuel Cells Replace Conventional Diesel Traction
The train is primarily designed for non-electrified routes, where diesel multiple units have traditionally provided passenger services. The new train generates electricity for its traction system by using hydrogen fuel cells, rather than an onboard diesel engine, as its main source of power.
Hydrogen undergoes an electrochemical reaction with oxygen in a fuel cell to generate electrical energy. The train’s systems use electricity, and onboard energy-storage batteries enhance energy management and provide additional power. The main direct by-product of the fuel-cell reaction is water vapor, as opposed to the exhaust gases that are associated with conventional diesel combustion.
This presents the potential to decrease greenhouse-gas emissions and local air pollution on railway routes that are difficult to electrify. Nevertheless, the magnitude of the climate benefit will be contingent upon the production, transportation, and energy consumption of the hydrogen and the system.
Hydrogen traction may serve as an alternative to the expense of constructing extensive electrification infrastructure in Russia, where railway lines traverse sparsely populated regions and regions with challenging climatic conditions. Ultimately, the commercial viability of the system will be contingent upon the availability of hydrogen, refueling arrangements, operating costs, and reliability.
A Range of Up to 725 Kilometers
The 62-4584 program includes two train configurations to accommodate varying passenger capacity and operational requirements. A two-car configuration with 166 passenger seats and a three-car configuration that accommodates 280 passengers were previously specified in technical information published by Russian industry sources.
The shorter configuration was meant to give a hydrogen-powered range of up to 725 kilometers, with an extra 80 kilometers of range possible through energy storage on board. The extended version was designed to travel approximately 487 kilometers on hydrogen, in addition to an additional 40 kilometers using stored electrical energy. The maximum speed scheduled for both configurations is 120 km/h. The actual performance will need to be determined through testing, as these are published design figures.
The hydrogen propulsion equipment is housed in the booster section, which is a unique feature. This configuration enables the integration of the train’s energy-generation system into the rolling stock, eliminating the need for an external electric supply along the route.
Additionally, passenger accessibility is being considered in the development of the railways. A lowered floor in the entrance area, as well as wide doors and inter-car connections, are included in their design to facilitate boarding at low platforms. These characteristics are especially pertinent to regional commuter services, where the operational considerations of passenger circulation and convenient boarding are critical.
Schedule for Safety Systems and Testing
Specifically, hydrogen presents engineering challenges due to its high flammability and the need for meticulous storage and handling. TMH has collaborated with the Kurchatov Institute and other Russian scientific organizations to create train safety solutions.
The accelerator section is equipped with fire-detection systems and hydrogen-concentration sensors. The safety architecture includes ventilation measures, emergency shutdown of the power plant, and interruption of the hydrogen supply. The purpose of these systems is to identify dangerous circumstances and prevent the escalation of an incident.
Testing will be an essential next phase. The most recent statements from October 2026 indicate that the running trials are scheduled to commence in Moscow and the Moscow region in 2027, with the transition to Sakhalin occurring around the midpoint of the year. Certification and acceptance testing are also scheduled for 2027. The program will be required to verify the train’s energy consumption, traction performance, safety systems, and suitability for routine passenger operations.
Infrastructure development is a critical component of the broader initiative, as Sakhalin is in the process of becoming the first operating location. The regional program includes a hydrogen-refueling facility and two hydrogen trains, with the potential to increase the fleet to nine trains in the future. The current roadmap anticipates the commencement of commercial passenger operations in January 2029, provided that the necessary preparations and testing have been completed.