Hydrogen Fuel Cell Buses are here can Hydro Locos be that far behind?

Thank you!
Regards, Volker

How much of that is attributable to development cost and relatively low production? To what extent are the recent cumulative price reductions in traction-battery cost involved, practically (I think only in September did Li-ion batteries become first used by Siemens for locomotive starting batteries; I’m going on what their provider said in promotional literature which might no longer be accurate)?

We should repeat here that a large part of the economics of the iLINT system involves a full provision of the hydrogen infrastructure, not just the generation of the fuel from renewable sources. It would be interesting to see a breakdown of the actual scale (and scalability) of the tech used there, as I’d expect there to be quite a bit of low-marginal-cost availability for additional rail uses, both as continuous recharging or perhaps direct combustion.

I think the case is more complicated, in that emissions from a good powerplant (or grid fed by different types of powerplant) will be much lower in a number of respects than a load-following diesel engine in a vehicle. I don’t personally think that CO2 is a ‘pollutant’ in the same sense as, say, NO/NO2 or nanoparticulates, except politically or expediently, when looking at absolute levels of railcar emission, so I would like to use a different word from ‘dirty’ when assessing these matters.

While this certainly is a demonstration project, Santa Clara County contains 1.9 million people and the rather large City of San Jose California, so suggesting it’s some podunck thing is completely disengenuous. Silicon Valley is a major population center and VTA handles a lot of people.