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All you examples have low prime mover power. The bus one fuel-cell of 150 kW, the Alstom iLINT two fuel-cells with together 400 kW and the BNSF HH20B #1205 two fuel-cells of together. The BNSF is more a battery locomotive with a fuel-cell loader. Fuel-cell EMUs cost about 75% more than their DMU counterparts. So there is the higher purchase price. The difference was paid for by German government in the iLINT purchase. You need to build an H2-infrastructure and first of all produce enough H2. As long as H2 isn't produced with solar or wind energie or other renewables it is almost as dirty as diesel. I don't know how operating costs (diesel fuel, H2-fuel, different fuel consumption, and system efficiencies etc.) play out. Here is some information about the BNSF HH20B. - Before being built: <a href="https://uic.org/cdrom/2008/11_wcrr2008/pdf/R.2.2.3.3.pdf">https://uic.org/cdrom/2008/11_wcrr2008/pdf/R.2.2.3.3.pdf</a> - And after completion: <a href="http://www.apta.com/mc/rail/previous/2010/Papers/Demonstration-of-a-Hydrogen-Fuel-Cell-Locomotive.pdf">www.apta.com/mc/rail/previous/2010/Papers/Demonstration-of-a-Hydrogen-Fuel-Cell-Locomotive.pdf</a> BNSF got a patent in 2012: U.S. Patent Number 8117969: <a href="https://patents.google.com/patent/US8117969">https://patents.google.com/patent/US8117969</a> The locomotive was repainted in 2014. It is still in Trains magazine's BNSF roster. Regards, Volker
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