The Size Of The UK’s Exclusive Economic Zone (EEZ)
I want to refer to this more and more, so I’ve put it in a separate post.
This map from the European Atlas of the Seas, shows the various exclusive economic zones (EEZ) in the North Sea.
Note.
- The pinkish zone to the East of the UK, is the UK’s EEZ.
- The light blue zone at the top is Norway’s EEZ.
- The greenish zone in the North-East corner of the map is Denmark’s EEZ.
- The light blue zone below Denmark’s EEZ is Germany’s EEZ.
- Then we have the EEZs for The Netherlands, Belgium and France.
The Dogger Bank is situated where the UK, Dutch, German and Norwegian EEZs meet.
Didn’t we do well!
But Belgium and Germany miss out badly, when it comes for virgin sea to fill with wind farms.
Electrification Project’s Major Milestone Delivered On Time And Under Budget
The title of this post, is the same as this news item from Network Rail.
These four paragraphs give details of the electrification project.
The railway line between Kettering in Northamptonshire and Wigston near Leicester has reached a major milestone by being officially declared ready and safe for electric trains.
The certification for the 23-mile section is a massive achievement in Network Rail’s Midland Main Line Electrification Programme – the biggest programme of improvements to the line since its completion in 1870.
Electrification is a key part of the Government’s net zero carbon target by 2050, while also being quieter for passengers and residents living near the railway.
The Office of Rail and Road (ORR) issued the Authorisation to Place into Service (APiS) for the Kettering to Wigston section, which includes a new substation at Braybrooke, near Market Harborough, to provide extra power and resilience to the network.
This map from Open Railway Map shows the newly electrified section.
Note.
- Red tracks are electrified and black tracks are not.
- The triangular track in the North-West corner of the map is Wigston junction.
- The track going North from this junction is the Midland Main Line to Leicester, Derby, Nottingham, Sheffield and other destinations served by East Midlands Railway.
- The track going West from this junction goes to Birmingham.
- The track going South from this junction is the Midland Main Line to Kettering and ultimately to London St. Pancras.
- The blue arrow indicates Kilby Bridge junction.
The electrification goes all the way between Wigston junction and London St. Pancras station.
I believe that what electrification has now been erected on the Midland Main Line can support battery-electric trains to the East Midlands Railway’s existing destinations.
Battery-Electric Trains Between St. Pancras And Leicester Stations
Real Time Trains reveal the following about current St. Pancras and Leicester services, that are run by the new Class 810 trains.
- Trains switch between electric and diesel power at Kilby Bridge junction.
- Between Kilby Bridge junction and St. Pancras station, overhead electrication provides train power.
- Between Kilby Bridge junction and Leicester station diesel generators provide train power.
- Kilby Bridge junction and Leicester station are 5.6 miles apart.
This would mean.
- For a one-way journey a battery range of 5.6 miles would be needed.
- For a return journey a battery range of 11.2 miles would be needed.
I suspect charging could be erected if required at Nottingham station.
Battery-Electric Trains Between St. Pancras And Nottingham Stations
Real Time Trains reveal the following about current St. Pancras and Nottingham services, that are run by the new Class 810 trains.
- Trains switch between electric and diesel power at Kilby Bridge junction.
- Between Kilby Bridge junction and St. Pancras station, overhead electrication provides train power.
- Between Kilby Bridge junction and Nottingham station diesel generators provide train power.
- Kilby Bridge junction and Nottingham station are 33.1 miles apart.
This would mean.
- For a one-way journey a battery range of 33.1 miles would be needed.
- For a return journey a battery range of 66.2 miles would be needed.
- Leicester, Loughborough, East Midlands Parkway and Beeston stations would be served on battery power.
I suspect charging could be installed if required at Nottingham station.
Battery-Electric Trains Between St. Pancras And Sheffield Stations
Real Time Trains reveal the following about current St. Pancras and Sheffield services, that are run by the new Class 810 trains.
- Trains switch between electric and diesel power at Kilby Bridge junction.
- Between Kilby Bridge junction and St. Pancras station, overhead electrication provides train power.
- Between Kilby Bridge junction and Sheffield station diesel generators provide train power.
- Kilby Bridge junction and Sheffield station are 71.4 miles apart.
This would mean.
- For a one-way journey a battery range of 71.4 miles would be needed.
- For a return journey a battery range of 142.8 miles would be needed.
- Leicester, Loughborough, East Midlands Parkway, Long Eaton, Derby and Chesterfield stations would be served on battery power.
I suspect charging could be installed if required at Sheffield station.
What Battery Range Would be Needed For Battery-Electric Trains To All Destinations?
Consider.
- I will assume that trains will change between power sources, as they do now at Kilby Bridge junction.
- Leicester is only a few miles from Kilby Bridge junction.
- Sheffield is the largest distance from Kilby Bridge junction at 71.4 miles.
- A return trip to Nottingham from Kilby Bridge junction at 66.2 miles is less than a one-way trip to Sheffield.
- It would appear that so long as the battery-electric trains have a battery range of greater than 71.4 miles, Battery-electric trains could cover all destinations.
I would expect a battery range of between 80 and 90 miles would be ideal, as it would give a sensible reserve.
In addition, charging would be needed at Sheffield.
Charging At Sheffield Station
This OpenRailwayMap shows Platform 8 at Sheffield station.
Note.
- The pink tracks are the Sheffield Supertram, that runs on the East side of the station.
- The black tracks are those in the platforms of Sheffield station.
- The Easternmost platform in the station is Platform 8, which is 368 metres long.
- Platform 8 could hold two five-car Class 810 trains.
I believe that if Platform 8 were to be electrified, it could charge trains before they returned to London.
Could Pairs Of Five-Car Class 810 trains, Work Between St. Pancras And Sheffield Stations?
Consider.
- Pairs of five-car Class 810 trains, were designed to be able to use St. Pancras station.
- It appears Platform 8 at Sheffield could handle a pair of five-car Class 810 trains.
- Hitachi’s IET trains have been designed to be converted into battery-electric express trains.
- Battery-electric trains are likely to be quieter and have less vibration, than diesel trains.
What would a two battery-electric trains per hour service do for the City of Sheffield?
Conclusion
It does appear, that the Midland Main Line was designed for battery-electric operation.
The mathematical fit of trains, routes and stations is faultless.
Toyota Launches New Generation Sora Fuel Cell Bus, Based On Isuzu Bus Platform
The title of this post, is the same as that of this article on Sustainable Bus.
This is the sub-heading.
Toyota has launched the new-generation Sora fuel cell route bus, offering a stated range of more than 300 km and using a platform jointly developed with Isuzu
These two paragraphs add more detail.
The new Sora combines Isuzu’s battery-electric full-flat route bus platform with Toyota’s fuel cell system. Toyota Motor Corporation announced the launch on 5 October 2026, eight years after introducing the first-generation Sora in 2018.
The new Sora follows the fuel cell bus cooperation between Toyota and Isuzu announced in September 2025, when the companies said production of their jointly developed model would start in FY2026 at J-Bus’s Utsunomiya plant. The cooperation followed an earlier initiative involving Isuzu, Hino and Toyota announced in 2022.
Note.
- There are also two detailed drawings of the bus in the article.
- The first shows the fuel cell stack and three hydrogen tanks in a hump on the roof.
- I would assume that as Toyota and Isuzu, jointly developed the platform, that senibly, both hydrogen and electric buses use the same chassis and electric drive train.
- The bus seems to be extremely well-equipped.
- The article also says Toyota has also developed a new large-capacity hydrogen tank for commercial vehicles.
I have a strong feeling, that this fuel cell bus, with its 300 km range, 10 minute refuelling and dual-Japanese pedigree will be a big winner.
ORR Rejects WSMR And Lumo WCML Bids
The title of this post, is the same as that of this article on Modern Railways.
These two paragraphs add more details.
Aspirations by Wrexham, Shropshire & Midlands Railway Company (WSMR) and Lumo to run more open access services on the West Coast main line have been rejected by the Office of Rail and Road.
WSMR hoped to run four Wrexham-London Euston return services, and Lumo up to four return trains between Rochdale and Euston. The ORR also rejected Avanti West Coast’s bid for extra Blackpool-Euston trains.
I feel by its rejection of the two open access bids from WSMR and Lumo, the ORR is showing its obedience to its socialist masters and following a policy of no trains, must be run by private enterprise.
But its rejection of more services to Blackpool, is surely an error of the highest order.
- Blackpool needs more express trains.
- Blackpool North station now has a well-designed interchange between the trains to Preston, Manchester, Liverpool, London and the South and the Blackpool tramway.
- Blackpool North and Euston is a fully-electrified route.
- There is scope to add extra services to the Blackpool tramway.
- Avanti West Coast will be run by the state from the 7th March 2027.
Surely, similar rules can apply independently of the owner?
But obviously not in Burnham’s Bankrupt Britain.
DNV Certifies Floating Wind Turbine Foundation Design For Buchan Project
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Buchan Offshore Wind has received Basic Design Certification from DNV for the BW Ideol-designed concrete Damping Pool floating foundation selected for its nearly 1 GW floating wind project off Scotland.
This initial paragraph adds some more detail.
The certification covers the Buchan-specific Damping Pool design, which has been developed for the project’s North Sea site. BW Ideol’s standard 15 MW-plus Damping Pool platform received DNV Basic Design Certification in May 2025. The technology is also being used on the Floatgen demonstration project in France, which has been operating since 2018.
Note.
The Buchan Offshore Wind Farm has a web site.
It appears to have a capacity of at least 960 MW, with 64 x 15 MW turbines.
The web site has a video of the Damping Pool platform.
The platforms will be built at the Port of Ardersier in Scotland.
Council Raise No Objection To Major Hydro Scheme Near Loch Ness
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
Highland Council is to raise no objection to a major hydro-electric project near Loch Ness – on the condition there are strict rules on rock blasting and the colour of a dam wall.
These three paragraphs add some more detail.
Under the proposals, Glen Earrach Pumped Storage Hydro scheme would use Loch nam Breac Dearga, in hills above Drumnadrochit, as an upper reservoir and Loch Ness as a lower one.
In a vote, Highland Council’s south planning applications committee was split on whether to support or oppose the plans.
Committee chairman Paul Oldham used his casting vote to back an amendment to raise no objection, provided blasting took place in daytime and the dam wall was blended in with surrounding hills.
It sounds like a good Scottish compromise was reached over a few drams.
As this will be a 1.8 GW/34 GWh pumped storage hydro project, it could play a large part in Scotland’s future.
Centrica Energy, Delta Capacity and Covenergo Sign A Battery Storage Deal In Finland
The title of this post, is the same as that of this news item from Centrica.
This is the sub-heading.
Centrica Energy, Delta Capacity and Covenergo have signed a partial tolling agreement for AKKU One, a 125 MW / 300 MWh standalone battery energy storage system (BESS) being developed in Lapinlahti, Finland.
These two paragraphs add some detail.
Under the partial tolling agreement, Centrica Energy will optimise and trade the asset across Nordic power markets, leveraging its 24/7 trading and multi-market optimisation capabilities to unlock value across wholesale, balancing and ancillary service markets. Through the partial tolling structure, the project benefits from secured revenues while maintaining merchant upside.
Commissioning is planned for Q4 2027, and once operational, AKKU One will provide critical flexibility to Finland’s power system, supporting frequency regulation, balancing requirements and the continued integration of renewable generation.
In Centrica And Return Partner To Scale Battery Flexibility In Germany, I asked if Centrica were good at optimising grid batteries.
As they seem to be doing business in this area, I have to assume that they are oone of the best, at optimising batteries.
London King’s Cross Station To Glasgow Central Station For £64.35
My plan on Friday, was to see if it was possible to get to Glasgow using the historic route of the Midland Railway’s Thames-Clyde Expresses.
I used two tickets and four trains.
My first ticket was from King’s Cross to Bradford Forster Square, which cost me just £24.55 with my Senior Railcard.
- I left on the 11:40, which was a nine-car train.
- The train reversed at Leeds.
- The train was eight minutes late into Bradford Forster Square station.
I took these pictures on my route North.
Note.
- The Biggleswade Wind Farm Is Only 20 MW.
- The new A 421 Extension Will Run between Black Cat and Caxton Gibbet.
- A large number of new buildings are going up on the approach to Leeds station.
- The train reversed at Leeds station.
- The reverse took ten minutes.
- The £100 million Shipley Traincare Centre is under construction.
- This page gives more details of the Shipley Traincare Centre.
- Bradford Forster Square station has been designed and build with four long platforms.
Have Network Rail designed the station, so that it can handle ten-car Leeds and Scotland services with a reverse?
- At Bradford Forster Square station, I bought a ticket to Glasgow Central/Queen Street stations for £39.80 with a Railcard.
- So that was my total expenditure of £64.35, as the coffee was free.
- My route would take me to Carlisle over the Settle and Carlisle Line.
- From Carlisle, I would take any of a number of trains to Glasgow Central station.
But first I would have to change trains at Shipley, where I took these pictures.
Note.
- Shipley station is built in the middle of a triangular junction.
- It has two footbridges.
- The station appears to have been improved greatly in recent years.
- The toilets are some of the best, I’ve seen in a railway station in England.
There are many worse stations to change trains.
From Shipley, I was a passenger in a very crowded Class 168 British Rail-era train.
But I did manage to take these pictures.
Note.
- The route is electrified as far North as Skipton station.
- Carlisle is electrified.
- It is a very scenic line.
- Several of the stations looked to be worth an extended visit.
- It would appear that the distance between the electrification at Skipton and Carlisle is about 90 miles.
- The maximum speed between Skipton and Carlisle is generally 60 mph.
Hitachi IETs (Intercity Express Trains) have regularly used the route on diesel, when there are engineering works.
I have a few questions and observations.
Could Zero-Carbon Trains Go Between Leeds/Bradford and Carlisle?
Consider.
- To run between Skipton and Carlisle, which is not electrified would mean running for 90 miles without electrification.
- Leeds and Skipton via Bradford Forster Square is electrified for charging at the Southern end.
- Trains can run into an electrified platform at Carlisle for charging at Carlisle.
- I have estimated that the battery-electric Hitachi IETs have a range of 120 miles away from the wires.
- Hitachi confirmed my figures.
- CAF have said that their Class 897 tri-mode trains have a similar range.
- Examining the UK rail network, it appears to me, that no stretch of main line has a longer stretch longer than 120 miles without electrification.
Are Network Rail and the train manfacturers working to the same 120 mile limit for unelectrified track?
If they are, then we can decarbonise passenger train journeys in the UK.
I believe three types of trains could run express services between London and Carlisle/Glasgow via Leeds and Bradford.
- A battery-electric Hitachi IET.
- A tri-mode CAF Class 897 train.
- A hydrogen-hybrid train.
Note.
- All would be 125 mph trains.
- All would be ten-car trains.
- All would have a range away from electrification of 120 miles.
- The hydrogen-hybrid would be mouse-quiet.
- The hydrogen-hybrid would be refuelled once per day.
- All trains would be able to handle the Glasgow and South-Western route via Dumfries and Kilmarnock.
The Thames-Clyde Express can be recreated.
New Study Identifies Foundation Standardisation, Lower Cost of Capital As Key To Floating Wind Competitiveness
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Standardising floating offshore wind foundations and reducing the cost of capital to bring it in line with fixed-bottom could deliver some of the largest cost reductions for the technology, according to a new report from the UK’s Offshore Renewable Energy (ORE) Catapult.
These first three paragraphs add more detail.
The report sets out a methodology for identifying and tracking the factors that drive floating wind costs as the technology moves towards commercial scale and identifies 21 potential cost-reduction factors, concluding that cost reductions are likely to result from a sequence of measures as the industry matures rather than a single breakthrough.
Standardising floating substructure designs could reduce costs by up to 17 per cent, according to the analysis. ORE Catapult said more than 100 floating substructure designs are currently in the market, with greater standardisation expected to increase supply-chain confidence and reduce technical uncertainty.
The cost of capital was identified as the single largest cost-reduction lever. Bringing financing costs closer to those of fixed-bottom offshore wind could deliver almost 20 per cent in savings, the report found. Other factors include increased competition and advances in manufacturing.
Note.
- The report analysed floating wind projects in the Celtic Sea, North Sea and waters east of Shetland.
- Different technologies are covered.
- The floating wind industry must innovate to bring their costs down.
The report can be downloaded from this link.
I am sure, if they were working today, Henry Ford and other pioneers of the motor industry would have ideas for improving productivity in the floating wind industry.
Walking Across Glasgow City Centre – 3rd October 2026
I walked from my hotel, which was next to Glasgow High Street station to Glasgow Central station.
I took these pictures as I walked.
Note.
- The Moxy Hotel was fine with a good bed.
- Glasgow has liths with maps.
- George Square is being relaid with new paving.
- Kaffateria was excellentfor coffee and some gluten-free snacks.
- I walked to Glasgow Central station.
- There is an accessible electric bus for poor walkers.
I have a couple of thoughts.
Glasgow needs a credit card contactless ticketing system for both Glaswegians and visitors.
There needs to be a few more liths.
But what surprised me, is that how easy I walked across the city.
