Andy Burnham Set For Clash With MPs Over North Sea Oil And Gas
The title of this post, is the same as that of this article in The Times.
This is the sub-heading.
The prime minister must decide whether to approve the Rosebank oilfield and Jackdaw gasfield but will face opposition from backbenchers if he goes ahead
These are the first three paragraphs.
Andy Burnham faces a potential showdown with Labour MPs after suggesting faster extraction of North Sea oil and gas could help pay for the transition to clean energy.
The prime minister is preparing to decide whether to approve the Rosebank oilfield and Jackdaw gasfield after consultations on both projects closed.
Industry sources have told The Times they believe Burnham will approve Jackdaw but may resist calls to go ahead with Rosebank because of opposition from MPs.
These are my thoughts.
My Boiler, Gas And Jackdaw
Consider.
- This year my boiler died. So I spent several thousand pounds, but I did get a new gas boiler with a 12-year guarantee.
- I am now 79, so can this government, or any for that matter, give me a guarantee, that I will live to 91 to get value from my boiler?
- I know enough about heating, as I have installed a couple of systems for myself, to know that my current house is not suitable for a heat pump.
- But it may be suitable for some type of electric data centre boiler like heata, which was invented by British Gas Research. But, I’m not hopeful yet!
- Meanwhile, Centrica have done a large hand-full of deals to keep the country in enough gas to power us through the winter.
- Some of these are MiQ-certified, which is a bit like Organic for methane, except that emissions are kept to a minimum.
- I covered MiQ-certification in What Is MiQ-Certification?.
So provided we don’t get an extreme-left scientifically-incorrect government, led by someone like the lady with pink hair in Hackney, I should be able to keep myself warm in winter.
But would I vote for any party, that was going to cut off my gas supply?
But Centrica have been clever.
- They have plenty of gas storage at Rough.
- Their press releases show they are buying gas according to MiQ.
- Grain LNG Terminal, which they bought last year has an export facility, so any spare gas they have can be exported to a country to replace coal or Russian gas.
- MiQ-certified gas probably fetches a higher price.
- Centrica would be an obvious purchaser for any North Sea gas.
This gives some dates of the players and Jackdaw
- BG Group and Centrica were demerged from British Gas plc in 1997.
- BG Group discovered Jackdaw in 2005.
- BG Group were taken over by Shell in 2015.
If I was the owner of Jackdaw, I would make sure that my gas had the highest MiQ possible.
If I was energy minister, I’d enforce it.
Will Jackdaw Be A Tie-Back To Shearwater?
I’ve read that it might be, so I asked Google AI and received this answer.
Yes, Jackdaw is designed and developed as a 30-kilometer (approx. 18.5 miles) subsea tie-back to the existing Shearwater platform in the central North Sea.
Project Connection Details
Infrastructure: A multi-phase subsea pipeline links the unstaffed Jackdaw wellhead platform directly to the Shearwater hub.
Processing: Hydrocarbons extracted from Jackdaw will be processed and routed through Shearwater before final export onshore to the St Fergus terminal.
Distance: The subsea pipeline spans roughly 30 kilometers (18.5 miles) northwest from the Jackdaw field to the Shearwater installation.
I also found this detailed article on the Chemical Engineer which is entitled Shell To Invest In Shearwater Gas Infrastructure Hub.
Shell certainly seem to be doing comprehensive planning to bring the gas from Jackdaw to the mainland.
- Currently, gas from the Shearwater hub is sent to Bacton in Norfolk.
- After, Jackdaw is connected to Shearwater, the gas will be sent to St. Fergus, which is North of Aberdeen.
- Google AI says that The Shearwater hub is located approximately 140 miles (225 kilometers) east of Aberdeen in the Central North Sea.
It’s probably all in a day’s work for engineers in the North Sea, but it doesn’t sound to be the easiest project to me.
Will The Jackdaw Gas Field Be Used For CO2 Storage?
I felt this could be a possibility, so I asked Google AI, the question and received this answer.
No, the Jackdaw gas field will not be used for CO2 storage.It is an active natural gas extraction project in the North Sea, though CO2 separated from its extracted gas may eventually be routed to external storage.
Field Status and CO2 Handling
Extraction only: The underground reservoirs at Jackdaw contain natural gas and high-pressure/high-temperature hydrocarbons rather than being purposed for carbon storage.
Onshore processing: Gas from the field comes ashore at St Fergus, where carbon dioxide mixed into the raw gas stream is removed during processing.
Broader CCS links: While Jackdaw itself is a producing asset, its operations tie into Shell’s broader involvement with the regional Acorn Carbon Capture and Storage project, which aims to pipe and sequester CO2 elsewhere.
That was a definite no, that Jackdaw will not be used for Carbon Capture and Storage, but the carbon dioxide in the gas may be stored in the Acorn Carbon Capture and Storage project.
Will Centrica Be Applying Just-in-Time-Delivery To Gas Cargoes?
One of the jobs, I was involved in was scheduling container ships for OCL, in the 1970s.
- I’m fairly certain, that ships were speeded up and slowed down, so that ports weren’t overloaded.
- It was all done with my PERT7 project management software, which ran on Time Sharing at Great Portland Street.
I can envisage a clever programmer at Centrica writing a large simulation of all their natural gas deals and calling off gas cargoes, when required.
- Gas tankers would be constantly sailing between the gas fields in the Americas and LNG Terminals like Grain, where the cargo was needed.
- It would be nice to have a local supply of natural gas to fill in the gaps between cargoes, but delaying and speeding up of deliveries would have the same effect.
- I also suspect cargoes could be diverted to Germany, Poland or the highest bidder, when there is a glut of gas.
It could be a classic example of advanced control engineering, but very similar to what OCL were doing fifty years ago.
By applying just-in-time-delivery to gas cargoes, Centrica would reduce the need for storage in the UK.
At least gas doesn’t have a sell-by date!
How Much Liquid Natural Gas Storage Is There At The Grain LNG Terminal?
Google AI gave me this answer to the question in the title of this section.
The Grain LNG terminal on the Isle of Grain in Kent has a total liquid natural gas (LNG) storage capacity of 1.2 million cubic metres (1,200,000 m³) following recent site expansions.
Terminal Storage Overview
Total Capacity: 1.2 million m³ of cryogenic tank space (increased from the original 1.0 million m³ capacity).
Tank Configuration: Consists of massive full-containment cryogenic storage tanks (such as the 190,000 m³ tanks added in phases).
System Throughput: The facility can process up to 15 million tonnes per annum (mtpa), meeting a significant share of the UK’s total gas demand.
It should be remembered that storing gas as liquid reduces the space needed.
What Is The Capacity Of A Typical LNG Carrier?
Google AI gave me this answer to the question in the title of this section.
A typical modern liquefied natural gas (LNG) carrier has a cargo capacity of approximately 174,000 cubic meters (m³).
This size has become the conventional standard for new builds, balancing port compatibility with transport scale, though global fleet capacities range widely from small-scale vessels to massive ultra-large ships.
Vessel Size Categories
Small-scale carriers: Hold roughly 1,000 m³ to 40,000 m³, used for regional distribution and bunkering.
Medium-scale carriers: Range from 40,000 m³ to 80,000 m³.
Conventional large carriers: Standard modern designs cluster around 140,000 m³ to 180,000 m³, with 174,000 m³ dominating recent ship orders.
Maxi-size carriers (Q-Flex and Q-Max): Specialized ultra-large vessels reach capacities between 210,000 m³ and 266,000 m³, primarily built to service long-distance routes out of Qatar.
Grain LNG Terminal can hold about four cargoes from the largest LNG Carriers.
My extensive experience of writing scheduling algorithms, which go back to one I wrote at ICI Mond in 1968, feels that by scheduling the arrival of the ships, there may well be enough storage at Grain LNG Terminal to keep the UK in gas.
I wonder, if for some time, Centrica have known, that they don’t need Rough for natural gas storage, which is why they have ambitions to turn it into hydrogen storage.
Hydromax Sets US Speed Record
The title of this post, is the same as that of this of this press release from Ricardo.
This is the sub-heading.
The Ricardo supported vehicle achieves 368.347 mph record
These three paragraphs add some more detail.
JCB Hydromax has set a US Southern California Timing Association (SCTA) record Bonneville Speed Week. having achieved 368.347mph.
JCB Hydromax was developed by JCB with support from Ricardo and Prodrive, with Ricardo responsible for uprating JCB’s production hydrogen engines from 75 to 800 horsepower, while also reducing their weight by 100kg. And working closely with Prodrive, to ensure the engines could run laying on their sides to improve vehicle aerodynamics, and cope with the high altitude and temperatures of the Bonneville Salt Flats.
The Ricardo team have been on site in Utah throughout speed week to support with the preparation and running of the 32 foot streamliner car.
What I find amazing is the engineering, that must have gone into the project, to update a production hydrogen engine by eleven times and lose a 100 kg. of weight in the process.
Hopes Railway Station In Picturesque Village Could Become ‘Gateway’ To Northumberland Coast
The title of this post, is the same as that of this article on the Chronicle Live.
This is the sub-heading.
A rail company boss said there was a “real opportunity” for the station to have a bigger role
These three paragraphs add more details.
A key railway boss has provided hope that one of Northumberland’s quietest railway stations could finally see more trains pulling in. Chathill Station on the East Coast Mainline is close to two of the county’s most popular tourist destinations in Seahouses and Bamburgh.
Despite the excellent location it is one of the county’s least-used stations. Just 1,580 passengers were recorded between April 2024 and March 2025 – although this was up 25% on the previous 12 months.
Locals have been urging rail companies to make more stops in the village. Now, the boss of operator First Rail Open Access, which runs Lumo services, has visited the station and claimed there is a “real opportunity” to strengthen its role. Lumo provides services on the East Coast between King’s Cross and Edinburgh Waverly, passing through Chathill.
It seems that Lumo must think it is worthwhile stopping at Chathill.
Chathill: The Station That The Nation Forgot
This feature has the same title as this section.
It is well worth a read and gives a good background to the history of Chathill station and the other stations on the East Coast Main Line, and the former branch to Seahouses.
Could Modern Digital Signalling Be The Key For Lumo?
Lumo runs between London Kings Cross and Edinburgh Waverley and Glasgow Queen Street six time per day, calling at Stevenage, Newcastle, Morpeth, Edinburgh Waverley, Haymarket and Falkirk High.
Note.
- Stevenage calls only pick up Northbound and put down Southbound, so have Lumo developed procedures to get passengers on and off the train, as fast as possible?
- The East Coast Main Line is also under control of full digital signalling at Stevenage, so is that used to expedite the stop?
- Going North the trains seem to have a time where they leave Stevenage like 0606 and in reality they might arrive at 0604 and leave at 0606. So do they go as fast as traffic will allow between Kings Cross and Stevenage, using the digital signalling and the Mark 1 eyeball to keep tabs on the train in front?
- Going South a similar procedure seems to be used.
A typical stop at Stevenage seems to take between one and two minutes.
I have just checked Morpeth and all Lumo services seem to stop at Morpeth and they seem to take between one and two minutes.
It looks to me, as a Graduate Control Engineer, that full digital signalling on the East Coast Main Line might allow a couple extra stops to be added to Lumo’s timetable.
Will East Coast Main Line Digital Signalling Allow 140 mph Running?
I asked Google AI the question in the title of this section and received this reply.
Yes, the digital signalling being installed via the East Coast Digital Programme is a key technical enabler for future 140 mph (225 km/h) operation on parts of the East Coast Main Line.
This will surely, allow trains to pick up enough time on 140 mph sections of the line, to give enough time for the extra stops.
How Much Time Will 140 mph Running Save?
A quick calculation shows that if a train ran at 140 mph instead of 125 mph for a hundred miles, there would be approximate five minutes saved.
I suspect this would allow two extra stops.
Could An Extra Stop Be Made At Reston?
This OpenRailwayMap shows Chathill and South-East Scotland.
Note.
- The orange track going up the coast is the East Coast Main Line between London Kings Cross and Edinburgh.
- Chathill station is marked by the blue arrow in the South-East corner of the map on the East Coast Main Line.
- The East Coast Main Line crosses the Firth of Forth on the Forth Bridge to the West of Edinburgh.
- The yellow track coming down from the Edinburgh area is the Borders Railway to Galashiels and Tweedbank.
- Two former railways lead between Tweedbank and Berwick-upon-Tweed and Reston stations on the East Coast Main Line.
- Important stations, that are North of Chathill, are Berwick-upon-Tweed, Reston, Dunbar and East Linton.
- Berwick-on-Tweed and Dunbar are well-served by LNER, with Reston getting one train per day.
I could see Lumo stopping at Reston, just as they share business at Morpeth with LNER.
Are There Any Plans To Connect The Borders Railway To Berwick-On-Tweed?
Looking at the map, I just had to ask Google AI the question in the title of this section.
I received this reply.
Official feasibility and business case studies are instead focused on extending the current Tweedbank terminus south toward Hawick and Carlisle along the old Waverley Route.
Grassroots Proposals
Tweed Valley Campaign: A volunteer group called the Tweed Valley Railway Campaign has lobbied to restore a link running east from St Boswells toward Berwick-upon-Tweed.
Local Benefits: Proponents argue an east-west connection would link the Borders directly to the East Coast Main Line, helping tourism and commuters.
Official Status: Despite local campaigns, transport authorities and councils have not adopted the Berwick route as part of official funded transport strategies.
Official Extension Plans
Carlisle Route: Government backing and funding are directed toward an extension study heading toward Hawick and Carlisle.
Timeline: Consultants are advancing a strategic business case for the Carlisle alignment, expected to report by late 2027.
I wonder if there might be a simpler interim plan.
Consider.
- Galashiels has a vert smart rail and bus interchange.
- Google AI says that Galashiels interchange can handle coaches.
- Wrightbus are launching hydrogen coaches in the next year or so.
- Hydrogen coaches will be powerful and silent.
- Hydrogen coaches will have a working range of 1,000 km.
I could see that hydrogen coaches running from Galashiels to Carlisle and Berwick-on-Tweed could be a winner.
A Quick Visit To Okehampton Interchange Station – 4th August 2026
Today, I went to the new Okehampton Interchange station and took these pictures, between Exeter St. Davids and the new station.
Note.
- Exeter St. Davids station has some interesting artwork and some less than ideal stairs.
- Have you ever seen accident hotspot signs in a station before? I haven’t!
- Crediton station is shared with trains to Barnstaple.
- The bridge at Okehampton Interchange is an unusual cost-saving design, that only uses one lift.
- The car park is generous with 200 spaces.
- All-day parking is available for £2.
- There is storage for cycles.
- There is a defibrillator on the platform.
- The platform is 100 metres long.
- I suspect that with selective door opening a five-car Class 800 or 802 train could use the station.
- The Class 158 train was in excellent condition and was rattling along at a good speed without too much fuss.
I caught the same Class 158 train back to Exeter St. David’s on its return from Okehampton station.
I have some further thoughts.
Buses From Okehampton Interchange Station
Google AI gave me this information.
Bus services connecting directly to the newly opened Okehampton Interchange station include local and regional routes linking to Tavistock, Bude, Exeter, and Launceston.
Active Bus Routes
Service 6: Runs between Bude, Holsworthy, and Okehampton (Stagecoach South West).
Service 66: Connects Okehampton, Cheriton Bishop, and Exeter (Dartline / Stagecoach).
Service 118: Links Tavistock, Brentor, and Bridestowe to the new Interchange station instead of the older town station (Stagecoach).
Service 306: Connects Launceston and Okehampton via Lifton and Lewdown (Go Cornwall Bus).
Okehampton Interchange station appears not to be for just trains only.
The Location Of Okehampton Interchange Station
This Google Map shows the location of Okehampton Interchange station.
Note.
- This map was created before the station opened.
- Okehampton Interchange station is towards the North-West corner of the map and is indicated by three red dots and
- The distinctive roundabout by the station, that is shown in the pictures, can clearly be seen.
- The station is to the East of the town.
- Running across the bottom half of the map is the Okehampton by-pass.
- The B 3260 appears to connect the town and Okehampton Interchange station to the Okehampton by-pass in the South-East corner of the map, at a comprehensive interchange.
This opening paragraph from the Wikipedia entry for the route, gives a brief description of the road.
The A30 is a major road in England, running 284 miles (457 km) WSW from London to Land’s End.
These towns and cities are served.
- Heathrow Airport
- Staines-upon-Thames
- Basingstoke
- Salisbury
- Shaftesbury
- Yeovil
- Honiton
- Exeter
- Okehampton
- Launceston
- Bodmin
- Newquay
- Truro
- Redruth
- Penzance
Note.
- A good proportion of the route is dual-carriageway.
- It is dual-carriageway between Exeter and Cambourne.
- I suspect some people in North Cornwall may find it more convenient to drive to Okehampton Interchange station for access to trains.
- I wouldn’t be surprised to see some of the new generation of mouse-quiet hydrogen coaches connecting Okehampton Interchange station and the far South-West.
I believe that the usage of the station will exceed the predictions, by a large margin.
Could Okehampton Interchange Station Have Trains To And From London?
This OpenRailwayMap show how the various lines connect at Exeter St. David’s station.
Note.
- Exeter St. David’s station is indicated by the blue arrow.
- The yellow track going North-West leads to the Tarka Line for Barnstaple station and the Dartmoor Line to the Okehampton stations.
- The orange track going North-East is the Great Western Main Line to Taunton, Swindon, Reading and London Paddington.
- The orange track going East is the West of England Main Line to Salisbury, Basingstoke and London Waterloo.
- The yellow track going South-East is the Avocet Line to Exmouth station.
- The orange track going South is the South Devon Main Line to Dawlish, Newton Abbot, Plymouth and ultimately to Penzance.
To access the Dartmoor Line and Okehampton Parkway station.
- Trains from the Great Western Main Line would need to reverse in Exeter St. David’s station.
- Trains from the West of England Main Line would go straight through Exeter St. David’s station.
Note.
- Currently, some trains go between the Tarka Line and Exmouth, by going straight through Exeter St. David’s station.
- I said earlier in this post, that trains serving Okehampton Parkway station would need to be short or use selective door opening.
- South Western Railway have an hourly service between Exeter St. David’s and London Waterloo, that starts from Exeter St. David’s station and could be occasionally extended to Okehampton Parkway station.
- Great Western Railway have a two-hourly service between Exeter St. David’s and London Waterloo, that starts from Exeter St. David’s station and could be occasionally extended to Okehampton Parkway station.
I believe it would be possible to run occasional services between London and Okehampton Parkway station.
Refurbished Routemasters Return To Service In London
The title of this post, is the same as that of this news item from Wrightbus.
This is the sub-heading.
A fleet of iconic Routemaster buses is returning to London’s streets following a comprehensive mid-life refurbishment programme delivered by Wrightbus’s repair and refurbishment division.
These three paragraphs add more detail.
The latest vehicle to complete the programme – LT706 – has emerged from a full refit at RGI Bus & Coach Refurbishment Limited, which was acquired by Wrightbus two years ago, before returning to service from Transport UK London’s Walworth Garage.
It is the ninth of 40 Routemasters allocated to Walworth-based Routes 3 and 68 to complete the programme, with the remaining vehicles due to be refurbished over the next 12 months. Among those already refurbished is the LT1000 – the last ever production New Routemaster – which is now back at the theTransport UK Twickenham Depot.
Designed to extend the operational life of the fleet, the programme sees each vehicle undergo a comprehensive survey before key components are repaired or replaced, returning the buses to an ‘as new’ condition for the next phase of their service.
This afternoon, I went to Euston and took a 68 bus halfway across London.
These are some of the pictures I took of LT703.
Note.
- An image of LT703 after refurbishment appears in the Wrightbus news item.
- I was unable to take pictures inside the bus, as it was too crowded.
- To my untrained eyes, it looked to be a thorough refurbishment.
- From what I heard, it sounded like the bus still had the same diesel power unit from Cummins.
I’d picked up the 68 bus from stop E at Euston, which is at the Eastern end of the Euston bus station.
I have a few questions about the refurbishment.
Will All Thousand Buses Be Brought Up To This Standard?
Coming home this morning, I rode in LT833 on route 38, which had also been refurbished.
The refurbishment seems to have added extra internal signs.
Could New Routemasters Still Be Running In The 2050s?
When you look at the trains on UK railways, there are a few InterCity 225 trains still running in regular service between London Kings Cross and Leeds.
- They were built between 1988 and 1991.
- So some could be only a couple of years short of their fortieth birthdays.
- The New Routemasters were built between 2011 and 2017.
If the New Routemasters can last as long of the trains with the right tender loving care, then they could still be running in the 2050s.
Could New Routemasters Be Converted To Battery-Electric Operation?
Consider.
- The current refurbishment program could give London and its bus passengers, a thousand as-new buses.
- These buses would give a breathing space before new buses need to be delivered.
- Bus passengers I speak to prefer New Routemasters to some of the Chinese electric buses coming into service.
- Hitachi have told me, that batteries will deliver more power for the kilogram in future years.
- Metroline are testing LT11, which has been converted to battery-electric power.
This section in the Wikipedia entry for the New Routemaster is entitled Mid-Life Developments, where this is said about LT11.
At the Euro Bus Expo in November 2022, Norfolk-based electric vehicle manufacturer Equipmake unveiled the first electric vehicle conversion for the New Routemaster, with Metroline-operated vehicle LT11 on display at the event with its hybrid propulsion system having been removed and replaced by Equipmake fully-electric motors and a 400 kWh battery.[106] The Equipmake New Routemaster electrification programme may allow the New Routemaster fleet to have a longer service life in London, as conversion of these vehicles to fully-electric will provide a cheaper alternative to purchasing replacement brand new electric buses.
There is a YouTube video of the bus in Equipmake Hybrid To Battery Powered LT11.
The interior looked very much like the interiors of LT703 and LT833.
Could New Routemasters Be Converted To Hydrogen-Electric Operation?
New Routemasters are powered by an Cummins diesel engine, from the same family as those that power the Dodge RAM Pickup.
In Could London’s New Routemaster Buses Be Converted To Hydrogen Power?, I looked at converting New Routemasters to hydrogen power.
This was my conclusion.
I believe from my knowledge of Cummins and the way they work, that they will come up with a hydrogen-based solution, that will replace the Cummins diesel in these buses with a zero-carbon engine.
If Cummins don’t then someone else will.
Whoever solves the problem of converting London’s new Routemasters to hydrogen will have one of the best adverts for their product, there has ever been.
After converting London’s thousand Routemasters, the engineers could move on to anything powered by a Cummins engine.
That conclusion would also apply to an electric conversion.
Chance For Rail To Distribute Hydrogen And Use It As Alternative Power Supply
The title of this post, is the same as that of this article on Rail Magazine.
These are the first three paragraphs.
Hydrogen can have a future in logistics as well as being an alternative power source for traction.
Speaking at RAIL Live, Mark Downing, Head of Industrial Energy at Heavy Haul Rail, argued that rail was best suited for the transport of hydrogen.
“Energy has always moved by rail. You’ve got coal, you’ve got fuel, this is the next energy process that can be put onto rail at scale,” he said.
Mark Downing talks a lot of sense.
The article has a heading picture of a HydroFlex or Class 799 train,which is a hydrogen-hybrid train that can be powered by electrification or an onboard hydrogen fuel cell.
I’d certainly like to see a Class 799 train running services on an appropriate branch line. The article suggests the West of Wales, or the North of Scotland.
Charles Calvert, Chief Innovation Officer at Vanguard Sustainable Transport Solutions, gives this view. “I would love to see at least one of those routes get decarbonised by any other measure in the next five years.”
Google AI says this about the range of a HydroFlex train.
The HydroFLEX train, developed by Porterbrook and the University of Birmingham, has a potential range of over 300 miles on a single fill of hydrogen.
The long range would probably allow the refuelling point to be developed at a safe point on the route, where hydrogen could be delivered by rail.
The Birmingham International and Aberystwyth route could be a possible hydrogen route.
- It has a total length of 132.3 miles
- There is no electrification between Aberystwyth and Shrewsbury, which is a distance of 111.2 miles.
- As Aberystwyth station has the Vale of Rheidol steam railway, I suspect that Aberystwyth station would not be an ideal refuelling point.
- But Machynlleth Maintenance Depot could be, although it is 20.7 miles and 35 minutes from Aberystwyth.
- The Aberystwyth and Pwllheli services split and join at Machynlleth station, so could refuelling be combined with the split and join?
- Pwllheli and Machynlleth are 57.8 miles and 150 minutes apart.
The most promising of the English stations would be Birmingham International station, which is shown in this Google Map.
Note.
- Birmingham International station is in the North-West corner of the map.
- The electrified Rugby, Birmingham and Stafford Line runs diagonally through the map.
- In addition to their Aberystwyth/Pwllheli service, there is also a Llandudno Junction service that terminates at Birmingham International.
- I wonder, if there is space South of Coventry Road, to build a combined charging and hydrogen refuelling station, that could refuel all trains terminating at Birmingham International.
As the section without electrification is 111.2 miles on the Aberystwyth service, 148.3 miles on the Pwllheli service and 116.5 miles on the Llandudno Junction service , I suspect that these services could be too far for battery-electric trains, without charging at the Western end.
Toyota Shock Admission: Electric HiLux And 4WDs Won’t Suit Mainstream Buyers Until Battery Tech Leaps Forward
The title of this post, is the same as that of this article on EVCentral.
These are the three introductory paragraphs.
Toyota says electric utes and 4WDs are still years away from suiting mainstream, consumer-facing applications like touring and towing.
The admission came from Toyota Australia’s engineering team, speaking at the recent HiLux BEV and LandCruiser 300 Performance Hybrid briefing.
Toyota Australia’s product planning chief Ray Munday said battery energy density remains the single biggest obstacle standing between today’s electric utes and something capable of doing what a diesel HiLux or LandCruiser can do.
EVCentral also has an article entitled Toyota boss exults in Australian launch of new HiLux EV in 2026, hydrogen HiLux coming in 2028.
I hope, I’m still here in 2028, so I can have a ride in a hydrogen HiLux.
Wrightbus Launches In Australia With Battery And Hydrogen Buses On Show
The title of this post, is the same as that of this article on Fuel Cell Works.
These two bullet points, act as sub-headings.
- Wrightbus has officially launched its Australian expansion, introducing a range of battery-electric and hydrogen fuel cell buses backed by local sales, service and long-term support
- The move strengthens the company’s international growth strategy as Australia increases investment in zero-emission public transport and heavy-duty decarbonization
This first paragraph adds more details.
Wrightbus has officially entered the Australian market, marking a significant milestone in the Northern Ireland manufacturer’s international growth strategy. The company unveiled its expansion during the Australasia Bus & Coach Expo in Sydney, where it presented its battery-electric and hydrogen fuel cell bus portfolio to operators, government agencies and transport stakeholders. The launch will be led locally by a dedicated Australian team and is supported by a long-term commitment to aftersales service, technical support and partnerships with Australian industry.
I believe that this is the start of something big.
- Wrightbus know how to sell large numbers of buses to conurbations like London, Manchester and Leeds.
- An operator can decarbonise their network in a way that suits them.
- In the Ultroliner, Wrightbus have a bus that can be introduced as a diesel and then converted to hydrogen or electric, when the operator has sorted the fuel.
- Australia must surely be a big market for Wrightbus’s hydrogen-powered coach, with a 1,000 km range on one fill-up.
- It should be born in mind, that the average Wrightbus zero-carbon bus, makes the competition from China look like junks.
Will Wrightbus manufacture the buses and coaches in Ballymena, Malaysia or Australia?
India’s First Hydrogen-Powered Train Notified: Know Route, Launch Date & What Makes It Special
The title of this post, is the same as that of this article on Times of India.
These two paragraphs add some detail.
India’s first hydrogen train has been notified by Indian Railways. The new hydrogen-powered train is expected to be flagged off by PM Narendra Modi on July 17. He will also unveil a series of other infrastructure projectsacross Haryana, state minister Krishan Kumar Bedi said on Thursday.
The government says that project underscores Indian Railways’ wider focus on technological innovation, improved energy efficiency, and environmentally sustainable transportation, while supporting India’s national objectives on clean energy and achieving net-zero carbon emissions.
The route will be between Jind and Sonipat, which are both shown on this OpenRailwayMap.
Note.
- Jind, which has two stations Jind City and Jind Junction is in the North-West corner of the map.
- The blue arrow indicates Jind City station.
- Jind Junction station has a Wikipedia entry, which indicates that Jind Junction station has a hydrogen refilling station.
- Sonipat Junction station is in the South-East corner of the map.
- Jind and Sonipat are about fifty miles apart by train.
- OpenRailwayMap shows that most, if not all of the rail lines shown in this map are electrified using 25 KVAC overhead.
It looks to me, that Indian Railways are following similar rules to Network Rail, when they tested the battery-electric Class 379 train on the Mayflower Line.
- Test new technology on a line with spare capacity.
- Test new technology with a train, that can still run using current electrification.
- Test new technology on an electrified line.
From talking to some of those, who used the Harwich train every day, there were no problems during the test.
Visiting The Hydrogen Train
I feel that if you were passing through New Delhi, it would be feasible, if you had time to spare to visit the hydrogen train.
Google AI says this about the New Delhi and Sonipat service.
Trains to Sonipat Station run directly from New Delhi Railway Station (NDLS). Several long-distance, express, and local EMU/MEMU trains connect the two stations daily, making the journey in approximately 30 to 50 minutes.
Toyota To Enter Hydrogen-Powered Car In 2027 Dakar Rally
The title of this post, is the same as that of an article on autosport.
This is the sub-heading.
Toyota will field a fuel cell-powered prototype alongside its regular petrol-engined Hilux in the Dakar.
These two paragraphs add more details.
Toyota’s Gazoo Racing arm has announced plans to field a hydrogen-powered prototype in the 2027 Dakar Rally.
Christened the DKR GR FC Hilux, the car incorporates fuel cell technology into the pick-up that has become the benchmark in the World Rally-Raid Championship.
As someone, who worked in a hydrogen factory in the 1960s, I find this a very positive development for the use of hydrogen.
The Anonymous Widower 