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?
North-East-Based Turntide Receives Initial Battery Production Order From Hitachi Rail For Arriva’s Grand Central Intercity UK Battery Trains
The title of this post, is the same as that of this news item from Turntide Technologies.
This is the sub-heading.
New batteries to enable greener train operations to remove over 600 engines on existing trains, offering lower cost of operations, more range, and path to zero-emissions travel.
These are the initial three paragraphs, that add more detail.
Turntide Technologies (Turntide), a global leader in electrification and hybridisation solutions and a long-standing North East manufacturer, received its first order from Hitachi Rail to begin production of its next-generation modular battery system for the first U.K.-manufactured battery trains for Arriva’s Grand Central.
First announced on July 2, 2025, this partnership involved an R&D component and has officially moved into production with the potential to support either new battery trains or retrofitting over 600 engines on existing Hitachi Rail U.K. fleets.
This new battery system will allow for lower cost of operations, extended range, and a path to zero-emission travel, while reducing reliance on fossil fuels and improving air quality and noise pollution. Turntide’s bespoke batteries are designed to deliver even greater power density in the same footprint of a diesel engine. This battery production is an advanced manufacturing milestone for Arriva’s Grand Central new fleet, which is being built in Newton Aycliffe, County Durham by Hitachi Rail.
In Are Hitachi’s Tri-Mode Trains Exceeding Expectations?, I said this.
I asked Google AI, the question in the title of this post and received this answer.
Yes, Hitachi’s tri-mode (battery-hybrid) trains are exceeding expectations, particularly following successful trials in the UK in late 2024. Trials of the battery-equipped Class 802/2 demonstrated superior performance to initial forecasts, leading to a £300 million order for a new fleet to be delivered in 2028.
Key findings from trials and operational expectations:
Performance Exceeded: The trial, conducted with TransPennine Express and Angel Trains, showed fuel cost savings of 35%–50%, surpassing initial predictions of up to 30%.
Operational Capability: The battery technology enabled trains to reach speeds greater than 75 mph and provided enough range for zero-emission, silent running in and out of stations, significantly reducing noise and improving air quality.
Energy Efficiency: The battery matched the weight of a diesel engine, meaning no extra track degradation.
Future Impact: The success of the trial led to an order from Arriva Group for a new fleet for Grand Central services, which will increase seating capacity by 20% and are expected to significantly reduce carbon emissions.
These trains, designed to run on electric, battery, or diesel power, are part of a push to modernize rail services, with the technology allowing for the gradual elimination of diesel-only operation on certain routes.
In The Data Sheet For Hitachi Battery Electric Trains, I came to these conclusions.
- The battery pack has a capacity of 750 kWh.
- A five-car train needs three battery-packs to travel 100 miles.
- A nine-car train needs five battery-packs to travel 100 miles.
- The maximum range of a five-car train with three batteries is 117 miles.
- The maximum range of a nine-car train with five batteries is 121 miles.
Hitachi have seen my figures and told me they’re not far out.
As battery technology gets better, these distances will increase
What Battery Range Do Arriva Grand Central Trains Need?
Arriva Grand Central Trains currently run services to Bradford Interchange and Sunderland and hope of adding services to Cleethorpes.
All services would go between Doncaster and Kings Cross, with some stopping additionally at Peterborough.
The lengths of unelectrified track on each route is as follows.
- Bradford Interchange – Shaftholme junction and Bradford Interchange is not electrified – 47.8 miles
- Cleethorpes – Doncaster and Cleethorpes is not electrified – 52.1 miles
- Sunderland – Northallerton and Sunderland is not electrified – 47.4 miles
Note.
- Bradford Interchange station is on a tightly hemmed-in site and putting charging infrastructure in the station might be difficult.
- All Bradford Interchange services will soon be passing electrification at Mirfield station, so there may be scope for a quick charge and continue.
- Cleethorpes station is an open-air station with four platforms.
- I believe it is likely, that Cleethorpes station will also be a destination station for other battery-electric trains from LNER, Northern Trains and TransPennine, so I would suspect that charging facilities will be installed.
- Cleethorpes station could be an ideal location for one of Siemens’ Rail Charging Converters.
- Sunderland station is underground and has a unique layout where both platforms are electrified for the Metro. It is all explained in the Wikipedia entry for the station.
- The Wikipedia entry shows an open-air siding without electrification. One possibility would be for the Class 820 trains to park there and use their on-board diesel to top-up the batteries, so they could reach Northallerton.
- It appears that Grand Central visit Ryhope Grange Sidings between arriving and leaving for King’s Cross. The trains could have their batteries topped up there if needed.
It does look like a five-car train with a battery range of at least 105 miles would be able to handle these three routes.
The Arriva Grand Central Trains Fleet Are Now Class 820 trains
They have a Wikipedia entry.
The order was for nine trains of five cars.
- Wikipedia describes them as tri-mode trains.
- I believe they will have three battery packs and one diesel generator.
- Three battery packs should give a range of 117 miles.
- Google AI says that on one diesel generator, these trains can limp home at 60 miles per hour.
- Google AI says that the diesel generator will be able to charge the batteries at the destination station?
- From comments on the Internet, it appears that Hitachi have a very clever train control system, that ekes out the available power.
It looks to me that Hitachi have designed a train that can handle an unelectrified branch line of up to 60 miles or 120 miles if there are charging facilities at the destination station.
Did LNER And TransPennine Express Not Want To Be First With Battery-Electric Intercity Trains?
Consider.
- TransPennine and LNER are under government control.
- TransPennine provided the train for the testing, so they must know all the results and their drivers, who were probably involved certainly do.
- LNER must have the best initial route in King’s Cross and Lincoln, where only the last 16.6 miles, between Newark and Lincoln is not electrified.
- Surely, both companies should have been given at least one of the first batteries, so they could start training staff in how to use and service the batteries.
I have also totalled how many existing diesel power-packs are in existing Hitachi trains and it is 759.
This figure surprised me, as the sub-heading in the Turntide news item said the number of engines in existing trains was over 600. But then East Midlands Railway are still introducing their fleet of 33 x Class 810 trains, which have a total of 132 engines, and 627 could be described as over 600 engines.
How Much Would A Turntide Battery-Pack Cost?
Consider.
- This is a bespoke product for Hitachi.
- Hitachi have stated that the weight is the same as a diesel-pack, so that track-access rules and charges won’t change.
- As a Control Engineer, I wouldn’t be surprised, that the battery-pack is designed to tell the train control system, that it is a diesel power pack. So it acts just like one!
- In the 1960s, I was designing, building and installing transisterised control systems to replace electronic valve and relay equipment in a rolling mills. The two generations of control systems were interchangeable. Are diesel-packs and battery-packs the same?
- Why did Hitachi choose a small supplier in Gateshead, rather than one of a number of capable companies in Japan? You don’t go halfway around the world, if the quality is available locally.
- Deployment of these trains, will avoid the cost of scores of miles of overhead electrification.
- A lot of routes won’t even need chargers at the remote destination, as the range will be sufficient for an out and back journey from the current electrification.
- Fuel cost savings of 35%–50% were achieved in development testing.
- I have ridden in three battery-electric trains. All were mouse quiet. Will that increase ridership?
I believe these batteries are no ordinary batteries. So they won’t come cheap!
I wouldn’t be surprised that the cost of each battery-pack between a half-a-million pounds and a million pounds, with support.
Will These Trains Create Growth In The Economy?
I have ridden in all current variants of the Hitachi Intercity Express Trains, with the possible exception of the Class 805 train and as each version has been introduced, they are no worse, but often better than previous versions.
I have had two or maybe three return trips to Nottingham and Sheffield in the latest variant, which is East Midlands Railway’s Class 810 train.
This is without doubt the pick of the bunch.
I therefor believe that if this continuous improvement carries on, that the new Class 820 train, that has been ordered by Grand Central will be even better.
- My experience of battery-electric trains, says it will be quieter.
- The environment of stations will be improved.
- Train fuel costs will be reduced.
- I believe that ridership will be increased, as people will be intrigued by a 125 mph train running on batteries.
- The trains will have the ability to divert via Lincoln using the GNGE Diversion on the East Coast Main Line during engineering works.
- Because of their regenerative braking, the trains should be able to do very quick extra stops at intermediate stations.
- New routes will be developed.
- Less ugly electrification will be erected on scenic routes like Settle and Carlisle, and across the Highlands of Scotland.
I believe strongly, that at the end of the day, that battery-electric trains will increase the profits of operators and Network Rail, and reduce the cost to the taxpayers of the railways.
Grand Central’s New Trains Will Improve Services
All these stations will be served by the new Class 820 trains.
- Barnetby
- Bradford Interchange
- Brighouse
- Cleethorpes
- Doncaster
- Eaglescliffe
- Grimsby
- Habrough
- Halifax
- Hartlepool
- Low Moor
- Mirfield
- Northallerton
- Peterborough
- Pontefract Monkhill
- Scunthorpe
- Seaham
- Sunderland
- Thirsk
- Wakefield Kirkgate
- York
Passengers should notice the following from the new Grand Central trains.
- A quieter ride.
- Less vibration.
- Slightly faster services due to faster stops at stations.
- No diesel smoke and much less noise from trains in stations.
Note.
- Cross Country, Hull Trains, LNER, Lumo, TransPennine Express and other operators will come under pressure to follow suit.
- Batteries, will not have the power for freight trains, so will we see a new generation of hydrogen freight locomotives?
But will the improved services bring that exclusive growth to the economy?
Only time will tell!
Private And Public Operators
In the UK, we have.
- Private open access operators like Grand Central, Hull Trains and Lumo, who can buy trains on a loan from a leasing company.
- Public operators like LNER and TransPennine Express, who probably have to get sign off from the Treasury.
- Several companies like Great Western Railways and East Midlands Railway, who are soon to be taken over by Great British Railways, who are stuck in a sort of limbo.
My late friend ; David, who rose to the highest level in banking in the UK, would have come up with a solution.
He would probably have said, that there’s is very little difference between the groups of operators.
- The train services they offer vary only on destinations and prices.
- The ticketing system is now unified, so if you turn up at the last minute and want to go to Newcastle and Lumo and LNER both have tickets, you are offered a choice and you can pick the one that’s best for you.
- All services will soon be running similar battery-electric trains, fprobably from the same Hitachi factory in Newton Aycliffe.
- Food and beverage service is not competitive and could be improved.
- Staff are probably on similar employment agreements.
So why shouldn’t Great British Railways be able to lease trains and even battery packs from companies like Angel Trains, who are funding the trains for Grand Central?
It might get more battery trains running on tracks all over Great Britain sooner than it appears they will now!
Can East Midlands Railway Reach Nottingham Without More Electrification?
I went to Nottingham for the day yesterday.
- My Super Off-Peak Return ticket cost me £55.30 with a Senior Railcard.
- The Class 810 train is without doubt the best Hitachi Intercity Express Train of a good bunch.
- St. Pancras and Nottingham is 126.4 miles.
- There is no electrification between South Wigston Junction and Nottingham, which is 31.1 miles, although the change seems to be said to take place at Kilby Bridge junction.
- It would appear that, when the Class 810 trains are fitted with batteries, they will need a range of at least 62.2 miles, to do a return trip to Nottingham.
- In The Data Sheet For Hitachi Battery Electric Trains, I state that the maximum range of a three-battery five-car train is 117 miles. This figure has been seen by Hitachi and they didn’t say it was too high.
- I look forward to doing the same trip in a few months, using batteries to the North of the section between Kilby Bridge and South Wigston junctions.
It could be the first battery-electric 125 mph express train.
Now that is what I call affordable electrification.
I have some further thoughts.
Kilby Bridge And Wigston Junctions
This Google Map shows the Midland Main Line between Kilby Bridge and Wigston junctions.
Note.
- Kilby Bridge junction is marked by the red arrow in the South-East corner.
- The Midland Main Line runs through Kilby Bridge junction.
- South-East it goes to London.
- North-West is leads to the large triangular Wigston junction, with South Wigston station at its Western point.
- The Northern point of Wigston junction leads to Leicester.
- There are three tracks between Wigston and Kilby Bridge junctions.
- All tracks to the South of South Wigston junction are electrified.
- The distance between Wigston and Kilby Bridge junctions is two miles.
- The maximum speed between Wigston and Kilby Bridge junctions appears to be at least 100 mph.
It looks to me, that this section of track has been designed, so that trains can reliably raise and lower pantographs at the highest speed possible.
The Electrification Problem At Leicester
Some years ago I came back to London from Leicester with a group of drivers. At one point, the conversation turned to electrification and they said that they had met a Network Rail engineer, who had told them, that the bridge over Leicester station was rather low for electrification and the track couldn’t be lowered because Leicester’s main sewer was underneath the railway.
In Leicester Station – 4th Jan 2022, I show a selection of pictures of Leicester station’s Grade II Listed frontage.
I doubt it would be possible to seriously alter Leicester station to electrify it, as the Heritage Taliban would have a field day.
But if I’m right that all services will be run North of Wigston on batteries, there will be no need to electrify through Leicester station.
Not only would using battery-electric trains probably be more affordable than electrification, but also because of the Leicester electrification problem, it would be less inconvenient for passengers.
Changing From Electric Going North
This OpenRailwayMap shows the electrification between Wigston Junction and Leicester station.
Note.
- Leicester station is marked by the blue arrow.
- The triangular Wigston junction is clearly visible.
- Kilby Bridge junction is South-East of Wigston junction.
- Leicester station and South Wigston junction is 3.6 miles and the tracks are shown as dashed black and red, which means future electrification.
I wonder, if in the future, if the battery-electric don’t have enough range, this is a simple section of electrification, that could be installed. Every extra mile of electrification between Leicester station and South Wigston junction would mean two miles could be chopped from the distance the trains had to travel on batteries.
But in the interim, going North, the driver would just make sure there was enough electricity in the batteries and momentum in the train, when passing South Wigston.
As trains arriving at South Wigston junction will typically have been running for over an hour, they should have full batteries to start theur explore of the North.
Changing To Electric Going South
The trains from the North, must have enough juice in the battery to reach South Wigston, so they can connect to the electrification for the run to London.
Could A Four-Battery Class 810 Train Reach Sheffield?
Consider.
- St. Pancras and Sheffield is 164.7 miles.
- There is no electrification between South Wigston Junction and Sheffield, which is 89.4 miles, although the change seems to be said to take place at Kilby Bridge junction.
- It would appear that, when the Class 810 trains are fitted with batteries, they will need a range of at least 178.8 miles to do a return trip to Sheffield.
- If a three-battery five-car Class 810 train has a battery range of 117 miles, on a pro-rata basis a four-battery five-car will only have a range of 156 miles.
That would be a big ask.
Could A Three-Battery Class 810 Train Reach Sheffield?
What would happen if one diesel engine was still installed?
These are my thoughts.
- As a Graduate Control Engineer, I wouldn’t be surprised that Hitachi have a strategy to do this with a tri-mode version of the Class 810 train.
- Hitachi have already announced the Class 820 train for Grand Central Trains and this is a tri-mode version of their InterCity Express, which is described in this Wikipedia entry.
- As Grand Central have said that the Class 820 trains, will be replacing the Class 180 trains, that run to Bradford Interchange and Sunderland, a tri-mode Class 810 would surely be able to run to Sheffield.
Could East Midlands Parkway Station Be Used For Opportunity Charging?
This Google Map shows East Midlands Parkway station with the massive derelict Radcliffe-on-Soar coal-powered power station alongside.
Note.
- The Midland Main Line running North-South across the map.
- East Midlands Parkway station on its Western side.
- The derelict Radcliffe-on-Soar coal-powered power station on its Eastern side.
A vast site like this must have uses.
I asked Google AI,”What Are The Plans For Radcliffe-on-Soar Power Station?” and received this reply.
The former Ratcliffe-on-Soar power station site is undergoing a multi-year decommissioning and demolition process, lasting until at least 2030 or 2031, to be transformed into a zero-carbon technology, energy, and advanced manufacturing hub.
Key details of the redevelopment include:
Site Vision: The 273-acre brownfield site has been earmarked to become a major business hub focused on advanced manufacturing (e.g., electric car batteries), low-carbon energy production, energy storage, and AI-driven data centres.
Economic Status: The site is a core component of the East Midlands Freeport, which offers significant financial incentives to attract business investment and create an estimated 7,000 to 8,000 jobs.
Demolition Timeline: The first demolition works are expected to begin in 2026, with the iconic cooling towers and main chimneys scheduled for controlled demolition between 2029 and 2030.
Planning Framework: A Local Development Order (LDO) granted by Rushcliffe Borough Council is in place to fast-track the planning process for these modern, green-focused industrial uses.
As the site will need to be supplied with a reliable energy supply for some of the proposed uses, I suspect power could be supplied to electrify the lines through East Midlands Parkway station, so that trains going to the North could take the opportunity to have a Formula One-style “Splash-and-Dash!”
Would Opportunity Charging At East Midlands Parkway Station Allow Extra Destinations?
Holders of the East Midlands Franchise have in the past, served other destinations in the past, either with regular services or engineering or seasonal diversions.
Possible destinations could be.
Cleethorpes
Distance to South Wigston – 112.4 miles
Doncaster
Distance to South Wigston – 108.1 miles – But could top up at Doncaster.
Rotherham Central
Distance to South Wigston – 102.2 miles
Scunthorpe
Distance to South Wigston – 112.4 miles
They’re Only A Five-Pack Of Mens’sTrunks
With all this hot weather, I needed some more Marks and Spencer’s trunks to keep myself comfortable and cool.
I liked the overall packaging, so I took these pictures.
Note.
- Most of the packaging is a piece of carefully cut and folded cardboard.
- It was probably done with love by a robot.
- It’s almost folded into a pair of crocodile’s jaws, so the product is held safely.
- All five pairs were still in the packaging, when I brought them home.
But then as the product was made in Bangladesh, where crocodiles are native, I would expect them to get this type of packaging right.
In some ways the hook, is the most interesting part of the packaging, as it appears to have been stamped out of a sheet of quality laminated cardboard.
My father was a letterpress printer in the 1950s and one of the specialties of his business was stamping out components like these on one of his two Original Heidelberg printing machines.
Around the turn of the last century, I had a friend, who could design origami packaging like this. Quality and sustainable ideas like these will keep going around and around.
Wrightbus To Supply 20 Electroliner Buses To Hong Kong
The title of this post, is the same as that of this article on bus-news.
These are the first two paragraphs, which give more details.
Wrightbus has received a major order for a set of 20 of its 6×2 StreetDeck Electroliner double-deck buses.
The vehicles have been ordered by Hong Kong’s Citybus, marking the first global order for the new triple-axle vehicles.
I feel very strongly after a very terrible Bank Holiday weekend, that these are the buses we need on the 141 route in London, that I use most days.
Currently, we have BYD’s Chinese Junks and the batteries are too small.
- On Saturday, I had a doctor’s appointment and had to wait 45 minutes for a bus.
- On Sunday, I had to take a taxi.
- On Monday, it was a twenty minute wait and in the end I took a 76, which are Routemasters and walked.
- On Tuesday, I was rescued by an elderly Wrightbus, after twenty minutes wait.
The article on bus-news says this about the three-axle buses.
Measuring 12-metres in length; the StreetDeck Electroliners are capable of carrying up to 82 seated passengers (130 total), and possess an operating range of up to 300km.
That would do us fine in De Beauvoir Town, so we could travel reliably to London Bridge and Palmers Green.
As an engineer, I suspect the longer buses with an extra axle can carry a larger battery. I also suspect that BYD’s batteries don’t perform well in hot weather.
Instead, we get Chinese Junks and Hong Kong will be getting quality British buses built in Malaysia.
Centrica Tackles Difficult Terrain To Deliver Sustainable Solar Solution For Derbyshire Manufacturer
The title of this post is the same as that of this press release from Centrica.
This is the sub-heading.
Centrica Business Solutions has successfully completed a bespoke solar farm for Carpenter Ltd, a Glossop based manufacturer, overcoming significant terrain challenges to help the business take a major step towards a sustainable future.
These two paragraphs add some more detail.
- Built on a 14.62% sloped bank – a location once considered unsuitable for development – the project required careful planning, specialist machinery, and adaptive engineering techniques to ensure safe, efficient installation in mud-heavy winter months. Most solar farms are installed on flat ground; this project demanded a fully customised approach.
- The new solar array comprises 1,666 panels generating 1,025 MWh of renewable energy per year. This will help Carpenter Ltd cut carbon emissions by 116,150 kg CO₂ in the first year alone, reduce energy costs, and strengthen local economic resilience by supporting sustainable manufacturing jobs in the region.
This is a picture of the site from Centrica.
Google AI says the array is around a MW.
How many other difficult solar installations can be developed using good old-fashioned construction and engineering techniques?
Alstom And Cummins Make A Deal On Hydrogen Rail Technology
I asked Google AI about this deal and receive this reply.
On April 2, 2026, Alstom announced the acquisition of Cummins’ hydrogen fuel cell activities specifically dedicated to the rail sector. This strategic move brings the technology and manufacturing capabilities for Alstom’s Coradia iLint hydrogen trains in-house, following a period where Cummins looked to wind down its wider hydrogen business amid losses in its Accelera energy transition segment.
Here are the key details of the deal:
Scope of the Acquisition
Fuel Cell Technology In-House: Alstom acquired the engineering, product, and support capabilities for the fuel cells used in its existing hydrogen train fleets, specifically the Coradia iLint.
Manufacturing Facilities: The deal includes the transfer of Cummins’ fuel cell manufacturing and assembly site in Herten, Germany, which has been producing for Alstom since 2021.
Targeted Support: The acquisition allows Alstom to strengthen its ability to maintain, improve, and provide support for existing hydrogen fleets in Germany, Italy, and France.
Context and Strategy
Securing Supply Chain: After facing maintenance issues with the fuel cells, which previously required sourcing parts from North America, this move gives Alstom direct control over its key technology.
Strategic Pivot: While Cummins moves to pivot away from the wider hydrogen market following losses in its Accelera unit, Alstom continues to focus on hydrogen as a critical solution for replacing diesel trains on non-electrified, long-haul lines.
Commitment to Hydrogen: Despite a 2025 announcement by Alstom that it would pause “further development” of new hydrogen technology due to funding cuts, this acquisition proves that the company remains committed to supporting and enhancing its current, contracted hydrogen train programs.
Future Impact
Reliability Improvements: Alstom plans to leverage this acquisition to accelerate development work, improve the energy management, durability, and reliability of the Coradia iLint fleet, and ensure the success of projects in Germany, Italy, and France.
Market Position: This acquisition solidifies Alstom’s position as a leader in sustainable rail alternatives, even as battery technology has advanced.
I would agree strongly with the future impact.
My First Ride In An Alstom Coradia iLint
In March 2019 in My First Ride In An Alstom Coradia iLint, I said this.
I’m finally, riding in a hydrogen-powered Alstom Coradia iLint train through the German countryside.
Not as quiet as the two battery trains, I’ve ridden, but that’s because It feels to me that the traction motors are crudely under the passengers and cardan shafts are used to drive the wheels!
Battery electric trains with regenerative braking should be virtually free of any mechanical noise. Both the Class 379 and Class 230 battery demonstrators were almost silent. As electricity generated from hydrogen doesn’t appear to generate much noise, then a hydrogen-powered train can also be almost silent.
From talking to fellow passengers on my German trip, it would appear that the train has been very reliable in service.
Conclusion
Alstom are proving hydrogen would work well in a train designed for that purpose, but updating a DMU with a noisy mechanical transmission, possibly isn’t the best to go.
I now believe that Alstom have everything they need to create a 125 mph tri-mode multiple unit.
Adding in today’s article about hydrogen, I have written enough about Bombardier, which is now Alstom, and their future plans, so that they can build an Alstom 125 mph tri-mode Aventra, with with electric, battery or hydrogen power.
It could be the ultimate train.
The Bombardier Aventra And Brexit
The Batteries for Bombardier Electrostar
Parallel Thinking From Bombardier
Bombardier’s Battery Technology
Have Bombardier Got A Cunning Plan For Voyagers?
Bombardier Bi-Mode Aventra To Feature Battery Power
Stadler Flirt And Bombardier Aventra Tri-Modes Compared
Bombardier’s Plug-and-Play Train
Bombardier’s 125 Mph Electric Train With Batteries
Do Bombardier Aventras Have Remote Wake-Up?
What Offshore Wind Turbine Components Can Be Transported By RORO Ferries?
I asked Google AI, the title of this post and received this answer.
Roll-on/Roll-off (RORO) ferries, specifically specialized vessels like the Rotra class (Rotra Vente, Rotra Mare, Rotra Futura), are used to transport major, oversized offshore wind turbine components. These vessels allow large parts to be rolled directly on and off the deck using hydraulic ramps, mitigating the need for heavy-lift cranes in some cases.
Wind Turbine Blades: Modern RORO vessels can transport massive rotor blades—sometimes over 100 meters long—stowed in tiers (up to 12 or more blades per trip).
Nacelles: RORO vessels can carry multiple complete nacelles for large-scale direct-drive wind turbines.
Tower Sections: These vessels can accommodate large tower sections, often transporting multiple sections at once.
Hubs: Hub components can be transported via RORO, especially when loaded onto specialized trucks.
Drivetrains and Transformers: Internal components and large drivetrain assemblies are transported in the holds.
Floating Substructures/Substructures: In addition to the turbine itself, specialized RORO systems can transport components of floating substructures, such as secondary steel, inverters, and mooring equipment.
Advantages of RORO for Wind Components
Reduced Handling: Eliminates the need for cranes to lift heavy items, reducing the risk of damage during transport.
High Efficiency: Allows rapid loading and unloading of numerous large items simultaneously.
Protection: Specialized RORO vessels often feature telescopic roofs to protect sensitive nacelles from saltwater spray.
Efficiency for Large Projects: Specifically designed for handling large-scale offshore wind projects, such as the North Sea developments.
Specialized vessels, such as the Rotra Futura and Rotra Horizon, are designed to handle even larger, heavier components for next-generation offshore wind farms, and they often include cranes to complement their RORO loading method.
This article on offshoreWIND.biz is entitled RoRo Offshore Vessel Rotra Futura Hits the Water, and gives a full description of the vessel and her sister; Rotra Horizon.
This is the sub-heading.
The first of two offshore wind Roll-on/Roll-off (RoRo) vessels, the Rotra Future, designed to transport wind turbine components, has been launched at Jiangsu Zhenjiang Shipyard in China.
These four paragraphs give details of the design, financing, construction and ownership of the two vessels.
Concordia Damen has collaborated with Amasus, deugro Denmark, Siemens Gamesa, and DEKC Maritime in the development and construction of two RoRo vessels, namely Rotra Futura and Rotra Horizon.
The vessels, of which the first one was launched recently at the shipyard in China, are designed for the transport of large, and ever growing, wind turbine components.
The design of the two RoRo vessels builds on the previous ships in the Rotra concept, the Rotra Mare and Rotra Vente, which were also developed by Concordia Damen and have been operating since 2016.
These vessels are designed with a RO/RO (Roll-On/Roll-Off) system and an innovative ramp, allowing for the safe and efficient transport of larger loads.
Toyota Won’t Give Up On Hydrogen, Teams Up With Truck Giants
The title of this post, is the same as that of this article on TorqueCafe.
This is the sub heading.
Japanese car giant Toyota has signed a non-binding MoU to collaborate with Daimler Truck and Volvo Group on hydrogen fuel cells.
These three paragraphs add more details.
Toyota just won’t let its hydrogen-fuelled dreams die, this week announcing it wants to further develop fuel cell technology with two big players in the heavy vehicle market.
Daimler Truck (makers of Mercedes-Benz, Freightliner, Western Star and Fuso trucks) and the Volvo Group (responsible for Volvo, Mack and Renault trucks), already have a joint venture, cellcentric, which Toyota has signed a non-binding Memorandum of Understanding to join.
Split between equal shareholding, a joint press release said “the combination of the parties’ complementary experience and know-how will support and advance their joint objective to develop, produce and commercialise fuel cell systems for heavy-duty vehicles and other heavy-duty applications with comparable requirements”.
The rest of the article gives a summary of where Toyota are with hydrogen.
It is worth a thorough read.
Backing hydrogen you have Centrica, Ceres, Cummins, Daimler, Hyundai, JCB, INEOS, Kia, Ryse, Volvo, Wrightbus and a few others.
Will they prevail against a cynical world?
I think it will be one iconic vehicle, that excites the world. I will nominate.
- A 1000 km. range hydrogen-powered coach from Mercedes, Solaris, Volvo or Wrightbus.
- A large American-style pickup from Dodge with a Cummins engine or from Toyota.
- A large American-style truck.
- A remodelling of the iconic London new Routemaster bus with a hydrogen Cummins engine by Wrightbus.
- A small affordable hydrogen hatchback from the French, Toyota or the Koreans, based on a fuel cell and an electric transmission.
When I was a child the icon was a dragline called Big Geordie, who is shown in this video.
I suspect for some of the mining projects in the world today, a hydrogen-powered Big Geordie would make a good fist of it.
EU, France Grant EUR 126 Million For BW Ideol’s Floating Foundation Factory
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
BW Ideol has signed the final grant agreement for up to EUR 74 million from the EU Innovation Fund for a factory in Fos-sur-Mer, France, that will produce concrete floating wind foundations. The factory, dubbed Fos3F, has also secured up to EUR 52 million from the French State.
These three paragraphs add more detail.
The final agreement for the EU Innovation Fund grant was signed on 19 March, after BW Ideol revealed in November 2025 that the Fos3F was selected for up to EUR 74 million in funding by the European Commission.
The French government awarded support for the project at the end of 2025 through the C3IV tax credit scheme, dedicated to supporting leading French companies in the Green Industry. The funding from the French State will cover up to EUR 52 million to partially fund development and capital expenditures.
According to BW Ideol, if built, the Fos3F will be a first-of-its-kind factory dedicated to the serial production of concrete floating wind foundations based on the company’s patented Damping Pool.
The factory is stated to have a capacity of thirty foundations per year.
This Google Map shows the location of Fos-sur-Mer.
Note.
- Arles is in the North-West corner.
- Marseille is in the South-East corner.
- The mouth of the Rhône River is in between.
- Fos-sur-Mer is outlined by the red-and-white border.
Google AI says there is significant steel making at the mouth of the Rhône River.
I also asked Google AI, “What turbines will BW Ideol floating foundations support? and received this reply.
BW Ideol’s floating foundations are designed to be universal, supporting all major 15 MW+ offshore wind turbines currently on the market, with scalability to future 20 MW+ platforms. Their concrete barge-type technology—using the Damping Pool® design—is compatible with both existing and next-generation turbine manufacturers.
Key Compatibility Details:
15 MW+ and 20 MW+ Turbines: The foundations are engineered for current large-scale turbines (15 MW+) and are ready to accommodate upcoming 20 MW+ turbines, with designs already certified by DNV.
Proven Technology: The technology has been in operation since 2018 at the Floatgen site in France (using a Vestas V80 2 MW turbine) and in Japan, covering both shallow and deep-water applications.
Universal Application: The design is tailored for diverse metocean conditions and is designed to support the commercial deployment of large turbines in projects like the Buchan Offshore Wind project in Scotland.
Production Scalability: The concrete floating platforms are designed for mass production, capable of being manufactured quickly in a factory setting, such as the proposed Fos-sur-Mer site, to meet the schedules of major developers.
These foundations have received Design Certification from DNV, confirming their suitability for large-scale, commercial floating wind farms.
My Thoughts:
Concrete v. Steel: I used to work with someone, who was a big advocate of concrete yachts. Also check out the Wikipedia entry for the Troll A platform, which is a concrete Norwegian gas platform.
Zero-Carbon: I wouldn’t be surprised if concrete manufacture emits less carbon, than steel.
Port Talbot: Will BW Ideol build a similar factory at Port Talbot? I wrote about the Port Talbot factory in Port Talbot To Become Offshore Wind Hub For Celtic Sea. Both sites are next to a large bay, which would be ideal for parking completed floats and a world-class steelworks.
Buchan: Buchan’s web site says it will use seventy BW Ideol floats and generate I GW, 75 km. to the North-East of Fraserburgh. Google AI said the floats will be built at the Port of Ardersier.
Will A Mini-Steel Mill Be Built At The Port Of Ardersier?
I asked Google AI, the question in the title of this section and received this reply.
Yes, a £300 million green steel mill is planned for the Ardersier Port redevelopment as part of its transformation into a circular Energy Transition Facility. This facility aims to process scrap steel from decommissioned oil rigs into new materials to support offshore wind developments, alongside creating a concrete production plant.
Key details regarding the development:
Purpose: The mill is intended to process scrap from offshore decommissioning.
Technology: It is planned as a green steel plant.
Integration: It is aimed to be integrated into a new, fully circular “Energy Transition Facility”.
Context: While the facility aims for circular steel production, the port is primarily focused on becoming a hub for offshore wind and manufacturing.
Recent developments as of March 2026 suggest a focus on a “scaled back,” more achievable vision by new owners/managers, focusing on floating concrete wind turbine bases. Additionally, recent UK government intervention restricted a large Chinese-backed manufacturing plan at the site due to security concerns.
The Anonymous Widower 