How Do Alstom Fuel Their Hydrogen Trains?
I have not seen this question answered, so out of curiosity, I asked Google AI and received this answer.
Alstom fuels their hydrogen trains, specifically the Coradia iLint, using high-pressure gaseous hydrogen stored in tanks on the roof. The hydrogen combines with oxygen via fuel cells to generate electricity, which powers the electric traction motor, with only water and heat emitted. The trains refuel at specialized hydrogen stations in roughly 15 minutes.
Key Aspects of Alstom’s Hydrogen Fueling System:
Fueling Station: The trains are powered by specialized hydrogen filling stations, such as the Linde station in Bremervörde, Germany, which supplies gaseous hydrogen.
Refueling Process: The process is designed to be a “drop-in” replacement for diesel, with a filling time similar to that of diesel trains, providing a range of over 1,000 km.
Fuel Cell Technology: Inside the train, a fuel cell module (typically located on the roof) separates hydrogen molecules into protons and electrons, creating a flow of electricity.
Energy Storage: The system uses lithium-ion batteries to store excess energy from the fuel cells and energy recovered from braking.
Hydrogen Source: While some hydrogen is currently produced through conventional methods (steam reforming), there is a strong shift towards using green hydrogen produced from renewable energy on-site.
The Coradia iLint has a top speed of 140 km/h and serves non-electrified lines as a zero-emission alternative to diesel.
How Far Will A Class 897 Train Travel Without Using The Electrification?
I have not seen this question answered, so out of curiosity, I asked Google AI and received this answer.
LNER’s upcoming Class 897 “tri-mode” trains are designed to travel approximately 120 miles (around 193 km) on battery power alone when not using 25 kV overhead electrification. These 10-car Civity UK trains, ordered from CAF, are expected to operate on electric, diesel, or battery, with the latter used for sustainable, emission-free, quiet running near stations and on non-electrified sections.
Key details regarding the Class 897, as highlighted by LNER’s announcement and related news, include:
Operational Capability: They are designated as tri-mode, capable of running on 25 kV AC overhead electric, onboard battery power, or diesel.
Intended Usage: The battery power is primarily intended for use on the approach to and departure from stations.
Range: The batteries are reported to offer a range of roughly 120 miles.
Introduction: The units are expected to be delivered from 2027 to serve the East Coast Main Line.
Branding: The trains will operate under the new Great British Railways (GBR) branding.
Most of the information used by Google AI came from an article in Railway Gazette International in early 2026.
It certainly looks like Great British Railways will have at least one 125 mph, 120 mile range express away from the wires.
I also asked Google”Do Hitachi Battery Electric InterCity Trains Have Problems?” and received this answer.
While Hitachi’s battery-powered intercity trains have shown promising results in trials, particularly regarding fuel savings and emissions reduction, there are some potential challenges and considerations. These include safety concerns related to lithium battery fires, especially in the event of a crash or derailment, as well as range limitations for longer journeys. However, the technology is continuously evolving, and Hitachi is actively working to address these issues.
That seems fairly positive.
There is also this article on the BBC, which everybody should read, which is entitled Will New Battery-Powered Trains Replace Diesel, And Are They Safe?.
In The Data Sheet For Hitachi Battery Electric Trains, I look at the data sheet, that Hitachi published in late 2023.
These were my conclusions about the data sheet.
These are my conclusions about Hitachi’s battery packs for Class 80x trains, which were written in November 2023.
- 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.
As battery technology gets better, these distances will increase.
Hitachi have seen my figures.
They also told me, that they were in line with their figures, but new and better batteries would increase range.
It looks like Great British Railways will have at least two 125 mph, 120 mile range express trains away from the wires.
125 mph trains with a 120 mile range on batteries, will revolutionise UK train travel.
LNER’s Class 897 Trains
In the Wikipedia entry for LNER, this is said about LNER’s new ten CAF tri-mode trains.
In November 2023, LNER placed an order for 10 ten-car tri-mode (electric, diesel and battery power) Civity trains from CAF. In August 2024, it was announced that the units will be designated Class 897 under TOPS.
According to their Wikipedia entry, it appears the Class 897 trains will be delivered from 2027.
Can I Build A Schedule For The Introduction Of New Trains, Services and Batteries?
I think that I can from the information that is out there.
- East Coast Main Line – December 2025 – Introduction of Lumo between London King’s Cross and Glasgow
- West Coast Main Line – Spring 2026 – Introduction of Lumo between London Euston and Stirling
- Midland Main Line – 2026-2027 – Introduction of EMR Class 810 trains between London St. Pancras and Leicester, Derby, Nottingham and Sheffield.
- East Coast Main Line – From 2027 – Introduction of LNER Class 897 trains between London King’s Cross and Yorkshire.
Note.
- The two Lumo services use trains already in service.
- The Class 810 trains for EMR are being debugged and introduced at the present time.
- The only new trains are the Class 897 trains for LNER.
- The introduction of the Class 897 trains will allow LNER to withdraw some trains for refurbishment and fitting of batteries.
This would mean that before the next general election, almost the full timetable between London and the North of England and Scotland would have been implemented using diesel-electric technology.
Is it a low-risk start to the full electrification of services to the North?
The second-phase would see battery-electric trains introduced.
I believe that Grand Central’s new trains would be brought into service first.
- The new trains are scheduled to be introduced in 2028.
- Grand Central will still have the diesel trains for backup.
- Their new trains would be similar to the other Hitachi trains.
- It looks like they could be doing some splitting and joining.
After the Grand Central trains had been introduced successfully, the trains for the other Hitachi operators would have batteries fitted.
I suspect short routes like Lincoln would be electrified with battery-electric trains first.
There might also need to be short lengths of electrification erected, so that trains could be charged to send them on their way.
Other routes could also be electrified in the same way.
- Basingstoke and Exeter
- Shrewsbury and Aberystwyth – 81.5 miles
- Bristol and Penzance
- Cardiff and Swansea – 45.7 miles
- Crewe and Holyhead – 105.5 miles
- Edinburgh and Aberdeen – 130.5 miles
- Edinburgh and Inverness – 175 miles
- Reading and Bristol Temple Meads – 82.4 miles
- Reading and Cheltenham – Spa 84.5 miles
- Reading and Exeter
- Reading and Penzance – 269 miles
- Reading and Plymouth –
- Reading and Taunton – 128:15 miles
- Reading and Western Super Mare – 101.4 miles
- Reading and Worcester Shrub Hill – 84.5 miles
- St. Pancras and Sheffield – 160.0 miles
If this technique could work for main lines, surely a scaled-down version with smaller trains would work for branch lines.
Conclusion
Consider.
- It looks to me, that someone has planned this thoroughly.
- There will be a lot of 125 mph trains with a 120 mile range on batteries, running before the next election.
It all fits together extremely well.
It could be the first phase of a cunning plan to use battery-electric trains to electrify the UK’s railways.
Passengers will also see benefits, from when Lumo runs its first train into Glasgow Queen Street station.
I don’t think Hitachi’s trains have any problems, but there is enough float in this plan to make sure, it can be implemented on time and on budget.
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 Is Putin’s Attitude To Rail Baltica?
Rail Baltica is a railway that the EU is building between Warsaw in Poland and Helsinki in Finland.
This is the first paragraph of the railway’s Wikipedia entry, which gives an outline of the route.
Rail Baltica is an under-construction rail infrastructure project that is intended to integrate the Baltic states in the European rail network. The project envisages a continuous rail link for passenger and freight services with stations from Tallinn (Estonia) to Warsaw (Poland), via Pärnu (Estonia), Riga (Latvia) and Kaunas (Lithuania), with two branches extending from the main line towards Riga International Airport and Vilnius (Lithuania). Its total length in the Baltic states is 870 kilometres (540 mi), with 213 kilometres (132 mi) in Estonia, 265 kilometres (165 mi) in Latvia, and 392 kilometres (244 mi) in Lithuania.
The second paragraph explains the history of the railway gauge in the area
Rail Baltica will build the first large-scale mainline standard gauge railway in the region. Rail networks in Estonia, Latvia and Lithuania mainly use Russian gauge (1,520 mm). These countries’ first railways were built in the second half of the 19th century as part of the Russian Empire rail network. While some railways were built or converted to narrow or standard gauge in the Interwar period between World War I and World War II in the independent or German-occupied Baltic states, these were later converted back to Russian gauge under Soviet occupation rule after 1945.
The Russians do seem to be protective of their gauge.
The third paragraph gives the current status of the project.
As of 2025, the completion of the phase 1 single-track railway from Tallinn through Latvia (Riga) to the Lithuania-Poland border is scheduled for 2030, with completion of the double track railway to follow dependent on funding. Rail Baltica is one of the priority projects of the European Union (EU). It is part of the North Sea–Baltic Corridor of the Trans-European Transport Networks (TEN-T) and it is also intended as a catalyst for building the economic corridor in Northeastern Europe. It has also been proposed to extend Rail Baltica to include an undersea railway tunnel between Tallinn and Helsinki. By 2024, the estimated cost of the project had increased from €5.8 billion in 2017 to €23.8 billion (at 2023 prices).
These are some characteristics of the railway.
Terminals: Warsaw and Helsinki.
Countries Served: Poland, Lithuania, Latvia, Estonia and Finland
Intermediate Stations: 8.
Electrification: 25 kV 50 Hz AC overhead line.
Operating Speed: Passenger – 145 mph.
Freight – 75 mph.
Signalling: ERTMS – L2
Putin’s Attitude To Rail Baltica
Although, I can’t talk to Putin about this, I’m sure Google AI can give us a good idea.
I asked Google AI,”What Is Putin’s Attitude To Rail Baltica?” and received this answer.
Vladimir Putin’s attitude toward Rail Baltica is one of deep hostility, viewing the 500-mile high-speed railway as a strategic, military, and infrastructural threat to Russian influence in the region.
The project, which aims to integrate the Baltic States (Estonia, Latvia, and Lithuania) with the European rail network, is seen by Moscow as an effort to sever ties with the former Soviet bloc and solidify NATO’s presence on Russia’s border.
Key Aspects of Putin’s Opposition:
Military Threat Assessment: The Kremlin views Rail Baltica not just as a civilian project, but as a crucial logistical tool for NATO to swiftly transport troops and equipment to the Baltic region, strengthening the “eastern flank” that Russia challenges.
Destabilizing Russian Sphere of Influence: Moscow perceives the integration of the Baltic States into the European infrastructure system as a direct challenge to its influence and an “imperial project” aiming to detach them further from the post-Soviet space, which Putin seeks to keep within Russia’s sphere of influence.
“Putin-Proofing” the Baltics: The project is explicitly recognized by Baltic officials as a way to “Putin-proof” their countries against Russian aggression by reinforcing their security and economic autonomy, a move the Kremlin strongly opposes.
Infrastructure Isolation: The project enables the Baltic States to shift away from the Russian gauge track (1520mm) to the European standard (1435mm), decreasing their dependency on Russian logistical infrastructure.
While the Russian state has not issued daily commentary on the railway, its overarching aggressive posture toward the Baltics, including threats to Lithuania over transit to the exclave of Kaliningrad and the use of hybrid operations in the region, indicates a fundamental opposition to projects that deepen Western integration, such as Rail Baltica.
Willenhall And Darlaston Stations – 8th April 2026
These two stations opened this week in Walsall between Birmingham New Street and Wolverhampton stations.
This OpenRailwayMap shows the location of the stations.
Note.
- Wolverhampton station is in the North-West corner of the map.
- Darlaston station is marked with an arrow in the middle of the map.
- Willenhall station is between Wolverhampton and Darlaston stations
- Bescot Stadium station is in the South-East corner of the map.
- Tame Valley Parkway is the first station South-East of Bescot Stadium station on the way to Birmingham New Street station.
- Walsall FC play in the Bescot Stadium.
- Walsall station is in the North-East corner of the map.
Trains between Wolverhampton and Birmingham New Street stations, run the following service.
- Trains start in the West at Shrewsbury.
- There are four trains per hour (4 tph).
- 2 tph have one stopping pattern and the other 2 tph have another.
These pictures show Willenhall station.
Note.
The two stations seem to share a simple design.
Both stations have a step-free bridge with lifts.
Darlaston station has a good-sized car park.
Willenhall station’s car park appears to be still being landscaped.
Neither station appears to have solar roofs. On roofs like these at Denmark Hill Station, they have been fitted, which I wrote about in Denmark Hill Station – 4th September 2021.
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.
I Hope The American Army Doesn’t Navigate Using Google Maps
There is an article in The Times today, which is entitled As The World Watches Kharg Island, Iran Gets Oil Out Another Way.
This is the sub-heading.
Satellite imagery reveals millions of barrels have been shipped from the ‘forgotten’ port of Jask — used only once before
The only Jask, that Google Maps can find is a marketing agency in Solihull. At least Jask,Iran finds it.
Looks a bit deserty to me!
I just had to ask Google AI if the US Army has a Camel Corps and I received this answer.
Yes, the U.S. Army operated a “Camel Corps” experiment between 1856 and 1866, using camels for logistics and supply transport in the Southwest, particularly Texas and California. While considered hardy and effective, the corps was never an official unit and was abandoned due to the Civil War, soldier preference for mules, and lack of long-term support.
Key Facts about the U.S. Army Camel Experiment:
Origin: Proposed by Jefferson Davis (then Secretary of War) and approved by Congress with a $30,000 budget.
Acquisition: Around 70 camels were imported from the Mediterranean (Egypt, Turkey, Tunisia) in two shipments.
Operation: The camels were based primarily at Camp Verde, Texas, transporting cargo across desert terrains.
Key Leaders: Major Henry C. Wayne directed the experiment, and Lt. Edward F. Beale praised the camels’ endurance in reports.
End of Project: The program was abandoned during the Civil War. Confederate forces captured some camels, and the remaining herd was sold at auction in 1864-1866.
While the camels themselves were durable, they were often disliked by soldiers due to their difficult temperament compared to mules. Some camels were sold to miners or escaped, leading to reports of wild camels in the Southwest for decades following the experiment.
Easter Disruption For Europe’s Busiest Train Line
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
Thousands of Easter train journeys will be disrupted by a six-day shutdown on the West Coast Main Line (WCML).
These two paragraphs add more details.
Engineering work means no intercity services will run between London Euston and Milton Keynes from Good Friday to Wednesday, 8 April, Network Rail said.
The Easter work is part of a £400m project to boost reliability, which WCML said was Europe’s busiest railway line used for passenger and freight trains.
This graphic from London Northwestern Railway, shows the Rail Replacement Bus routes around the blockade.
Note.
- There are no trains South of Milton Keynes Central
- There is a Rail Replacement Bus between Milton Keynes Central and Bedford.
- There is a Rail Replacement Bus between Milton Keynes Central and Watford Junction
This OpenRailwayMap , shows the Marston Vale Line between Milton Keynes Central and Bedford.
Note.
- The two Bedford stations ; Bedford and Bedford St. Johns are in the North East corner of the map.
- Milton Keynes Central station is on the Western edge of the map.
- The Marston Vale Line, which is shown in yellow, links Milton Keynes Central and the two Bedford stations.
- The track shown in red, going through Milton Keynes Central is the West Coast Main Line.
- The track shown in orange, going North South through Bedford is the Midland Main Line.
- The Midland Main Line appears to be running normally between Bedford and St. Pancras. This is according to Real Time Trains.
- The Marston Vale Line should be running new Class 196 trains, but it is not due to a door opening dispute with the trains.
- The Marston Vale Line appears to be running normally between Milton Keynes Central and Bedford. This is according to Real Time Trains.
This OpenRailwayMap shows Bletchley station and the flyover on the East side of the station.
Note.
- The West Coast Main Line is on the West side of the map.
- Bletchley station is indicated by the blue arrow at the bottom of the map.
- To the East of the station is Bletchley flyover, which is labelled “Summit of Bletchley Flyover.
- The flyover splits with one branch going North to Milton Keynes and the other East to Bedford.
It does appear, that no train can go between Milton Keynes Central and Bedford stations, without a reverse at Bletchley station.
But you can go between Milton Keynes Central and Oxford stations, without a reverse at Bletchley station, as you stop on the flyover.
To check, I read the tracks right, I asked Google AI, “Can Trains Go Between Bedford And Milton Keynes Central Without A Reverse At Bletchley and received this answer.
Currently, no. Trains running between Bedford and Milton Keynes Central cannot bypass a reversal (reversing direction) at Bletchley because the Marston Vale line terminates at Bletchley station. Trains must enter Bletchley and then change direction to join the West Coast Main Line to reach Milton Keynes Central.
Key Details:
Current Routing: The Marston Vale line connects Bedford and Bletchley. Services from Bletchley to Milton Keynes Central operate as a separate connection.
The Reversal: Passengers currently must change trains or experience a driver change/reversal at Bletchley to continue.
Future Changes: The East West Rail project aims to improve these connections, but as of early 2026, the direct link remains through Bletchley.
Conclusion
Does this explain, why there is a Rail Replacement Bus rather than a shuttle train between Bedford And Milton Keynes Central stations?
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.
Condor Celebrates Inaugural Flight Of New Frankfurt–London Gatwick Route
The title of this post is the same as that of this press release from Condor.
This is the sub-heading.
Condor today launched its new city connection between Frankfurt am Main (FRA) and London Gatwick (LGW). With the inaugural flight, the British capital is now officially part of Condor’s city network. The route will be operated three times daily with a schedule designed to appeal equally to business travellers and city tourists. Flights are operated using Condor’s Airbus A320 aircraft, offering capacity for 180 passengers in a two-class configuration, including Business Class and Economy Class with the standard 3-3 seating layout. In addition, Condor cooperates with partner airlines on this route.
These three paragraphs add more details.
With this new connection, Condor is expanding its city network to include one of Europe’s most important metropolitan hubs, thereby strategically strengthening its presence in the European market. To mark the inaugural flight from London Gatwick, departing passengers on the fully booked service were welcomed with a small reception and gifts before the flight departed punctually for Frankfurt am Main.
David Carlisle, Director Network and Partnerships at Condor, said: “Today’s inaugural flight to London Gatwick marks another important milestone in the expansion of our European route network. London is one of Europe’s most sought-after destinations, both for business travellers and short city breaks. We are delighted to offer our guests up to three daily frequencies, providing maximum flexibility as well as convenient access to our long-haul network to Africa and Asia.”
Jonny Macneal, Head of Aviation Development at London Gatwick, added: “We are delighted to welcome Condor to London Gatwick and to offer our passengers even greater choice with this new, frequently operated service to Frankfurt. Whether travelling for business, leisure or to visit friends and family, the route provides excellent flexibility and connectivity. Condor’s arrival marks another important milestone during a period of significant growth for the airport.”
The press release also has these two last paragraphs, which give more information about the airline.
London is one of Europe’s leading economic and financial centres and also one of the most popular destinations for city travel. The new connection offers business travellers excellent access to the Greater London area as well as flexible options for day trips. Leisure travellers benefit from convenient flight times for weekend getaways.
In addition to the launch of London Gatwick, Condor continues to expand its network. From May, Barcelona, Budapest and Venice will be added as new destinations, bringing the total number of city destinations in the Condor network to 13. With these additions, Condor is further strengthening its presence in high growth markets and continuing to expand its European route network. Flights can be booked online at http://www.condor.com, via telephone or through travel agencies.
It is certainly one of the best-written and information-rich press releases, that I have seen.
If the attention to detail is as good in the way the airline is run is half as good, Condor will be worth giving a try.
This page is their TripAdvisor reviews.
Gatwick Airport Is Expanding
I picked up the news of Condor Airlines new service from one of my Google Alerts about Gatwick Airport’s proposed new runway.
These were the titles of the news articles in the alert.
- Simple Flying – Unbelievable! The UK’s 2nd-Busiest Airport Welcomes 5th New Airline In 11 Days
- MSN – London Gatwick confirms 9th new airline in massive 2026 shakeup
- Aviation A2Z – Condor Begins First UK Route with 3 New Daily Flights to This Airport
- Yahoo News UK – Airline launches first-ever UK route from Gatwick Airport to popular European city
- AviationSource News – Condor Launches New Frankfurt to London Gatwick Route
- Aviation24.be – Condor launches Frankfurt–London Gatwick route with three daily flights, marking UK debut
- Travel Wires – Condor launches first UK route with Gatwick–Frankfurt service
- Travel And Tour World – Frankfurt & London: New Condor Flights Spark Hope and Joy at London Gatwick Airport, UK
There is also this headline about Air France.
- Aviation24.be – Air France returns to London Gatwick with new twice-daily Paris CDG service
Gatwick seems to be doing well to be welcoming nine new airlines in 2026 and five in the last eleven days.
Perhaps, some honest accounting have convinced those nine airlines, that Gatwick’s new runway, won’t raise charges as much as Heathrow’s.
The Anonymous Widower 