Offshore Wind Could Help Create ‘Electric Shipping Highway’ Across Europe, Study Says
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Offshore wind farms, energy islands, ports and proposed “Offshore Power Zones” could together form the foundation of an integrated maritime energy system capable of supporting large-scale vessel electrification across Northern Europe, according to a study by Maersk’s Stillstrom, Baltic Energy Island and the Port of Roenne.
This is a map from the report.
Note.
- In Investment in Grain LNG, I talked about Centrica and Grain LNG Terminal, Centrica’s plans for the terminal, which include bunkering.
- London Gateway and Immingham are two substantial ports on the East side of England.
Are English ports, except for the notable exception of Felixstowe, not shown on the map, because of Brexit?
These two paragraphs add some detail.
According to the findings, it is estimated that around 37,000 cargo vessels pass Bornholm each year, consuming approximately 3 million tonnes of marine fuel and emitting around 10 million tonnes of CO₂ annually. Full electrification of this traffic is estimated to require about 17 TWh of electricity per year, potentially replacing roughly EUR 2 billion in fossil fuel imports with domestically generated renewable power.
The whitepaper also introduces the concept of Offshore Power Zones (OPZs), developed by Stillstrom, which involves vessels accessing offshore wind-generated electricity at sea for battery charging or hotel loads. The report sees these zones linked with electrified ports to form an “electric shipping highway” stretching from the English Channel through the North Sea into the Baltic Sea.
Note that Bornholm is between Sweden and Germany.
Kensington (Olympia) Station – 16th June 2026
The refurbished Olympia Exhibition Centre is now open, so I went to have a look and took these pictures.
As it was a hot day and the Overground was playing up, I only got as far as the station.
- The Victorian building and the new Hyatt Regency hotel looked good from the outside.
- There were also toilets inside the updated station.
- As the owners appear to have spent £1.3 billion and six years on the refurbishment, you’d have thought, they would have put in a bridge with lifts at the station of the venue.
- There is a step-free route, that avoids the bridge, but it is a 600 metre walk.
- An affordable cafe would be nice too!
But then all the celebs, influencers and Z-listers wouldn’t turn up in a train!
Is The UK Developing Sea-Drones To Protect Wind Farms?
I asked Google AI the question in the title of this post and received this answer.
Yes, the UK is actively developing and utilizing sea-drones (and autonomous boats) for its offshore wind farms. This technology is being used to protect the farms by patrolling subsea infrastructure, inspecting underwater turbine foundations, and delivering heavy equipment to mitigate human risk.
Here is a look at how sea drones and autonomous systems are being developed and used for the UK’s offshore energy sector:
Subsea Security and Patrolling: The UK and NATO are highly focused on protecting critical subsea cables and wind networks from adversarial interference. Firms like Aberdeen-based Honuworx have been contracted to develop autonomous underwater vehicles capable of prolonged remote operation for defense and infrastructure surveillance.
Underwater Structure Inspection: Projects like the UNITE program (led by Heriot-Watt University and supported by the National Robotarium) are testing AI-controlled underwater robots to operate in turbulent seas and maintain offshore wind infrastructure. Meanwhile, Beam (an offshore wind services company) successfully deployed the world’s first AI-driven autonomous underwater drone at Scotland’s Seagreen wind farm, cutting inspection times in half.
Sailing Drones & Remote Operations: Energy companies like Vattenfall are controlling uncrewed surface vessels (USVs) and sailing drones from remote operation centers in Aberdeen to patrol and keep North Sea wind farms safe and efficient.
Heavy-Lift Cargo Drones: Beyond sea drones, energy giant Ørsted has utilized giant autonomous drones to deliver heavy equipment—like 70kg boxes of safety gear—directly to the tops of offshore wind turbines in the UK, removing the need for ships and cranes in rough seas
We should fight fire with innovation.
TfL Don’t Care About Passengers
This morning Transport for London’s contractors are fiddling with the traffic lights at the junction of Mildmay Park and Balls Pond Road.
As is often the case, when they do this sort of work, there is no warning and all they do is shut the bus stops and advise passengers to walk to the next stop. Which is too far for me.
In fact, if they’d given warning, I’d have taken a different route.
I got to Moorgate OK for my breakfast, by looking pitiful and virtually standing in front of a passing bus.
Coming home, I went one stop further, as the downhill walk from that stop is easier.
But I took these pictures of the London-bound stop, I’d used earlier.
Note.
- The bus stop is officially closed.
- The guy with the wheeled frame doesn’t get picked up.
- But the young lady in the mini-skirt does.
- Surely, the drivers could have picked the guy up.
After all, theyu did make an exception for me.
The Undersea Tunnel Network That Could Transform Shetland’s Fortunes
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
Shetland wants to ditch ageing ferries and replace them with undersea tunnels connecting five islands including Unst, the most northerly of the British Isles.
These three paragraphs add some more detail.
The plans sound grand but they have also been greeted with some scepticism.
Can the Shetland Isles really pull off such an ambitious plan, given the UK’s struggles to deliver big projects such as high speed rail?
Yes, says the prime minister of the tiny Faroe Islands, which are 200 miles further out into the Atlantic.
The Faroe Islands Tunnel Network
I asked Google AI to describe the Faroe Island tunnel network and received this answer.
The Faroe Islands tunnel network is a massive feat of engineering connecting the 18-island archipelago.
It features over twenty land tunnels and four ultramodern subsea tunnels.
The system replaces unpredictable ferries, drastically reduces travel times, and even features the world’s first subsea roundabout.
The subsea tunnel network links major islands and regions:
Eysturoyartunnilin (Eysturoy Tunnel): A major project stretching over 11 km that connects the capital, Tórshavn, to the towns of Runavík and Strendur.
It is famous for the world’s first underwater roundabout—dubbed the “jellyfish”—which sits 72 meters below the seabed and is illuminated by stunning blue light effects and sculptures by local artist Tróndur Patursson. Travel times between Tórshavn and Runavík plummeted from over an hour to just 16 minutes.
Sandoyartunnilin (Sandoy Tunnel): Spanning roughly 11 km, this subsea tunnel connects the island of Sandoy to Streymoy.
It reaches depths up to 150 meters below sea level and integrates a relatively isolated community into the mainland, turning an hours-long ferry journey into a brief 30-minute commute.
Norðoyatunnilin (Northern Islands Tunnel): A 6.3 km subsea connection linking the island of Eysturoy with Borðoy (home to Klaksvík, the second-largest city in the Faroes).
Vágatunnilin (Vágar Tunnel): The first subsea tunnel constructed (opening in 2002), spanning 4.9 km and connecting the main island of Streymoy to Vágar, where the Faroe Islands’ international airport is located.
How the Network Works
Design & Specs: All four subsea tunnels are spacious, two-laned, single-tube designs.
The speed limit throughout the tunnels is fixed at 80 km/h.
Safety & Depth: The tunnels can reach depths of up to 187 meters below the Atlantic Ocean. Despite this, the maximum road gradient never exceeds 5%, ensuring safety for all vehicles.
Toll System: All subsea tunnels require a toll fee. Drivers can either pay per single trip or purchase a Tunnel Pass that covers driving through any subsea connection over a specific timeframe.
How Were The Faroe Tunnels Funded?
I asked Google AI to say how the Faroe Tunnels were funded and received this answer.
The Faroe Islands’ extensive subsea tunnel network is primarily funded through public-private financial partnerships utilizing international bank loans, pension fund investments, and government guarantees.
These multi-million-pound infrastructure projects pay for themselves entirely over time through user tolls.
The mechanics of this self-financing model operate as follows:
Public Companies & Bonds: The government establishes dedicated, publicly-owned companies (such as P/F Eystur- og Sandoyartunlar) that build, own, and manage the infrastructure. These companies take out large loans from international financial institutions—including UK and US pension funds—and issue bonds to private investors.
Toll Revenue Repayment: The loans and bonds are secured against future toll revenues, which are collected from motorists using the tunnels.
Government Guarantees: The Faroese government provides financial backing, essentially guaranteeing minimum traffic usage to reassure institutional investors.
Cross-Subsidization: To ensure all islands benefit, highly-trafficked tunnels (like the Eysturoy tunnel) subsidize the costs of less-trafficked tunnels (like the Sandoy tunnel).
Inside The Faroe Tunnels
This article on the BBC is entitled Faroe Islands: Inside The Undersea Tunnel Network.
It is worth a look.
An Extreme Day Out – Bedlington And Northumberland Park Stations
This OpenRailwayMap shows the Northumberland Line and the Eastern part of the Newcastle Metro.
Note.
- The yellow track is the Northumberland Line.
- It terminates in the North at Ashington in the top-left corner of the map.
- Bebington station is indicated by the blue arrow.
- It terminates in the South at Newcastle station.
- The green track is the Newcastle Metro.
- There is now an interchange between the two lines at Northumberland Park station.
In the following sections, I’ll describe my trip.
King’s Cross And Newcastle Return For £66.35
I bought my two long distance tickets on a walk-up basis at King’s Cross and Newcastle stations from the machines.
- I traveled North on a Lumo service to Glasgow for £27.20.
- I did indulge myself with a tea for £2.60.
- I traveled South on an LNER service for £36.55.
- One of the reasons, I buy tickets on a walk-up basis, is that with my uncomplicated pancolonic diverticular disease, I might decide to cancel at the last minute, so it avoids the hassle of getting refunds.
Both services were within a few minutes of the timetable, although LNER had said they would be late, due to signalling problems.
My Route In Northumberland For £2.60
I bought a return ticket at Newcastle station for Ashington, which is the current terminus of the Northumberland Line.
- I actually didn’t go past Bedlington station, where I turned round and had a drink.
- As there are two trains per hour on the Northumberland Line, waits are not generally not too long.
- I only came back as far as Northumberland Park, where I swapped to the Metro for Newcastle station.
If I had had more time, I would have stopped at Seaton Delaval station to have a gluten-free dinner, which I wrote about in Seaton Delaval Station – 30th March 2025.
From Newcastle to Bedlington Station
I took these pictures going to Bedlington station.
I would have taken more pictures, but the train was rather full.
Bedlington Station And Bedlington
I took these pictures at and around Bedlington station.
Note.
- Although it is a completely rebuilt station, it has a level crossing.
- But is the signal box keeping a watchful eye over trains and the road?
- Bedlington station appears to be step-free using ramps and the level crossing.
- Just to the North of the station, the tracks split to Ashington and Morpeth.
In my forty minutes or so in Bedlington, I didn’t see a terrier.
Are Any Bedlington Terriers Still Bred At Or Near Bedlington?
I had to ask Google AI, this question and I received this reply.
Yes, Bedlington Terriers are still bred in and around their namesake town in Northumberland, UK. While they are a relatively rare breed overall, the historic North East region remains one of the primary strongholds for these distinct “lamb-like” dogs.
Northumberland Park Station
I took these pictures at Northumberland Park station.
Note.
- The Northumberland Line uses a single bi-directional platform on the North side of the station.
- The Newcastle Metro uses an island platform on the South side of the station.
- Both platforms have steps and lifts.
- There are around 400 parking spaces and a Sainsbury’s Superstore at the station.
At 78, after a stroke, I didn’t find the change between the two lines difficult. But I did use the lifts!
What Are The Future Plans For The Northumberland Line?
I couldn’t resist asking Google AI this question and I received this answer.
With the Bedlington and Northumberland Park stations fully operational, the core phase of the Northumberland Line connecting Ashington to Newcastle is complete. Future plans now focus on route extensions, additional stops, and increasing capacity to handle high passenger demand.
Key Future Plans
Extension to the Coast: The North East Combined Authority is actively funding the development of an extension to Newbiggin-by-the-Sea, utilizing existing freight tracks. Planning submissions for this expansion are targeted for 2028.
New Station Proposals: Proposals are being explored to build an additional stop serving the Wansbeck General Hospital and to replace the long-closed Choppington station.
Increased Capacity: Operator Northern Rail is in ongoing discussions with transport partners to lengthen train services (which are currently constrained to two to four coaches) to help accommodate massive patronage on the line.
Integrated Ticketing: The Northumberland County Council is exploring integrated ticketing with the Tyne and Wear Metro to allow for seamless travel between the two networks at stations like Northumberland Park.
From my observations on the line over the last few years, I would go along with Google AI’s recommendations.
These are some specific thoughts.
Extension To Newbiggin-by-the-Sea
This OpenRailwayMap shows the tracks that used to exist between Ashington and Newbiggin-by-the-Sea.
Note.
- Ashington station is in the South-West corner of the map.
- A freight line exists, which is shown in yellow, all the way to Lynemouth power station, which is a 420 MW biomass power station.
- Lynemouth powerstation was originally built to power an aluminium smelter.
- Running South-East from the Northumberland Line, is a disused railway alignment labelled NBN, which leads into Newbiggin-by-the-Sea.
This Wikipedia section describes the history of railway connection of the town.
Situated on the west side of Front Street (now the B1334), the station opened on 1 March 1872 as a terminus of the Blyth and Tyne Railway (now known as the Northumberland Line). The station had a long island platform onto which the station building faced. There were sidings on both sides of the station which handled goods traffic, controlled by a signal box. The station closed to both passengers and goods traffic on 2 November 1964. With the reopening of the Northumberland Line, Provisions have been made, especially at Ashington so that the line could be extended to Newbiggin. As of the end of 2025, there were calls to extend the railway by 1.6km (1 mile) into the centre of Newbiggin-by-the-Sea. This will require new track and is all subject to a feasibility study. A formal bid was launched in December 2025 for this.
In Formal Bid To Extend Railway Line, I wrote about the latest progress in January 2026, based on a BBC article.
The Northumberland Line Needs A Focus Other Than Commuting
Several of the stations have large car-parks, which is good for commuting, but the railway needs to serve more places for leisure and other activities.
- Seaton Delaval Hall is Grade 1 Listed and is just 10 minutes in a bus from the station with the same name.
- If the Northumberland Line is connected to Newbiggin-by-the-Sea, that could bring in those, wanting a day by the sea.
- The extended Northumberland Line would also connect to Woodhorn, which is a museum, described in this Wikipedia entry.
QTS are also developing an AI data centre at Cambois, which surely will generate commuter traffic from all over the North East.
This OpenRailwayMap shows the location of the QTS AI Data Centre.
Note.
- Ashington station is indicated by a blue arrow.
- The yellow track is the Northumberland Line, which now terminates at Ashington station.
- Bedlington station is in the South-West corner of the map.
- The trapezoidal grey box to the East of Bedlington is labelled as Site for QTS AI Data Centre.
- As the site, was that of Blyth coal-fired power station, before QTS acquired it, there is a disused railway line that connects the site to the Northumberland Line.
I suspect there are powerful economic arguments about whether or not, the Northumberland Line is extended to the QTS AI Data Centre site.
How Much Power Will QTS Cambois Data Centre Need?
I couldn’t resist asking Google AI this question and I received this answer.
The proposed QTS Cambois data centre in Northumberland is expected to require between 620MW and 720MW of critical IT power capacity, with an initial proposal capacity of up to 1.1GW.
Details on the planned power infrastructure include:
Power Capacity: The facility will support up to 720MW of critical IT capacity across ten planned buildings, though some council estimates cite an expected total power capacity of 620MW.
Backup Power: To guarantee uptime and handle power outages, the campus will rely on nearly 600 diesel-powered generators, requiring up to 58 generators per data hall.
Site Details: Located on the former Blyth Power Station site in Cambois, the £10 billion development will span 540,000 square metres.
My views on this are.
- There is the 1.4 GW North Sea Link from Blyth to Norway, that I wrote about in UK To Norway Sub-Sea Green Power Cable Operational.
- The 4.1 GW Berwick Bank wind farm is planned to send 1.8 GW to Blyth.
- To help if QTS need more power, there is the 1.4 GW Sofia wind farm.
- So 1.1 GW should be manageable, as Blyth is blessed with more power than Niagra Falls.
I also believe that Centrica and Delta have a much better backup solution, that I described in Delta And Centrica Launch Scalable Off-Grid Fuel Cell Power Solution. Hydrogen could come by pipeline or rail.
How Would The Northumberland Line Connect To Wansbeck Hospital?
This Google Map, shows the location of Wansbeck General Hospital with respect to Ashington station.
Note.
- Ashington station in the South-West corner.
- Woodhorn museum is in the North-East corner.
- Wansbeck General Hospital is indicated by a red arrow.
- The Northumberland Line runs East-West to the South of the museum and then curves round to reach the station.
Perhaps the station could go between the museum and the hospital and an innovative shuttle would connect all three locations.
How Would The Northumberland Line Connect To Choppington?
This Google Map, shows the location of Choppington, with respect to Morpeth and Bedlington stations.
Note.
- The orange track on the West side of the map is the East Coast Main Line.
- Morpeth station is in the North-West corner of the map.
- Bedlington station is in the South-East corner of the map.
The Eastern end of the Bedlington and Morpeth Line can be seen in this picture to the left of Bedlington North signal box at the Northern ends of the the platforms.
Note.
- Bedlington North signal box has a communication mast behind it.
- The track to the left of the box goes to Morpeth.
- The track to the right of the box goes to Ashington.
This OpenRailwayMap shows Choppington Road, which crosses the Bedlington and Morpeth Line at the only level crossing between Bedlington station and Hepscott junction.
Note.
- Choppington Road, which runs North-South on the map.
- The yellow tracks are the Morpeth and Bedlington Line, which runs East-West across the map.
- Where they cross, a red cross indicates a level crossing.
- The Wikipedia entry of Choppington station shows a level crossing.
As the level crossing on the map is the only one shown, this must be the location of Choppington station.
Could Paddington And Minehead Be Within Range Of Hitachi Battery-Electric Intercity Trains?
I am prompted to ask this question, by an article in today’s Telegraph, which is entitled The New British Rail Services Reversing The Damage Of Beeching’s Axe.
Line 8. is given as the West Somerset Railway between London and Minehead?
This paragraph describes the idea.
As with the Severn Valley Railway (SVR) to Bewdley, the West Somerset Railway (WSR) looks like it could one day host mainline trains and connect communities along the route with destinations such as Taunton and Bristol. Like the SVR, the WSR is a very long and well-staffed heritage line with a long history (50 years, in fact, and it was one of Britain’s first heritage lines following its Beeching closure). Running to Minehead and Dunster, you don’t need me to tell you that this is a beautiful part of the world with numerous castles and beaches, and Exmoor National Park next door.
Note.
- The author doesn’t mention London services in the text.
- Batteries are not mentioned either.
- Minehead will be only about twenty miles from Hinckley Point C nuclear power station.
Is it feasible?
What Is The Battery Range Of An Hitachi Intercity Tri-Mode Battery Train?
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.
As battery technology gets better, these distances will increase.
What Is The Distance Between Minehead And Taunton?
I shall be using 24.8 miles, which I have calculated from figures given in the Wikipedia entry for the West Somerset Railway.
What is The Distance Between Paddington And Taunton Via Newbury?
I shall be using 142.6 miles, which I have calculated from figures given in RealTimeTrains.
What Is The Maximum Range From Paddington Via Newbury Of An Hitachi Intercity Tri-Mode Battery Train?
Consider.
- The electrification runs between Paddington and Newbury.
- The distance between Paddington and Newbury is 53 miles, according to RealTimeTrains.
- Paddington and Taunton is almost 30 miles shorter by Newbury, than via Bath.
This Google Map shows Taunton station.
Taunton station looks spacious with numerous platforms and a hotel.
I believe that a five-car Hitachi Intercity train leaving Newbury with three full batteries could travel as far as 53+117 or 170 miles from Paddington.
Could A Hitachi Intercity Five-Car Train Reach Taunton?
This would mean that Taunton would be in range as it is only 142.6 miles.
The train would need to be recharged before returning to London.
Could A Hitachi Intercity Five-Car Train Reach Minehead?
But it could also have enough power in the batteries to reach Minehead, which is only a further 24.8 miles or 167.4 miles in total.
As with Taunton, the train would need to be recharged before returning to London.
Options For Charging Trains That Are Returning To London
This OpenRailwayMap shows the tracks through Taunton.
Note.
- Taunton station is indicated by the blue arrow.
- Running East-West across the map and through Taunton station, is the Reading-Taunton Line.
- Running more North-South across the map and through Taunton station, is the ~Bristol-Exeter Line.
- The two lines split going East at Cogload junction.
- Taunton station and Cogload junction are about 4.5 miles apart.
- Trains typically take about six minutes between the two places.
I believe there are three options for charging the trains.
Option 1 – Charge In Minehead Station
This would be possible, but as not all trains go to Minehead station, it probably wouldn’t be very practical.
Option 2 – Charge In Taunton Station
This would be possible, especially as most trains seem to call in Taunton station.
Option 3 – Electrify Between West Of Taunton Station And East Of Cogload Junction
Consider.
- The length of the electrification could be as long as is necessary.
- Trains would charge their batteries at line speed.
- Pantographs would be raised and lowered at line speed.
- Trains would not have to call at Taunton station.
- Trains could charge their batteries on both routes.
- Trains could charge their batteries in both directions.
I believe this could be the most efficient way to charge trains through Taunton.
Onward From Taunton
If the electrification through Taunton could be made long enough, so trains left the station with a full battery, the following would be possible.
- Going South trains should go past Plymouth.
- Going towards Newbury, trains should have enough in the batteries to reach Newbury and electrification for London.
- Going towards Chippenham, which is 63 miles away, trains should have enough in the batteries to reach Chippenham and electrification for London.
- Going towards Bristol Temple Meads, which is 44.8 miles away, trains should have enough in the batteries to reach Bristol Temple Meads.
Train Journeys Increase 25% After Rail Upgrade
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
Rail journeys have jumped in the first week of upgraded train services between Newquay and Par.
These three paragraphs add more details to the story.
Figures from Great Western Railway show journeys climbed by almost 25%, with 726 more journeys between 17 and 23 May than over the same period in 2025.
It follows the launch of the £57m Mid Cornwall Metro scheme, funded by the UK government and Cornwall Council.
The first phase focuses on the Newquay to Par line, where services have been boosted to up to 15 trains a day during the week. Further plans will extend services to Truro, Penryn and Falmouth next year. Direct summer services between London Paddington and Newquay have also been reinstated, said GWR.
It does appear, that when you improve these branch lines, then people use them.
In recent years, this has happened on the Borders Railway, the London Overground, the Dartmoor Line, the Levenmouth rail Link and the Northumberland Line, to name just five.
I feel we need to reinstate more lines like this.
Creating More Capacity At King’s Cross Station
I took these pictures as I walked through King’s Cross station today.
Note.
- Each of the eight platforms in the main train shed, has been formally divided into a and b sections.
- In the first picture, a sign to the right of the clock, showing 0a and 0b, indicates that Platform 0 has been similarly divided.
- I would assume, that any services run by 10-car trains would use both the a and b platforms.
- Services run by 5-car trains, can use any free ‘a’ or ‘b’ platform.
It would appear to me, that 18 x 5-car platforms must be able to handle more trains than 9 x 10-car platforms.
This information screen, which is one of several, explains what has been done.
This is the message on the screen, which is only visible about once every ten minutes.
- There are now more trains to and from King’s Cross station.
- To help you find your train we’ve added new signs dividing platforms into sections ‘a’ and ‘b’ for some services.
- Please allow extra time to get to section ‘a’, as this is furthest away.
It’s not a good way to present information.
It is one of the worst examples of mushroom management, I’ve seen in a long time.
I suspect, that experienced travellers will understand it, but will the less experienced?
Will It Increase The Capacity?
I believe it is a well-known rule, that you get more bricks in a box, if they are all the same size and they are a fraction of the size of the box.
So by having five- and ten-car trains and platforms, Network Rail are minimising wasted space in the station, which is increasing the capacity.
The new digital signaling gives precise control of the trains and theoretically, would obtain the maximum number of trains in the station.
But all trains, that will use the station must follow these rules.
- Five- or ten-cars long.
- Trains must have a digital-signalling capability.
- Be able to cruise at 125 mph, so they can keep up with other trains.
Terminal stations on the East Coast Main Line, like Aberdeen, Bradford Forster Square, Edinburgh, Harrogate, Hull, Inverness, Leeds and others must also be capable of handling five- or ten-car trains.
Who Have Bought Wrightbus Ultroliners With Cummins Engines?
In their web page, which describes the Wrightbus Ultroliner EU6, this paragraph describes the powering options.
The StreetDeck Ultroliner EU6 is available with two ultra low emission efficient diesel engine choices: the new Cummins 6.7 litre 6 cylinder and the current Mercedes 5.1 litre 4 cylinder engine. Our StreetDeck EU6 Ultroliner and its engine choices remains the UK’s favourite. All these buses can be repowered at mid-life to zero-emission BEV technology with NewPower.
But I believe that there is another repowering option – The Cummins engine can be converted to hydrogen to create a zero-emission bus, with an internal combustion engine.
Cummins Accelerates Work On Hydrogen-Fueled Internal Combustion Engines
Cummins Fuel-Agnostic X Series Platform shows a Cummins video about their fuel agnostic technology.
In Do Cummins And Stadler Have a Cunning Plan? I point out how Stadler could be making Class 99 locomotives with Cummins engines, that could be designed for conversion to hydrogen.
These engines are also probably made in Darlington
What Did Google AI Reply To The Question In The Title Of This Post?
Several transport operators have purchased Wrightbus StreetDeck Ultroliners equipped with Cummins engines. This highly efficient, ultra-low-emission diesel combination has been specifically chosen by operators where battery-electric vehicles are not viable for certain long-distance or high-mileage routes.
The known buyers include:
Bus Vannin: The first operator to order the next-generation Ultroliners with six-cylinder Cummins B6.7 engines. They placed an order for six vehicles which entered service on the Isle of Man, including two carrying special heritage liveries.
Nottingham City Transport (NCT): Ordered six StreetDeck Ultroliners. They are powered by the Cummins B6.7 engine paired with Voith gearboxes, specifically for their long-distance Pathfinder 26 route.
Go North East: Listed as an early operator to order the Wright StreetDeck featuring the Cummins engine.
Metroline Manchester: Acquired a large batch of 135 facelift StreetDeck Ultroliners (ordered via Transport for Greater Manchester) for rollout on the Bee Network.
Out of fairness, I asked Google AI,”Who have bought Wrightbus Ultroliners with Mercedes engines” and received this reply.
The vast majority of Wrightbus “Ultroliner” double-deckers feature Cummins engines.
Nottingham City Transport To Upgrade Pathfinder Route with Order For Brand New Wrightbus Double Decks
I found this press release on Nottingham City Transport’s web site, which is an interesting read.
These are the first two paragraphs.
UK Bus Operator of the Year, Nottingham City Transport has partnered with pioneering manufacturer Wrightbus to upgrade its long distance Pathfinder bus service between Nottingham, Burton Joyce, Lowdham and Southwell.
Six brand new ultra-low emission diesel powered double decks will soon start to be built by Wrightbus at their factory in Northern Ireland and will start carrying passengers in late autumn this year.
David Astill of NCT and Jean-Marc Gales of Wrightbus, then explain the industry-leading technology behind the buses. It results in an 80 % emission reduction compared to the previous 2014 buses.
Jean-Marc Gales finished with this.
Our blended approach to responsible technology, which includes battery electric, hydrogen fuel cell and the cleanest technologies, ensures our customers can continue to decarbonise while maintaining financially viable operations.
It appears to me, that this is the sensible way to go, as the operator can always choose what is best for their network.
Nottingham City Transport’s Ultroliners
These are some pictures I took of the buses on my trip to Nottingham.
Unfortunately, I didn’t have enough time for a ride.
Hydrogen And The Isle Of Man
I asked Google AI, the title of this section and received this answer.
On the Isle of Man, hydrogen is viewed as an unviable option for domestic heating due to high production costs and economies of scale.
However, the island’s government and local energy providers see potential for the fuel in heavy transport, maritime shipping, and achieving long-term energy independence.
Policy and Energy Strategy
Heating and Homes: Extensive energy analysis by the Isle of Man Government has concluded that hydrogen is not economically feasible for home heating. High costs and infrastructure limitations favor alternatives like heat pumps, which boast much higher efficiencies for everyday domestic use.
Energy Independence: While domestic heating is a poor fit, producing green hydrogen using the island’s future offshore wind or tidal renewable resources is occasionally discussed as a way to achieve total energy security and independence.
Network Readiness: The existing high-pressure pipeline network that transports natural gas to the island is not compatible with 100% hydrogen, though some smaller localized parts of the distribution grid could potentially be adapted.
Proposed Applications & Industry
The Steam Railway: The Isle of Man Steam Railway has faced proposals from private inventors to convert historic heritage locomotives to run on green hydrogen.
Maritime Shipping: Because the Isle of Man is a prominent maritime hub, green hydrogen production could theoretically serve as a valuable refueling point for future hydrogen-powered commercial shipping fleets.
Utility Diversification: Isle of Man Energy (formerly Manx Gas) has highlighted green hydrogen and biogas as part of their long-term corporate diversification plans away from natural gas.
My further thoughts on hydrogen and the Isle of Man
- There may also be some difficult-to-decarbonise businesses on the Island.
- The Isle of Man is also a holiday island and getting rid of diesel commercial vehicles could be advantageous.
- Will Centrica setup an electrolyser on the island and do a bit of bunkering?
It appears to be an island with great potential for hydrogen.
Conclusion
My final thoughts.
- I believe that Wrightbus have designed a diesel bus, that can replace existing diesel buses, without changing the buses to either battery or hydrogen operation.
- But once the operator has made provision for the electricity or hydrogen for the buses, then the buses can be converted to zero carbon.
- My project management knowledge would say, that there is an optimum rate at which new technology buses can be introduced.
It looks a good plan.
The Anonymous Widower 