London Bridge To Moorfields Eye Hospital On A 141 Bus
I was sitting in the single seat up front on a 141 bus, so I took these pictures.
Note.
- I took the 141 bus from the bus station at London Bridge station.
- There is a long escalator from the ticket barriers at the station to just in front of the bus station.
- It is not a difficult walk and you pass an M & S Simply Food.
- The 43 bus can also be used on the route.
- The buses are generally only a few minutes and they both terminate at the same stop in London Bridge bus station.
- Moorgate station could be convenient for changing to the Elizabeth Line.
- Just before Moorfields Eye Hospital, you pass Old Street station, with its specularly advertising hoarding.
It is possible to take the Northn Line between London Bridge and Old Street stations, but for those who are not good walkers, the bus may be better.
More Class 99s Expected To Be Ordered For Caledonian Sleeper Work
The title of this post, is the same as that of this article on Rail Magazine.
- It would appear that thirteen locomotives are intended to be ordered.
- They will have a 100 mph top speed.
Currently, Caledonian Sleeper have the following fleet.
- 2 – Class 67 diesel locomotives
- 6 – Class 73 electro-diesel locomotives
- 7 – Class 92 electroic locomotives
Some of the locomotives are geeting old and reliability is suffering.
I wonder how far each route has to do on onboard power.
- Aberdeen – If Electrified to Ladybank – 91.4 miles has no wires.
- Aberdeen – If Electrified to Kirkcaldy – 104.6 miles miles has no wires.
- Fort William – Electrified to Craigendoran junction – 99.5 miles miles has no wires.
- Inverness – Electrified to Dunblane – 146.2 miles miles has no wires.
Note.
- Obviously, this range must be doubled, if there is no fuelling at the destination.
- Between Ladybank and Kirkcaldy will be electrified by 2029.
This gives the required range of a hydrogen-powered or battery-powered locomotive, that could work each route.
- Aberdeen – If Electrified to Ladybank – 182.8 miles
- Aberdeen – If Electrified to Kirkcaldy – 209.2 miles
- Fort William – 199 miles
- Inverness with refuelling/charging at Inverness – 146.2 miles.
- Inverness with no refuelling/charging at Inverness – 292.4 miles.
I have some questions.
Do Cummins Make A Hydrogen Version Of A QSK50 Diesel Engine?
The Class 99 locomotive is equipped with a Cummins QSK50 diesel engine.
As many of Cummins smaller diesel engines also have a hydrogen version, I asked Google AI, the title in this section.
I received this answer.
No, Cummins does not make a hydrogen-fueled or dedicated hydrogen internal combustion version of the QSK50 diesel engine.
Key Details on Cummins Hydrogen and QSK50 Engines:
QSK50 Alternatives: Cummins offers a dual-fuel option (diesel and natural gas) for the QSK50, as well as hybrid systems aimed at reducing fuel use in heavy-duty mining and off-highway applications, rather than a pure hydrogen version.
Cummins Hydrogen Platform Focus: Cummins develops hydrogen internal combustion engines (H2-ICE) and fuel cell products, but these are currently focused on smaller or mid-range displacement platforms such as the 6.7-liter (B6.7) and 15-liter (X15 / B15) engine series rather than massive high-horsepower industrial blocks like the 50-liter QSK50.
Are QSK50 Diesel Engines Widely Used In Railway Locomotives?
I asked Google AI and received this answer.
The Cummins QSK50 V16 diesel engine is widely used in railway locomotives, particularly for switcher locomotives, line-haul repowers, and dual-mode/hybrid locomotives rather than heavy mainline freight locomotives (which typically use larger block engines like the Cummins QSK95 or EMD/GE power plants).
Key Applications in Rail
Switcher and Yard Locomotives: Frequently utilized in pre-packaged power modules (delivering around 1,350 to 2,500 HP) for local switching and yard operations.
Locomotive Repowers: Often selected by companies like Western Rail Inc to upgrade older frames to meet modern Tier 4 or Stage V emissions standards.
Dual-Mode Locomotives: Integrated into modern hybrid builds such as the Stadler Class 99 diesel-electric locomotives operated by GB Railfreight and Beacon Rail.
Note.
- Switcher and yard locomotives work around people, who may not like the diesel emissions.
- It appears for repowers the engine, offers better emissions.
- Certainly, in the UK repowering a locomotive gives it up to 30-40 years of reliable working life, at a competitive price. Just look at what it did for the InterCity 125!
- But the three key applications listed will increase the numbers of railway locomotives, that are still pouring out carbon dioxide.
As Cummins have a policy of families of engines, where different versions can run on diesel, hydrogen and natural gas, I wouldn’t be surprised to see a hydrogen-fuelled QSK50 join the family.
I also did a consultacy on quality for Cummins in Darlington and a Senior Manager told me, that Cummins aim to give the customer, what they want. Even, if this means a new sub-variant of an engine! How very un-American!
Do Stadler Make A Battery-Electric Version Of The Stadler Euro Dual Locomotive?
I asked Google AI and received this answer.
No, Stadler does not make a battery-electric version of the classic six-axle Stadler EuroDual (which is a Co’Co’ electro-diesel locomotive).
However, Stadler offers other hybrid and panto-battery locomotives in its broader modular portfolio that incorporate battery power:
Stadler Euro9000: A high-performance electric-diesel/battery hybrid locomotive that combines pantograph electric power, diesel engines, and a high-performance battery module (and has been ordered as a panto-battery variant by companies like Nexrail).
Eurolight / Tri-mode Class 93 / EuroDufour platform: Four-axle locomotive variants that offer dual-mode or tri-mode options combining electric, diesel, and battery propulsion.
This looks very much like a “No, but show us the money!” answer.
Nexrail has a web site, which even has a page for the Euro9000Battery.
So it is definitely not a paper locomotive.
After the electrification reaches Ladybank, the following distances would apply for each leg without electrification.
- Aberdeen – 91.4 miles
- Fort William – 99.5 miles
- Inverness – 146.2 miles.
Note.
- I believe that a battery-electric locomotive could probably handle the Aberdeen and Fort William routes.
- But it would need charging before returning South.
- However, 146.2 miles seems to be a long way for a battery-electric locomotive to haul a nearly 400 tonne train.
- I would expect that Caledonian Sleeper would want to have a fleet of identical locomotives, so battery on some routes and hydrogen on others would be not a good idea.
- Obviously, the route could be run on diesel but it wouldn’t have the marketing attraction of a zero-carbon sleeper train.
My engineering and mathematical logic is telling me, that to run a reliable Caledonian Sleeper service with a unified fleet of locomotives, that hydrogen-powered Class 99 locomotives would be my preferred option.
These are my thoughts and questions on a hydrogen-powered Class 99 locomotive.
What Range Would Be Needed On Hydrogen?
After the electrification reaches Ladybank, the following distances would apply for each leg without electrification.
- Aberdeen – 91.4 miles
- Fort William – 99.5 miles
- Inverness – 146.2 miles.
146.2 miles with a 400 tonne train should probably be achievable.
Would Refuelling Be A Problem?
Consider.
- In the 1960s, I worked in ICI’s hydrogen plant at Runcorn in Cheshire.
- In those days days, hydrogen was taken all over the country by custom-built Foden artics hauling a trailer with lots of tubes containing hydrogen.
- Google AI confirms my memory, that ICI had an impeccable safety record transporting pure hydrogen.
Nearly sixty years later, I doubt standards have got any worse and safe refuelling techniques will be developed alongside the locomotives.
Would There Be Advantages For The Caledonian Sleeper?
Operations would probably be very similar, with the exception of the fuel and a slightly different splitting and joining procedure, as one locomotive would be doing the full route and wouldn’t need to be changed.
There would also be less pollution and possibly noise along the very scenic route.
But would the attraction of going from London on a zero-carbon sleeper train be a good marketing move?
Would The Caledonian Sleeper Be Faster On The Electric Sections?
I feel that there could be a very worthwhile time saving on the electric sections of the route.
Avanti’s Class 390 trains can do the journey between Euston and Glasgow in four hours and 30 minutes, whereas, the Caledonian Sleeper takes three hours longer.
A time of six hours or less could mean new markets opening up.
- As a seated coach has up to thirty seats, could these be discounted to fill them with students and others on a limited budget?
- The powerful electric haulage could speed-up the stops at Watford, Birmingham International, Crewe and Preston, which could help those going to Manchester for a very early start.
I feel Caledonian Sleeper have some cunning plans.
Would There Be Advantages For Cummins And Stadler?
They would obviously have the same marketing advantages as the Caledonian Sleeper.
But daily services between London and Scotland would surely give the locomotives a thorough test.
It should be noted, that QSK50 diesel engines are built in Daventry in England.
Could Hydrogen Fuel Cells Be Used?
I suspect they could be a possibility, but would they have enough power.
Conclusion
This is going to be a very interesting locomotive procurement.
Passengers Plead Over Shelter Shut For Five Years
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading,
Shivering rail passengers at a station where the waiting room has been closed for five years have pleaded for shelters to be installed this winter.
These three paragraphs add more detail.
The Grade-II listed structure at Chathill Station in Northumberland was damaged during Storm Arwen in November 2021 and has not reopened since.
Network Rail estimated the cost of repair at £1.4m, double the allocated budget, as it must be dismantled and rebuilt like-for-like using original materials.
A frustrated John Holwell, of Chathill Rail Action Group (CRAG), said: “Anybody joining a train to Newcastle has to wait in the open air, which is wonderful on a sunny June morning but not so good in December when it’s raining and it’s dark.”
On the BBC article there is a picture of the shelter, which only looks like it stays up courtesy of the woodworm holding nhands.
This Google Map shows where Chathill station is located.
Note.
Is This Healey’s Magic Money Tree?
It looks to me that Healey has found a Magic Money Tree, which does the following.
- Saves the welfare budget.
- Allows him to abolish standing charges on gas bills.
- Allows him to take VAT off electricity bills.
- Allows him to give £100 to 20,000,000 householders.
- The Kyiv Independent has a headline of UK Announces ‘Biggest Ever’ Ukraine Support Package Of $13 Billion In 2027.
- He seems committed to increasing defence spending.
- Setting up the National Agentic Security Unit will cost millions.
Is this the Magic Money Tree?
- Jackdaw’s gas goes to St. Fergus as planned!
- One leg of AquaVentus, which is a German system of pipes and wires, that brings green hydrogen and electricity from around the North Sea to Wilhelmshaven could start at the St. Fergus Gas Terminal.
- Other legs of AquaVentus are planned to start in Denmark, Norway and The Netherlands.
- Two H2 molecules can be extracted from each gas molecule, as methane is CH4.
- One way is a process called HiiROC that was developed in Hull, which is backed by big names including Cemex, Centrica, Hyundai, INEOS, Kia and Melrose.
- HiiROC is five times more energy efficient than traditional electrolysis.
- The Aberdeen area is not short of green electricity, given the large number of offshore wind farms.
- Germany gets the hydrogen to decarbonise, through the pipes of AquaVentus.
- The wires of AquaVentus could also take green electricity to Germany.
- Germany has run out of space in their Exclusive Economic Zone (EEZ) for more turbines.
- But as our EEZ is 23 times the size of Germany’s, we have enough to rent out space for German wind turbines.
- The route of AquaVentus will use the UK EEZ and could export energy from existing and planned UK wind farms.
- When the EEZs were drawn up, a corridor was left between the German and UK zones, where pipes and wires could be laid to transfer energy between the two countries.
- Burnham visited Merz a few weeks ago and nothing was said about energy to the media.
- But did they put together an energy deal to give Germany the green energy it needs?
- Chris O’Shea is CEO of Centrica and has several professional connections to Burnham from his Manchester days and the recent Labour Conference.
If Germany should be getting all this green energy, Healey will surely be getting loadsaeuros in return.
These are some further thoughts.
EEZ Of The UK And Neighbouring Coastal States
If you like to know more about EEZs or Exclusive Economic Zones, they have a Wikipedia entry, which includes these two statements.
- The idea of allotting nations’ EEZs to give them more control of maritime affairs outside territorial limits gained acceptance in the late 20th century.
- It was not until 1982 with the UN Convention on the Law of the Sea that the 200 nautical mile exclusive economic zone was formally adopted.
This is possibly, the most significant map concerning the future of the UK.
Note.
- The UK EEZ is shown in bright blue.
- The UK EEZ was setup by David Cameron’s government in 2014.
- Much of the UK EEZ stretches a full 200 nautical miles from the coast.
- Germany’s EEZ is indicated by DE.
- The UK EEZ is 23 times the size of Germany’s.
- There is a narrow corridor between the UK and German EEZs, which goes between the Dutch and Danish EEZs, which was the result of an expensive legal battle and gives Germany access to the North Sea.
- Wilhelmshaven is about in the mid-point of the North-facing part of the German coast.
- But the corridor could most-likely be the route of the Aquaventus pipes and wires system between Aberdeen and Wilhelmshaven via Humberside.
Whichever way you look at it, the UK did incredibly well, when EEZs were allocated.
The Route Of AquaVentus To The UK
This map shows the border between the UK and German EEZs.
Note.
- The North-East corner of Scotland is clearly visible in the North-West corner of the map.
- The corridor between the UK and German EEZs is clearly visible.
- The corridor points at the North-East corner of Scotland.
- Wilhelmshaven is on the round estuary on the German coast.
- AquaVentus has a preferred route via Humberside, which looks feasible.
If an AquaVentus leg ran between the German EEZ and the North-East corner of Scotland, it would be totally in the UK EEZ, which would probably simplify any negotiations.
Could AquaVentus Make Use Of The UK’s Energy Storage?
Consider.
- Various companies are building three or four large pumped storage hydro systems in the Highlands of Scotland.
- There are two large gas storage facilities; Aldbrough and Rough on Humberside, which could be converted to hydrogen storage.
Energy storage would surely add functionality to AquaVentus.
Does Germany Import Nuclear Energy Through Interconnectors?
Germany doesn’t have any nuclear power stations, but does it import nuclear energy?
I asked Google AI, thquestion in the title of this section, and received this answer.
Yes, Germany imports electricity that originates from nuclear power plants in neighboring countries via cross-border high-voltage interconnectors.
Key Facts on Nuclear Imports via Interconnectors
Zero Domestic Generation: Germany completed the shutdown of its last domestic nuclear power reactors in April 2023 and produces zero nuclear electricity locally.
Integrated European Grid: Electricity in Europe flows through a shared, interconnected network based on market prices, supply, and demand rather than national political borders.
Sources of Nuclear Imports: When Germany imports electricity—such as from France, Switzerland, or Belgium—a portion of that power mix comes from nuclear generation.
Rising Import Volumes: Estimates by DataPulse Research via Visual Capitalist indicate that Germany’s estimated nuclear electricity imports rose to roughly 18,313 GWh in 2024 following the complete nuclear phaseout.
It appears that so long as they don’t build any nuclear power stations, it’s OK!
What Will Be The Route Of AquaVentus From Denmark, Norway And The Netherlands?
The exact routes have not been decided, but if you look at the map of the EEZ Of The UK And Neighbouring Coastal States, it appears, that nearly all of the routes of the pipes and wires, will lie within the UK EEZ.
The hydrogen and electricity may have not been generated by the UK, but it has come through our EEV.
It looks to me, that we have those Europeans screwed, glued and tattooed.
Germany Has Run Out Of Space In Their Exclusive Economic Zone For More Wind Farms
So they have come up with a plan, where they rent space in the EEZs of other countries and then bring the energy as either green hydrogen or electricity, back to Germany using the pipes and wires of AquaVentus.
Could Dogger Bank South Wind Farm Be Connected To AquaVentus?
Consider.
- It will be a pair of two 1,500 MW wind farms
- They are two of the furthest East UK wind farms and are not far from the border between the UK and German EEZs.
- They are being developed by German company ; RWE.
- They are currently to be connected to the UK grid at Birkhill Wood in the East Riding of Yorkshire.
But if it were more convenient or affordable could the two wind farms be connected to AquaVentus and send their green energy to Germany?
Conclusion
AquaVentus will bring Germany the energy it needs from around the North Sea.
And Chancellor Healey will have a long-lasting Magic Money Tree.
How Do Premier League Clubs Get To Away Matches?
I asked this question of Google AI and received this reply.
Premier League clubs rely on highly coordinated, luxury transport strategies involving charter flights, bespoke luxury coaches, and high-speed trains to get players to away matches smoothly and fresh. Because marginal gains in player recovery can decide games, clubs spare no expense to minimize travel fatigue, bypass public congestion, and avoid security risks.
The logistics usually split into a two-pronged operation: support staff (like kit managers and chefs) drive ahead in an equipment van to prepare the stadium’s dressing rooms hours in advance, while the players and coaching staff travel together using one of three primary modes of transport:
1. Domestic Charter Flights
For long-distance matches—such as a London club travelling to Newcastle, or Manchester teams heading to the south coast—clubs almost exclusively charter private planes.
The Routine: Teams arrive directly at private airport terminals with no commercial queues. They step straight from their coach onto a chartered jet.
The Controversy: Flying is heavily criticized by environmental groups because clubs often use them for exceptionally short distances. Investigations have highlighted frequent domestic flights lasting under 30 minutes (like flying from East Midlands to Blackpool) just to save an hour of road time and keep players on a precise sleep schedule.
Frequency: Usage varies wildly by club. Traditional powerhouse clubs with packed European schedules (like Manchester City, Manchester United, and Newcastle) fly frequently to domestic fixtures to maximize recovery, whereas some clubs like Crystal Palace have explicit policies prohibiting domestic flights unless absolutely necessary.
2. Luxury Bespoke Coaches
For shorter geographic distances (typically under 3 to 4 hours of road travel), clubs use highly customized team buses.
The Experience: These are not standard coaches; they are multimillion-pound rolling lounges. They feature extra-wide ergonomic leather seats, built-in kitchen facilities with personal chefs, high-speed Wi-Fi, satellite TV, and modern physiological recovery equipment.
Matchday Arrival: Even if a team flies or takes a train across the country, their dedicated team coach is usually driven empty to the destination city ahead of time. It meets the players at the airport or train station so they can make a unified, secure entrance into the stadium’s tunnel.
3. High-Speed Rail
When travelling between major well-connected conurbations—most notably trips between London and Manchester or Liverpool—trains are a very popular option.
The Process: To avoid traffic delays on major motorways, clubs frequently book out entire first-class carriages or charter dedicated private train blocks.
The Justification: Rail travel offers a balance of speed and comfort, allowing players to stretch their legs and move around more easily than on a flight or coach. However, clubs have occasionally pulled away from trains due to the risk of public interaction or security concerns at busy main stations.
I would feel, that you would get similar answers if you asked the question, about other groups of people, who always travelled together. Quite a few would be sporting teams.
How Will The Hydrogen Fuel Cell Luxury Coach Affect Coach Travel?
I asked this question of Google AI and received this reply.
Hydrogen fuel cell technology is poised to fundamentally disrupt long-distance passenger travel by successfully bridging the gap between absolute sustainability and luxury transit requirements. While battery-electric powertrains struggle under the intense weight and range demands of heavy, multi-axle touring coaches, hydrogen fuel cell electric vehicles (FCEVs) offer a direct, zero-emission replacement for traditional diesel engines without sacrificing performance, passenger capacity, or operator flexibility.
Leading global manufacturers are rapidly transitioning these concepts into production. For instance, Wrightbus has advanced its 1,000 km long-range tri-axle hydrogen coach project, while Daimler Buses is aggressively road-testing its Setra “H2 Coach” technology carrier. In Spain and the UK, Irizar is refining its hydrogen-powered i6S Efficient models to preserve critical lower-deck luggage bays while meeting severe range demands.
I suggest, that the following two related posts are read to get a feel for the difference there will be between a diesel and hydrogen fuel-cell power for luxury coaches.
- In Riding Rail Air Between Reading Station And Heathrow Terminal 5, I experienced the thumping of a modern diesel coach.
- Sutton Station To Gatwick Airport By Hydrogen-Powered Bus, I experienced the mouse-quiet and vibration free ride of a hydrogen-powered bus.
I would expect that the ride quality in a hydrogen-powered coach, will at least equal that of the best hydrogen-powered-buses.
Wave Power To Power The Planet
The title of this post is the title on the home page of the CorPower Ocean web site.
This is the sub-heading.
We’re on a mission to power the planet with clean energy from ocean waves
I’ve also just watched an article on CorPower Ocean on the BBC Tech Now programme.
I I Broke My Left Humerus At 14 And Am Now 79 And I Get Constant Pain There, Especially When The Air Pressure Is Low
I put this into Google AI and received this answer.
You are absolutely not imagining this connection. What you are experiencing is a very well-documented medical phenomenon. While it is frustrating to deal with constant pain from an injury that happened decades ago, your body’s reaction to the weather has a clear scientific explanation.
Why Low Air Pressure Triggers Your Pain
Barometric pressure is the weight of the atmosphere pressing down on our bodies. When a storm or weather system approaches, the barometric pressure drops, meaning there is less external air pressing against you.
Tissue Expansion: When the external pressure drops, the micro-fluids, muscles, tendons, and dense scar tissue around your old humerus fracture slightly expand. In a perfectly healthy arm, this expansion goes unnoticed. However, because you had a severe break there, the local space is limited, and that subtle tissue expansion presses directly against sensitive nerves.
Micro-Circulation & Aging: As we age, our joints and old injury sites naturally lose some of their elasticity and blood flow. Lower pressure or damp weather can also cause the lubricating fluids near joints to thicken, compounding that aching, stiff sensation.
That certainly fits what my now-retired GP said.
New North Sea Gas To Flow After Approval For Jackdaw Drilling
The title of this post, is the same as that of this article in The Times.
This is the sub-heading.
The first significant British field in almost a decade could begin production by Christmas. The taxes raised will fund ‘clean power’, the chancellor says
These three paragraphs add more detail.
North Sea gas production will increase within weeks after ministers gave approval on Wednesday for drilling in the first big new field in almost a decade.
Miatta Fahnbulleh, the energy secretary, confirmed that Jackdaw, off Aberdeen, has passed a new environmental assessment and will go into production before Christmas.
The field is the UK’s largest known untapped gas reservoir and could account for 6 per cent of North Sea gas production when fully operational.
I will now ask a couple of questions.
How Will Jackdaw’s Gas Get To The UK Gas Grid?
I asked Google AI this question and received this answer.
Gas extracted from the Jackdaw gas field will reach the UK gas network by utilizing existing North Sea energy infrastructure through a multi-stage pipeline connection:
1. Subsea Pipeline to Shearwater: Gas will first flow from the Jackdaw platform through a newly designed 31km subsea pipeline to the nearby, existing Shearwater hub.
2. Transportation Onshore: From the Shearwater platform, the gas and associated liquids will be tied into major existing offshore transmission systems—specifically the Fulmar Gas Line and the Forties Pipeline System.
3. UK Grid Entry: These pipelines route the resources directly onshore to processing facilities, primarily the St Fergus gas terminal in Aberdeenshire, Scotland, where the gas is processed and fed directly into the Great British National Transmission System (NTS).
The project, operated by Adura (a Shell and Equinor joint venture), has received final government approval and is expected to begin supplying the UK grid as early as late October 2026.
What Is Aquaventus?
I asked Google AI this question and received this answer.
AquaVentus is a major German-led energy initiative aimed at producing green hydrogen at scale from offshore wind energy in the North Sea. Managed by the AquaVentus Förderverein e.V.—which is registered on the island of Helgoland with offices in Berlin—the project brings together a consortium of more than 100 international companies, research institutions, and organizations.
The overarching goal of the initiative is to establish 10 gigawatts (GW) of offshore electrolysis capacity by 2035. This capacity is projected to yield roughly 1 million tonnes of climate-neutral green hydrogen per year, providing a critical clean energy source to decarbonize heavy industries, aviation, and maritime shipping that cannot be easily electrified.
Core Architecture & Flagship Projects
The initiative operates through a synchronized value chain broken down into highly specialized sub-projects:
AquaPrimus: A practical demonstrator project testing offshore wind turbines integrated directly with hydrogen production units under real-world sea conditions.
AquaSector: A large-scale offshore hydrogen park intended to prove the commercial and operational viability of scaled-up marine electrolysis.
AquaDuctus: The central “hydrogen backbone” pipeline. Instead of converting electricity to send ashore via traditional subsea cables, this pipeline will collect hydrogen directly from the offshore platforms and transport it straight to the German core grid. It was officially integrated into Germany’s hydrogen core network planning in October 2024.
AquaCampus: A European research and testing platform set up in the North Sea to advance marine electrolysis technologies.
AquaPortus & AquaNavis: Infrastructure projects focused on adapting coastal harbours and developing hydrogen-based maritime shipping applications.
Infrastructure and Partnerships
Rather than relying purely on electricity transmission, AquaVentus champions a combined connection concept. This hybrid infrastructure links offshore wind farms using both traditional power cables and hydrogen pipelines. Depending on fluctuating market electricity prices and real-time demand, wind farms can alternate between feeding electricity directly into the grid or generating hydrogen on-site. The initiative has actively lobbied European regulators to fully anchor these hybrid layouts into offshore wind energy legislation.
The consortium includes major global energy and industrial players like RWE, BP, Shell, TotalEnergies, Ørsted, and Siemens Energy. Furthermore, it continues to scale its international footprint, recently partnering with organizations like Hydrogen Scotland to explore connecting North Sea infrastructure directly into broader European energy markets.
Aquaventus will connect to Norway, Denmark, The Netherlands, and Aberdeen and Humberside in the UK to Wilhelmshaven in Germany.
Could Aquaventus Be Supplied with Scottish Hydrogen?
I asked Google AI this question and received this answer.
Yes, AquaVentus can be supplied with Scottish green hydrogen.
Key Details of the Partnership
Memorandum of Understanding (MoU): AquaVentus (a German-led offshore wind-to-hydrogen initiative) and Hydrogen Scotland signed an agreement to link Scottish offshore wind and hydrogen production into the North Sea energy network.
Shared Infrastructure: The collaboration aims to connect Scotland’s offshore wind potential with cross-border transport concepts like the planned AquaDuctus offshore hydrogen pipeline.
Export Goals: The partnership is designed to establish Scotland as a major green hydrogen supplier to European markets such as Germany, integrating Scottish production into a pan-European hydrogen backbone.
Some electrolysis capacity would need to be built.
Could Jackdaw’s Gas Be Used To Create Hydrogen For AquaVentus?
Consider.
- There will be an Aquaventus connection from Aberdeen to Wilhelmshaven via Humberside.
- Jackdaw is connected to the St. Fergus Gas Terminal, which is less than 40 miles from Aberdeen.
- There are now efficient ways of extracting the four hydrogen atoms of each methane molecule from natural gas.
- There is plenty of green electricity at Aberdeen.
I believe that natural gas from Jackdaw could be turned into hydrogen at Aberdeen and sent to Germany via Aquaventus.
One of the best methods to create hydrogen has been developed by HiiROC.
- HiiROC is a spin-out of Hull University.
- HiiROC’s backers include Melrose Industries, HydrogenOne, Centrica, Cemex, Hyundai and Kia, Wintershall Dea and VNG.
- HydrogenOne is backed by INEOS.
- HiiROC uses a fifth of the energy of traditional electrolysis.
- The HiiROC process, which is called thermal plasma electrolysis, splits any hydrocarbon gas into hydrogen and carbon black.
- Feedstocks can include chemical plant offgas, biomethane and natural gas.
- Carbon black has various uses including manufacturing tyres and rubber products.
- In Hydrogen Milestone: UK’s First Hydrogen-to-Power Trial At Brigg Energy Park, I describe how Centrica and HiiROC have generated electricity at Brigg power station.
- In Cemex To Install World-First Hydrogen Process At UK Cement Plant, I describe how Cemex will use HiiROC to make low-carbon cement at Rugby.
I believe that a large HiiROC electrolyser at Aberdeen could provide enough hydrogen for Aquaventus.
I have some thoughts.
Will Aquaventus Be Using The Albrough And Rough Gas Storage?
I asked Google AI this question and received this answer.
Yes, the broader AquaVentus framework is designed to integrate with British transmission networks and link to underground cavern and reservoir storage assets on Humberside, including the Aldbrough Hydrogen Storage site and Rough Gas Storage.
Key Details
AquaVentus Integration: While the primary focus of offshore German pipelines like AquaDuctus is delivering green hydrogen to Germany, the broader AquaVentus network links into UK transmission systems and regional storage options.
Aldbrough Hydrogen Storage: SSE Thermal and Equinor are developing plans to repurpose and expand the underground salt caverns at the Aldbrough site in East Yorkshire to store low-carbon hydrogen.
Rough Gas Storage: Centrica has explored plans to convert the offshore Rough gas storage field in the North Sea for hydrogen storage as part of the wider regional infrastructure development in the Humber area.
The hydrogen can also be distributed to customers on Humberside.
No, the carbon black created by HiiROC will not be a problem; instead, it is an economically valuable asset and an environmental benefit. Rather than producing gaseous carbon dioxide, HiiROC’s Thermal Plasma Electrolysis (TPE) process locks carbon into a stable, solid carbon black co-product.
The solid carbon black generated by this technology is a solution rather than a problem for several key reasons:
1. It Completely Avoids Carbon Dioxide Emissions
In traditional hydrogen production (like steam methane reforming), carbon is released as gas. HiiROC operates a completely oxygen-free plasma system. Because there is no oxygen, carbon dioxide cannot form. The carbon is instantly cooled and solidified into an inert powder, trapping it permanently so it cannot escape into the atmosphere.
2. It Replaces a Highly Polluting Global Industry
Carbon black is already a massive global commodity used heavily in vehicle tires, plastics, inks, and coatings. However, traditional carbon black manufacturing (the oil furnace process) is notoriously dirty and generates severe greenhouse gas emissions and air pollution. HiiROC’s product serves as a sustainable, zero-emission alternative for these manufacturing chains.
3. It is Highly Marketable and Versatile
Rather than a waste material that requires disposal, HiiROC’s carbon black is being commercialized for various industrial uses:
Automotive: Tokyo Gas and major tire manufacturers are testing and assessing its use for sustainable tires.
Construction & Infrastructure: It is being integrated into building materials like concrete through partnerships with global companies like Cemex.
Agriculture: It can be safely utilized for soil enhancement.
It sounds like HiiROC should be filed under too good to be true.
Is Research Being Undertaken To Find More Uses For Carbon Black?
I asked Google AI this question and received this answer.
Yes, extensive research is actively underway to find and expand new uses for carbon black, particularly in clean energy, advanced electronics, and sustainable manufacturing.
Emerging & Research-Backed Applications
Lithium-Ion Batteries & Energy Storage: Researchers are optimizing carbon black grades as conductive additives and low-cost alternatives to lithium metal in battery cathodes and anodes, as well as use in fuel cells, supercapacitors, and solar cells.
Electric Vehicles (EVs): Manufacturers are developing specialized, high-conductivity carbon black formulations to improve EV tire durability, lightweight polymers, and high-performance battery systems.
Electromagnetic & Conductive Materials: Research explores carbon black in conductive adhesives, electromagnetic interference (EMI) shielding, antistatic flooring, and radar-absorbent materials.
Green & Circular Production Methods: Scientists are investigating alternative manufacturing pathways—such as methane pyrolysis, turquoise hydrogen co-production, and tyre pyrolysis—to create recovered and circular carbon black (rCB) with a significantly lower carbon footprint than traditional fossil-oil burning.
Note.
- The HiiROC process is considered turquoise hydrogen co-production.
- Tyre pyrolysis recovers valuable carbon black by breaking down end-of-life tires (ELTs) at high temperatures (typically 450°C to 600°C) in an oxygen-free environment.
It seems to me that HiiROC could transform an industry.
Gazoo Racing Accelerate Preparations For Their 2027 Dakar Rally FCEV Challenge
The title of this post, is the same as that of this press release from Toyota.
These five bullet points act as sub-headings.
- Build-up of the new DKR GR FC Hilux, a hydrogen fuel cell electric vehicle (FCEV) * that Gazoo Racing will enter in the 2027 Dakar Rally, has been completed ahead of its dynamic test programme.
- Dania Akeel has been selected to drive in testing and in the Dakar Future Mission 1000 category of the 2027 Dakar Rally
- The DKR GR FC Hilux – Producing no tailpipe CO₂ when driven* – features two fuel cell stacks and high-pressure hydrogen tanks.
- The project is part of Toyota’s multipath approach to exploring alternative powertrain technologies, with the aim of developing insights that could contribute to reducing tailpipe CO₂ emissions in motorsport and future road cars.
The technical profile in the press release is fairly detailed and starts like this.
Based on the same platform as the DKR GR Hilux, the DKR GR FC Hilux uses the same tubular frame, safety cell, suspension and brakes. It is equipped with a high-output unit that combines two fuel cell stacks into a single system and uses the same high-pressure hydrogen tanks as Mirai, Toyota’s hydrogen fuel cell saloon.
It also gives some other figures from the specification.
- Powertrain – 2 x fuel cells – Controlled by IAV ECU
- System output – 400 kW
- Fuel capacity – 8.4kg total
- Overall weight < 2,500 Kg.
I don’t think this is a vehicle for softies.
Leeds Bradford Airport Parkway Station Plans On The Cards For A Decade – Why It Might Not Happen
The title of this post, is the same as that of this article on YorkshireLive.
This is the sub-heading.
West Yorkshire leaders have launched another review into how the scheme could work
These three paragraphs add some detail.
It was a full decade ago – in December 2016 – when local leaders in West Yorkshire settled on the idea of building a parkway rail station for passengers to get to and from Leeds Bradford Airport.
Emerging from the ashes of the failed trolleybus scheme to bring mass transit to the city, which collapsed due to lack of government support earlier that year, the idea formed part of “an ambitious new transport strategy for Leeds”.
A train directly to the airport was considered too costly and disruptive, with local officials preferring the idea of a station nearby on the existing Leeds to Harrogate line, connected to the airport by a high-frequency shuttle bus.
I think the local officials could be right.
This Open Railway Map shows the location of Leeds Bradford Airport, with respect to Horsforth station.
Note.
- The yellow track running roughly North-South is the Leeds and Harrogate Line.
- Harrogate station is at the top of the map.
- Harrogate has two trains per hour to Leeds, Knaresbough and York, that are run by Northern.
- Harrogate has six trains per day to and from King’s Cross and Leeds, that are run by LNER.
- Horsforth station is indicated by the blue arrow.
- Horsforth has two trains per hour to Leeds, Harrogate, Knaresbough and York, that are run by Northern.
- Horsforth has six trains per day to and from King’s Cross, Leeds and Harrogate, that are run by LNER.
- Horsforth is a few miles South-East of Leeds Bradford Airport.
In A Station For Leeds/Bradford Airport, I put down my best ideas for 2017.
But things have moved on in nine years.
- There are some good shuttle buses on the roads of the UK.
- Powerful hydrogen-powered buses, that can climb the hills to the airport are now available.
- Leeds seems to be getting a Metro.
- Tram-trains have not taken off in the UK.
I can see that a hydrogen-powered shuttle bus would be the best way to serve the airport.
This map shows the railway between Harrogate and York, and down to Horsforth.
Note.
- Harrogate station is indicated by the blue arrow.
- The yellow track across the top of the map goes between Harrogate and York via Knaresborough.
- York is a major rail interchange on the East Coast Main Line.
- The yellow track running roughly North-South is the Leeds and Harrogate Line.
- There are two trains per hour between Leeds and York, via Horsforth, Harrogate and Knaresborough and York, that are run by Northern.
- There are six trains per day between Harrogate and King’s Cross, via Horsforth, Leeds, Wakefield Westgate, Doncaster, Newark Northgate and Stevenage, that are run by LNER, which some travellers using Leeds Bradford Airport might find useful.
Perhaps there should be a second shuttle bus between Leeds Bradford Airport and Harrogate station.