Coire Glas Pumped Storage Hydro Could Support 3,000 UK Jobs And £2bn Of Spending
The title of this this post, is the same as that of this news item from SSE.
These first four paragraphs introduce and summarise the news item.
A new independent economic impact study has found that SSE’s proposed Coire Glas Pumped Storage Hydro project in the Scottish Highlands could support almost 3,000 UK construction jobs at peak, deliver a near £2 billion spending boost with UK businesses, and generate £1.5 billion in UK economic value for the UK, if approved for delivery.
The research, undertaken by BiGGAR Economics, highlights the scale of the jobs and economic opportunity presented by the 1.44GW project, one of Britain’s most advanced pumped storage hydro projects.
BiGGAR Economics estimates Coire Glas would require private capital investment of around £3 billion, equivalent to around two Queensferry Crossings.
Realising the projected benefits for UK businesses, workers and communities now depends on Coire Glas securing an investible outcome through Ofgem’s Long Duration Electricity Storage (LDES) framework.
Note.
- Later the news item refines the construction benefit as 2880 UK construction jobs at peak, deliver a near £1.94 billion spending boost with UK businesses.
- Coire Glas will have an energy storage of at least 45 GWh.
- BiGGAR Economics say that the £3 billion needed to build Coire Glas should be possible to raise privately.
- The last paragraph almost reads like a plea to the government and Ofgem to get a move on, so that the UK can start to feel the benefits of this project.
- There is also no mention on how much Coire Glas will save in avoiding the need to switch off wind farms, when there is too much electricity.
- The avioiding of switching off wind farm and a near £1.94 billion spending boost with UK businesses, must surely add a small percentage to UK economic growth, but it doesn’t seem to be included.
I have a few thoughts.
Could Three Billion Pounds Be Raised Privately To Build Coire Glas Pumped Storage Hydro?
I asked Google AI the question in the title of this section and received this answer.
Raising the £3 billion privately to build the Coire Glas Pumped Storage Hydro project is not happening purely through unbacked private risk; it depends on securing a government-backed revenue guarantee.
Private Capital Requirement: An economic study by BiGGAR Economics for developer SSE Renewables estimates the 1.44GW project will require roughly £3 billion in private capital investment.
The Catch (Ofgem’s LDES Framework): Private investors will not commit this scale of capital on merchant power prices alone due to high upfront costs and long payback periods. Unlocking the private funds requires an investable outcome through Ofgem’s Long Duration Electricity Storage (LDES) cap and floor mechanism.
How the Cap and Floor Works: This government-backed framework guarantees a minimum revenue “floor” (underwritten by energy consumers) to de-risk the investment, while capping extreme upside profits.
Current Status: In June 2026, Ofgem placed Coire Glas on its “Minded-to-Decision” list for potential support, though key commercial and regulatory details are still being negotiated before a final investment decision can be made.
Google AI doesn’t seem very hopeful.
What Is The Cost Of The East Anglia THREE Wind Farm?
I am asking this question, as East Anglia THREE is an energy project of a few millions, that is nearing completion.
I asked Google AI and received this answer.
The total estimated cost of the East Anglia THREE offshore wind farm is €5.2 billion (approximately £4 billion to £4.4 billion, or around $4.8 billion).
Key Financial & Project Details:
Total Cost: €5.2 billion
Project Financing: Secured around £3.5 billion to £3.6 billion (€4.1 billion) in green project financing backed by a group of international banks and export credit agencies (such as Denmark’s EIFO).
Ownership: Co-owned 50/50 by Masdar and Iberdrola (through ScottishPower Renewables).
Capacity & Scale: 1,400 MW (1.4 GW) capacity featuring 95 turbines, designed to power roughly 1.3 million homes.
Timeline: Scheduled for full operation in late 2026.
Note.
- East Anglia THREE and Coire Glas are both projects of a few billions.
- Coire Glas is scheduled to be completed in 2033 according to Google AI.
- East Anglia THREE appears to have been successfully financed.
- Coire Glas is the first pumped storage hydro to be financed in the UK for some years.
- Have similar systems been financed in other countries?
What this financing needs is an innovative bank manager or a Sheikh with loadsamoney.
I used to know one of the former and he took a risk with us, when we were developing Artemis.
Sadly, he’s now helping God with his finances.
Is More Energy Storage Needed Urgently In The Highlands?
I asked Google AI the question in the title of this section and received this answer.
Yes, more energy storage is urgently needed at a national level to balance intermittent renewable generation like wind, though the pace, scale, and local impact of these developments are heavily contested by Highland communities.
The Need for Energy Storage
Grid Balancing: The UK needs massive increases in long-duration energy storage (LDES)—such as pumped storage hydro (PSH) and battery energy storage systems (BESS)—to store excess renewable power and release it during high demand.
National Targets: Expanding storage capacity is viewed as essential for meeting net-zero goals, cutting reliance on gas, and avoiding expensive grid upgrades. Major projects like SSE’s Coire Glas (1.44GW) and Glen Earrach have moved forward through planning and regulatory stages.
Local Concerns and Opposition
“Under Siege” Sentiment: More than 50 Highland community councils have demanded a pause on major energy infrastructure projects, arguing that the region is absorbing a disproportionate share of wind farms, transmission lines, and storage sites without a coherent overall strategy.
Fuel Poverty vs. Local Export: While the Highlands generate far more electricity than they consume, local residents face some of the highest fuel poverty rates and electricity costs in the UK.
Economic and Visual Impact: Local MPs and councils warn that large-scale construction projects often bring temporary workers housed in modular camps rather than permanent local jobs or legacy housing, while threatening the landscape central to the region’s tourism economy. Critics also push for stronger legally mandated community benefit packages rather than voluntary guidelines.
It seems to me, that there is a need for some intelligent management of the construction of energy projects in the Highlands.
What Is The Potential Capacity Of Wind Farms In The Atlantic To The West Of Ireland?
In Is This Healey’s Magic Money Tree?, I published this map of the EEZ of the UK and those of neighbouring coastal states.
Note.
- The European part of the UK EEZ is shown in bright blue.
- Google AI gives its size as 766,309 square kilometres.
- The Irish EEZ is labelled IE, and surrounds the island of Ireland.
- Google AI gives its size as 880,000 square kilometres.
- Much of the European part of the UK and Irish EEZs stretch a full 200 nautical miles from the coast.
- The German EEZ is indicated by DE.
- Google AI gives its size as 32,982 square kilometres.
- The European part of the UK EEZ is 23 times the size of the whole of the German EEZ, which includes a small part in the Baltic Sea
- The Irish EEZ is 27 times the size of the whole of the German EEZ.
Just like the UK, the Irish seemed to have been very lucky, when the EEZs were drawn.
What Is Google AI’s Estimate Of The Potential Capacity In The Atlantic To The West Of Ireland?
I asked Google AI the question in the title of this post and received this answer.
The potential capacity of floating offshore wind (FLOW) farms in the Atlantic Ocean to the west of Ireland ranges from at least 30 gigawatts (GW) under official government long-term goals to roughly 197 GW to 600 GW in technical and scientific assessments.
Key Capacity Estimates for the Atlantic / West Coast:
Official Long-Term Policy Target: The Irish government’s Programme for Government aims to tap into at least 30 GW of offshore floating wind power off the Atlantic coast by 2050.
Scientific & Technical Potential (Regional): Studies examining floating offshore wind deployment in designated areas of Irish waters (spanning over 58,000 km²) estimate a total capacity of 197 GW, with about 80% concentrated in water depths of 60 to 200 meters.
Broader Atlantic / Exclusive Economic Zone Ceiling: Theoretical and high-ambition studies suggest the vast Atlantic marine area possesses an upper technical bound reaching up to 600 GW (with long-term high-ambition scenarios exploring around 150 GW by 2075).
Why the West Coast Has High Potential
Stronger Winds: Wind speeds of 9 to 11 meters per second at typical hub heights yield high capacity factors of 50% to 60%, significantly outperforming typical North Sea sites (35% to 45%).
Floating Technology (FLOW): Because waters off the Atlantic west coast are deep, development relies on floating wind platforms rather than fixed-bottom turbines.
Detailed analysis and context on these projections can be explored via the The Irish Atlantic Energy Vision Report and technical evaluations hosted by IEEE Xplore.
These really are capacities with extreme potentials.
Are There Any Personal Reasons, Why Meloni Started Testing All Children For Coeliac Disease And Type One Diabetes?
I asked Google AI the question in the title of this post and received this reply.
While Italy’s historic mass screening program was passed during Giorgia Meloni’s administration, there are no documented personal health reasons involving Meloni herself that triggered the initiative. Instead, the narrative surrounding the policy focuses on medical research, high hidden prevalence rates, and a different prominent politician.
The primary drivers behind the policy include:
The Actual Promoter: The landmark Law 130/2023 was championed and introduced by Giorgio Mulè, the Vice-President of the Italian Chamber of Deputies. While Meloni’s broader right-wing coalition government supported and enacted the legislation, Mulè was the core political force and promoter driving it through parliament.
Alarming Research Data: The law was heavily motivated by medical studies—specifically a trial led by Professor Elena Lionetti. It revealed that coeliac disease prevalence had doubled in Italy over 25 years, and an estimated 60% of cases in children were completely undiagnosed because they were asymptomatic or presented classic symptoms poorly.
Preventative Healthcare Goals: The government backed the program to reduce critical health complications. Early screening for type 1 diabetes is proven to cut severe cases of diabetic ketoacidosis (DKA) by 50%. Catching coeliac disease early protects children from long-term consequences like growth delays, iron deficiency, and osteoporosis.
Ultimately, the testing mandate stems from Italy’s status as a world leader in coeliac awareness and a calculated public health shift toward secondary disease prevention.
The law doesn’t seem to have been very controversial.
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.