£100m ‘Global Players’ Wind Farm Deal To Create 300 Jobs
The title of this post, is the same as this article on the BBC.
This is the sub-heading.
A £100m deal which will create about 300 jobs has been agreed between the developers of two Irish Sea offshore wind farms and Belfast Harbour.
These three paragraphs add more detail.
The joint developers of the Mona and Morgan offshore wind farms will lease Belfast Harbour’s D1 terminal for the assembly and preparation of wind turbine components.
Work is being carried out to get the site ready for use from 2028.
Joe O’Neill, chief executive of Belfast Harbour, described it as a “huge deal”, not just for the harbour but for Belfast and the wider region.
Joe O’Neill seems happy with the deal, if you read the full BBC article.
This Google Map shows Belfast Harbour with the D1 Terminal in the centre.
Note.
- The red arrow indicates the D1 Terminal.
- It appears to be within walking distance of Belfast City Airport.
- The harbour is not that far from the city centre.
I would expect, this could be an ideal harbour to prepare wind turbines for erection.
But Where Will The Cruise Ships Dock In Belfast, If The D1 Terminal Is Being Used To Prepare And Assemble Wind Turbines?
Google AI gave this answer to my question!
Cruise ships will dock at a new deepwater berth at Belfast Harbour’s D3 terminal starting with the 2028 cruise season. This new facility is a dual-purpose terminal being built to accommodate both the largest cruise vessels and the assembly and installation of offshore wind turbines.
Note.
- The date fits with the new site for turbine work being ready by 2028.
- The new D3 Terminal will take some of the largest cruise vessels.
- I suspect, it will be able to supply ships with suitable low-carbon fuel, as required.
- Could it also take the very large ships used to install turbines?
- It’s almost as if Belfast Harbour are making an attraction of the turbines.
Google AI gives this overview of the D3 Terminal.
The Belfast Harbour D3 cruise terminal is a new £90 million dual-purpose deepwater quay under construction, designed to accommodate the world’s largest cruise ships and support the offshore wind energy industry. Construction on the project, which is Belfast Harbour’s largest-ever investment, began in April 2025 and is expected to be operational for the 2028 cruise season. The facility will include a 340m quay and new terminal building for passengers, and will be converted for cargo handling during the cruise season.
It certainly looks like Belfast is designing a dual-purpose terminal, that will bring the maximum benefit to the city and its people.
Which Offshore Wind Projects Will Use Belfast Harbour?
Google AI gave this answer to my question!
The Mona and Morgan offshore wind farms, being developed by EnBW and JERA Nex bp, will use Belfast Harbour. The port’s D1 terminal will serve as the hub for the assembly and marshalling of wind turbine components for these projects, which are planned for the Irish Sea and are expected to be operational by 2028.
I suspect there will be others.
EDF Developing Offshore Wind-Powered Hydrogen Production Project In French EEZ
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
EDF Power Solutions has invited applications for a tender for Environmental Impact Assessment (EIA) services and hazard studies as part of a project to develop an offshore hydrogen production station in France’s Exclusive Economic Zone (EEZ).
This is the first paragraph.
The project, dubbed HYODE (HYdrogen Offshore DunkerquE), will produce green hydrogen by coupling offshore wind farms with an offshore electrolyser near Dunkirk, France, and is planned to also include storage and transport by ship to port, forming what EDF describes as an “innovative solution” to help scale green hydrogen production.
I asked Google AI, if there are any operational offshore hydrogen electrolysers and received this answer.
Yes, there are operational offshore electrolyser projects, though large-scale, dedicated offshore hydrogen platforms are still in development. The first operational offshore production on an existing gas platform is planned for late 2024 with the PosHYdon project. Additionally, a pilot project in the UK is testing the full integration of a hydrogen electrolyser onto an existing offshore wind turbine, with another project in the Netherlands installing an offshore hydrogen production and storage platform.
But, I did get this page on page on the Ramboll web site, which is entitled The Rise Of Offshore Hydrogen Production At Scale, which has this introductory paragraph.
The stage is set for producing green hydrogen from offshore wind and desalinated seawater. Building on existing and proven technology, offshore wind farms have the potential to become future production hubs for green hydrogen production at scale to meet increasing demand.
That sounds very promising, especially, if proven technology is borrowed from the offshore oil and gas industry.
It’s
Centrica Energy And Exodus Sign Landmark LNG Agreement
The title of this post, is the same as that of this press release from Centrica.
This is the sub-heading.
Centrica Energy has announced the signing of a long-term Sale and Purchase Agreement (SPA) to supply liquefied natural gas (LNG) to Exodus for Honduras, marking a new milestone in the country’s energy development.
These two paragraphs add more details.
Under the terms of the agreement, Centrica will deliver approximately six LNG cargoes per year to Exodus through a ship-to-ship operation into the Floating Storage Unit (FSU) Bilbao Knutsen, located in Puerto Cortes. The 15-year contract is expected to commence in 2026.
“This agreement reflects Centrica Energy’s commitment to expanding global LNG access through strategic partnerships,” said Arturo Gallego, Global Head of LNG at Centrica Energy. “By leveraging our global reach and operational expertise, we’re proud to support Exodus and Honduras in its journey toward a more sustainable and resilient energy future.”
It looks a good deal for Centrica, that has been snatched from under the American’s noses.
I also asked Google AI, if Honduras produced any natural gas and received this reply.
No, Honduras does not produce natural gas, but it is importing it through a new liquefied natural gas (LNG) agreement that begins in 2026. The country relies on imports to meet its energy needs, and this new deal aims to diversify its energy mix and provide cleaner energy for power generation.
That’s clear and it’s interesting that Honduras are looking to provide cleaner energy.
These two paragraphs from Centrica’s press release add details on power generation in Honduras.
The LNG will be transported to the Brassavola Combined Cycle Power Plant, an operating 150 MW thermal facility with its combined cycle under construction and set to reach 240 MW of power capacity, marking the first-ever import of natural gas for power generation in Honduras. This initiative represents a significant step toward diversifying the nation’s energy mix and reducing its reliance on less environmentally friendly fossil fuels.
Once operational, the FSU will serve as the backbone of LNG storage at a new terminal currently under construction on Honduras’ Caribbean coast. The project is designed to enhance energy security, improve generation efficiency, and support industrial growth.
This article on Riviera is entitled Honduras Turns To LNG To Meet Energy Needs and provides these points.
- Honduras is grappling with a 250 MW power shortage.
- Genesis Energías is spearheading efforts to introduce a reliable and cost-effective energy source by importing liquefied natural gas (LNG).
- Hyundai, who are one of Centrica’s partners in HiiROC, are converting the Bilbao Knutsen for its new role as a Floating Storage Unit (FSU).
It would certainly help Honduras’s economy, if they had more power generation.
I asked Google AI, if Honduras was developing offshore wind power and received this reply.
While Honduras has been actively developing onshore wind power for over a decade, there is currently no information to suggest it is developing offshore wind power projects. The country’s wind energy development has focused exclusively on land-based projects, with a number of operational farms and more in the pipeline.
I also asked Google AI if Honduras was developing solar power and received this reply.
Yes, Honduras is actively and significantly developing its solar power capacity as a cornerstone of its national energy strategy. The country has been a regional leader in solar energy penetration and continues to invest heavily in new projects to reduce its dependence on fossil fuels.
But, whether its offshore wind, onshore wind or solar power, these renewals will need backup and the 240 MW Brassavola Combined Cycle Power Plant, will be a good start.
I have some further thoughts.
Does HiiROC Have A Part To Play?
If would be good, if the 240 MW Brassavola Combined Cycle Power Plant could be zero-carbon, so that Honduras could be more zero-carbon.
Consider.
- Centrica own part of HiiROC, who can generate turquoise hydrogen efficiently from natural gas.
- Honduras will from 2026, have plenty of natural gas.
- In Hydrogen Milestone: UK’s First Hydrogen-to-Power Trial At Brigg Energy Park, I talked about how Centrica powered Brigg power station with a hydrogen blend.
- If the Brassavola Combined Cycle Power Plant was reasonably-modern like Brigg, I suspect it could be run on hydrogen or a hydrogen-blend.
- A reliable supply of hydrogen in Honduras would have its uses.
I wouldn’t be surprised to see a HiiROC plant in Honduras to help decarbonise the country.
HiiROC Creates A Lot Of Carbon Black
When a HiiROC system produces turquoise hydrogen, it produces carbon black as a by-product.
I asked Google AI, if Honduras has a use for carbon black, and received this reply.
Honduras likely has a use for carbon black because the material is a vital component in the production of many common industrial and consumer goods that are used globally. The primary applications are universal across most countries, including those in Central America.
But carbon black can also be used to improve poor agricultural land.
So I asked, Google AI, if Honduras has a lot of land to improve and received this reply.
Yes, Honduras has significant land to improve, but this is complicated by issues like deforestation, land degradation, and a lack of clear land rights for many communities. There is a need to balance economic activities like coffee plantations with conservation, improve sustainable agriculture practices, and address illegal land occupation.
It seems to me, that a sensible hollistic approach could use some of the carbon black.
I also believe, that there are many universities, who could advise Honduras on land restoration.
Does Highview Power Have A Part To Play?
Consider.
- Centrica are one of the backers of Highview Power, who are building their first two environmentally-friendly liquid air batteries in the UK.
- Their flagship battery is a 300 MW/3.2 GWh monster that can incorporate a stability island, that controls the grid.
- Highview Power’s batteries are zero-carbon, with a 40-50 year life.
As a Control Engineer, I believe that one of these batteries would be superb backup for the Brassavola Combined Cycle Power Plant and all those renewables.
Where Will Centrica Get Their LNG For Honduras?
I have already reported on two deals, where Centrica is purchasing LNG.
- Centrica Enters Into Long Term Natural Gas Sale & Purchase Agreement
- Centrica And PTT Sign Heads Of Agreement For Long-Term LNG Supply
I can expect more deals like this around the world.
Also, as the Grain LNG Terminal has the ability to export LNG could we be seeing UK natural gas being exported by Centrica to Honduras and the other countries hinted at in the PTT purchase?
Are Centrica Proposing A Comprehensive Solution To A Nation’s Power Problem?
It certainly looks like they are.
And Honduras would be getting a zero-carbon energy system.
This could be repeated all around the world.
Conclusion
This certainly looks like a good deal for Centrica, that can be repeated in other places.
East West Rail Unveils Next Phase For Oxford-Cambridge Growth
The title of this post, is the same as that of this press release from the UK Government.
These three bullet points act as sub-headings.
- more frequent trains on the horizon for millions of passengers between Oxford and Cambridge as multibillion pound East West Rail project confirms next steps
- new rail station set to help serve upcoming Universal theme park in Bedford, as well as improvements planned for several existing stations
- new route delivers on the government’s Plan for Change, unlocking £6.7 billion of regional economic growth and delivering up to 100,000 new homes
These two introductory paragraphs make a few general points about the overall project, housing and jobs.
Millions of people across the Oxford to Cambridge corridor are set to benefit from more frequent trains as the East West Railway Company (EWR Co) has revealed the next steps for the second phase of the project today (19 November 2025).
As one of Britain’s largest transport projects, East West Rail forms a cornerstone of the government’s Plan for Change, unlocking £6.7 billion of regional economic growth by 2050, enabling up to 100,000 new homes and supporting tens of thousands of new jobs along the route.
These sections make some more detailed points.
How Many Permanent Staff Will Be Employed At Universal Studios Bedford?
As many will want to live locally, this will surely encourage many to use the trains on the East-West Rail to travel to work, so this will be an important factor.
I asked Google AI, the question in the title of this section and received this answer.
Universal Studios plans to employ 8,000 permanent staff at its new resort in Bedford. This number is part of an overall total of approximately 28,000 jobs, which includes 20,000 jobs during the construction phase.
My project management knowledge is telling me that the station should be built before the theme park.
How Many Daily Visitors Are Expected At Universal Studios Bedford?
I asked Google AI, the question in the title of this section and received this answer.
The Universal Studios theme park in Bedford is expected to have 55,000 visitors on peak days from its launch, based on its plan to handle 8.5 million annual visitors. The project, planned to open in 2031, is expected to attract 8.5 million annual visitors in its first year, with numbers rising to 12 million within 20 years.
I would expect a large number of visitors and staff will probably be encouraged to come by train, just as they are at some Premier League football stadiums.
Will Universal Studios Bedford Be Marketed As A Low Carbon Theme Park?
I’m asking this question, as it seems, the railway is being upgraded make this easier.
I asked Google AI, the question in the title of this section and received this answer.
Yes, it appears Universal Studios Bedford will be marketed as having a low-carbon focus, as evidenced by its planning applications that highlight sustainability efforts. The project outlines include goals for water conservation, energy reduction and clean energy use, waste minimization, and the use of low-carbon materials, all of which will likely be part of the marketing narrative for the theme park, according to LinkedIn.
How Many Car Parking Spaces Will Be Provided At Universal Studios Bedford?
I asked Google AI, the question in the title of this section and received this answer.
The Universal Studios resort planned for Bedford will include a minimum of 7,106 parking spaces and 100 coach bays. The resort is also expected to have 250 cycle spaces and enough room for over 7,100 cars
That is a lot of car parking spaces. Hopefully, there will be a lot of car charging points.
Increased Train Frequency And Capacity
These two paragraphs from the press release, talk about increased train frequency and capacity.
Following extensive consultation with local communities, the multi-billion-pound project has confirmed it is exploring a series of transformative plans including increasing the proposed frequency of trains from 3 or 4 to up to 5 per hour.
These enhancements could provide up to 70% more seating across the route, easing overcrowding and speeding up boarding, as well as cutting average waiting times, improving service resilience and creating a smoother, more reliable passenger experience.
When you consider that London Overground, Merseytravel, the South Wales Metro, West Midlands Trains and other local lines in the UK consider than four trains per hour to be a minimum service, then five trains per hour is to be welcomed.
Station Improvements And New Stations
These two paragraphs from the press release, talk about station improvements and new stations..
Several other improvements across the route have also been confirmed, including new station entrances at Bletchley, Cambridge and Bedford, as well as four brand-new stations along the Marston Vale Line – the first significant investment since the 1960s.
With the current stations on the Marston Vale Line seeing some of the lowest usage in the country, the new stations will better serve local communities by providing faster, more frequent services, as well as helping to serve the upcoming Universal theme park.
I thought Bletchley, Cambridge and Bedford stations had already been substantially improved in recent years.
A New Station At Stewartby
Are the station improvements to upgrade public transport access to the Universal theme park at Stewartby station?
- An East-West Rail service between Oxford and Stansted Airport via Bletchley, Milton Keynes Central, Stewartby, Bedford and Cambridge would give the Universal theme park all-important airport access.
- Would an upgraded Bletchley station improve interchange between the West Coast Main Line and East-West Rail give better access to the theme park from London, the West Midlands and North-West for visitors?
- Would an upgraded Bedford station improve interchange between the Midland Main Line and East-West Rail give better access to the theme park from London, the East Midlands and North-East for visitors?
- An upgraded Bedford station could also be marketed as a zero-carbon route between the theme park and the Continent via St. Pancras International and Eurostar.
- Would an upgraded Cambridge station give better access to the theme park from the East of England?
In addition four new stations on the Marston Vale Line would improve access for visitors and staff, who live locally.
Will Battery-Electric Trains Be Used On The East-West Rail?
As five major East-West Rail stations; Bedford, Bletchley, Cambridge, Milton Keynes and Reading are substantially served by main line electric trains, and it is likely that more stations will be in future, I believe that East-West Rail must either be electrified or services should be run by battery-electric trains, which would enable zero-carbon rail routes to and from London and all the city’s airports, Birmingham, Liverpool, Manchester and an increasing number of cities in the North and Midlands of England, and Scotland and Wales.
I asked Google AI, the question in the title of this section and received this answer.
Yes, the East West Rail (EWR) project plans to use battery-electric trains as part of a discontinuous electrification strategy. This means trains will run on overhead electric power in sections where they are installed, and on onboard batteries in other sections of the route.
It does appear that discontinuous electrification and battery-electric trains will be used.
Electrification At Bedford Station
This OpenRailwayMap shows The East side of Bedford station.
Note.
- The red tracks are electrified and black tracks are not.
- The black track looping into the station from the East is the Marston Vale Line, which will connect the East-West Rail to Bedford station.
- At the Easternmost part of the curve is Bedford St. Johns station, which serves Bedford hospital.
- The Marston Vale Line services normally connect to Platform 1A at Bedford station.
- But it also appears trains can also use Platforms 1 and 2 at Bedford station.
- It also appears that that Platforms 1A, 1 and 2 are all electrified.
This picture confirms electrification in Platforms 1A and 1.
Note.
- Platform 1A is on the left.
- Platform 1 is on the right.
- The Thameslink train on the right is in Platform 2.
- Platforms 1A, 1 and 2 are all clearly electrified.
- Platform 1A is 81 metres long, so could accept a typical four-coach train.
Battery-electric trains with pantographs could certainly by charged in either of these two platforms at Bedford station.
Electrification At Milton Keynes Central Station
It would appear that East-West Rail services will use Platform 2A at Milton Keynes Central station.
This OpenRailwayMap shows Platform 2A at Milton Keynes Central station.
Note.
- The red tracks are electrified and black tracks are not.
- Platform 1 is the through platform on the North-East side of the station.
- Platform 2A is the bay platform tucked underneath Platform 1.
- Platform 2A is clearly electrified.
- Platform 2A is 124 metres long, so could accept a typical five or six-coach train.
These pictures show Platforms 1 and 2A at Milton Keynes Central station.
Battery-electric trains with pantographs could certainly by charged in Platform 2A at Milton Keynes Central station.
Electrification At Oxford Station
It would appear that terminating East-West Rail services will use Platform 1 or 2 at Oxford station.
This OpenRailwayMap shows the platforms at Oxford station.
Note.
- The red and black tracks are to be electrified and black tracks are not.
- Platforms 1 and 2 are shown in black and are likely to be used by terminating East-West Rail trains.
- Platforms 1 and 2 would need to be electrified to be able to charge trains.
- Platforms 1 and 2 would also be used by Chiltern’s London services.
- Platform 1 and 2 are respectively 157 and 160 metres long, so could accept a typical five or six-coach train.
- As Oxford and Reading is to be electrified, through East-West Rail trains could use that electrification to travel to and from Reading.
These pictures show Platforms 1 and 2 at Oxford station.
Battery-electric trains with pantographs could certainly by charged in Platform 1 and 2 at Oxford station, if the platforms were electrified.
Electrification At Reading Station
The West-facing platforms at Reading station are all electrified and longer than 120 metres, so could accept a typical four or five-coach train.
What Trains Should Be Used?
Consider.
- There is only one battery-electric train, that has been tested on the UK rail network – The Hitachi Class 802 train or similar.
- There is only one battery-electric train, that has been ordered – The Hitachi Class 802 train or similar.
- The longest distance on battery, between Reading and Bedford, is probably about thirty miles.
The Government could do a lot worse than order some more Class 802 trains, that were tailored for East-West Rail.
The Hitachi Class 802 train has five-cars, which are 26 metres long.
- It has a 125 mph operating speed.
- It has a range of 45 miles on battery power.
- The trains have been proven in service.
- The trains are made in the UK.
- The trains could handle extended routes like Birmingham and Stansted Airport or Cardiff and Cambridge.
A four-car variant of the train with a 100 mph operating speed could be an alternative.
What Will Be The Initial East-West Rail Service?
I asked Google AI, the question in the title of this section and received this answer.
The initial East West Rail service will be between Oxford and Milton Keynes/Bletchley, with passenger services delayed until at least 2026 due to a dispute over train crew roles. Freight services began in June 2025, and temporary diesel services will run until the line is electrified. The full project aims to connect Oxford and Cambridge.
Note.
- Stewartby station for Universal Studios Bedford will not be served by East-West Rail initially.
- But I suspect, that the current Marston Vale Line service will continue, with a change if needed at Bletchley or Bedford to get to Stewartby.
- Earlier I showed that Google AI is predicting 20,000 construction jobs at Universal Studios Bedford, which I am sure will need some form of high-capacity rail transport, if grid-lock is to be avoided in much of Bedfordshire.
Perhaps an initial fleet of four- or five-car Class 802 diesel-electric trains could be ordered and they would run the full route between Oxford and Bedford stations, with a reverse in Platform 2A at Milton Keynes station.
- The trains would run initially on diesel.
- By using stepping-up in Platform 2A at Milton Keynes station, I believe a two trains per hour (tph) service could surely be run.
- Hitachi could probably deliver the trains quickly, as they have not long been out of production.
- Those living locally would get a much improved train service from their local station to and from Bedford, Milton Keynes or Oxford.
- A large portion of the onward connectivity of the East-West Rail would be delivered early to the benefit of locals and visitors.
- If extra services are needed, semi-fast services could be added between Bedford and Reading with stops at Stewartby, Bletchley, Bicester Village, Oxford Parkway and Oxford stations.
When Platforms 1 and 2 at Oxford station are electrified and the trains are converted to battery-electric operation, the route could be converted to zero-carbon operation.
Virtually Nothing Is Said About The Route Of The East-West Rail Between Bedford and Cambridge South Stations Via Tempsford Station
This quote from David Hughes, CEO, East West Railway Company, is the only time, that Tempsford is mentioned in the press release.
“From a new station at Cambridge East to better access in Oxford and clear alignment through Tempsford, East West Rail is shaping the modern, sustainable transport link this region needs to thrive.”
I asked Google AI, if the proposed route of the East-West Rail between Bedford and Cambridge South stations through Tempsford is controversial and I received this reply.
Yes, the proposed route of East West Rail between Bedford and Cambridge is controversial, with opposition from some local residents and political figures who have expressed concerns about the southern alignment through Tempsford and surrounding villages. However, East West Rail Co has selected the route north of the Black Cat roundabout as the preferred alignment, citing reasons like cost-effectiveness and fewer disruptions, while also updating designs to include a southern station entrance to connect with planned growth areas around Tempsford.
Does Government or Artificial Intelligence have precedence?
Cambridge East Station Gets A First Mention
This quote from David Hughes, CEO, East West Railway Company, is the first time, that I’ve seen Cambridge East station mentioned.
“From a new station at Cambridge East to better access in Oxford and clear alignment through Tempsford, East West Rail is shaping the modern, sustainable transport link this region needs to thrive.”
In this document on the East-West Rail Consortium web site, there is extensive talk of an A14 Parkway station.
- The document dates from 2018.
- Google AI can’t find any trace of the A14 Parkway station referred to in the document.
- This article on the BBC, which was written five days ago and is entitled Additional City station Proposed By East West Rail, is the only reference on the Internet, that references Cambridge East station.
- The BBC article also says that other proposals after consultation include a new eastern entrance for Cambridge station, locating Cambourne station closer to the town and a mined tunnel for Bourn Airfield.
- I also have to assume that A14 Parkway has also morphed into Cambridge East station.
- To access all my posts, that relate to A14 Parkway, click this link.
But it does seem that consultation appears to have produced an acceptable compromise.
Between Kempston Hardwick and Tempsford Stations Through Bedford
I’ve now found that OpenRailwayMap has been updated between Bedford and Cambridge.
This first section shows the route between Kempston Hardwick and Tempsford stations through Bedford.
Note.
- Kempston Hardwick station is in the South-West corner of the map.
- The yellow track is the Marston Vale Line, which goes through Bedford St. Johns and Bedford stations.
- The red track on the West side of the map is the Midland Main Line.
- The red track on the East side of the map is the East Coast Main Line.
- The dotted red line across the top of the map will be the route of the East-West Rail.
- Tempsford station will be to the South-West of where the East Coast Main Line and East-West Rail cross in the North-East cornet of the map.
I hope the good people of Bedford are happier now!
Between Tempsford and Cambourne
I’ve now found that OpenRailwayMap has been updated between Bedford and Cambridge.
This second section shows the route between Tempsford and Cambourne stations.
Note.
- The dotted red line across the top of the map will be the route of the East-West Rail.
- Tempsford station is in the South-West corner of the map on the route of the East-West Rail.
- The red track on the West side of the map is the East Coast Main Line.
- Cambourne is the village in the North-East corner of the map.
In Future Will North Africa Be Providing Renewable Energy To Europe?
I believe it is likely that mainland Europe will be getting a considerable amount of renewable energy from Iceland, Ireland, Norway and the UK, and the seas to the North of Europe.
But what about the potential of providing Europe with renewable energy from North Africa?
I asked Google AI, the question in the title of this post and received this answer.
Yes, in the future, North Africa is expected to supply renewable energy to Europe, with potential exports of up to 24 GW through subsea interconnectors. This will be driven by North Africa’s vast solar and wind resources, a strong push for renewable energy in the region, and European demand for clean power. Major projects are planned, but challenges like supply chain constraints and financing hurdles need to be addressed for these projects to be successful.
These are interconnectors I can find.
ELMED
The ELMED interconnector, also known as the Tunisia-Italy interconnector, is a planned 200 km, 600 MW high-voltage direct current submarine power cable between Italy and Tunisia.
This map shows the route of the ELMED interconnector between Tunisia and Italy.
Note.
- Tunis in Tunisia, is in the South-Western corner of the map.
- East of Tunis on the coast is a red blob, which marks the town of Menzel Temime, where the interconnector will connect to a newly-built substation.
- Palermo in Sicily, is in the North-East corner of the map.
- West of Palermo on the North-West coast of Sicily is Trapani, where the interconnector will make landfall in Italy and connect to a substation at .
As with many things engineering designed by Italians, this seems to be an interconnector with a certain simplicity and style.
The Wikipedia entry for the ELMED interconnector gives these further details.
The total cost is budgeted at €850 million.
XLinks
XLinks is a project to build a 3.6 GW interconnector between Morocco and Devon, that appears to have been rejected by the current government.
XLinks shows what engineers think could be possible. More details are given in the Wikipedia entry for the project.
Data Centre In The Shed Reduces Energy Bills To £40
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
An Essex couple have become the first people in the country to trial a scheme that sees them heat their home using a data centre in their garden shed.
These three introductory paragraphs add some detail.
Terrence and Lesley Bridges have seen their energy bills drop dramatically, from £375 a month down to as low as £40, since they swapped their gas boiler for a HeatHub – a small data centre containing more than 500 computers.
Data centres are banks of computers which carry out digital tasks. As the computers process data, they generate lots of heat, which is captured by oil and then transferred into the Bridges’ hot water system.
Mr Bridges, 76, says keeping his two-bed bungalow near Braintree warm was a necessity as his wife has spinal stenosis and is in “a lot of pain” when it gets colder.
I think this simple idea is absolutely brilliant and very technically sound.
Here are some further thoughts.
It Would Be Ideal For A House Like Mine
My house is a modern three-bedroomed house with a garage and when I asked Google AI how many UK houses had garages, I received this answer.
Approximately 38% of dwellings in England have a garage, according to a 2020 report. While a specific UK-wide figure is not available, extrapolating this percentage to the total number of UK dwellings suggests there are over 10 million houses with garages, though the actual figure may vary across different regions.
Looking at the picture in the BBC article, I feel that this HeatHub could fit in my house.
I would expect that any house with a garage, a small garden or a big enough boiler space could accommodate a HeatHub.
Obviously, the house would need.
- A boiler, that provides heating and hot water.
- A good broadband connection.
My house has both.
Would My House’s Heating System Need To Be Modified?
It looks like it’s just a boiler replacement, so I don’t think so, but it may need to be moderbnised with digital controllers to get the best out of the system.
Will There Be Other Systems Like Thermify’s Heat Hub?
Some of our electricity suppliers seem very innovative and the market is very competitive.
Would they just sit back and let coompetitors take their customers? I doubt it!
So I suspect there will be other systems, each with their own features.
I have already, written about heata, which uses similar principles to give affordable hot water in British Gas Partners With heata On Trial To Reuse Waste Heat From Data Processing.
The BBC article gives some examples of data centres used to provide heating, so it is worth reading the full article.
Can A Broken Humerus Affect Your Hand And Wrist Long Term?
Sixty-four years ago, my left humerus was broken at school and I don’t think the local hospital fixed it too well. I also don’t think I had the best of physiotherapy, after some of my experiences with physios since my stroke, which have been of a generally very high-quality, from both the NHS and private physiotherapists.
The wrist has not been misbehaving itself recently, so I asked Google AI, the question in the title of this post and received this reply.
Yes, a broken humerus can affect your hand and wrist long-term, especially if a nerve like the radial nerve is injured during the fracture or surgery. This can cause temporary issues like wrist drop, which is the inability to extend the wrist and fingers, often improving with therapy. In rare cases, if nerve recovery is incomplete, surgical procedures may be necessary to restore function, though most fractures have an excellent long-term outlook with proper rehabilitation.
Note.
- I certainly didn’t have proper rehabilitation in 1961 at Highlands Hospital in Winchmore Hill.
- I wonder if I have actually suffered from wrist drop in recent years.
- I suspect that now there are better treatments available.
Google seem to have scraped the article from the respectable Cleveland Clinic.
Why Has My Left Humerus Got Worse In The Last Few Months?
I wonder, if it is new BYD buses on route 141.
- I always sit or stand downstairs, as at 78, I don’t want too risk climbing the stairs.
- The buses are more pokey and the seats are narrower than say a Routemaster or other British bus.
- On Routemasters and other British buses, I usually sit on the far-right seat to protect the humerus.
- It is getting increasingly knocked if I sit in the left-hand seat of a right-sided pair, by peoples’ backpacks.
- The seats are narrow on the BYD buses, and if sitting in a left-hand seat of a left-sided pair, my left humerus rubs against the outside wall of the bus. This is worse with a large person in the right seat.
- If I sit in the right-hand seat of a left-sided pair, it’s usually better, but if there’s a large person in the left seat, because of the narrow seats, the arm get knocked.
- On the BYD buses, there are no forward facing seats downstairs on the right side.
- There are some forward facing seats at the right side at the back, but they are difficult for me to climb into.
- The corridor from the front to the back in the bus is narrow and I sometimes bump the left humerus.
- I met a lady with a pram, who finds the corridor narrow for her pram.
- The step-up and down into the bus is higher and puts strain on my knees, unless I get it right.
I do wonder if the BYD buses were designed around smaller oriental people.
I certainly never had these problems, when I was riding on on Routemasters and other British-designed buses.
For the next few works, I will avoid travelling on the BYD buses unless I can sit in the right-hand seat of a pair, by myself.
I can also stand, if the bus isn’t too full. Looking back, I feel, I don’t mind standing on the buses.
I will now be forwarding this post to those that know me well.
Why Is The Highway Code Only A Code And Not A Law?
If you ask Google AI, the question in the title of this post, you receive this answer.
The Highway Code is not a law in itself, but a collection of rules and guidance for all road users. While it contains some legally enforceable rules (marked with “MUST” or “MUST NOT”), and breaking them is a criminal offence, it also includes non-binding advice. The “code” serves as an authoritative source of information, making it easier for people to understand the law and helping courts to establish liability by using the advisory rules as evidence of a standard of expected behaviour.
So why is it just a collection of rules and guidance?
Coming home yesterday on a bus, a smartly-dressed elderly lady sat next to me and we got talking.
Something must have triggered it, as she told me why the Highway Code was just a code and not a law.
Apparently, her father had written it and he had insisted that it should not be made into law and the government of the day in 1931 had agreed he should have his way.
I asked Google AI, who actually wrote it and received this answer.
The Highway Code was written by the UK government, with the first edition published in 1931 under the authority of the then Minister of Transport, Herbert Morrison. The code was created as a result of the Road Traffic Act 1930, which required the Minister of Transport to issue the guide for all road users.
It looks like as Herbert Morrison’s daughter has passed on, he didn’t write the Code himself.
EV Owners To Pay London Congestion Charge From January 2026
The title of this post, is the same as that of this article in The Times.
I asked, Google AI, who will pay the Congestion Charge and received this answer.
Most drivers of petrol or diesel vehicles must pay the London Congestion Charge when driving within the central zone during charging hours. Exemptions apply to those with specific vehicles, such as motorcycles, emergency vehicles, and breakdown service vehicles, as well as individuals with disabilities who have a Blue Badge and are in the “disabled” tax class. Some groups, like residents who applied before August 2020, also receive a significant discount.
Note that the Congestion Charge will increase from £15 a day to £18 a day on January 2.
I can’t see the Labour Party winning the next London elections.
Great Yarmouth Terminal Set For Redevelopment Under Port Of East Anglia Name
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
The UK’s Peel Ports Group has decided to invest a further GBP 10 million (approximately EUR 11.3 million) into its Great Yarmouth site, which is being rebranded as the Port of East Anglia.
These four paragraphs add details to the story.
The newly announced GBP 10 million brings this year’s total investment to GBP 70 million across the site and will be used to redevelop the port’s Northern Terminal, helping to accommodate the next generation of offshore wind projects across the region, according to Peel Ports.
Earlier this year, a substantial investment into its Southern Terminal was announced by the port, which has earmarked GBP 60 million to transform capacity and improve efficiencies.
This involves ensuring the port can support multiple hydrogen, carbon capture, offshore wind, and nuclear projects for decades to come.
Its existing terminals service a variety of construction customers, including infrastructure projects such as Sizewell C and offshore energy projects based in the southern North Sea.
Note.
- In Yarmouth Harbour To Be ‘Completed’ In £60m Project, I talk about the work to be done on the Southern Terminal.
- The work on the Southern Terminal includes a roll-on roll-off (RORO) lift ramp and a large storage area.
- Start on the work on the Southern Terminal will start in 2026.
With all the construction work mentioned in the last two paragraphs, I suspect that the Port of Great Yarmouth will be busy?
These are some further thoughts.
Why Is The Port Of Great Yarmouth Being Renamed?
The article says this.
The new name, which will come into effect in early 2026, also aligns with the creation of a new combined authority for Suffolk and Norfolk, according to Peel Ports.
Peel Ports name change is fairly sensible, but as I was conceived in Suffolk and I’m an Ipswich Town supporter, I don’t feel that the two counties should be merged.
Does The Mention Of Hydrogen Mean That The Port Of Great Yarmouth Will Be Hosting A Hydrogen Electrolyser, To Fuel Trucks And Ships?
I asked Google AI, “If A Hydrogen Electrolyser is To Be Built In The Port Of Great Yarmouth?”, and received this answer.
While there are no current public plans for an immediate construction of a large-scale hydrogen electrolyser within the Port of Great Yarmouth, significant port expansion and infrastructure upgrades are underway to ensure it can support future hydrogen projects and related clean energy initiatives.
Note.
- If technology to handle hydrogen, is copied from North Sea gas, there is certainly a lot of proven technology that can be used again.
- There may even be depleted gas fields, where captured carbon dioxide, hydrogen or North Sea gas can be stored.
I find the most exciting thing, would be to send hydrogen to Germany.
Why Would Anybody Export Hydrogen To Germany?
I asked Google AI, the question in the title of this section and received this answer.
Countries would export hydrogen to Germany because Germany has a large, growing demand for hydrogen to power its heavily industrialised economy and achieve its decarbonisation goals, but lacks sufficient domestic renewable energy capacity to produce the required amounts.
Germany also, uses a lot of bloodstained Russian gas and indigenous polluting coal.
How Could Anybody Export Hydrogen To Germany?
- Wilhelmshaven is one of the main import ports for hydrogen in North West Germany.
- Great Yarmouth is probably the closest larger port to Germany.
- Great Yarmouth and Wilhelmshaven are probably about 300 miles apart, by the shortest route.
- Great Yarmouth would need to build infrastructure to export hydrogen.
The easiest way to transport the hydrogen from Great Yarmouth to Wilhelmshaven, is probably to use a gas tanker built especially for the route.
This Google Map shows the route between Great Yarmouth and Wilhelmshaven.
Note.
- The North-East corner of East Anglia with Great Yarmouth to the North of Lowestoft, is in the bottom-left corner of the map.
- Wilhelmshaven is a few miles inland in the top-right corner of the map.
- Could a coastal tanker go along the Dutch and German coasts to Wilhelmshaven?
I have no skills in boats, but would Great Yarmouth to Wilhelmshaven to take hydrogen to Germany?
RWE Are Developing Three Wind Farms To The North-East of Great Yarmouth
RWE are a large German Electricity company and the UK’s largest generator of electricity.
The company is developing three wind farms to the North-East of Great Yarmouth.
- Norfolk Boreas – 1.2 GW – 45 miles offshore
- Norfolk Vanguard West – 1.2 GW – 29 miles offshore
- Norfolk Vanguard East – 1.2 GW – 28 miles offshore
Note.
- The electricity for all three wind farms is to be brought ashore at Happisburgh South, which is about 22 miles North of Great Yarmouth.
- The original plan was to take the electricity halfway across Norfolk to the Necton substation to connect to the grid.
- The natives will not be happy about a 4.2 GW overhead line between Happisburgh and Necton.
- RWE have built offshore electrolysers before in German waters.
- Could an electrical cable or a hydrogen pipe be laid in the sea between Happisburgh South and the Port of Great Yarmouth?
- The electrolyser could either be offshore at Happisburgh or onshore in the Port of Great Yarmouth.
As I don’t suspect these three wind farms will be the last connected to the Port of Great Yarmouth, I would expect that RWE will put the electrolyser offshore at Happisburgh and connect it by a hydrogen pipeline to the Port of Great Yarmouth.
Could There Be A Connection To The Bacton Gas Terminal?
Consider.
The Bacton Gas Terminal, which feeds gas into the UK Gas Network, is only 4.2 miles up the coast from Happisburgh South.
Some climate scientists advocate blending hydrogen into the gas supply to reduce carbon emissions.
In Better Than A Kick In The Teeth – As C Would Say!, I disclosed that I now have a new hydrogen-ready boiler, so I’m not bothered, if I get changed to a hydrogen blend.
So could hydrogen from the Norfolk wind farms be fed into the grid to reduce carbon emissions?
Could The Port Of Great Yarmouth Become A Hydrogen Distribution Centre?
Thinking about it, the port could also become a distribution centre for green hydrogen.
Consider.
- Hydrogen-powered ships, tugs and workboats could be refuelled.
- Hydrogen-powered trucks could also be refuelled.
- Tanker-trucks could distribute hydrogen, to truck and bus operators, farms and factories, that need it for their transport and operations.
- I believe, that construction equipment will be increasingly hydrogen-powered.
In my life, I have lived at times in two country houses, that were heated by propane and there are about 200,000 off-grid houses in the UK, that are heated this way.
The two houses, where I lived would have been a nightmare to convert to heat pumps, but it would have been very easy to convert them to a hydrogen boiler and power it from a tank in the garden.
It should be noted, that the new boiler in my house in London is hydrogen-ready.
So the Port of Great Yarmouth could be the major centre for hydrogen distribution in Norfolk.
In the 1960s, I used to work in ICI’s hydrogen plant at Runcorn. If you ride in a hydrogen bus in England, it is likely that the hydrogen came from the same plant. Handled correctly, hydrogen is no less safe and reliable than natural gas or propane.
The Anonymous Widower 