South Yorkshire Now Has Better North-South Connections
The December 14th 2025 timetable change was a big day for South Yorkshire.
Three big changes will transform, public transport in South Yorkshire.
The Opening Of A New Tram-Stop At Magna Science Adventure Centre On The Tram-Train Route Between Sheffield And Rotherham
The Magna Science Adventure Centre is described like this in the first paragraph of its Wikipedia entry.
Magna Science Adventure Centre is an educational visitor attraction in Rotherham, South Yorkshire, England.
This map shows the site and the tram-train track between Sheffield and Rotherham.
Note.
- The tram-train track runs East-West across the top of the map.
- Sheffield is to the West and Rotherham is to the East.
- At the Western end of the site, a label indicates the position of the Magna Platform.
- The position of the tram-train stop is already marked.
- There will be 29 extra Park-and-Ride spaces.
- The Magna Science Adventure Centre is indicated by the purple arrow in the middle of the map.
- Magna Way runs East-West through the site.
- There are four pavilions: Earth, Air, Fire, and Water.
This article on the BBC is entitled Lifts And Bridge Added As Tram Stop Takes Shape.
This picture from the article shows the bridge with lifts.
Note.
It will be an impressive tram stop.
It doesn’t look like it will be long before it opens.
But as yet no information is available.
Google AI gave this answer.
The new Magna Tram Train stop is scheduled to open in early 2026.
Construction of the new £10 million station and Park & Ride facility in Rotherham, part of a wider investment in the South Yorkshire Supertram network, is currently on track.
The new stop will improve access to the Magna Science Adventure Centre, local businesses, and link up with existing walking and cycling routes, aiming to ease congestion in the Lower Don Valley.
I shall be going next week to take photographs of the tram stop.
The Increase In Frequency Of Express Trains Serving Doncaster On The East Coast Main Line
Since the December 14th 2025 timetable change, the Monday to Friday express trains, that stop at Doncaster on the East Coast Main Line have included.
- CrossCountry – 8 trains per day (tpd) in both directions.
- Grand Central – 4 tpd in both directions.
- Hull Trains – 7 tpd in both directions.
- LNER- 3.5 trains per hour (tph) in both directions.
- TransPennineExpress – 1 tph in both directions.
Note.
- This totals to 173 express trains per day stopping at Doncaster
- Or about 7 tph in both directions or a train every 8.5 minutes.
- This is about a thirty percent increase in frequency.
- Doncaster has become the Crewe of South Yorkshire.
I can see this large number of express trains to Doncaster bringing large numbers of visitors to go to the Magna Science Adventure Centre or its tram stop for onward connection to other destinations on the Sheffield Supertram network.
The trouble is, that at present the Magna tram stop is not connected to Doncaster station.
This OpenRailwayMap shows the rail lines between Doncaster and Sheffield stations.
Note.
- The short length of red track in the North-East corner of the map is the East Coast Main Line.
- Doncaster station can be picked out.
- The short length of red track in the South-West corner of the map is the Midland Main Line, which connects Sheffield to London.
- Sheffield station is at the Northern end of the electrification, which will be installed soon.
- The pink tracks are the 750 VDC electrified tracks of the Sheffield Supertram.
- The blue arrow marks Rotherham Parkgate station, which is the limit of the current tram-train route.
The tram-train route needs to be extended so that the tram-trains can go between Rotherham Parkgate tram stop and Doncaster station.
The route seems to have these characteristics.
- It is about 11.8 miles long.
- Stops are Rotherham Central, Swinton (South Yorkshire), Mexborough and Conisborough.
- Diesel trains take about thirty minutes between Rotherham Central and Doncaster.
- All platforms at Doncaster are electrified with 25 KVAC.
- Platform 5 is a convenient bay platform at Doncaster, that could be used by the tram-trains.
- Sheffield’s Class 399 tram-trains can use 25 KVAC for traction.
- South Wales have similar Stadler tram-trains, that are to be fitted with batteries.
I am fairly sure, that a solution can be found so that Sheffield’s tram-trains can be extended to Doncaster station.
This OpenRailwayMap shows the route between Rotherham Parkgate tram stop and Doncaster station.
Note.
- The short length of red track in the North-East corner of the map is the East Coast Main Line.
- Doncaster station can be picked out.
- The short length of pink tracks are the 750 VDC electrified tracks of the Sheffield Supertram.
- The blue arrow marks Rotherham Parkgate station, which is the limit of the current tram-train route.
- Most of the route is not electrified.
As there is electrification at both ends, I suspect the easiest way of powering the trams would be to use batteries, as has been done in South Wales.
The New Class 810 trains between London St. Pancras And Sheffield On The Midland Main Line
These new Class 810 trains have started running this month and I suspect soe travellers will use these trains to go to Magna or its tram stop.
his OpenRailwayMap shows the tram routes in Sheffield city centre.
Note.
- The pink tracks are tram-tracks.
- The black tracks are unelectrified train tracks.
- The short lengths of red-and-black tracks are tracks to be electrified with 25 KVAC overhead, for the Class 810 trains.
- The blue error indicated the Cathedral tram-stop, where tram-trains will be caught to Magna.
- The mass of black tracks in the middle of the map is Sheffield station.
- There is a tram stop on the East side of the train station for the trams.
- Trams going South go to Halfway and Herdings Park.
- Trams going North-East go to Rotherham Parkgate and Meadowhall Interchange, and will go to Magna, when it opens.
- Trams going North-West go to Malin Bridge and Middlewood.
It is a difficult interchange between Cathedral and Sheffield station, if you are catching the tram-train, as it is a hard walk up hill, so it might be better if you are goinging between Sheffield station and the tram-train to change trams at Meadowhall South.
Are Sprouts Good For Uncomplicated Pancolonic Diverticular Disease?
I asked Google AI the question in the title of this post and got this answer.
Yes, sprouts are considered beneficial for managing uncomplicated pancolonic diverticular disease as part of a high-fiber diet. They are a good source of dietary fiber, which is recommended to help prevent constipation and reduce pressure in the colon, thereby lowering the risk of symptom flare-ups.
That sounds that they are.
This lunchtime, I seemed to avoid the dreaded fartrigen, despite eating a lot of brussels sprouts.
Google AI Is Using This Blog
This is a screen-shot from Google.
I had asked Google AI this question “Are Centrica going to provide bunkering services for low carbon shipping?”
Google AI gave me this answer.
Yes, Centrica is actively exploring and planning to provide bunkering services for low-carbon fuels, particularly LNG, with future potential for hydrogen and ammonia at its Isle of Grain terminal, positioning itself as a key player in the energy transition for shipping.
Key Developments & Plans:
- Isle of Grain Terminal: Centrica’s acquisition and development of the Grain LNG terminal is central to this strategy, with plans to expand its capabilities for bunkering various low-carbon fuels.
- Low-Carbon Fuels Focus: While currently handling LNG, Centrica sees future opportunities for hydrogen and ammonia bunkering at the terminal, aligning with the maritime sector’s shift away from heavy fuel oil.
- Strategic Investment: Centrica views LNG as a crucial transition fuel and is investing in infrastructure to support its role in energy security and decarbonization, including for shipping.
- Bio-LNG Involvement: Through its stake in Gasrec, Centrica is also supporting renewable LNG for road transport, indicating broader interest in sustainable gas fuels.
US Government Sends Stop Work Order To All Offshore Wind Projects Under Construction
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
The US Department of Interior has paused the leases and suspended construction at all large-scale offshore wind projects currently under construction in the United States, citing ”national security risks identified by the Department of War in recently completed classified reports.”
The wind farms named are.
- Coastal Virginia Offshore Wind-Commercial – 2,600 GW
- Empire Wind 1 – 810 MW
- Revolution Wind – 704 MW
- Sunrise Wind – 924 MW
- Vineyard Wind 1 – 806 MW
Note.
- These five wind farms total 5,844 MW or 5.8 GW.
- The Empire Wind development is being led by Equinor, who are Norwegian.
- The Revolution Wind and Sunrise Wind developments are being led by Ørsted, who are Danish.
- The Vineyard Wind development is being led by Iberdrola, who are Spanish and Copenhagen Infrastructure Partners, who are Danish.
- Coastal Virginia Offshore Wind project uses 176 Siemens Gamesa SG 14-222 DD (Direct Drive) offshore wind turbines.
- Empire 1 Wind is using Vestas V236-15MW offshore wind turbines.
- Revolution Wind is using 65 Siemens Gamesa SG 11.0-200 DD offshore wind turbines.
- Sunrise Wind is using Siemens Gamesa wind turbines, specifically their 8.0 MW models (SG 8.0-167).
- Vineyard 1 Wind is using General Electric (GE) Haliade-X 13 MW offshore wind turbines.
- Some of the components for the Siemens wind turbines will be manufactured in Virginia.
- Coastal Virginia Offshore Wind has a budget of $11.2-3 billion.
- Empire 1 Wind has a budget of $5 billion.
- Resolution Wind has a budget of $4 billion.
- Sunrise Wind has a budget of $5.3 billion.
- Vineyard 1 Wind has a budget of $4 billion.
There will only be one winner in this new round of the ongoing spat between Trump and the wind industry, that he hates so much – the 1.3 million active lawyers in the United States,which is a figure from according to Google AI.
Can Toddlers Get Uncomplicated Pancolonic Diverticular Disease?
I am asking this question, as I do wonder, if I’ve had the disease for many years, as I don’t feel any different now, to how I felt at 18, 30 or 50.
In my first couple of years of life, I was also a bad bed-wetter.
My mother cured me of this, by putting me in a small bed next to her’s and then getting me out of bed every time I woke. In the end her persistence paid off.
Since I’ve been diagnosed with uncomplicated pancolonic diverticular disease, I am certainly drinking a lot of fluids and gooing to the toilet a lot.
Although thankfully, I am not wetting the bed.
But, I do always sleep close to a toilet.
So I asked Google AI the question in the title of this post and received this answer in the form of this peer-reviewed paper, which was entitled Congenital Cecal Diverticulitis In A Pediatric Patient.
This is the abstract.
Diverticulitis in the pediatric population is a very rare cause of abdominal pain. When present in the cecum or ascending colon, it is often incorrectly diagnosed preoperatively as acute appendicitis. This is especially true in Western countries where right-sided diverticulitis is less common. Here we detail a case of a pediatric patient with complicated congenital cecal diverticulitis and review the literature on pertinent management. An extensive work up with imaging and endoscopy was completed and definitive surgical treatment with diverticulectomy an appendectomy was performed. As the incidence of diverticular disease in younger individuals increases, right sided diverticulitis is worthy of consideration on the differential diagnosis.
Note.
- I don’t remember being in any pain, but I was less than three, as this happened before my sister was born, when I was only 21 months old.
- I remember picking my sister up from hospital in my father’s Y-Type MG.
- My eldest son had appendicitis diagnosed at ten, but they didn’t operate. So was it diverticulitis?
- He wasn’t X-rayed or scanned.
- Doctors always believed I had a disease, they couldn’t identify.
- When I was identified as a coeliac at 50, I thought that was the problem.
But then as my now-retired GP said. “Whatever, I’ve got, doesn’t seem serious!”
Did This Get Lost In The Covids?
In October 2019, I wrote Asthma Carbon Footprint ‘As Big As Eating Meat’ and it made me think, when I just read it.
I would normally follow up a post like this, but I don’t remember doing anything like that.
The Wikipedia entry for the COVID-19 pandemic in England, starts with this paragraph.
The COVID-19 pandemic was first confirmed to have spread to England with two cases among Chinese nationals staying in a hotel in York on 31 January 2020.
It looks to me, that like everybody else in England, I had the Covids on my mind.
Is Respimat A Zero-Carbon Inhaler?
Just to be sure, I asked Google AI, the question in the title of this section and received this reply.
The Respimat soft mist inhaler is considered to have virtually no associated carbon emissions from its operation because it does not contain the high global warming potential (GWP) hydrofluorocarbon (HFC) propellants found in metered-dose inhalers (pMDIs).
While it has a substantially lower carbon footprint than traditional pMDIs, it is not strictly “zero-carbon” when considering its entire life cycle, which includes manufacturing, materials (stainless steel, aluminium, polymers), and end-of-life disposal. These factors contribute a small product carbon footprint (PCF).
According to Google AI, a reusable version is available.
A reusable Respimat device has been introduced, which further reduces the carbon footprint by up to 71% over six months compared to the disposable version because the device itself is kept longer, reducing manufacturing impacts.
Google AI says this about NHS guidance.
Health bodies like the NHS encourage the use of lower-carbon inhalers like the Respimat or dry powder inhalers (DPIs) as part of their net-zero targets, provided they are clinically appropriate for the patient.
But it does seem that Respimat devices are helping to cut global warming.
What Is The Patient Experience Of Respimat?
Google AI gave this answer to my question.
Patient experience with the Respimat inhaler is generally very positive, with high satisfaction for its ease of use, handling, and the “soft mist” it produces, leading to high continuation rates in studies; patients find it easier than many older devices and report good effectiveness, though common side effects like dry mouth, cough, and sore throat can occur.
Key Aspects of Patient Experience
- High Satisfaction: Over 85-90% of patients report being satisfied or very satisfied with the Respimat’s handling and the ease of inhaling the mist.
- Preference Over Other Devices: Many patients prefer Respimat over traditional metered-dose inhalers (pMDIs) or dry powder inhalers (DPIs), finding it easier to use and more effective.
- Soft Mist Technology: Patients appreciate the gentle, slow-moving mist, which helps deliver medication effectively and feels different from a typical puff.
- Good Adherence: High satisfaction often translates to continued use, with physicians reporting high patient adherence and continuation rates after studies end.
- Improved Technique: While initial use might need guidance, pharmacist-led interventions show significant improvements in patients’ inhalation technique over time.
That doesn’t look bad to me!
Could Immunotherapy Drugs Be Delivered By An Inhaler?
We always felt the device could deliver other drugs.
Google AI gave this answer to my question.
Yes, immunotherapy drugs could potentially be delivered by an inhaler, and this approach is a promising area of active research and development, particularly for treating lung cancer and respiratory diseases like asthma.
Rationale and Research
- Targeted Treatment: Inhaled delivery allows for high concentrations of the drug to be delivered directly to the lungs, which is particularly beneficial for treating lung-specific conditions like lung cancer or severe asthma. This localized approach aims to maximize the therapeutic effect where needed.
- Reduced Side Effects: By concentrating the medication in the lungs and minimizing its systemic absorption into the bloodstream, researchers hope to significantly reduce the severe side effects (e.g., systemic toxicity, autoimmune reactions) commonly associated with traditional intravenous or oral administration of some immunotherapies and chemotherapies.
- Patient Convenience: Inhalation is a non-invasive administration route, which is more convenient and comfortable for patients compared to injections or intravenous infusions, potentially allowing for self-administration and improving patient compliance.
The Soft Mist Technology could surely be a help!
Was Osborne Reynolds The Greatest Fluid Dynamicist?
I have to ask Google AI this question, as some of the discussions that led to creation of Respimat, took place in my house at Debach, where Osborne Reynolds had lived.
Google AI gave this answer to my question.
Osborne Reynolds is considered one of the most influential and foundational contributors to the field of fluid dynamics, though naming a single person the “greatest” is subjective. His work fundamentally shaped modern engineering and physics and remains central to the study of fluid flow today.
Key Contributions to Fluid Dynamics
Reynolds’ most significant achievements include:
- The Reynolds Number: He identified a crucial dimensionless parameter (now named the Reynolds number) that determines whether fluid flow is laminar (smooth and orderly) or turbulent (chaotic and eddying). This number is a foundational concept used across all engineering and physical sciences.
- The Theory of Turbulence: In an 1895 paper, he established the standard mathematical framework used in the study of turbulence, introducing what is known as the Reynolds-averaged Navier–Stokes equations.
- Experimental Validation: His elegant, yet simple, dye experiments visually demonstrated the transition between flow regimes, providing clear empirical evidence for his theories.
- Theory of Lubrication: He developed the Reynolds equation in 1886, which still underpins the analysis of hydrodynamic lubrication in modern bearings.
- Heat Transfer and Similitude: His research into heat transfer between solids and fluids led to significant improvements in boiler and condenser designs, and his work on hydraulic similitude enables engineers to use scaled-down models (e.g., in wind tunnels for aircraft design) to predict the performance of full-scale machines.
How Many Good Ideas Did The Covids Delay?
It could be that the roll-out of Respimat for was delayed by the Covids!
But it wouldn’t have been the only idea to have been delayed in that way!
British Strawberries In December
I purchased these strawberries at Marks & Spenbcers on Moorgate this morning.
Note.
- The packaging doesn’t photograph well.
- They were grown by the Summer Berry Co. in West Sussex.
- They also claim to be hand-picked.
- The tray appears to be made of good old-fashioned recyclable card-board.
- They are also labelled Not for EU, although they are Class 1!
I’ve eaten them before and they’re certainly good enough for this strawberry addict.
This Google Map shows the location of their strawberry fields.
The farm is located just to the North of Selsey and Bognor Regis.
Are Strawberries Good For Uncomplicated Pancolonic Diverticular Disease?
As a sufferer of the disease, I have to ask Google AI, the question in this sub-title.
This is the answer I received.
Yes, strawberries are good and safe for people with uncomplicated pancolonic diverticular disease. Current medical evidence and guidelines indicate that there is no need to avoid small seeds found in fruits like strawberries, raspberries, or blueberries.
This is the rationale
In the past, it was a common belief that small food particles like seeds could get trapped in the diverticula (the small pouches in the colon wall), causing inflammation (diverticulitis). However, this theory has been debunked by recent research.
As I’ve always preferred strawberries to an elaborate dessert, even in my friend’s Michelin-starred restaurant, I wonder, if I’ve had uncomplicated pancolonic diverticular disease for many years.
The source of the answer was from Johns Hopkins University.
Can The Signalling Of The London Overground Be Improved?
An article on Modern Railways Online is entitled First To Succeed Arriva On London Overground.
These are two paragraphs of the article.
Under the new concession, which runs for eight years, First Rail London Limited (FRLL) will introduce extra peak time trains on the Mildmay Line from May 2026, more frequent trains on the Windrush Line from December 2026 – up to 18 trains per hour – and upgrade help points and CCTV.
It will also introduce ‘targeted upgrades’ on the Mildmay Line infrastructure to “boost performance for customers.”
It would appear that the signalling is being improved.
So I asked Google AI, the question in the title of this post and received this reply.
Yes, London Overground signalling is actively being improved through major projects like the Windrush Line upgrades (aiming for 18-20 trains per hour) and South London signalling modernisation (Alstom’s new system for better reliability), allowing for increased capacity, faster journeys, and fewer delays, although these upgrades involve planned disruptive works.
It would appear that the improved signalling will lead to more faster and better services.
These have been indicated in the Modern Railways article.
- Extra peak time trains on the Mildmay Line
- More frequent trains on the Windrush Line
I would also expect more freight, open access and other special trains to be able to use London Overground tracks to pass through London.
London has a rail capacity problem, for both freight and passenger trains.
This report from Network Rail is entitled The London Rail Freight Strategy (LRFS).
I have written a series of posts based on this report.
- Decarbonisation Of London’s Freight Routes
- Doubling Harlesden Junction
- East Coast Main Line South Bi-Directional Capability
- Gauge Improvements Across London
- Gospel Oak Speed Increases
- Headway Reductions On The Gospel Oak To Barking, North London and West London Lines
- Heavy Axle Weight Restrictions
- Kensal Green Junction Improvement
- Longhedge Junction Speed Increases
- Moving The West London Line AC/DC Switchover To Kensington Olympia
- Moving The West London Line AC/DC Switchover To Shepherd’s Bush
- Nunhead Junction Improvement
- Stratford Regulating Point Extension
- Will Camden Road Station Get A Third Platform?
- Will Clapham Junction Station Get A Platform 0?
There is certainly work to be performed on London’s railways to increase the total number of freight trains, that pass through and around the capital.
Conclusion
I believe that as has been shown on the Lizzie Line, Thameslink, the East Coast Main Line and other lines around the world, that the number of trains per hour on the Overground can be increased to meet the objectives stated in the Modern Railways article.
What Is The Peak Frequency Of The East London Line?
I asked Google AI, the question in the title of this section and received this reply.
The East London Line (now part of the Windrush Line, London Overground) has peak frequencies of around every 4-6 minutes (10-15 trains per hour) on its busiest sections, though some parts might see higher frequencies, generally offering a very frequent service through East London during peak times. Specific frequency can vary by section (e.g., Stratford-Lewisham, Canary Wharf-Lewisham), but generally, you can expect trains every few minutes during weekday rush hours (around 06:30-09:30 & 16:00-19:00).
I do think that Google AI has got its DLR and its East London Line mixed up.
But even if we accept that current East London Line service needs 15 tph and the new capacity will be the Modern Railways article figure of 18 tph, that’s still an increase of 3 tph through the Thames Tunnel-section of the East London Line.
What Is The Peak Frequency Of The North London Line?
I asked Google AI, the question in the title of this section and received this reply.
The North London Line (NLL), part of London Overground, typically runs 8 trains per hour (tph) during weekday peaks, with plans to increase this with infrastructure upgrades like digital signalling and longer trains to meet growing demand and integrate with Crossrail/HS2. While 8tph has been a target, the line also carries significant freight, impacting passenger service frequency, with older plans aiming for 6-8tph peaks and even longer trains (3-4 cars) for capacity.
The peak frequency of trains on the North London Line appears less than the East London Line, so I would assume, that like the East London Line, it could probably squeeze in another 3 tph.
When you consider that the working day is over eighteen hours, 3 tph means nearly an extra sixty trains per day on both the the East and North London Lines.
Could This Extra Capacity On The East and North London Lines Created By Improved Signalling Be Used For Extra Services?
Consider.
Every train of the service, would need its own path.
- A typical four tph Overground service like Dalston Junction and New Cross would need four paths per hour.
- A typical freight service would need a dedicated path.
- A typical long-distance passenger service would need a dedicated path.
There are certainly possibilities.
Major Revamp Of Wales’ Busiest Station Gets Go-Ahead
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
Plans for a major revamp of Wales’ busiest railway station have received final approval.
These three paragraphs add more details.
The £140m upgrades to Cardiff Central – including a new brick arch rear entrance, larger concourse and improved waiting areas – aim to support passenger growth and reduce overcrowding.
Better accessibility for people with reduced mobility and additional retail and cycle facilities are also among the changes.
Work is due to start in the middle of next year with the aim of completing most of it within three years.
Note.
- The new entrance on the south side of the station, was opened in September 2015.
- A new Platform 8 was added in 2017, which allows sixteen local trains per hour to run between Cardiff Central and Cardiff Queen Street stations, to serve the twenty railway stations in the city.
- All platforms are bi-directional, which surely improves the flexibility of the rail network in Cardiff City centre.
- Access from the station to the Principality Stadium has improved greatly in recent years.
- The station will remain open during the works.
Cardiff’s railways are a comprehensive mix of local and inter-city trains.
I have some thoughts on Cardiff Station.
The Cardiff & Valleys Day Ranger
This very useful ticket, is the ideal way to explore the Cardiff and Valleys area and I’ve used it several times.
- I usually buy it from one of the two ticket offices in Cardiff Central station, but in one case, I did buy it in Paddington to save time.
- According to Transport for Wales, you can buy it on a local train from the conductor.
- It costs about £16 for an adult, but railcard apply.
I actually find taking a train up the valleys, is a good way to clean out my lungs.
Sights To See On The Cardiff & Valleys Lines
Google AI makes these suggestions.
The Cardiff & Valleys Lines offer historic castles (Cardiff, Caerphilly, Castell Coch), world-class museums (St Fagans, National Museum Cardiff, Big Pit), industrial heritage (Rhondda Heritage Park, Royal Mint Experience), and stunning nature in Bannau Brycheiniog National Park, with scenic railway journeys connecting these sites for history, culture, and outdoor adventure.
Hopefully, when the new Stadler trains and tram-trains are fully operational on the Cardiff & Valleys Lines, someone will write a full guide.
Is Formula One Likely To Go To Hydrogen Fuel?
Formula One has a long term aim of decarbonising or at least going net-zero.
I’ve never been to an electric-car race, but it must be more boring to many to have motor-racing without the smells and the noise.
I asked Google AI, the question in the title of this post and received this answer.
Formula One is unlikely to switch to hydrogen fuel in the immediate future, as its current strategy is focused on using 100% sustainable “e-fuels” from the 2026 season. However, F1 leadership has stated that hydrogen is a potential long-term solution for the 2030s and beyond.
This article on the BBC is entitled Formula 1 boss Ross Brawn Says Hydrogen Could Be Future Fuel.
But I do believe, that the trucks, vans and transporters that accompany Formula One will be decarbonised earlier and hydrogen could play a major part, due to its proven longer range.
Hydrogen coaches are being developed and could be launches next year and are likely to have a 1,000 km. range, so expect to see some of these vehicles in the fleet of vehicles following Formula One.
The Anonymous Widower 