Trump’s View On Gluten-Free-Food
Out of Curiosity, I asked Google AI, their view on this.
This is the answer, that I received.
Donald Trump’s view on gluten-free food, as indicated in his “Make America Healthy Again” (MAHA) agenda, focuses primarily on mandatory labeling of gluten on all packaged foods in the U.S. to protect those with celiac disease and other health conditions. This approach is presented as a public health initiative to address chronic diet-related diseases.
Key aspects of this view and related issues include:
Mandatory Labeling: The central proposal is to require food packaging to disclose the presence of gluten, similar to current requirements for other major allergens. This would align the U.S. with the regulations of many other countries.
Public Health Rationale: The initiative is framed within a broader strategy to improve public health and address rising rates of chronic disease and obesity in the U.S..
Potential for Increased Costs: Critics and advocates have expressed concern that other Trump administration policies, such as proposed tariffs on imported specialty ingredients like tapioca starch and sorghum flour (common in gluten-free products), could lead to higher prices for people who require these foods for medical reasons.
Political Reception: The proposal has received support from celiac advocates, who see it as a necessary step for consumer protection. However, the approach has also sparked debate within the food industry and political sphere, with some viewing it as a rare regulatory move in an otherwise deregulatory agenda.
Academics have also noted an interesting social dynamic, with some studies suggesting that Trump supporters are, perhaps surprisingly, more likely to identify as avoiding gluten than non-supporters.
I would have thought from my own experiences, that Trump supporters would avoid gluten.
Life-Saving Baby Incubators Uused In Ukraine Pass The NHS Test
The title of this post, is the same as that of this article from The Times.
This is the sub-heading.
The devices made by Mom Incubators weigh a fraction of existing models, making them highly mobile and perfect to use on maternity wards.
The incubator was developed as a final year student project.
- James Roberts founded Mom Incubators in 2014.
- Backers include Sir James Dyson and Holly Branson.
- The incubators have been used in England, Haiti, India, Kenya, the Philippines, Scotland, Uganda, Ukraine, US and Tanzania.
- This is a really wonderful story, which shows the value of good design and keeping the weight down.
James Roberts intends to repeat the excercise with other medical devices.
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!
The 73 Group
The 73 Group was a finance company, that I owed jointly with a guy named David Mann, who was an experienced provider of finance for cars, trucks and other vehicles and equipment.
- The company had been the idea of an accountant, I shared with David, named Graham Manning.
- David put in his expertise and I put in some of the money, I received from the sale of my share of the Artemis software.
- It operated mainly in the area around Ipswich in Suffolk.
- Many of the customers were owner/drivers, who ferried containers to and from the docks at Felixstowe, who had known David for some years.
- The company certainly gave a better return, than putting money on deposit.
- One of the things, I did was extensively model a book of loans for vehicles and this gave me an insight into the dynamics of money.
Sadly in the end, David became ill and we wound the company up.
It gave me an interesting insight into local finance and I believe, that local finance companies with good connections and the right systems and people can be profitable.
It also gave me a few good tales.
Coaches Are Good Business
A good top-of-the range coach is good business for operators, coach dealers and finance companies.
I remember spending one evening with David and a coach operator in a pub, when the operator had had a fabulous day stitching together coaches as Rail Replacement Buses for British Rail after a train derailment, between Ipswich and Colchester.
I learned a lot about operating coaches that night and it’s why I’m so keen on hydrogen-powered coaches, with their expected long range, quietness and smoothness.
Fairground Rides Are Good Business
Surprisingly, if you don’t mind being paid in fifty pence pieces on the Ipswich bypass at ten o’clock at night.
You Need A Good Collections Guy
Our’s was excellent.
UK Gov’t Tweaking CfD Rules Ahead Of 8th Allocation Round, Proposes ‘Other Deepwater Offshore Wind’ Category
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
The UK government has launched a consultation on proposed refinements to the Contracts for Difference (CfD) scheme ahead of Allocation Round 8 (AR8) and future rounds, including targeted changes to the terms concerning offshore wind and floating wind projects.
These two paragraphs add more details.
The consultation, published by the Department for Energy Security and Net Zero, seeks industry feedback on contractual and eligibility adjustments, some of which are intended to reflect the increasing scale and complexity of offshore wind developments, specifically floating and other deepwater projects.
For floating offshore wind, the government is proposing changes to CfD contract terms to better align with the technology’s development timelines. These include a proposed extension of the Longstop Period to give floating wind projects more time to commission and avoid termination of their CfD contract.
The government also wants to lower the Required Installed Capacity (RIC) threshold for floating offshore wind projects.
Currently, all CfD technologies are required to deliver a minimum of 95 per cent of the capacity they have contractually agreed to install, except for (fixed-bottom) offshore wind, whose RIC is set at 85 per cent to reflect the construction risks, such as encountering unsuitable seabed conditions after work has commenced. As floating wind projects, which were so far in the range of 100 MW, have grown in scale and complexity, the government plans to apply the same RIC requirement as for fixed-bottom offshore wind.
The CfD scheme currently supports two categories of offshore wind technology: fixed-bottom offshore wind and floating offshore wind, with the regulations in use (Allocation Regulations 2014) considering only the foundation designs that float to be floating offshore wind. With the ODOW category, the government wants to make room for the novel hybrid foundation designs, “which may be suitable for deepwater deployment but do not technically float and would therefore not be considered eligible as ‘floating foundations’ under the existing legal definition of ‘floating offshore wind’.”
This last paragraph sums up the reasons for the changes.
The proposed refinements are intended to ensure the CfD scheme remains fit for purpose as offshore wind technologies evolve, while maintaining investor confidence and supporting timely project delivery.
Hopefully developments at ports like Belfast, East Anglia, Inverness & Cromarty FreePort,Lowestoft and Tyne will encourage to develop wind farms around the shores of the UK.
ABP’s New Lowestoft Facility To Support East Anglia Two & Three O&M Ops
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
UK port operator Associated British Ports (ABP) and ScottishPower Renewables have entered into a long-term agreement for supporting operations and maintenance (O&M) activities at the East Anglia Two and East Anglia Three offshore wind farms from ABP’s Lowestoft Eastern Energy Facility (LEEF).
These two initial paragraphs add a few more details.
Under the agreement, ScottishPower Renewables will utilise berths at LEEF for service operations vessels (SOVs) and crew transfer vessels (CTVs) that will serve the East Anglian offshore wind farms. The company already operates its East Anglia One O&M base in Lowestoft.
LEEF was officially opened by the UK Secretary of State for Energy Security and Net Zero in January 2025, after ABP invested GBP 35 million (almost EUR 40 million) in the port infrastructure. The facility features deep-water berths, modern utilities and future-proofed infrastructure to support shore power and alternative fuels, according to the port operator.
These are some of my thoughts
How Large Are The East Anglian Wind Farms?
There are four East Anglian Wind Farms.
- East Anglian 1 – 714 MW, which was commissioned in 2020.
- East Anglian 1 North – 800 MW, which is planned to be commissioned in 2026.
- East Anglian 2 – 963 MW, which is planned to be commission in 2029.
- East Anglian 3 -1372 MW, which is planned to be commission in 2026.
That makes a total of 3849 MW.
Where Do The Cables Come Ashore?
Google AI gives this answer to the question.
The subsea export cables for the East Anglia wind farms, including East Anglia ONE, come ashore at Bawdsey in Suffolk, where they connect to onshore cables that run underground for about 23-37 km to the Bramford converter station, near Ipswich, to join the National Grid.
I know Bawdsey well from about the late 1950s until we moved my wife and I moved our family from East Suffolk to West Suffolk in the 1990s.
These posts are two memories of Bawdsey Manor and Felixstowe Ferry on the other side of Deben, that I wrote after one of my last visits to the Deben Estuary in 2009.
It hasn’t changed much over the years.
There’s A Hole In The Bus
If you’re musical, you can sing it to the tune of the famous Harry Belafonte song.
If you not, then give us a rest, or take singing lessons.
I took this picture of the seat in front of me on the new BYD battery-electric bus this morning.
Has the stop button been nicked or has it just fallen out?
Or it could be the centuries old problem of finding good, reliable slaves?
A Nightmare Coming Home
I nearly always come home via Moorgate station, as it has good train and bus connections and I can get both the 141 and 76 buses to near my house.
- The 76 bus is my preference as it is a reliable New Routemaster.
- But the 141 bus takes me all the way home. Unfortunately, it is generally a Chinese BYD battery-electric bus.
Coming home, I arrived at the Northchurch Road in a 76 bus.
- The time was 11:29 and a text said that 141 buses were due in 1, 8, 19 and 20 minutes.
- A second text at 11:39 said that buses were due at 4 and 12 minutes.
Eventually, I got on a 141 bus at 11:44.
This is typical, as the buses don’t seem to synchronise with Transport for London’s bus reporting system.
But today in the cold weather, they have been particularly unreliable.
So I asked Google AI, if hydrogen buses are more reliable in the cold and received this answer.
Yes, studies show hydrogen fuel cell buses generally outperform battery-electric buses (BEBs) in cold weather, experiencing less range reduction because their fuel cells generate waste heat that helps warm the cabin, while BEBs must draw significant energy from the battery for heating, drastically cutting range. While BEB range can drop significantly (over 30%), hydrogen buses see a smaller dip (around 23%), making them more reliable for cold climates.
Sixty years ago, I was using nickel-cadmium batteries to make portable instruments in a chemical factory and I think that they hated the cold, but that lithium-ion solved the problem. Obviously, it doesn’t!
But I do have my suspicions about the design and build quality of these BYD buses!
Rolls-Royce Supplies mtu On-Board Power Generators For Baleària’s Electric Ferries On The Route Between Europe And Africa
The title of this post, is the same as that of this press release from Rolls-Royce.
These are the three bullet points.
- Eight mtu emergency power generators ensure power supply on two fully electric, emission-free fast ferries operated by the shipping company Baleària
- Over 11,000 kW total output as backup for electric operation
- To be used on the route between Tarifa (Spain) and Tangier (Morocco) starting in 2027
These are the first two paragraphs.
Rolls-Royce’s Power Systems division is supplying a total of eight mtu emergency power generators for two fully electric fast ferries belonging to the Spanish shipping company Baleària. From 2027, the ships will cover the 18 nautical miles between Tarifa in Spain and Tangier in Morocco using electric power, thereby opening up the first “green corridor” between Europe and Africa.
The project is considered a milestone for CO2-neutral mobility at sea and is supported by an international network of partners consisting of shipping companies, shipyards, port authorities, energy suppliers, and other companies.
Note.
- The route is only 18 nautical miles.
- Each ferry can accommodate 804 passengers and 225 cars.
- The ferries have a cruise of 26 knots.
- The project is considered a milestone for CO2-neutral mobility at sea.
- Each ship will have an installed power of 11,000 kW on both electric and diesel.
- They should go into service in 2027.
I know little about ships, but these look to be the business and I can see them sneaking silently into ports everywhere.
But AI might, so I’ll ask a few questions.
How Will Baleraia’s New Fast Ferries Handle Rough Weather?
This was replied.
Baleària’s new fast ferries, such as the Eleanor Roosevelt and Margarita Salas, incorporate advanced stabilization and hull systems designed to improve comfort and reliability in adverse sea conditions. However, as with all maritime transport, sailings can still be cancelled or delayed due to severe weather for safety. reasons.
It certainly looks like the Spaniards are going for it.
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.
The Anonymous Widower 