National Grid Starts Work On New Substation In Buckinghamshire To Power Data Centres
The title of this post, is the same as that of this press release from National Grid.
These three bullet points act as sub-headings.
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New substation site at Uxbridge Moor in Buckinghamshire will power new data centres –delivering economic growth and enabling UK digitalization
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Site to feature two SF6-free gas-insulated switchgear (GIS) substations to minimise environmental footprint
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Work comes as National Grid is planning £35 billion investment in its transmission network between 2026 to 2031
This is the first paragraph.
National Grid is starting work on its new Uxbridge Moor substation in Buckinghamshire which will connect over a dozen new data centres to its network.
This Google Map shows the current Iver substation.
The road on the left is Western section of the M25, which gives an idea of the size of the substation.
These two paragraphs give more details of the new Uxbridge Moor substation.
The requests from data centres to connect at Uxbridge Moor will require around 1.8GW of new capacity, equivalent to adding a mid-sized city to the grid on the outskirts of London. When built, it will be the largest new substation on National Grid’s network by gigawatt capacity.
The new substation site borders National Grid’s existing Iver 400kV substation in Buckinghamshire, which has reached capacity and cannot be expanded to meet the demand from data centres and other customers for connections in the area.
Nothing about the new substation appears small!
The cost of the Uxbridge Moor substation does not appear to have been disclosed by National Grid, but they do say this about their projected total spend in the next few years.
National Grid is planning £35 billion of investment between 2026 to 2031 to connect both large sources of demand such as data centres and gigafactories, and new sources of electricity generation such as wind and solar.
But then it’s not their fault, that the UK is a superb place for renewable energy and we generally speak English.
Marsh Harrier vs Brown Hare
This fascinating clip was shown on Springwatch yesterday evening.
I have observed hares for years and I have never seen anything like this.
One point to note is that hares separate their leveretts in different areas of a field and then return to feed them.
Hares and horses seem to get on well, as horses aren’t the best of feeders and leave grass a good length for hares to hide their babies.
Train Lengths Between King’s Cross and Edinburgh
If you ask Google, what is the platform length at King’s Cross station, you get the following answers.
- Platform 0 – 305 metres
- Platform 1 – 304 metres
- Platform 2 – 285 metres
- Platform 3 – 289 metres
- Platform 4 – 290 metres
- Platform 5 – 270 metres
- Platform 6 – 288 metres
- Platform 7 – 288 metres
- Platform 8 – 289 metres
- Platform 9 – 276 metres
- Platform 10 – 276 metres
This OpenRailwayMap shows the tracks linking to the eleven platforms at King’s Cross.
Note.
- The red tracks are the electrified platforms in King’s Cross.
- The two pink tracks are the Piccadilly Line underneath the station.
- Platform 0 is on the right and Platform 10 is on the left.
- The platform number is shown alongside the track.
Platform 0 is the newest platform, which opened in 2010 and also the longest at 305 metres.
Many of the trains using the station are Hitachi Class 800, 801, 802 and 803 trains, which have cars of the following lengths.
- Driving car – 25.85 metres
- Intermediate car – 26 metres
These lengths mean that individual trains have the following lengths.
- Five-car – 129.7 metres
- Nine-car – 233.7 metres
- Ten-car – Pair of five-cars – 259.4 metres
Note.
- It would appear that nine- and ten-car trains can use all platforms 0-8 in the main station.
- Platform 5 may be short at 270 metres, but Real Time Trains shows it can handle nine- and ten-car trains.
Real Time Trains doesn’t seem to show any nine- and ten-car trains using Platforms 9 and 10. Is the approach just a bit tight?
These are some further thoughts.
LNER’s New Class 897 Trains
I asked Google how long will be LNER’s new ten-car Class 897 trains. This is the answer I received.
The Class 897 train will be 218.7 meters (717 ft 6 in) long, according to Wikipedia. These trains will be ten-car units.
Have these trains been designed, so they can fit in Platforms 9 and 10 at King’s Cross and other shorter platforms, that LNER serve?
Other train classes, that could use Platforms 9 and 10 at King’s Cross include.
- Five-car Class 800, 801, 802 and 803 trains – 129.7 metres
- Five-car Class 180 trains – 116.52 metres
- Five-car Class 222 trains – 116.16 metres
- Six-car Class 717 trains – 121.7 metres
- Eight-car Class 379/387 trains – 163.12 metres
- Eight-car Class 700/0 trains – 162 metres
- Twelve-car Class 700/1 trains – 242.6 metres
Real Time Trains or my eyes have observed all these trains, except for the twelve-car Class 700 trains in Platforms 9 and 10 at King’s Cross.
It does appear that the shorter ten-car Class 897 trains improve utilisation of the platforms at King’s Cross station.
Could Twelve-Car Class 800, 801, 802 and 803 Trains Run Into King’s Cross?
Consider.
- LNER and Lumo have both said, they want to win passengers from the airlines on Anglo-Scottish routes.
- Extra paths on the East Coast Main Line are at a premium and hard to come by.
In Do Class 800/801/802 Trains Use Batteries For Regenerative Braking?, I found this extract in a Hitachi document on their web site.
To simplify the rearrangement and management of train configurations, functions are provided for identifying the train (Class 800/801), for automatically determining the cars in the trainset and its total length, and for coupling and uncoupling up to 12 cars in
normal and 24 cars in rescue or emergency mode.
So if say LNER or Lumo wanted a twelve-car train, it would be possible. It also looks like one twelve-car train can rescue another.
Train lengths would be as follows.
- Five-car Class 800, 801, 802 and 803 trains – 129.7 metres
- Six-car Class 800, 801, 802 and 803 trains – 155.7 metres
- Nine-car Class 800, 801, 802 and 803 trains – 233.7 metres
- Twelve-car Class 800, 801, 802 and 803 trains – 311.7 metres
- Twelve-car – Pair of six-car Class 800, 801, 802 and 803 trains – 311.4 metres
As Platform 0 is 305 metres and Platform 1 is 304 metres, I suspect that King’s Cross station could accept twelve-car formations of Hitachi Class 800, 801, 802 or 803 trains, with fairly minor modifications.
But what about other stations?
Berwick-on-Tweed
Both platforms are around 233/234 metres, so twelve-car trains couldn’t call, unless the platforms were lengthened.
Bradford Forster Square
From the pictures, that I took in Bradford Forster Square Station – 20th May 2025, of a pair of LNER five-car trains, I suspect that the new Platform 0 and the extended Platform 1 will accept twelve-car trains, or could easily be modified.
Darlington
Both platforms, where LNER call are over 350 metres long, so Darlington can handle twelve-car trains.
Doncaster
Doncaster has four long platforms and I am fairly sure, the station could be easily modified to handle twelve-car trains.
Durham
Both platforms are over 260 metres, so twelve-car trains couldn’t call, unless the platforms were substantially lengthened.
Edinburgh Waverley
Platform 5 and 6 at Edinburgh Waverley station were both lengthened to 275 metres to accept ten-car LNER trains in 2016. I suspect more lengthening will be needed.
Leeds
Platforms 8 and 11 at Leeds station are both over 320 metres, so should be long enough to accept twelve car LNER trains.
Newark Northgate
Platforms 1 and 2 at Newark Northgate station are only 133 metres. Some platform lengthening would be needed for twelve-car trains to be able to call.
Newcastle
Platforms 2, 3 and 4 at Newcastle station are 362, 304 and 268 metres respectively. I believe with small improvements, that the station could be easily modified to handle twelve-car trains.
Northallerton
Both platforms are around 261/270 metres, so twelve-car trains couldn’t call, unless the platforms were lengthened.
Peterborough
Platforms 3, 4 and 5 at Peterborough station are only 265 metres. Some platform lengthening would be needed for twelve-car trains to be able to stop.
Wakefield Westgate
Both platforms at Wakefield Westgate station are only 255 metres. Some platform lengthening would be needed for twelve-car trains to be able to stop.
York
Four platforms at York station are over 315 metres.
Could A Twelve-Car Class 800, 801, 802 and 803 Trains Run Between King’s Cross And Edinburgh?
This would surely be the ultimate competition for the airlines.
Consider.
- It would use a single twelve-car Hitachi train or a pair of six-car trains.
- It could be fitted with batteries, so it could use the Great Northern and Great Eastern Joint Line diversion, through Lincoln, when there is engineering works or overhead wiring troubles.
- It would use either Platform 0 or Platform 1 at King’s Cross.
- It would use a lengthened platform at Edinburgh.
- Peterborough, Doncaster, York, Darlington and Newcastle could be possible stops.
- I estimate an LNER layout would carry 696 Standard Class and 86 First Class passengers.
- I estimate that a Lumo layout would carry 965 Standard Class passengers.
Note that an Airbus A321neo single-aislr airliner can carry 244 passengers.
Did Plans For Crossrail Ever Include A Station At Holborn?
I have only one North-South bus route, where I live.
The 141 bus connects Palmers Green and London Bridge station.
- The 141 bus was the replacement for the 641 trolley bus, which was the main link between Wood Green, Turnpike Lane and Harringay, and the City of London, when I was a child.
- The vehicles are up to ten years old Wrightbus diesel hybrids.
- The route suffers badly from overcrowding as it connects, Bank and Moorgate stations in the City of London, with the outer reaches of the Piccadilly Line.
The overcrowding on the 141 bus route has got worse in the last couple of years because of the following.
- The rebuilding of London Bridge station brought more passengers to the 141 bus route.
- The opening of the new London Bridge bus station at London Bridge station has improved access to the buses at London Bridge station.
- The improvement of the connection of the buses to the Docklands Light Railway, Central Line and Northern Line at Bank station.
- The opening of the Battersea branch of the Northern Line, which brings more passengers to Bank station.
- The opening of the new Cannon Street entrance to Bank Underground station.
- The opening of the Elizabeth Line through Moorgate station.
- Recently, a new walking route between Moorgate and Liverpool Street was opened, which will bring more passengers to the buses on Moorgate.
- The rebuilding of Old Street station brought more passengers to the 141 bus route.
So what was the response of the Mayor and Transport for London, to all this increase of passenger numbers?
The 21 bus, which shadowed the 141 route, and doubled the number of buses through where I live, was moved to serve Holloway.
It was a big crime against mathematics and the wishes of our long-serving Labour MP; Meg Hillier.
So to handle many more passengers between London Bridge station and Newington Green through the City of London, the number of buses was halved.
I believe that the overcrowding will get worse because of the improvements, that Transport for London have planned.
- The Piccadilly Line will be getting new air-conditioned trains within a couple of years and these will inevitably attract more passengers to the line.
- On the other hand the air-conditioning may persuade passengers to use the Piccadilly Line more than they do now. Instead of changing to the 141 bus at Manor House station, passengers could change at Finsbury Park, King’s Cross St. Pancras or Holborn stations for other routes to the City of London.
- The third line to receive the new air-conditioned trains will probably be the Central Line, which would create another East-West air-conditioned line and bring more passengers to Bank station.
- The Central Line could give some relief for the buses through Bank, if an extra station was built on the Central Line to interchange with Shoreditch High Street station on the East London Line of the London Overground.
- The fourth line to receive the new air-conditioned trains will probably be the Waterloo and City Line, which would create another air-conditioned line and bring more passengers to Bank station.
- It is likely, that more services will be added to the Elizabeth Line, which will bring more passengers to Moorgate station.
- It is likely, that more services will be added to the Northern City Line, which will bring more passengers to Moorgate station.
- The Mayor is also planning to pedestrianise Oxford Street, which may fill up the Central Line with extra passengers.
It looks to me, that there will be a need for a large increase of bus capacity through the City of London on a North-South axis.
On the other hand, the City of London have stated that they will pedestrianise many of their streets.
So what can be done to avoid gridlock in the City of London?
Develop The Northern City Line At Moorgate
I use this route regularly to and from Moorgate station.
- It already has new Class 717 air-conditioned trains.
- The route is already digitally signalled in conjunction with the East Coast Digital Programme.
- It has two platforms at Moorgate station.
- Highbury & Islington station has interchanges with the Victoria Line and the North and East London Lines of the London Overground.
- Finsbury Park station has interchanges with the Victoria Line and National Rail services.
- Bowes Park station has an out of station interchange with Bounds Green station on the Piccadilly Line.
- Step-free access needs improving.
- The Victorians had plans to extend the line to Lothbury near Bank station.
If the Northern City Line could handle more passengers, would passengers get to all parts of the City of London by changing at Finsbury Park and walking from Moorgate or Old Street stations?
I regularly go between my house and Moorgate, by taking a bus to Essex Road station and using the Northern City Line.
I believe that with improvements on the Northern City Line, the line could be turned into a very valuable part of London’s rail infrastructure.
Connect The Central Line And The East London Line At Shoreditch High Street Station
I wrote about this proposal in Will Shoreditch High Street Be Connected To The Central Line?
The Elizabeth Line needed to be completed before this could be started.
Build The Western Extension Of The Docklands Light Railway
I wrote about this proposal in The Bank Station Upgrade And The Western Extension Of The DLR.
Rebuild Holborn Station
The interchange between Piccadilly and Central Line at Holborn station is difficult to say the least.
Holborn station is being extended with a new entrance. As with Euston, I suspect it has been designed with a feasible place for DLR platforms to be added.
This document on the TfL web site, gives more details of what is proposed at Holborn station.
I extracted this visualisation of the proposed station.
This map from carto.metro.free.fr shows the lines in the through and around the station.
.Note, the Elizabeth Line, which is shown by dotted lines passes to the North of the station.
Conclusion
Not all these improvements need to be done, but each would improve transport in the City of London.
Silvertown Tunnel Easing Congestion, TfL Says
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
Transport for London (TfL) has shared the first insights about the impact on traffic of the new Silvertown Tunnel, as part of commissioner Andy Lord’s latest report to the TfL Board.
These two initial paragraphs gives a summary of about three weeks traffic.
Analysis of data between 21 April and 11 May shows the Silvertown and Blackwall tunnels are being used by an average of about 88,000 vehicles on a typical weekday. Of these, about 20,000 are using the Silvertown Tunnel.
Before the tunnel opened on 7 April, about 100,000 vehicles used the Blackwall Tunnel on weekdays.
TfL are claiming that this 12,000 drop in traffic is helping to ease congestion.
Logically, a drop in traffic will ease congestion, but the BBC article also says this.
However, it said it was aware of some increased traffic volumes at other river crossings, including the Woolwich Ferry.
The only other river crossings in the area are the Rotherhithe Tunnel and the Woolwich Ferry, both of which are free to all users.
So is the drop in traffic through the Blackwall and Silvertown Tunnels, due to drivers objecting to paying a toll and taking a free route instead?
On The Buses
The BBC article says this about bus passengers.
Mr Lord’s report also provided ridership data about the three bus services that operate through both tunnels: the new Superloop SL4, the extended route 129 and the 108, which already ran through the Blackwall Tunnel before 7 April.
Across the routes there is a daily average of more than 20,000 passengers making use of these services, of which typically about 7,000 are crossing the river using one of the two tunnels. In March 2025, there were about 2,700 crossings a day made using route 108.
The increase in bus passengers is not surprising.
Before the opening of the Silvertown Tunnel, there was just this bus service through the Blackwall Tunnel.
- London Bus 108 – Stratford and Lewisham via North Greenwich.
This has now been joined by, these bus services through the Silvertown Tunnel.
- London Bus 129 – Great Eastern Quay and Lewisham via City Airport and North Greenwich.
- London Bus SL4 – Canary Wharf and Grove Park via East India, Blackheath and Lee.
Note how the buses call at rail stations, an airport and other important traffic interchanges.
In Could The Silvertown Tunnel Handle More Buses?, I asked if buses through the Silvertown Tunnel should be increased?
Given that traffic through the combined Silvertown/Blackwall complex has dropped by 12,000 vehicles per day, that must leave space for a few buses or coaches.
- Assuming, that one bus or coach takes up the space of four cars, that would be space for 3,000 buses/coaches per day.
- Also assuming the bus and coach services are run on a twenty-four hour basis, that would be 125 buses/coaches per hour.
If the bus and coach services ran every ten minutes, that would say, there is space in the tunnel for up to a dozen new bus or coach routes.
There could develop a virtuous circle and feedback loop, which drives the tunnel to a state of equilibrium, where traffic grows through the tunnels, until it is maximised.
Consider.
- Research shows a bus route from A to B through the tunnel would attract passengers.
- Drivers and their passengers decide that on balance a bus ride is more convenient, no slower and more affordable than driving.
- Congestion charges and other charges for non-electric vehicles will play their part.
- Green issues will also will play their part.
- Fewer cars will use the tunnels.
- Increasing tunnel charges will only drive more car users to the buses.
- More free space in the tunnel, will allow more bus and coach routes.
- More bus and coach routes will attract drivers from their cars.
Eventually, equilibrium will be reached.
A similar effect happens, when a new bypass is opened and as if by magic it fills up.
When it happens with train services I call it, London Overground Syndrome.
On Your Bike
The BBC article says this about cyclists.
There is also a cycle shuttle service, enabling cyclists to take their bikes free of charge on a bus through the Silvertown Tunnel. TfL said some 100-150 people were using it on a typical day.
While this is below its capacity, TfL believes usage will grow as cyclists adapt their routes to benefit from this safer crossing option.
When I used to cycle around London in the 1970s, I never cycled under the Thames, but I did generally cycle as fast as I could across the city. I wouldn’t have put my bicycle on a free bus.
So, is this why the cycle shuttle service is below capacity?
The BBC article says this.
TfL believes usage will grow as cyclists adapt their routes to benefit from this safer crossing option.
I believe, that if TfL should ever charge for the cycle shuttle service, they’d kill it.
In my opinion, they’d be better off providing secure bike parking, but even some of that seems lightly used.
Tunnel Performance
The BBC article says this about tunnel charging and performance.
TfL said it intended to publish quarterly factsheets on the operational performance of the tunnels’ toll scheme.
This will include information about how many people pay the charge, the compliance rates for vehicles using the tunnels and the number of Penalty Charge Notices that are issued.
The first of these factsheets will be published later this year, but initial data shows that compliance has steadily increased, with about 90% of motorists either paying a charge or benefiting from an exemption.
Surprisingly, so far, I haven’t met anybody who has driven through the Silvertown Tunnel, except for a couple of bus drivers.
Lumo To Expand Scotland’s Rail Network With New London-Stirling Rail Route From Spring 2026
The title of this post is the same as this news item from Lumo.
These three bullet points act as sub-headings.
- Lumo has secured a new route connecting Stirling with London Euston, launching as early as Spring 2026, offering passengers five daily affordable services.
- The announcement comes as Lumo hosted a special event at Holyrood attended by MSPs and Scotland’s MPs, spotlighting Lumo’s contribution to enhancing rail connectivity for previously underserved communities in Scotland.
- The route will provide first-ever direct services to London for Whifflet, Greenfaulds, and Larbert, further boosting economic opportunities and travel options in Scotland.
This first paragraph adds some more details.
Lumo, the UK’s leading Open Access rail operator, today announced it has secured five Class 222 six-car trains for its forthcoming route between London Euston and Stirling, beginning as early as Spring 2026. This expansion aims to enhance travel choice and connectivity for passengers along the central belt of Scotland both to England and to Stirling, offering five daily services with the operator renowned for affordability and efficiency.
I have some thoughts.
What Is The Complete Route?
This is the complete route.
Lumo’s new route will link London Euston directly to Stirling, also calling at Milton Keynes, Nuneaton, Crewe, Preston, Carlisle, Lockerbie, Motherwell, Whifflet (serving Coatbridge), Greenfaulds (serving Cumbernauld) and Larbert.
It is fully-electrified and can support 125 mph running most, if not all, of the way.
There Are No Six-Car Class 222 Trains
Consider.
- Currently, five-car Class 222 trains seat 192 in Standard Class and 50 in First Class.
- Currently, seven-car Class 222 trains seat 236 in Standard Class and 106 in First Class.
- Lumo’s five-car Class 803 trains set 402 in Standard Class.
- Lumo’s trains have no First Class.
I estimate that a six-car Class 222 train, with all Standard Class seating would accommodate not far off the 402 seats of one of Lumo’s bog-standard Class 803 trains.
Having identical numbers of passengers on the two fleets, must surely bring operational advantages.
- A six-car Class 222 train could replace a five-car Class 803 train or vice-versa, if Lumo were short of trains.
- Class 222 trains are able to take the Great Northern and Great Eastern Joint Line and other diversions during times of engineering works.
- The Class 222 trains would be able to run between Euston and Rochdale.
- The Class 222 trains might be useful for developing services on routes without electrification.
In the future, a six-car Class 222 train could be directly replaced in Lumo’s fleet by a five-car battery-electric Class 803 train.
The Class 222 Trains Are Diesel-Powered
All the noise and vibration could be a problem, but if I am right about the interchangeability of the two fleets, then this gives some advantages too.
- Earlier delivery of Class 222 trains, than new Class 803 trains, may enable Lumo to start services between Euston and Stirling at an earlier date.
- Earlier delivery of Class 222 trains, may allow selective withdrawal of Class 803 trains for updating.
- A mixed fleet of diesel and electric trains may be able to run more services during engineering works, by using diversion routes without electrification.
- Short route extensions to Dundee or Perth could be tried to assess demand.
There could be some good reasons to get the Class 222 trains into service sooner rather than later.
Will The Diesel Class 222 Trains Be Replaced By Battery-Electric Class 803 Trains?
Although London And Edinburgh By Lumo Using the Joint Line Diversion, was also about Lumo’s proposed Euston and Rochdale service, it was mainly about using battery power to use the Great Northern and Great Eastern Joint Line to avoid engineering works or wiring problems.
Both train types have the following abilities.
- Ability to go between Stirling and Euston via the West Coast Main Line.
- Ability to go between Rochdale and Euston via the West Coast Main Line.
- Ability to go between Stirling and King’s Cross via the East Coast Main Line.
- Ability to go between Edinburgh and King’s Cross via the East Coast Main Line.
- Ability to handle the Great Northern and Great Eastern Joint Line on their own power.
- Ability to handle diversions of up to around a hundred miles on their own power.
As Lumo’s new battery-electric Class 803 trains are delivered, Lumo’s two Anglo-Scottish routes and the one to Rochdale can go all-electric.
Can Lumo Trains Run As Pairs?
I’ve not seen or heard if Lumo have done this, but as I wrote in Ten-Car Hull Trains, I’ve seen Lumo’s sister company Hull Trains run ten-car trains.
As Wikipedia says that both Class 222 and Class 803 trains can run in multiple formations with other trains from the same class, I have to assume it is possible, providing the Fat Controller agrees to the practice.
Has Heidi Alexander Really Said Yes?
After the launch at Holyrood, in front of MSPs and Scottish MPs, it would now be difficult to say No!
But then there’s a by-election to the Scottish Parliament in Hamilton, Larkhall and Stonehouse on Thursday.
Is Lumo’s new route an easy drive from the constituency? A Scot, who has worked in the area said Yes!
Conclusion
I like FirstGroup’s plan to create a diesel fleet to introduce new services and back up their current ones, until the new battery-electric Class 803 trains are delivered.
Elon Musk’s Starlink Lined Up To Solve Train Wi-Fi Rage
The title of this post, is the same as that, as this article on the Telegraph.
This is the sub-heading.
Using the billionaire’s network of satellites could help rail passengers make reliable phone calls
These two paragraphs give more details.
Elon Musk’s Starlink satellites are being looked at as a potential solution to solving the issue of patchy Wi-Fi on Britain’s trains.
Train operators in England and Wales are examining whether the satellite-based internet provider could be used to boost connectivity after a six-month trial of the technology began in Scotland last month.
I don’t see any obvious technical reason, why not the technology wouldn’t work.
This Wikipedia entry describes the 2024 Talerddig Train Collision, when two trains collided on the Cambrian Line.
Better communications might have helped in avoiding or sorting out the incident.
Exercise ‘Better Than Drugs’ To Stop Colon Cancer Returning
The title of this post, is the same as that of this article in The Times.
This is the sub-heading.
First study of its kind finds that an ‘exercise prescription’ can reduce the chances of colon cancer patients dying from a relapse by a third
These first two paragraphs add more detail.
Exercise can be “better than a drug” for reducing the risk of cancer returning, a study has found.
Patients with advanced colon cancer who received an “exercise prescription” after finishing their cancer treatment were found to be a third less likely to die from the disease.
I find these findings from the The CO21 Challenge trial, partially funded by Cancer Research UK’s Stand Up To Cancer fund, rather remarkable.
The research was led by Christian Booth, of Queen’s University in Canada, which illustrates the international nature of medical research.
On a third reading of the article, I noticed the full implications of this paragraph.
Alongside benefits for colon cancer, Booth said that fewer patients in the active group went on to develop breast cancer, suggesting that there may be an effect on other cancer types too. Of those who received an exercise prescription, only two went on to develop breast cancer, compared with 12 in the control group.
This could be a very significant study, that changes the treatment of cancer.
The Show Must Go On
It looks like someone tried to ram-raid the Scribbler shop at The Angel.
But they were still open for business.
Mind The Step At Warren Street Station
This warning message is at Warren Street station.
I sometimes miss these single steps due to my poor eyesight from my stroke, but the message alerted me, as I was coming out of the station.
I find it funny, that I will more usually trip going down stairs, rather than up.
But then rabbits and hares are more likely to take a tumble going downhill.
They also tend to run uphill, when they sense danger.
The Anonymous Widower 