Does Scotland Have A Plan To Build A Railway With Invisible Electrification?
There is an article in Rail Technology Magazine, which is entitled £20m Upgrade Secures Future Of Scotland’s First Electrified Railway.
This is the sub-heading.
A £20 million investment is underway to renew overhead power infrastructure on Scotland’s original electrified railway, safeguarding one of the country’s most operationally critical commuter networks for decades to come.
These two paragraphs give more details.
The programme focuses on key sections of the North Clyde lines, which operate from Helensburgh, Balloch and Milngavie through Glasgow’s west end and low‑level stations. As the busiest suburban railway outside London, the corridor plays a pivotal role in keeping Scotland’s wider rail network moving.
First electrified in 1960, the North Clyde routes marked the beginning of modern rail travel in Scotland. More than six decades on, that early investment continues to influence today’s network, underpinning electric services on routes including East Kilbride and Barrhead, with further electrification projects progressing across Fife and the Scottish Borders.
Surely at over 65-years-old, the electrification needs pensioning off and replacing with the best that the mid-2020s can provide.
This OpenRailwayMap shows the 1960s electrification.
Note.
- The red tracks are electrified with 25 KVAC overhead electrification.
- The black tracks are not electrified.
- Helensburgh Central station is in the North-West corner of the map and marked with a blue arrow.
- The City of Glasgow is in the South-East corner of the map.
- The branch going North in the middle of the map terminated at Balloch station.
- Milngavie station is the terminus of the branch going North from the Glasgow area.
- The circular pink track is the Glasgow Underground.
I wonder if this is the start of a cunning Scottish electrification extension , that has been designed by Baldrick’s Scottish cousin?
Onward From Helensburgh
This OpenRailwayMap shows the tracks North of Helensburgh.
Note.
- The red tracks are electrified with 25 KVAC overhead electrification.
- The black tracks are not electrified.
- Helensburgh Upper station is in the South-East corner of the map and marked with a blue arrow.
- The two electrified lines from Glasgow to Helensburgh Central and Balloch stations are just visible in red.
- Oban station is at the Western end of the first branch line going North.
- Mallaig station is at the Western end of the first branch line going North.
- Helensburgh Upper and Oban stations are 76.1 miles apart.
- Mallaig station is at the Western end of the second branch line going North.
- Helensburgh Upper and Mallaig stations are 137.5 miles apart.
- The Mallaig branch also goes through Fort William station.
- Helensburgh Upper and Fort William stations are 97.4 miles apart.
- There is a Caledonian Sleeper that runs both ways between Helensburgh Upper and Fort William stations, which is hauled by a Class 66 diesel locomotive.
- There also appear to be paths for MOD trains hauled by GB RailFreight.
I feel that at some point in the next ten years, battery-electric trains or hydrogen locomotives, will be taking passengers and/or cargo to Cruachan, Fort William, Mallaig and Oban.
- Battery-electric trains and battery locomotives will charge their batteries between Helensburgh Upper and Glasgow at the Southern end of the route.
- Battery-electric trains and battery locomotives will charge their batteries at terminal stations at the Northern end of the route, using offshore wind power.
- Hydrogen trains and locomotives would probably fill up in the Glasgow area.
It could be a zero-carbon line. What would be the effect of a zero-carbon line on tourism?
Could Class 99 Locomotives Be Used On The Caledonian Sleeper?
Ever since the Class 99 locomotive was announced, there has been speculation, that these powerful bi-mode locomotives could handle the routes without an engine change.
I asked Google AI the question in the title of this section and received this reply.
Yes, Class 99 locomotives could eventually be used on the Caledonian Sleeper, as the bi-mode locomotives were designed with potential passenger use in mind. However, the standard Class 99 models cannot currently pull the sleeper trains off-the-shelf and would require specific modifications to do so.
The main factors influencing their deployment on the route include:
Equipment Needs: To haul sleeper carriages, the locomotives must be fitted with Electric Train Supply (ETS/ETH) to power lighting, heating, and air conditioning, as well as specific Dellner couplers to mate with the modern Mk5 carriages.
Sub-Class Fleet Order: While GB Railfreight (GBRf) ordered 30 Class 99s, the standard versions have a top speed of 75 mph (intended strictly for freight).
A specific sub-class (the 99/4) has been proposed to include passenger-standard acceleration, higher speeds of 100 mph to fit into existing timetable paths, and the required ETS equipment.
Bi-Mode Flexibility: Because they operate as bi-mode (using 25kV overhead electric wires and an onboard diesel engine), Class 99s could potentially run the entire route—from London to the Scottish Highlands—without requiring a locomotive change at electrified/non-electrified boundaries.
In Cummins Fuel-Agnostic X Series Platform, there is a Cummins video, which explains their philosophy of building engines that can run on diesel, hydrogen or natural gas.
With those engines, Class 99 locomotives could take the Caledonian Sleeper, or any other luxury or heavy freight train for that matter, anywhere.
At Least 90 Dead In Chinese Coal Mine Explosion, State Media Reports
The title of this post, is the same as that as this article on the BBC.
This is the sub-heading.
At least 90 people have been killed in a coal mine blast in northern China, according to the country’s state media.
These two paragraphs add more detail.
The gas explosion happened at the Liushenyu Coal Mine, run by the Tongzhou Group, in Shanxi Province.
Hundreds of rescuers have been sent to the site. Footage from state media showed paramedics carrying stretchers at the site, with ambulances in the background. More than 100 people are said to have been taken to hospital, with rescue work at the site still under way.
It does seem that if you deep mine coal, you are going to get accidents. Does Opencast Coal Mining Have Less Accidents?
I asked Google AI, my question in the previous line and received this answer.
Yes, opencast (or open-pit) coal mining generally experiences significantly fewer fatal accidents than underground mining.
The primary reasons for this include better natural ventilation, better visibility, easier evacuation routes, and the absence of high-risk confined-space hazards like cave-ins, roof collapses, and toxic gas accumulations.
However, while fatal and catastrophic accidents are rarer, opencast mining introduces its own set of occupational risks:
Heavy Machinery Incidents: The use of massive excavators and haul trucks means that collisions, vehicle rollovers, and reversing accidents are leading causes of injuries.
Slope and Bench Failures: Unstable pit walls or overburden dumps can collapse, resulting in severe equipment damage and worker injuries.
Blasting Hazards: Routine use of explosives carries inherent risks, such as accidental detonation and flying rock (flyrock).
Environmental & Dust Exposure: Workers in open-cast mines can be heavily exposed to respirable silica and coal dust, which poses long-term respiratory health risks like pneumoconiosis.
It appears to me, that if you want to work in mining, you’re best option is probably to work for someone like JCB making mining equipment.
Conclusion
But then some countries put a lower value on human life than others.
I believe that what finished deep coal mining in the UK was the Aberfan Disaster in 1966, which is described in this Wikipedia entry. This is the first paragraph.
The Aberfan disaster (Welsh: Trychineb Aberfan) was the catastrophic collapse of a colliery spoil tip on 21 October 1966. The tip had been created on a mountain slope above the Welsh village of Aberfan, near Merthyr Tydfil, and overlaid a natural spring. Heavy rain led to a build-up of water within the tip which caused it to suddenly slide downhill as a slurry, killing 116 children and 28 adults as it engulfed Pantglas Junior School and a row of houses. The tip was the responsibility of the National Coal Board (NCB), and the subsequent inquiry placed the blame for the disaster on the organisation and nine named employees.
Let the Aberfan Disaster be a warning from the Welsh Valleys of the dangers of coal mining.
It is the sixieth anniversary of the Aberfan Disaster this year, so should an appropriate international ceremony be held to press home to the world, that coal mining is a disaster for the whole human race and all the other species we share our planet with.
Are Centrica Entering The Bunkering Market For Low-Carbon-Fuelled Ships?
I asked Google AI, the question in the title of this post and received this answer.
Yes, Centrica is actively entering the low-carbon shipping fuel market, specifically by strengthening its ability to supply bio-LNG (liquefied natural gas) for the shipping industry.
Key developments in 2026 indicate a strategic push into this sector:
Bio-LNG Expansion: Centrica Energy has strengthened its bio-LNG bunker fuel offering through ISCC certification.
Strategic Partnerships: Centrica is supporting Gasrec in the UK to supply bio-LNG and bio-CNG to fleets, and is investing in large-scale carbon storage at Morecambe Bay, which can serve shipping.
Decarbonisation Focus: This move aligns with Centrica’s target to become a net-zero business by 2040 and to support customer emission reductions.
This could be a nice little business.
‘I Get To Work On The Most Scenic Railway Line In The World’
The title of this post, is the same as that of this article on the BBC. It is a quote from someone in the BBC article.
This is the sub-heading.
Have you heard the one about the railway line that was threatened with closure, so lots of people started using it and it was saved?
These three opening paragraphs add some detail to the story.
Welcome to the Settle to Carlisle line, the quirky steel road through some of Britain’s most magnificent countryside.
The line starts in Leeds and passes through Shipley and Skipton, but it is the section between North Yorkshire and Cumbria that is world-famous for its views.
Heading north from Settle, the peak of Pen-y-Ghent soon looms large, with Whernside and Ingleborough following a few miles later.
The saving of the line in the 1980s, is one of those classic British tales of a fight against bureaucracy, which like all these tales involved a dog, who gets a heroic mention in the BBC article.
In the next few sections, I will detail how improvements to the rail infrastructure between Bradford, Carlisle, Lancaster, Leeds have gradually developed the rail infrastructure, so that the Settle and Carlisle Line can play an increasing part in improving the economic outlook for a large area of England.
Is The Settle And Carlisle Line In Good Condition?
Google AI gives this answer to the question in the title of this section.
Yes, the Settle-Carlisle line is in good, operational condition and is considered a vital, well-maintained part of the National Rail network.
Despite a history of threatened closures and past structural issues, major investments have secured its future, and it currently carries over 1.2 million passengers a year.
Here is the current status of the line as of early 2026:
Infrastructure Condition: Following significant repairs, including a major £2.1 million project on the Ribblehead Viaduct completed in 2021 and extensive work at Eden Brows (2017), the line’s 14 tunnels and 22 viaducts are in good condition.
Active Usage: It is regularly used by Northern passenger services and is a designated diversionary route for mainline express trains when the West Coast Main Line is closed.
Operational Status: The line is fully operational, featuring regular commuter services, tourist trains, and steam heritage charter trains.
Safety & Upgrades: While it is a historic line, the infrastructure is deemed safe.
Occasional, isolated issues (like the 2022 freight derailment near Carlisle) have been managed with swift repairs.As of early 2026, the line is heavily used, with special passenger services and 150th-anniversary celebrations planned.
It’s probably in better condition, than many houses in the UK.
What Is The Operating Speed Of The Settle And Carlisle Line?
Google AI gives this answer to the question in the title of this section.
The Settle and Carlisle Line generally operates at a maximum speed of 60 mph/97 km/h.
While historically faster, this 60 mph limit is standard for modern passenger and freight services on the route.
Usage Examples and ContextPassenger Services: Northern Rail and various chartered services, including the scenic “Staycation Express” HST 125, operate along the route.
Freight: The line is used for heavy freight, including oil, timber, and cement trains.
Diversions: The line is frequently used as a, albeit slower, alternative route (approx. 2.5 hours for Leeds-Carlisle) during major West Coast Main Line (WCML) closures.
Scenic Tourism: The line is renowned as one of England’s most scenic, carrying over a million travelers annually, with notable sights like the Ribblehead Viaduct.
The Settle And Carlisle Line Is Well Connected To The Rail Network At The Northern End
This OpenRailwayMap shows how the line connects to the West Coast Main Line and the Tyne Valley Line, to the South of Carlisle.
Note.
- Electrified lines are shown in red and lines shown in black are not electrified.
- The electrified West Coast Main Line runs diagonally across the South-West corner of the map.
- The blue arrow on this line, indicates Carlisle station.
- The Northernmost of the two black cross lines is the Tyne Valley Line between Carlisle and Newcastle.
- The Southernmost of the two black cross lines is the Settle And Carlisle Line, which goes South to Settle, Bradford Forster Square, Leeds and Settle stations.
- The line going South-West joins the Cumbrian Coast Line, which joins the West Coast Main Line at Carnforth.
It does appear that the junction South of Carlisle is very comprehensive and allows very flexible routing.
The Settle And Carlisle Line Is Well Connected To The Rail Network At The Southern End
This OpenRailwayMap shows how the line connects to the West Coast Main Line and the Tyne Valley Line, to the North of Skipton.
Note.
- Electrified lines are shown in red and lines shown in black are not electrified.
- The blue arrow on this line, indicates Bradford Forster Square station.
- The fully-electrified Leeds station is in the South-East corner of the map. You can just pick out the ee of the name.
- The electrified Leeds-Bradford Line connects Bradford Forster Square and Leeds station via Shipley station and its triangular junction.
- The electrification continues in a North-Westerly direction as far as Skipton, where the red track stops.
- Electric intercity trains can run from London to Leeds, Bradford Forster Square and Skipton.
- Self-powered intercity trains can also run from London to Harrogate, which is on the line without electrification, that runs North from Leeds.
- Leeds receives a London service of two trains per hour (tph).
- Bradford Forster Square station receives a London service of one train per two hours (tp2h) via Leeds.
- Harrogate station receives a London service of 1 tp2h via Leeds.
- Skipton station receives a London service of one train per day (tpd) via Leeds.
The Leeds-Bradford area gets a frequent service to London and the South.
This OpenRailwayMap shows how the Settle and Carlisle Line connects to the electrification at Skipton.
Note.
- Electrified lines are shown in red and lines shown in black are not electrified.
- The only electrified lines on the map are at Skipton station in the South-East corner of the map.
- The blue arrow on this line, indicates Settle station.
- Skipton and Settle stations are 15.2 miles apart.
- Settle and Carlisle are 71.5 miles apart.
To bridge the gap in the electrification between Carlisle and Skipton, trains will need to be able to run 86.7 miles on their own power.
Bridging The Carlisle And Skipton Gap
But once the train gets to Carlisle or Skipton, the train will have the luxury of 25 KVAC overhead electrification to both power the train and charge any batteries.
In my opinion, there are three intercity trains coming into service, that could handle an 86.7 mile gap in electrification.
- East Midland Railways’s Class 810 train, which is a diesel bi-mode with lots of power, which is described in this Wikipedia entry.
- LNER’s Class 802 trains, which currently is a diesel bi-mode, that Hitachi could convert into a Hitachi Intercity Battery Train, which is described on this Hitachi web site.
- LNER’s Class 897 trains, which is a diesel tri-mode, that CAF are building in Spain and Wales, which is described in this Wikipedia entry.
In How Far Will A Hitachi Intercity Battery Train Travel Without Using The Electrification?, I answer the question for both Hitachi and CAF trains.
Surprisingly, I got the answer of a range of 120 miles for both the Hitachi and CAF trains. But could it be that Network Rail and the train companies wanted a range of 120 miles to electrify the UK rail network and so a 120 mile battery range was in the specification.
My estimate of 120 miles for Hitachi’s trains, was also confirmed by the company.
Bridging The Gaps
Some other distances, where gaps must be bridged include.
- Sheffield and South Wigston – 69.4 miles
- Holyhead and Chester – 84.4 miles
- Exeter and Basingstoke – 124,3 miles
- Fishguard Harbour and Cardiff Central – 119.1 miles
- Aberystwyth and Shrewsbury – 81.5 miles
- Bristol Temple Meads and Newbury – 70.8 miles
- Inverness and Aberdeen – 108.3 miles
- Carlisle and Glasgow Central via Dumfries – 115.9 miles
- Hereford to Didcot Junction – 96.9 miles
120 miles could be a good fit.
Could it be that that distance was the range of a steam locomotive on a full load of water?
The Updating Of Bradford Forster Square Station
This is now a four-platform station, with two platforms able to take a pair of 5-car Hitachi or the new CAF 10-car Class 397 trains.
In Bradford Forster Square Station – 20th May 2025, I describe and show pictures of the updated station.
Bradford Forster Square station now gets seven trains per day to and from London King’s Cross via Leeds.
This article on the BBC, which is entitled New Platform’s Opening Gives Bradford More Trains has this sub-heading.
A new £35m platform at Bradford’s Forster Square Station has opened – boosting rail services in the city
£35million seems a lot of money to spend to just increase the number of services between King’s Cross and Bradford, even though 2025 was the year that Bradford was UK City of Culture, but there may be valid reasons to create a new route between London and Scotland, using the Settle and Carlisle Line.
- The Settle and Carlisle Line is one of the UK’s most famous scenic routes with 20 viaducts, 14 tunnels and countless beautiful vistas along its 72 mile track.
- You put the Mona Lisa on display, not in a store.
- LNER now has battery-electric bi-mode trains, with CAF tri-mode trains due to enter service in 2028, that can both handle the 86.7 mile gap in the electrification in silence.
- The CAF trains have extra diesel power, about which CAF is not disclosing much. This to me, suggests some innovative use.
- There appear to be no flights between Leeds/Bradford Airport and Scotland.
- There appear to be no direct trains between Glasgow and West Yorkshire.
- A direct train between Glasgow and Leeds and Bradford Forster Square would add additional connectivity between Scotland and Yorkshire.
- With the cancellation of High Speed Two, we need more train paths between London and Scotland.
- Decarbonisation of aviation is difficult, but replacing fossil-fueled planes with zero-carbon trains is easier.
- A single Class 897 train can carry 569 seated passengers, which is about 3.5 times the capacity of a single Airbus A320.
- The proposed Leeds Metro would bring passengers to the new service.
- Leeds and Bradford could see an upturn in tourism.
I also think the line will not be lightly used due to its iconic status.
How Would A Leeds/Bradford And Scotland Service Call At Bradford Forster Square Station?
- Bradford Forster Square station now gets seven trains per day to and from London King’s Cross via Stevenage, Newark Northgate, Doncaster, Wakefield Westgate, Leeds and Shipley.
- There is one fewer train on Sunday.
- There is a triangular junction at Shipley station, which connects the three electrified lines to Leeds, Bradford Forster Square and Skipton.
This OpenRailwayMap shows Shipley station and the triangular junction.
Note.
- All rail lines are electrified and shown in red.
- The blue arrow on this line, indicates Shipley station.
- Shipley station appears to be in the middle of the junction.
- The line going East connects to Leeds station.
- The line going South connects to Bradford Forster Square station, which is at the end of the line.
- The line going West connects to Skipton station and the Settle and Carlisle Line.
Trains returning to London would reverse out of Bradford Forster Square station and take the Eastern route through Shipley and Leeds back to London.
- An appropriate number of trains for Carlisle and Scotland, could surely just reverse out of the station and take the Western route through Skipton station and go on to the Settle and Carlisle Line.
- The trains would call at Wakefield Westgate, Leeds, Shipley, Bradford Forster Square and Skipton stations in the Leeds/Bradford conurbation.
- Other stations could be added to the route if required.
- The trains would effectively reverse direction in their call at Bradford Forster Square station.
- Going North the trains might check their battery levels in Bradford Forster Square station and use a fast-charger if necessary.
- Going South, there would be no need for charging, as the route South from Bradford Forster Square station, is already fully-electrified.
- Would the operator, use this longer stop to replace the crew with a fresh one?
It could be a simple and efficient way to run a London and Scotland service via the Settle and Carlisle Line.
What About Hull, Sheffield And York?
I’m asking this question, as Yorkshire is a large county and this article has only mentioned a few places, where people live and might need to go to London or Scotland.
In February, I wrote Northern Launches New Yorkshire Flyer Fast Service Between Leeds And Sheffield.
I’m fairly sure that Hull, York and other cities and large towns in Yorkshire already have a good regional service to Bradford Forster Square or Leeds station, which will give a good connection to the new service.
Could Dumfries Be Served By Using The Glasgow South Western Line?
This OpenRailwayMap shows the Southern part of the Glasgow South Western Line.
Note.
- Electrified lines are shown in red and lines shown in black are not electrified.
- The blue arrow on the black track, indicates Dumfries station on the Glasgow South Western Line.
- The red track is the West Coast Main Line.
- Carlisle is in the South-East corner of the map.
- Carlisle and Glasgow Central via Dumfries is 115.9 miles
- The Thames-Clyde Express, ran on this route until 1974.
- According to the Wikipedia entry for the Thames-Clyde Express, the train called at Dumfries and Kilmarnock stations.
From this brief look it appears that the new service could include Dumfries and should be able to serve the town on battery power.
Is More Capacity Needed On The West Coast Main Line Between Carlisle And Glasgow?
I asked Google AI, this question, to see if there is capacity.
This was the answer I received.
Yes, increased capacity and infrastructure enhancements are required on the West Coast Main Line (WCML) between Carlisle and Glasgow, as the line is currently full and unable to meet modern, growing passenger and freight demands.
Upgrades are necessary to tackle aging infrastructure, bottlenecks, and the need for more frequent services.
Key Aspects of the Need for Capacity:Full Capacity: The WCML is essentially full, with little space left for growth, despite 75 million passengers using it annually.
Freight and Passenger Growth: Passenger numbers are expected to double by 2050, and the line is a crucial artery for Anglo-Scottish freight.
Infrastructure Age: The northern section is undergoing its largest upgrade in half a century to address reliability issues.
Performance Bottlenecks: Specific locations, such as those north of Carlisle, require signaling and track improvements to prevent delays.
Proposed Upgrades: Current initiatives include a £400m investment until March 2029 for upgrades, including signalling and track renewals, though these are largely to boost reliability rather than provide a massive increase in capacity.
It looks to me, that a bit of a redesign and some use of battery trains on the Glasgow South Western Line, might squeeze a few more trains into the route.
How Not To Resurface An Intersection
I took these pictures in the City of London at the North end of Moorgate this morning, where the road is crossed by Eldon Street and Ropemaker Street.
Note.
- I had only gone to the area to get a 141 bus to travel home and found that no buses were running on Moorgate.
- There was no information or signs displayed to help travellers.
- The Marks and Spencer’s store appeared to be completely cut off.
- I believe that this road is the responsibility of the London Borough of Islington, not the City of London.
- Luckily, Leon was unexpectedly open, so I popped inside to have a delicious Full English, gluten-free breakfast and a cup of tea, before my walk.
- Also, one of their staff was tall enough to see over the road works and ascertain, that the buses were running in Finsbury Square.
With difficulty, I was able to walk to the next bus stop on Finsbury Square and get safely home.
I have a few thoughts.
This Was Mushroom Management At Its Worst!
All it needed was a few signs on the bus stop by Moorgate station and dotted around the site to explain the situation, but no-one took the responsibility to provide the information.
Surely, This Is The Type Of Site, Where Hydrogen Powered Construction Equipment Should Be Used!
- It would provide better atmosphere for workers and passers-by.
- Some equipment would be quieter.
Centrica Partners With Ceres Power On Solid Oxide Fuel Cells
The title of this post, is the same as this article on gasworld.
This is the sub-heading.
UK multinational energy and services company Centrica is partnering with clean tech firm Ceres Power to accelerate solid oxide fuel cells [SOFCs] production to meet forecasted ‘multi-gigawatt’ demand from industrial customers across Europe.
These three paragraphs indicate the market opportunity, that Centrica feel, that the partnership will fill.
With electricity grid connection delays impacting new industrial, commercial and digital projects, the UK and Europe are experiencing a widening gap between demand and available capacity.
Centrica aims to offer customers high‑efficiency, low‑carbon, grid independent on‑site power that can be deployed much faster than gas turbines or nuclear.
Group Chief Executive Chris O’Shea said by collaborating with Ceres’ technology it sees an opportunity to support data centres, AI and industry with cleaner power at scale. Ceres claims SOFCs can be manufactured and delivered on site to get power online “in months not years”.
It certainly sounds feasible to drop in an appropriate-sized stack of fuel cells and connect them up to the gas main.
These two paragraphs, indicate how Ceres will support Centrica.
Initially, Ceres will support Centrica in expanding a new differentiated service-led model for clean power, providing access to British technology through its expanding network of global manufacturing partners.
Ceres will assist Centrica with opportunities across project origination, installation and commissioning, remote monitoring, predictive maintenance and end of life recycling.
I have a few questions for Google AI.
Do Ceres Fuel Cells Emit Carbon Dioxide?
Google AI replied this.
Yes, Ceres Power has developed Solid Oxide Fuel Cell (SOFC) technology, known as the SteelCell®, that works on natural gas. This technology is specifically designed to be fuel-flexible, capable of converting grid natural gas into electricity at high efficiency.
Key Details About Ceres Fuel Cells and Natural Gas:
Technology Capability: The Ceres SteelCell runs on natural gas, as well as future-focused fuels like hydrogen and biogas.
Application: These fuel cells are used for distributed power generation in homes, businesses, and industrial settings (such as AI data centres).
Efficiency: When running on natural gas, the SOFC systems can achieve an electrical efficiency of around 62%, with total efficiency exceeding 90% when combined with heat recovery.
Emission Reductions: Compared to conventional combustion engines, the technology offers a 30% reduction in carbon emissions.
Current Strategy: As of early 2026, Ceres is focusing on natural gas-fueled SOFCs for stationary power markets, particularly in collaboration with partners like Centrica to address power shortages in the UK and Europe.
While the systems can be used for hydrogen in the long term, they are currently fully functional with natural gas, making them a “bridge” technology for decarbonisation.
A 30% reduction is surely worthwhile!
In What Size Are Ceres Power Holdings Fuel Cells Manufactured?
Google AI replied this.
Ceres Power Holdings’ solid oxide fuel cell (SOFC) technology is manufactured in modular, scalable sizes, with individual stacks ranging from 10-50 kW and commonly deployed in 1-5 MW power modules. These stacks are produced at manufacturing facilities with capacities like 50MW (e.g., with partner Doosan), with plans for up to 100MW annual capacity.
Key manufacturing and size details include:
Cell Component: 30–150W.
Stack: 10–50 kW.
Stack Array/Module: 100–500 kW, up to 1-5 MW modules.
Manufacturing Capacity: 50MW production facility in South Korea (Doosan), with plans for 100MW+ annual capacity in future plants.
Applications: Primarily stationary, distributed power systems for AI data centres, industrial decarbonisation, and commercial buildings.
Ceres licenses its technology to partners like Bosch and Doosan, with cell technology based on low-cost printed steel substrate
How Much Power Does A Top Of The Range MRi Scanner Use?
I am asking this question, as it is surely something you might power with a Ceres fuel cell powered by natural gas.
Google AI replied this.
A top-of-the-range MRI scanner (such as a 3-Tesla or 7-Tesla system) is highly energy-intensive, consuming substantial power 24/7 to maintain its superconducting magnet. During active scanning, power usage often ranges from 25 kW up to 80 kW or more.
Here is a breakdown of the power consumption for high-end MRI scanners:
Power Consumption Breakdown
Idle/Stand-by Mode (24/7): The machine constantly consumes roughly 6 to 7 kW for background cooling (liquid helium refrigeration).
Standard Scanning: Productive scanning sessions typically demand around 25 kW.
High-Demand Scanning: Demanding examinations (e.g., head examinations with EPI sequences or special angles) can cause power usage to surge to 70 kW to 80 kW.
System Total: A 3T MRI, including cooling systems (chillers) and peripheral electronics, might require a 3-phase, 480V, 200A supply—roughly equivalent to the capacity of six modern houses.
Conclusion
This seems to be a deal with a large number of possibilities.
Speaking from my past experience of banks and financing, where the bill is ultimately paid by a reputable individual or company like Shell or BP, I believe that Centrica will have no difficulty in financing lots of these systemsusing instiutions like Lloyds or Deutsche Bank.
Two Thirds Of Sofia Wind Turbines Installed
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Seventy wind turbines have been installed at RWE’s Sofia offshore wind farm in the UK, according to a Notice to Mariners recently issued by the project team.
These two paragraphs give more details of the installation process.
The first of the project’s 100 Siemens Gamesa SG 14-222 DD wind turbines was installed in March 2025, and the work reached the halfway mark in September last year. The vessel deployed for the work is Cadeler’s Wind Peak, which is carrying components for six turbines per trip, operating from the port of Hull.
IWS service operation vessel (SOV) IWS Seawalker is supporting the wind turbine installation work.
Note.
- Sofia is being installed by German Company ; RWE.
- Sofa will use 14 MW Siemens Gamesa wind turbines, some of which have recyclable blades.
- The installation process is being carried out nearly 200 kilometers out to sea on the Dogger Bank.
The power will be connected to the grid at Lackenby substation, which is near the Wilton chemical works, which can certainly you the electricity.
Does Wilton Chemical Works Have A Power Station?
I asked GoogleAI, the question in the title of this section and received this reply.
Yes, the Wilton International industrial site (formerly associated with ICI chemical works) has multiple power stations and significant on-site energy generation, operated primarily by Sembcorp Utilities UK. The site features a biomass power station (Wilton 10), a further biomass unit (Wilton 11), and an energy-from-waste plant, supplying electricity and steam to chemical and industrial businesses on-site.
Note.
- Wilton 10 opened as a biomass power station in 2002.
- Wilton 11 opened as a biomass power station in 2016.
I seem to remember, that one of these power stations was there on my visits to Wilton for ICI in the 1970s.
Key details regarding power generation at Wilton:
Biomass & Waste-to-Energy:
The site transitioned from coal-fired units to renewable biomass and waste-to-energy, utilizing wood and other byproducts for power and heat generation.
Sembcorp Utilities:
Sembcorp operates the site’s energy infrastructure, which includes five different generation assets and a private wire network.
Capacity: The site hosts significant generation capacity, including a 52MW biomass unit and a 35MW unit.
Future Projects: The site is involved in developments for net-zero emissions, including the Whitetail Clean Energy project, which is planned as the UK’s first Net Zero emissions power plant with Carbon Capture and Storage (CCS).
The site serves as a “plug and play” industrial location offering on-site, cost-effective energy.
Conclusion
This would appear to be a sensible small power system providing 1400 GW of wind power, backed up if needed be by the two biomass units, which total 87 MW.
Note, that ICI were storing gases under the site for many years, so I suspect, that Carbon Capture and Storage, might work well at this location.
I can see other places, where a wind farm, is combined with energy from waste for backup.
Are Wind Farms Being Backed Up By Energy From Waste Units In The UK?
I asked GoogleAI, the question in the title of this section and received this reply.
Yes, but only in a limited, complementary capacity, rather than as a direct, large-scale substitute for wind power.
Energy from Waste (EfW) units—commonly known as incinerators—are increasing in the UK, but their role in the grid is different from how we “back up” wind.
Here is a breakdown of how it works:
1. The Role of EfW (Baseload, not Backup)
Baseload Generation: EfW plants run 24/7 to burn waste. They provide a steady, consistent, predictable “baseload” of electricity (about 2–3% of UK supply).
Intermittency: Because they run constantly, they cannot ramp up and down quickly when the wind stops blowing. Therefore, they are not a “flexible” backup in the same way gas power plants are.
Partial Renewable: Around 50% of the energy produced by EfW is considered renewable (organic waste), helping the UK hit green targets.
2. What Actually Backs Up Wind?
When wind farms stop producing power during low-wind periods (often called “dunkelflaute”), the UK relies on other sources:
Natural Gas Plants: These are the primary, flexible backup that can ramp up instantly to fill gaps in renewable production.
Interconnectors: Imported electricity from other countries (e.g., Norway, France).
Battery Storage: Growing, but still small-scale compared to total demand.
3. How EfW Helps the Grid
EfW does assist the grid by providing system inertia and consistent, low-carbon, on-demand energy, reducing the need for more fossil fuels to be burnt at certain times. They are particularly useful for providing power when the grid is congested, but they do not specifically act as a “spare tire” for wind farms.
4. Future Trends
The government is looking to attach Carbon Capture and Storage (CCS) to EfW units, which would make them a low-carbon, dependable, and sustainable part of the energy mix by the 2030s.
In summary: EfW plays a part in supporting a greener grid, but it is not a direct substitute for the flexibility required to back up intermittent wind power.
5. Hydrogen Power
This is a section, that artificial intelligence has unsurprisingly left out, as no country has yet built the hydrogen storage and the power stations to generate the electricity, when it is needed.
But Note.
- SSE are building a big hydrogen store in Yorkshire at Aldbrough.
- Centrica are converting the Rough gas storage to a hydrogen store.
- SSE are building a 910 MW hydrogen-powered power station at Keadby.
- SSE are building a 1200 MW hydrogen-powered power station at Ferrybridge.
I suspect if you were building a chemical plant and Wilton fitted your budget, you would take a look.
University Of Alberta Partners With City of Edmonton And Diesel Tech Industries To Pilot Hydrogen-Diesel Bus Retrofits
The title of this post, is the same as that of this article on Pulse 2.0.
These two paragraphs introduce what is a comprehensive practical approach to decarbonising a fleet of diesel buses.
The University of Alberta is partnering with the City of Edmonton and Diesel Tech Industries to cut carbon emissions from Edmonton’s fleet of diesel-powered buses by integrating hydrogen fuel into existing combustion engines.
The initiative focuses on developing a practical retrofit approach to help transit agencies and other vehicle operators reduce emissions quickly without waiting for full fleet replacement. Project leaders say that if the pilot succeeds, the work could translate into a deployable solution for operators across Canada seeking near-term carbon reductions while maintaining current diesel assets.
Note.
- The City of Edmonton has around a thousand buses.
- Many of Edmonton’s buses have Cummins engines.
- Cummins are decarbonising the company and have developed hydrogen-conversions for some of their diesel engines.
- I am sure that this technique could be used to convert London’s thousand new Routemaster buses, with their Cummins engines.
This project seems to have a lot of possibilities to get very much larger.
Hydrogen In Aviation Offers Potential For Growth And Deeper Emissions Reductions, New Study Shows
The title of this post, is the same as that of this press release from Rolls-Royce.
These five paragraphs compose the press release.
Rolls-Royce, easyJet, Heathrow and University College London Air Transportation Systems Lab (UCL ATSLab) published a report highlighting how hydrogen-powered aircraft could enable European and UK aviation to cut carbon emissions while supporting future growth.
The study, Enabling Hydrogen in the European Aviation Market, found that hydrogen in aviation offers a unique opportunity to achieve both emissions reduction and market expansion. The analysis shows that introducing hydrogen alongside Sustainable Aviation Fuel (SAF) can accelerate progress towards net zero, particularly when policy incentives reward low-carbon fuels and if hydrogen were to be included within the EU’s SAF mandate.
The research also found that targeted hydrogen infrastructure at around 20 major European airports, including Heathrow, could deliver more than 80% of the emissions benefits of full hydrogen availability across the continent. Concentrating investment at key ‘hydrogen hubs’ would therefore provide a practical and cost-effective path to early adoption.
Further modelling indicates that the earlier novel technologies, such as hydrogen, can be introduced, the more opportunity they present for CO2 emission reductions, underscoring the value of early technological transition where it is financially and technically viable.
The study is underpinned by UCL ATSLab’s Airline Behaviour Model (ABM), which represents the complexity of airline decision-making through specific behavioural variables. Building on this, the research evaluates how fuel costs, incentives and new technologies shape airline responses. This provides a research-based, realistic picture of how hydrogen adoption could evolve, highlighting both opportunities and potential challenges for adoption.
Note, these two sentences recommending early adoption of hydrogen.
- Concentrating investment at key ‘hydrogen hubs’ would therefore provide a practical and cost-effective path to early adoption.
- Further modelling indicates that the earlier novel technologies, such as hydrogen, can be introduced, the more opportunity they present for CO2 emission reductions.
I also suspect, that introducing hydrogen early, feeds back to reduce Co2 emissions.
But what is Trump’s considered view on hydrogen aircraft?
Google AI gives this answer to my question.
Donald Trump’s view on hydrogen for transportation, including potential use in aircraft, is highly skeptical due to perceived safety risks and effectiveness concerns, which generally aligns with his broader opposition to green energy initiatives. He has specifically criticized hydrogen-powered vehicles as being dangerous and “prone to blowing up”.
Note.
- I used to work in a hydrogen factory and it’s still producing hydrogen.
- I doubt Trump gets on well with Jennifer Rumsey, who is CEO of Cummins, who are one of the world’s largest diesel-engine companies, who are following a zero-carbon route.
- Is Formula One Likely To Go To Hydrogen Fuel? This would set the Cat Among The Pigeons
I also feel that this University College London study will create a string of converts to hydrogen.
Is Carbon Black Used To Make Offshore Electrical Cable?
I asked Google AI, the answer to this question and received this answer.
Yes, carbon black is extensively used to make offshore electrical cables. It serves two primary functions: providing electrical conductivity to specific components and offering UV protection to outer jacketing materials.
That seems a positive answer.
It also could be a very complementary one.
HiiROC have a process that splits any hydrocarbon gas including natural gas, chemical plant off gas and biomethane, into turquoise hydrogen and carbon black.
Two methods of bringing energy to the shore from an offshore wind farm are electricity and hydrogen, through a cable or pipe respectively.
This looks to me, that there could be a possibility to use one of Baldrick’s cunning hybrid plans to bring energy onshore using both hydrogen and electricity.
Effectively, the transmission and use of the system, would use both the hydrogen and carbon black produced by HiiROC.
The Anonymous Widower 