Silvertown Tunnel: Cracks In Mayoral Policies
The title of this post is the same as that of this article on the BBC.
This is the sub-heading.
It is an infrastructure project that is well-underway with the boring almost completed — but it has a very low profile.
These are the first three paragraphs.
Every step of the Crossrail tunnelling, the media were invited along. Not so with this project.
This is Silvertown Tunnel. It is more than 1km long and will be London’s first road tunnel in over 30 years.
Perhaps one of the reasons it isn’t being pushed publicity-wise, is it is very controversial.
Tom Edwards gives a detailed outline of why the tunnel is controversial.
Under a heading of HGVs Using Bus Lanes, this is said.
Instead of using the Dartford Crossing, larger HGVs will be able to use the tunnel — and its bus lane.
Campaigners said that will mean more HGVs going through Newham and Greenwich.
I’ve also never heard this before.
Sheila Keeble, of the Greenwich Society, said the tunnel “will be magnet for bigger traffic than we’ve got at the moment”.
“One of the issues we have is all the developers are now looking at building distribution centres,” she said.
“At the moment the Blackwall Tunnel protects us from bigger traffic… Silvertown won’t.”
That is all very logical and I suspect we’ll see larger trucks in Hackney and Waltham Forest too!
There was also this bit of nonsense from Transport for London.
TfL says the tunnel will lead to an overall improvement in air quality.
How will all those trucks through the two tunnels reduce pollution?
In 2024, London must vote for a Mayor, who understands hydrogen, mathematics and science!
Low-Carbon Concrete: Separating Greenwash From Reality
The title of this post is the same as that of this article from Construction Management.
This is the sub-heading.
Tales of low-carbon concrete abound, but what exactly does that mean? Kristina Smith looks at what’s in the mix.
This is a paragraph, which shows the scale of the problem.
The oft-quoted statistic is that cement contributes to 7% of the world’s carbon emissions. However, MPA says that in the UK concrete and cement account for just 1.5% of emissions. “From 1990 we have reduced our absolute emissions by 53%, which is faster than the overall economy, mainly by improving energy efficiency at the plants,” says Khosravi.
Noushin Khosravi, is sustainable construction manager at the Concrete Centre, which is part of Mineral Products Association (MPA).
Companies mentioned include.
- Capital Concrete with their Earth Friendly Concrete.
- CarbonCure Technologies, which I wrote about in Mote – World’s First Carbon Removal Plant Converting Wood Waste To Hydrogen.
- Seratech, which I wrote about in Carbon-Neutral Concrete Prototype Wins €100k Architecture Prize For UK Scientists.
I find the Seratech process amazing as it takes carbon dioxide straight from flues to make the cement.
Could we fit a Seratech cement process on the back of a gas-fired power station?
The article is a must-read summary of where the technology is with respect to low-carbon concrete.
Should Hydrogen-Powered Trucks Pay A Lower Charge In The Silvertown And Blackwall Tunnels?
London has a lot of heavy diesel trucks, which include.
Cement mixer trucks.
Large eight-wheeler trucks transporting aggregate, building materials and construction spoil to and from construction sites.
Council refuse trucks.
Skip trucks.
Supermarket delivery trucks.
They are large polluters and the only way they will be made zero-carbon, will be to use hydrogen.
In Cummins Agrees To Integrate Its Hydrogen ICE Technology Into Terex® Advance Trucks, I write about how Cummins and Terex are going to be building hydrogen-powered cement mixers.
This picture shows the baby of the range, which could be ideal for a smaller country like the UK.
Note how it is the other way round to traditional cement mixer trucks.
As companies are now selling low-carbon concrete in the UK, I suspect, it won’t be long before they will be delivering it in a hydrogen-powered zero-carbon truck.
If hydrogen-powered trucks could be given an economic boost, by lowering their charges for the Silvertown And Blackwall Tunnels, this might increase their uptake by owners of large trucks, which would in turn reduce pollution.
But this would need the election of a London Mayor, who had a hydrogen policy other than ignore it and hope it goes away.
Lights And Signs In Old Street Roundabout
London’s slowest construction project seems to have been making a bit of progress as more traffic lights are working and signs have been erected.
Note.
- There’s still a fair bit to do in the middle of the roundabout.
- There is a notice saying it will be finished in early 2024.
- I suspect, that if the bus stops are placed for the benefit of passengers, it will add more passengers to the 141 buses.
But I can’t wait for it to be finished, as it will ease my journeys to the Elizabeth Line. But only because the bus I take gets stuck in all the traffic at the roundabout.
Two days after I took the first pictures, I took these, as I used the Northern Line to go from Old Street station to King’s Cross St. Pancras station.
Note.
- The tunnel and lift need to be completed.
- The walk wasn’t difficult except for the rubbish outside the fast-food shops.
- But then the streets of Islington are paved with rubbish.
- I’m now more convinced that this route opens fully, it’ll increase passengers on the 141 buses.
- But then what does SadIQ Khan and his useful idiots know about mathematical modelling?
Could Train Services At Liverpool Lime Street Station Be Made Carbon-Free?
This map from OpenRailwayMap shows Liverpool Lime Street station.
Note.
- There are ten platforms, which are arranged in two sets of five.
- Electrified tracks are shown in red.
- The lilac track is the loop of the underground Wirral Line.
It would appear that the station is fully electrified.
Services To And From Liverpool Lime Street
These services currently run to and from Liverpool Lime Street station.
- Avanti West Coast – London Euston – 1 tph – Electric
- East Midlands Railway – Norwich – 1 tph – Diesel – Electrified to Liverpool South Parkway – 25.2 miles to electrification at Trafford Park.
- London Northwestern Railway – Birmingham New Street – 1 tph – Electric
- Northern – Blackpool North – 1 tph – Electric
- Northern – Manchester Airport – 1 tph – Electric
- Northern – Manchester Oxford Road – 1 tph – Diesel – Electrified to Liverpool South Parkway – 25.2 miles to electrification at Trafford Park.
- Northern – Warrington Central – 1 tph – Diesel – Electrified to Liverpool South Parkway – 12.7 miles to Warrington Central.
- Northern – Wigan North Western – 2 tph – Electric
- TransPennine Express – Cleethorpes – 1 tph – Electric – Electrified to Liverpool South Parkway – 25.2 miles to electrification at Trafford Park.
- TransPennine Express – Glasgow – 2 tpd – Electric
- TransPennine Express – Hull – 1 tph – Electric
- TransPennine Express – Newcastle – 1 tph – Electric
- Transport for Wales – Chester – 1 tph – Diesel – Electrified to Runcorn – 13.9 miles to Chester.
Note.
- tpd is trains per day
- tph is trains per hour
- There are nine electric services and four diesel services.
It looks to me, that by using battery-electric trains on the four diesel services, Liverpool Lime Street station can be made carbon-free.
Distances on battery power for each service would be as follows.
- East Midlands Railway – Norwich – Both ways – 25.2 miles between Liverpool South Parkway and Trafford Park with charging at both ends.
- Northern – Manchester Oxford Road – Both ways – 25.2 miles between Liverpool South Parkway and Trafford Park with charging at both ends.
- Northern – Warrington Central – Both ways – 12,7 miles between Liverpool South Parkway and Warrington Central with charging between Liverpool Lime Street and Liverpool South Parkway.
- Transport for Wales – Chester – Both ways – 13.9 miles between Runcorn and Chester with charging between Liverpool Lime Street and Runcorn.
Note the flexibility of battery-electric trains allows a variety of charging regimes.
Conclusion
Liverpool Lime Street Station can be made carbon-free
TransPennine Express Releases Blueprint For Improving Service And Fleet Upgrade
The title of this post, is the same as that of this article on Rail Technology Magazine.
This is the sub-heading.
TransPennine Express (TPE), which transferred to the government’s owning group (DOHL) earlier this year, has set out its plans to address many of the issues which have caused problems and disruption for rail customers.
These three paragraphs summarize their plans.
Making Journeys Better: A Prospectus gives clear detail of the issues TPE has faced during the past two years as well as outlining how TPE, under DOHL, will work to make things better, having completed an in-depth review of the business.
Part of the plans involve the operators plans for its new fleet. Its New Trains Programme outlines its long term view for decarbonisation. The report states that TPE will look towards new technology on its fleet to overcome the lack of clarity on the full electrification of the line.
This, it states will help with the cascading and removal of diesel trains faster across its network.
It always looked to me, that TPE under First Group, brought rather a dog’s breakfast of trains, when a unified fleet of Class 802 trains, as per Hull Trains, might have been easier to operate.
- They are already retiring the Class 68 locomotives and their Mark 5 coaches, so surely to decarbonise their services, a number of battery electric high speed trains would be an idea.
- They are already testing Class 802 battery-electric trains for Hitachi and Eversholt Rail.
- I also feel that CAF could offer a suitable battery-electric train, based on the Class 397 train.
TPE say in the example, that they expect a decision later in the month.
TransPennine Express Services And Battery Electric Trains
These are their services and how they would be effected by battery-electric trains.
- Liverpool Lime Street And Newcastle – Fully-electrified after TransPennine Upgrade.
- Liverpool Lime Street And Hull – Fully-electrified after TransPennine Upgrade.. – 42 miles unelectrified – Service could be run by a battery-electric train that charged between Leeds and Micklefield.
- Manchester Airport and Saltburn – Fully-electrified between Manchester Airport and Northallerton after TransPennine Upgrade. – 33.6 miles unelectrified – Service could be run by a battery-electric train that charged between Leeds and Northallerton. Would eliminate overnight noise problems at Redcar.
- Manchester Piccadilly and Newcastle – Fully-electrified after TransPennine Upgrade.
- Manchester Piccadilly and Scarborough – Fully-electrified between Manchester Piccadilly and York after TransPennine Upgrade. – 42.1 miles unelectrified – Service could be run by a battery-electric train that charged between Leeds and York.
- York and Scarborough – Electrified at York – 42.1 miles unelectrified – Service could be run by a battery-electric shuttle train that charged at York.
- Manchester Piccadilly and Huddersfield – Electrified at Manchester Piccadilly – 25.5 miles unelectrified – Service could be run by a battery-electric shuttle train that charged at Manchester Piccadilly.
- Leeds and Huddersfield – Electrified at Leeds – 17.2 miles unelectrified – Service could be run by a battery-electric shuttle train that charged at Leeds.
- Liverpool Lime Street and Cleethorpes – 125,6 miles unelectrified – In Electrification Of The Hope Valley Line, I show how this route can be run by battery-electric trains that charged on existing electrification a short new section of electrification at Cleethorpes.
Note.
- If Manchester Victoria and Huddersfield, is not electrified, battery-electric trains would be able to cross the 25.8 miles of unelectrified track on battery power.
- If Leeds and Huddersfield, is not electrified, battery-electric trains would be able to cross the 17.2 miles of unelectrified track on battery power.
- I am assuming that the TransPennine Upgrade between Manchester and Leeds will be completed, so that between Liverpool Lime Street and Leeds is fully-electrified.
- The only new infrastructure needed would be electrification at Cleethorpes to charge the trains.
All services except for Liverpool Lime Street and Cleethorpes could be run using battery-electric trains with a range on a full battery of at least 100 miles and with no additional electrification.
Electrifying Cleethorpes Station
This Google Map shows Cleethorpes station.
These pictures show the station in June 2023, when it appears to be going through a platform refurbishment.
I don’t think it would be the most difficult station to electrify.
- There are four platforms.
- As the station is likely to get more battery-electric services, including one from King’s Cross, I would suspect that at least three out of the four platforms would be electrified.
- Although, the station is Grade II Listed, there doesn’t appear to be any canopies or important architectural details, that would get in the way of electrification.
Once Cleethorpes station had been successfully electrified, similar installations could be applied at other stations like Saltburn, Scarborough and Skegness.
Conclusion
If TransPennine Express were to buy the right number of battery-electric trains with a hundred mile range, they can decarbonise all their routes in a train factory.
Blackwall And Silvertown Tunnels: Mayor Proposes Discount For Some Users
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
The London mayor has written to the government to say he is considering a low-income residents’ discount for the Blackwall and Silvertown tunnels.
These paragraphs outline the story.
Both east London tunnels will have tolls from 2025, although no specific charge has been decided.
Sadiq Khan said the impact on Londoners who might struggle to afford the fees needed to be mitigated.
Mr Khan has asked that any discounts should not affect funding for Transport for London (TfL).
itvX has an article with this title Drivers Could Be Charged £5.25 To Use Blackwall And Silvertown Tunnels, Sadiq Khan Suggests.
My view is that the phrase about a pig and lipstick applies to the Silvertown Tunnel.
1 GW Wind Farm Proposed Offshore Jersey
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Jersey’s Council of Ministers has proposed to build a 1 GW offshore wind farm in the southwest of the island’s territorial waters that would produce enough electricity to meet its needs, with the remainder to be exported.
This first paragraph gives more details.
It is proposed that the offshore wind farm should be privately funded and designed, and delivered by a consortium with substantial experience of similar development elsewhere, according to the government.
I would have thought that Jersey would have been one of those places, that would have been too conservative for offshore wind.
But then, this is the last paragraph of the article.
In a 2019 Island Plan consultation, 85 per cent of respondents agreed or strongly agreed the plan should continue to encourage the development of offshore wind and tidal energy, according to the government.
But as the wind farm will export the surplus surplus, it could be a nice little earner.
This Google Map shows the Channel Islands.
This article on the BBC is entitled Islands Could Work Together On Wind Farm Plans.
These three bullet points sum up the article.
-
Guernsey and Jersey may work together to create a wind farm
-
Both States are hoping to create the wind farm off Jersey’s south-west coast
-
It could generate enough energy for both islands.
This looks like a sound way to reap the wind!
London’s Cluttered Pavements Are A Chronic Issue, Report Finds
The title of this post is the same as that of this article on the BBC.
This is the sub-heading.
Central London has “chronic issues” with street clutter, making it a worse place to live, visit and work in, a think tank has warned.
And this is the first paragraph.
A-boards, disused phone boxes and rubbish bags all make pavements unwalkable, especially for those who are mobility or sight impaired.
As someone, who was stopped from driving because of bad eyesight, I’ll agree with that paragraph.
But the biggest clutter are hire bikes just left anywhere in the middle of the pavement.
How do we stop idiots doing this?
This problem is one, where we need sensible action from the Mayor.
One of my criteria, in who gets my vote at the next Mayoral election, will be what they will be doing about street clutter.
Bikes left in places, where they shouldn’t be is easy to solve.
Transport for London should have a few trucks picking up bikes, that have been left in illegal places.
The hire companies would then need to pay an appropriate fine to get the bikes back.
I would also allow private individuals and companies to collect illegally-parked bikes. It could be a nice little earner.
Could Sheffield Station Become A Battery-Electric Train Hub?
Promised Improvements To Train Services At Sheffield
This news story from the Department of Transport is entitled Yorkshire And The Humber To Benefit From £19.8 billion Transport Investment.
Sheffield station gets several mentions of improvement to these routes.
Sheffield And Hull
This is said about train services between Sheffield and Hull.
The number of trains between Hull and Sheffield will be doubled, to 2 per hour, with capacity also doubled.
These points describe typical current services.
- The route is 59.4 miles long.
- Modern Class 170 trains take 78 minutes.
- There are stops at Meadowhall, Doncaster, Goole and Brough.
- The maximum speed of the line is mostly around 70 mph, with one short section of 100 mph.
- The average speed is 45.7 mph.
- The train continues to Scarborough after a six-minute stop at Hull.
I believe that if this route were to be electrified, that a time around an hour would be possible between Sheffield and Hull.
Sheffield and Scarborough takes two hours and 45 minutes. With electrification, this time could be less than two hours and 30 minutes.
But it would be around 113 miles of new double-track electrification.
I believe that Sheffield and Hull is a route that could be run by battery-electric trains, that would be charged at both ends of the route.
Sheffield And Leeds
This is said about train services between Sheffield and Leeds.
The line between Sheffield and Leeds will be electrified and upgraded, giving passengers a choice of 3 to 4 fast trains an hour, instead of 1, with journey times of 40 minutes. A new mainline station for Rotherham will also be added to the route, which could give the town its first direct service to London since the 1980s, boosting capacity by 300%.
These points describe typical current services.
- The route is 41.1 miles long.
- Modern Class 195 trains take 56 minutes.
- There is a few miles of electrification at the Leeds end.
- There are stops at Meadowhall, Barnsley and Wakefield Kirkgate.
- The maximum speed of the line is mostly around 60-70 mph.
- The average speed is 44 mph.
I believe that if this route were to be electrified, that a time around fifty minutes might be possible between Sheffield and Leeds.
That is not really good enough, but if they went through a new mainline station for Rotherham, the trains would be able to use 100 mph tracks all the way to Leeds. There would also be electrification between South Kirby junction and Leeds.
I suspect forty minutes should be possible with 100 mph running between Rotherham and Leeds.
I believe that Sheffield and Leeds is a route that could be run by battery-electric trains, that would be charged at both ends of the route.
Sheffield And Manchester
This is said about train services between Sheffield and Manchester.
The Hope Valley Line between Manchester and Sheffield will also be electrified and upgraded, with the aim of cutting journey times from 51 to 42 minutes and increasing the number of fast trains on the route from 2 to 3 per hour, doubling capacity.
In Electrification Of The Hope Valley Line, I talked about electrification of the line and how the services on the line could be run by battery-electric trains.
This was my conclusion in the linked post.
I believe that full electrification of the Hope Valley Line is not needed, if battery-electric trains are used.
I also believe that battery-electric trains and the current improvements being carried out on the Hope Valley Line will enable a forty minute time between Manchester Piccadilly and Sheffield.
I believe that the Hope Valley Line could be speeded up, by the use of intelligent engineering, rather than expensive and disruptive electrification.
Don Valley Line
This is said about the Don Valley Line.
Communities will be reconnected through the reopening of lines and stations closed under the Beeching reforms of the 1960s. This will include the restoration of the Don Valley Line between Stocksbridge and Sheffield Victoria, and new stations at Haxby Station, near York, Waverley, near Rotherham, and the Don Valley Line from Sheffield to Stocksbridge.
I’ve talked about the Don Valley Line before in Reopening The Don Valley Section Of The Former Woodhead Line Between Stocksbridge and Sheffield Victoria To Passenger Services.
The Don Valley Line has a comprehensive Wikipedia entry, which is well worth a read.
Could the Don Valley Line be worked by battery-electric trains?
It would appear that these promised improvements to and from Sheffield could be worked by battery-electric trains.
Now that battery-electric trains are being developed, it could also have services, using these trains.
Could Battery-Electric Trains Improve Other Services At Sheffield?
These are some possibilities.
Chesterfield And Sheffield Victoria
This news story from the Department of Transport is entitled East Midlands To Benefit From £9.6 billion Transport Investment.
This news story also talks about the Stocksbridge Line and Sheffield Victoria, where this is said.
Funding will also be provided for the Barrow Hill Line between Chesterfield and Sheffield Victoria, with a new station at Staveley in Derbyshire.
I wrote about the Barrow Hill Line in Reinstatement Of The Barrow Hill Line Between Sheffield And Chesterfield.
In the related post, this was my conclusion.
This looks to be a very sensible project.
- It could be run with either trains or tram-trams.
- It should be electrified, so it could be zero-carbon.
- Tram-trains could be used to make stations simpler.
- It could give an alternative route for electric trains to Sheffield station.
- The track is already there and regularly used.
But surely the biggest reason to built it, is that it appears to open up a lot of South and South-East Sheffield and North-East Chesterfield for development.
Now that battery-electric trains are being developed, Chesterfield and Sheffield could also have services, using these trains.
Sheffield And Adwick
Nothing is said in the news story about train services between Sheffield and Adwick.
Consider.
- Sheffield and Adwick is 22.7 miles.
- Journeys take fifty minutes.
- There are seven intermediate stations.
- This is an average speed of 27.2 mph.
- Adwick and Doncaster is 4.4 miles and electrified.
- There are generous turn-round times at both ends of the route.
- There are rather unusual reversing arrangements at Adwick.
I wonder if electric trains on this route, would knock a few minutes off the journey time because of the better acceleration and deceleration of electric trains.
Could this route be another route from Sheffield suitable for battery-electric trains?
- The train could fully charge between Adwick and Doncaster and at Adwick.
- It is only a short route with a round trip under sixty miles.
I believe this route could be very suitable for battery-electric trains.
Sheffield And Huddersfield
Nothing is said in the news story about train services in the Penistone Line between Sheffield and Huddersfield.
Consider.
- Sheffield and Huddersfield is 36.4 miles.
- Journeys take one hour and nineteen minutes.
- There are fifteen intermediate stations.
- This is an average speed of 27.6 mph.
- Huddersfield is being electrified as part of the TransPennine Upgrade.
I wonder if electric trains on this route, would knock a few minutes off the journey time because of the better acceleration and deceleration of electric trains.
Could this route be another route from Sheffield suitable for battery-electric trains?
Sheffield And Lincoln
Nothing is said in the news story about train services between Sheffield and Lincoln.
Consider.
- Sheffield and Lincoln is 48.5 miles.
- All Sheffield and Lincoln services start in Leeds.
- Journeys take one hour and twenty-five minutes.
- There are nine intermediate stations.
- This is an average speed of 34.2 mph.
- There is no electrification.
- Turn-round time at Lincoln is 26 minutes.
- All trains terminate in Platform 5 at Lincoln.
I wonder if electric trains on this route, would knock a few minutes off the journey time because of the better acceleration and deceleration of electric trains.
Could this route be another route from Sheffield suitable for battery-electric trains?
- Platform 5 could be electrified at Lincoln.
- There may need to be a battery top-up at Sheffield and Leeds.
I believe this route could be very suitable for battery-electric trains.
Electrification Between Sheffield And London
Consider.
- The Midland Main Line electrification is creeping up from London.
- It should soon be installed between St. Pancras and Market Harborough.
- Sheffield and Market Harborough is 81.9 miles.
- The Class 810 trains that will run the Sheffield and London route can’t be far off entering service.
There might be scope for running battery-electric trains on the route, until the electrification is complete.
A Battery-Electric Train Hub At Sheffield
I believe that a fair proportion of services to and from Sheffield could be run using battery-electric trains or bog-standard electric trains.
This OpenRailwayMap shows the platforms at Sheffield.
Note.
- The lilac tracks are those of the Sheffield Supertram.
- The darker lines are the tracks in the station.
- Tracks could be electrified as required.
Eventually, Sheffield will be a fully-electrified station, because of the Midland Main Line electrification.
But why not do it sooner rather than later, so that by running new or refurbished battery-electric trains to places like Huddersfield, Hull, Leeds, Lincoln, London and Manchester?
- Services would be speeded up by around a minute or two for each stop.
- Faster journeys may attract more passengers.
- Routes would be creating less carbon emission and pollution.
- In some cases, routes would be zero carbon.
Some routes would need electrification at the terminal to charge the trains, but Leeds, London St. Pancras and Manchester are already fully electrified.
Charging Long Distance Battery-Electric Trains When They Stop In Sheffield
These long distance services stop in Sheffield.
- CrossCountry – Plymouth and Edinburgh
- CrossCountry – Reading and Newcastle
- East Midland Railway – London and Leeds
- East Midland Railway – Liverpool Lime Street and Norwich
- Northern – Leeds and Lincoln
- Northern – Leeds and Nottingham
- Northern – Sheffield and Cleethorpes
- TransPennine Express – Liverpool Lime Street and Cleethorpes
battery-electric trains could be given a top-up, as they pass through.
I am assuming that CrossCountry, East Midland Railway, Northern and TransPennine Express will be running suitable battery-electric trains.
Battery-Electric Train Hubs
To be a battery-electric train hub, a station probably needs to have all or nearly all of its platforms electrified.
- It should be able to fully-charge any battery-electric trains terminating in the station, provided that the turn-round time is long enough.
- It should be able to give a through battery-electric train a boost if required, so that it gets to the final destination.
It would appear that there are already several battery-electric train hubs in the England, Scotland and Wales.
This map from OpenRailwayMap shows Liverpool Lime Street station, with electrified tracks shown in red.
It would appear that the station is fully electrified and is an excellent battery-electric train hub.
This map from OpenRailwayMap shows Manchester Piccadilly station, with electrified tracks shown in red.
It would appear that the station is fully electrified, except for the Northernmost platform, and is an excellent battery-electric train hub.
This map from OpenRailwayMap shows Leeds station, with electrified tracks shown in red.
It would appear that the station is fully electrified and is an excellent battery-electric train hub, with twelve electrified bay platforms.
Conclusion
I can see a very comprehensive scheme being developed for Sheffield, based on a hub for battery-electric trains at Sheffield station.
The Anonymous Widower 