The Anonymous Widower

Are Arnos Grove And Northolt Tube Stations Going Step Free?

BBC London local news announced this morning some Underground stations would be made step-free.

  • It could have been two or ten stations, that would be made step-free.
  • Arnos Grove and Northolt were definitely mentioned.
  • A timescale of eighteen months was given.

The news story seems to have vanished without trace.

Arnos Grove Station

This Google Map shows Arnos Grove station.

Note.

  1. The cylindrical shape of Arnos Grove station.
  2. The bridge over the tracks, which gives access to the trains to the East of the cylinder.
  3. Car parks to the East and West of the station.
  4. In Go-Ahead For West London 460-Home Build To Rent Scheme, I described how houses were to be built in the two car parks.
  5. According to this article on Ian Visits, which is entitled Plans To Build Flats On Arnos Grove Tube Station Car Park, there will be 162 flats in four blocks.

These pictures show Arnos Grove station.

Note.

  1. Work on the flats on either side seems to have started.
  2. There are lots of period features.
  3. There will be a lot of work needed on the rather steep stairs.
  4. There will be a need for at least three lifts.

This page on Connected Living London, has a plan of the development.

  • Gardens are shown each side of the iconic station.
  • The gardens can be accessed from the pavement in front of the station.
  • Southbound buses draw up in front of the station.
  • A zebra crossing gives access to the Northbound buses on the other side of the road.

I suspect that there will be step-free access to the station bridge over the tracks from both gardens.

Northolt Station

This Google Map shows Northolt station.

Note.

  1. The station entrance in the South-East corner of the map on Mandeville Road.
  2. The long island platform stretching North-West from the station building.
  3. An eight-car 1992 Stock train is in the Southern platform going West.
  4. The land on the Northern side of the railway appears to be low-grade woodland, which is quite similar to that at Arnos Grove station.

This map from cartometro.com shows the lines through Northolt station.

Note.

  1. The Central Line is shown in red.
  2. The Central Line is laid out so that there are two ways of turning a train back to London.
  3. The single-track Acton-Northolt line is shown in black.
  4. The former second track if the Acton-Northolt line is shown dotted, as are the two former platforms.

These pictures show Northolt station.

Note.

  1. The station is showing signs of a sympathetic refurbishment.
  2. The steps down to the platform is a double set of steps separated by a handrail.
  3. There is a stylish glass shelter.
  4. There doesn’t seem much space for a lift to the station entrance.

It should also be noted that for eleven in the morning, the station seemed busy.

These are Underground passenger figures for 2021 in million for stations between Hanger Lane and West Ruislip.

  • Hanger Lane – 1.47
  • Perivale – 1.08
  • Greenford – 2.05
  • Northolt – 2.47
  • South Ruislip – 0.89
  • Ruislip Gardens – 0.48
  • West Ruislip – 0.71

Note.

  1. Greenford, South Ruislip and West Ruislip have some extra National Rail passengers.
  2. Greenford is the only station between Hanger Lane and West Ruislip, with full step-free access.
  3. Greenford station uses an inclined lift and I wrote about it in The Inclined Lift In An Improved Greenford Station.

As Northolt is the busiest station without step-free access, this is probably sufficient reason for step-free access to be installed.

Could Step-Free Access At Northolt Be Linked To Property Development?

This Google Map shows a close-up of the station building and Mandeville Road.

Note.

  1. The station building is marked by the London Transport roundel.
  2. To the North of the station, is Northolt Leisure Centre, which was opened in 2010.
  3. Mandeville Road runs across the map to the East of the station and the Leisure Centre.
  4. In the South-East corner of the map, thee looks what could be a High Speed Two site, marked out with red and white barriers.
  5. Between the station and the Leisure Centre, there appears to be a site used for parking trucks.

Could it be possible to develop step-free access from the site to the North of the station?

This second set of pictures show that site.

Note.

  1. The site is rather a dump.
  2. There is even a subway.

This third set of pictures, show the land on the other side of the Acton-Northolt line from the platform at Northolt station.

There are certainly possibilities! Especially if, housing were to be developed alongside the Northern side of the railway.

I suspect, that there could be a bridge across the railway, at this position in the station.

Certainly something would be possible.

Conclusion

Property development at both Arnos Grove and Northolt station would probably need step-free access at both stations.

If the BBC report was right, then to build the step-free access as the first part of the projects, is probably a good idea, as passengers get some early benefits.

I suspect though, that we’ll get a press release that says what is actually happening in a few days.

 

July 10, 2023 Posted by | Transport/Travel | , , , , , , , , , | 1 Comment

A Very Busy Paddington – 4th July 2023

On my trip to Marsh Barton station, Paddington was very busy, as these pictures show.

Note.

  1. Trains were leaving to Cheltenham Spa, Great Malvern. Newquay and Paignton, in addition to the more expected destinations of Bristol Temple Meads, Cardiff and Swansea.
  2. I took the Elizabeth Line to the station and it was very busy.

I feel, that action needs to be taken to increase the capacity of the station for both passengers and trains.

These are my thoughts.

Catching Trains From Reading

Recently, if I want to go somewhere, that is within an hour West of Reading station, I’ve started taking the Elizabeth Line to Reading using my Freedom Pass and then buying an Off Peak Day Return ticket from Reading.

  • It saves a few pounds.
  • I can catch the Elizabeth Line train at Moorgate direct to Reading, after having breakfast on Moorgate.
  • Moorgate is an easy bus ride from outside my house.

I suspect some other Freedom Pass holders will start to use Reading station to go West.

The only disadvantages are that you miss the Reading train and have to wait half-an-hour for another and that buying tickets at Reading means leaving the station.

Improvements, I would make would include.

  • Four trains per hour (tph) between Whitechapel and Reading.
  • A ticket machine on the bridge at Reading station, so that those needing a ticket can buy one without leaving the station.

I suspect other improvements could also improve this option.

A Second Concourse At The Western End Of Paddington Station

If you go to Paddington station on the Hammersmith and City Line of the Underground, you can walk across the top of the main station and take stairs down to the platform for your departing train.

There has been talk of improving this area of the station, so that passengers using that route from the Underground have an easier route with more facilities like cafes, shops and toilets.

I’m all for this improvement.

What Is The Point Of Heathrow Express?

On my trip, I watched a Heathrow Express arrive in Paddington and just a few people got off.

I am utterly certain, that the Elizabeth Line is giving Heathrow Express a good kicking, as it is so much better connected to the important destinations within London, like Bond Street, Canary Wharf, Farringdon for Thameslink, Liverpool Street for The City, Stratford for events and Whitechapel for the East London Line.

Discussions of the future of Heathrow Express, must also include the Western Rail Link to Heathrow, which is currently being planned by Network Rail.

This page on the Network Rail web site gives more details, including these benefits for the link.

  • Reduce rail journey times between Reading and Heathrow by delivering a new, faster, frequent, more reliable direct train service to Heathrow with four trains per hour in each direction. All trains would call at Reading and Slough and alternate trains at Twyford and Maidenhead. Journey times could be as short as 26 minutes from Reading and 6 to 7 minutes from Slough.
  • Significantly improve rail connectivity to Heathrow from the Thames Valley, South Coast, South West, South Wales and West Midlands.
  • Provide an alternative form of transport for passengers and the large number of people who work at the airport who are currently travelling by road.
  • Ease congestion on some of the UK’s busiest roads, the M4, M3 and M25 resulting in lower CO2 emissions equivalent to approximately 30 million road miles per year, helping to deliver the UK’s climate change and carbon reduction targets.
  • Generate economic growth and new jobs across the Thames Valley and surrounding areas.
  • Reduce passenger congestion at London Paddington.

There is then the question of who should run the service; Heathrow Express, the Elizabeth Line or both.

At the present time, trains from London to Heathrow are.

  • Elizabeth Line – 2 tph – Shenfield and Terminal 5
  • Elizabeth Line – 4 tph – Abbey Wood and Terminal 4
  • Heathrow Express – 4 tph  – Paddington and Terminal 5

Note.

  1. All trains also serve Heathrow Terminals 2 and 3.
  2. The Piccadilly Line also serves all Heathrow Terminals.
  3. It appears that Terminal 4 is only served by the Elizabeth Line.
  4. Terminal 5 has 6 tph, but the Western Rail Link will be at a frequency of four tph.

Because of the mismatch at Terminal 5 and that two tph will stop at Slough, Maidenhead and Twyford, I suspect we might see the following services on the Western Rail Link

  • Elizabeth Line – 2 tph – Terminal 5 and Reading via Slough, Maidenhead and Twyford
  • Heathrow Express – 2 tph – Terminal 5 and Reading via Slough.

Note.

  1. This would give Reading and Central London, a much-needed four tph on the Elizabeth Line. Two tph would be direct and two tph would be via Heathrow.
  2. It would not require any more paths in the Elizabeth Line Central Tunnel, as the 2 tph between Shenfield and Terminal 5 will just be extended to Reading.
  3. Heathrow Express has Western access with a connection to Reading.

It looks like this service pattern could be a good compromise.

I also suspect that this would improve passenger numbers for Heathrow Express.

Could Heathrow Express Run Its Service Using One Platform At Paddington?

I am fairly certain that this would be possible, if passenger access to the platforms at Paddington station were to be improved, by the building of a second concourse at the Western end of the station.

It is also likely, that full digital signalling will be applied between Paddington and Reading and this will surely improve the ease of running four tph into one platform at London Paddington for Heathrow Express.

I can see, that a reorganisation of Heathrow Express after the building of a second Western concourse at Paddington and the Western Rail Link to Heathrow, that Heathrow Express could be able to release a platform.

Could Great Western Railway Reorganise Suburban Services?

These are Great Western Railway’s suburban services, that terminate at Paddington.

  • 1 tph – London Paddington and Oxford via Reading and Didcot Parkway
  • 2 tph – London Paddington and Didcot Parkway via Slough, Maidenhead, Twyford, Reading, Tilehurst, Pangbourne, Goring & Streatley and Cholsey
  • 1 tph – London Paddington and Newbury via Reading, Theale and Thatcham

Note.

  1. The Oxford services, are run by Class 800 trains, running as either five-car, nine-car or ten-car trains.
  2. Oxford is also served by the hourly Paddington and Great Malvern service.
  3. All of the other services, are run by Class 387 trains, running as either four-car or eight-car trains.
  4. There doesn’t seem to be any pattern to the platforms used by these services.

I find the last point very surprising, as my extensive scheduling experience says that it is easier to schedule several similar processes, rather than a number of different ones.

This OpenRailwayMap shows the platforms at Paddington station.

Note.

  1. The platforms are numbered 1 to 14 from South-West to North-East.
  2. Platforms 1 to 12 all appear to long platforms about the same length.
  3. As some platforms can take ten-car Class 800 trains, I wouldn’t be surprised to find out all platforms 1-12 can.
  4. The only short platform is platform 14, which can accommodate an eight-car Class 387 train, which is 163 metres long.

It looks to me, with twelve long similar platforms, they can schedule the platforms on the fly, so perhaps this explains, the randomness of platform allocations.

I think in an ideal world, I would try and organise these services as follows.

  • The Oxford and Great Malvern services could share a platform at Paddington, which would help passengers to find the next Oxford train.
  • The Didcot Parkway and Newbury services could also share a platform at Paddington, for the same reason.
  • Unless Didcot Parkway and Newbury services are occasionally run by a twelve-car train, they could even use the short platform 14.

This would surely be a more efficient use of the platforms at Paddington station.

Could Didcot Parkway Services Become Another Elizabeth Line Destination?

Consider.

  • Didcot Parkway to London Paddington services appear to use the same tracks as Elizabeth Line services between Reading and Southall West Junction, where they change to the main line for Paddington.
  • London Paddington to Didcot Parkway services appear to use the main line from Paddington to Dolphin Junction, which is just to the East of Slough station, where it joins the same tracks as Elizabeth Line services to Reading.
  • Nine-car Class 345 trains are forty metres longer than an eight-car Class 387 train.
  • Class 345 trains are 90 mph trains.
  • Class 387 trains are 110 mph trains.
  • Class 387 trains wouldn’t fit the platform edge doors in the Elizabeth Line Central Tunnel.

It would appear that the Didcot Parkway and London Paddington services could be moved to the Elizabeth Line, by doing the following.

  • The Class 387 trains would be replaced by Class 345 trains.
  • Trains to London would go straight on at Southall West Junction and through the Elizabeth Line Central Tunnel.
  • Trains from London would emerge from the Elizabeth Line Central Tunnel on the right track for Reading.
  • There might be a need to lengthen a few platforms.

Note.

  1. The Didcot Parkway to London Paddington services would not need to use the main line.
  2. 2 tph would be removed from Paddington station.

As one electric train is being replaced by another, there would probably be no need for more electrification.

Could Newbury Services Become Another Elizabeth Line Destination?

Consider.

Freight trains appear to be able to go from Theale station to Platform 5 at Slough station, through Platform 15 at Reading station, which is a possible route that a Newbury to the Elizabeth Line Central Tunnel train would take.

Freight trains appear to be able to go from Platform 4 at Slough station to Theale station, through Platform 15 at Reading station, which is a possible route that an Elizabeth Line Central Tunnel to Newbury train would take.

It would appear that the Newbury and London Paddington services could be moved to the Elizabeth Line, by doing the following.

  • The Class 387 trains would be replaced by Class 345 trains.
  • Trains through Reading would follow the freight route.
  • There might be a need to lengthen a few platforms.

Note.

  1. The Newbury to London Paddington services would not need to use the main line.
  2. 1 tph would be removed from Paddington station.

As one electric train is being replaced by another, there would probably be no need for more electrification.

Conclusion

It looks like the capacity of Paddington station can be increased by the following.

  • Building a new second concourse at the Western end of the station.
  • Heathrow Express releasing a platform.
  • Oxford and Great Malvern services could share a platform at Paddington
  • Moving Didcot Parkway and Newbury services to the Elizabeth Line.

No new electrification would be required.

July 8, 2023 Posted by | Transport/Travel | , , , , , , , , | 1 Comment

A Spelling Mistake From Hydrogen Fuel News

This clipping from Hydrogen Fuel News contains one of the best spelling mistakes I’ve seen in a long time.

It wasn’t auto-suggestion, as the only lady in the article, is very demurely dressed.

 

July 8, 2023 Posted by | Hydrogen, Transport/Travel | , , | 1 Comment

Centrica To Build Largest Battery Storage Project To Date

The title of this post, is the same as that of this news item from Centrica.

These three paragraphs outline the news.

Centrica Business Solutions has secured the development rights to a 65MW two-hour battery storage plant in Perthshire, Scotland, its largest battery storage acquisition to date.

The site in Abernethy is located near a connection for North Sea offshore wind farms and will help manage grid capacity by charging when demand for power is low, and discharging when demand is at its highest.

Once connected to the grid in 2028, the 65MW two-hour battery will be able to store enough electricity to power 130,000 homes for an hour – the equivalent to a town the size of Aberdeen. The discharge could happen up to four times a day.

This map shows the site of the substation at Abernethy.

It seems a site with enough space for a 65 MW/130 MWh battery.

But is that a railway running past the site in the South-East corner of the map?

Yes! It is the single-track unelectrified railway that is used by trains to go between Edinburgh and Perth.

  • There are stations at both ends of the single-track section at Ladybank and Perth.
  • Abernethy substation looks like it is about halfway between the two end stations.

This page on Scotland’s Railway is entitled Fife Electrification and lists these four phases.

  1. Haymarket and Dalmeny
  2. Kinghorn and Thornton North
  3. Thornton and Lochgelly
  4. Thorton and Ladybank

The page also says that the electrification will support BEMUs (Battery Electric Multiple Units)

I feel that the electrification to Ladybank and Centrica’s battery could be linked.

  • If the electrification was extended a few miles to Abernethy substation, this would surely be a reliable way to power the electrification.
  • It would also be ideally placed, if Perth and Ladybank were to be electrified.
  • The new battery would surely smooth out any deviations in the power supply.

I certainly don’t expect that Centrica will object to a new customer.

Electrification Between Edinburgh And Ladybank

Consider.

  • Edinburgh and Ladybank is 39 miles and takes a couple of minutes over an hour.
  • Once, the four phases of the electrification are complete, only the 13.6 miles between Dalmeny and Kinghorn, will be without electrification.
  • I doubt that Dalmeny and Kinghorn will ever be electrified, as it includes the Forth Rail Bridge.
  • Dalmeny and Kinghorn is 13.6 miles and takes around twenty-four minutes.

It looks like the BEMUs will be under wires for 25.4 miles and nearly forty minutes, which will be more than enough to charge the trains.

Edinburgh And Aberdeen

In Thoughts On Batteries On A Hitachi Intercity Tri-Mode Battery Train, I said this about services between Edinburgh and Aberdeen.

Consider.

    • The gap in the electrification is 130 miles between Edinburgh Haymarket and Aberdeen.
    • There could be an intermediate charging station at Dundee.
    • Charging would be needed at Aberdeen.

I think Hitachi could design a train for this route.

The 25.4 miles of new Fife electrification between Haymarket and Ladybank will reduce gap in the electrification to 105 miles and ensure trains leaving Ladybank for Aberdeen had a full battery.

 

July 7, 2023 Posted by | Energy, Energy Storage, Transport/Travel | , , , , , , | 4 Comments

Discover How Greater Brighton Is Championing The Transition To Hydrogen

The title of this post, is the same as that of this news item from Brighton & Hove Council.

This is the introduction to the news item.

Local experts will present the strengths and opportunities for developing the hydrogen economy in the Sussex area at an online launch on 11 July. 

Register for the online launch of the Hydrogen Strategy

Developed by local company Ricardo, on behalf of Hydrogen Sussex, the Greater Brighton Hydrogen Strategy shows that with the right focus, collaboration and action, the region has real potential to stand out within the UK hydrogen landscape and gain economic and environmental benefits.

Brighton & Hove Council seem to be taking a sensible approach, but then they do have one of the world’s most respected hydrogen companies; Ricardo, a few miles to the West.

This section outlines, how Brighton is embracing hydrogen.

Hydrogen is a fast-growing sector with the potential to enable decarbonisation, support national energy security, create green growth and improve air quality.

The Greater Brighton and wider Sussex area has already broken ground in the Hydrogen industry, with advanced engineering, education and research being very well represented. Local initiatives include:

    • Hydrogen buses: Metrobus has just launched 15 hydrogen buses to serve the Crawley and Gatwick area, with a further 34 hydrogen buses joining their fleet over the next 18 months.
    • Shoreham Port: The port is working with partners H2Green to create a Green Energy Hub, producing green hydrogen in a multi-megawatt electrolysis plant – initially for Shoreham Port, and then supplying green hydrogen across the region. 
    • Maritime sector: Sussex’s engineering companies are at the forefront of hydrogen decarbonisation in the maritime sector. Bramble Energy, Cox Marine, Ceres Power and Ricardo are just some of the local companies which have received Government funding to tackle marine decarbonisation.
    • Sussex and Brighton universities: The two universities in the area have PHD studies on innovations in the sector, with Brighton University partnering with companies to win government research funding.
    • Worthing Crematorium: Could become the first in the world to trial a switch to 100% hydrogen. If testing is successful with cremator manufacturer DFW Europe, hydrogen technology will be brought over to Worthing Crematorium as early as spring 2024.

The region is already home to several hydrogen technology companies and has a strong capacity for innovation which could be developed to expand its engineering excellence.

That list looks fairly comprehensive.

Conclusion

Other towns, cities and regions in the UK, should look at what Brighton is doing, with respect to hydrogen.

July 7, 2023 Posted by | Hydrogen, Transport/Travel | , , , , , , | 1 Comment

Eltham Station – 6th July 2023

I’d never used Eltham station until yesterday. But as I’d documented half of bus route 132 for Exploring London Bus Route 132, it seemed a good place to start following the second part.

I took these pictures as I passed through.

The station is an unusual design, which is summed up, in this paragraph from the stations, Wikipedia entry.

Both stations were closed and replaced by the current station which was opened by British Rail on 17 March 1985 when a new section of the A2, the Rochester Way Relief Road, was opened. A bus station that was built on a raft above the A2 was opened at the same time.

This Google Map shows the layout of the station.

Note.

  1. The station is step-free using ramps.
  2. There are no lifts, but I suspect they could be easily added.
  3. On my visit yesterday, I hadn’t realised that there was a dual-carriageway road underneath the station.
  4. It is a comprehensive interchange between trains and buses.

For the 1980s, it is an excellent example of a station built to modern principles.

The underlying principle of this station could be used to create transport interchanges where railways, major rods and busy bus corridors intersect.

 

July 7, 2023 Posted by | Transport/Travel | , , | 2 Comments

Denmark Exploring Multiple Platforms As Alternative To Building Artificial Island

The title of this post, is the same as that of this article on offshoreWIND.biz.

This is the sub-heading.

After concluding that the current concept of its North Sea Energy Island would be too expensive for the State, the Danish government, the transmission system operator (TSO) Energinet, and other relevant agencies are now looking into the concept for the island to be established on several large platforms.

I feel this could be a sensible decision, as it would fit well with a modular approach to the building of offshore wind farms.

Suppose, the floating turbines used by a company like Ørsted were all similar. This would surely simplify management of their portfolio of wind farms.

If it works for floating wind turbines, surely, it would work for substations, electrolysers and other offshore hardware.

Conclusion

Artificial energy islands may seem an impressive way to go, but I suspect that the modular approach using standard components, that either sit on the sea bed or float may be a more affordable and faster way to build offshore wind farms.

July 7, 2023 Posted by | Energy | , , , , , , | Leave a comment

Exploring London Bus Route 132

London Bus Route 132, is run by battery-electric buses and it the first in London to use opportunity charging.

These pictures show the route from North Greenwich to Bexleyheath Shopping Centre.

Note.

  1. These pictures were shot in two sections on the 3rd and the 6th of July 2023.
  2. The break was at Eltham station.
  3. Some sections of the route had a lot of cars.
  4. Some side roads were full of parked cars.
  5. There were large numbers of cars parked in front of houses.

There are my thoughts.

More will appear here over the next couple of days.

The Buses

The buses used on the route are Alexander Dennis Enviro400EV, which are built on a BYD Auto chassis.

They have a range of 160 miles.

The Route

The route has several inclines both ways and I estimate it is just under ten miles.

At North Woolwich, the bus didn’t appear to have a charge, but I can’t be sure.

But it disappear at  Bexleyheath Shopping Centre and I was certain it went for a charge.

So is the operational philosophy to fill, the bus up overnight and then top the battery up every time, that it needs it at Bexleyheath.

A Comparison With A Similar Route In Birmingham That Has Hydrogen-Powered Buses

As the bus ran between North Woolwich and Bexleyheath Shopping Centre, I was comparing it, with the trip, I made across Birmingham, in hydrogen-powered buses, that I wrote about in Riding Birmingham’s New Hydrogen-Powered Buses.

Both were quality buses, but I felt the hydrogen bus had more power.

Opportunity Charging At Bexleyheath

If, buses need to be charged at the Bexleyheath Shopping Centre end of the route, where will they go?

This Google Map shows Bexleyheath Bus Garage in relation to the Shopping Centre.

Note.

  1. Bexleyheath Bus Garage is in the North-East corner of the map.
  2. It looks like it shares a site with Bexley Fire Station and Barnehurst Ambulance station.
  3. So the garage is well located for any future lithium-ion battery fires.
  4. In the middle of the map at the bottom, is Bexleyheath Clock Tower, in the middle of the town centre.
  5. I estimate it’s less than two kilometres between Bexleyheath Bus Garage and the Shopping Centre.

This Google Map shows a close-up of the Western side of the Bexleyheath Bus Garage.

Note.

  1. The two buses parked by the side of the garage.
  2. Behind them a white arm reaches over towards the road.
  3. This is the charger and buses connect using a pantograph on the roof.

It could be an All-In-One Fast Charging Station AIO from Furrer+Frey.

The Electrical Connection At Bexleyheath Bus Garage

Consider.

  • The bus garage shares a site with a fire station and an ambulance station, which surely must need a reliable power source.
  • This is London’s first application of opportunity charging.
  • There are improvements constantly happening to London’s struggling power network.
  • It is a large site and I suspect there is space for a battery to boost power.

I would assume that Transport for London wouldn’t have chosen a bus garage with a dodgy power supply.

Could The Charger Be Solar-Powered?

This Google Map shows the roof of Bexleyheath Bus Garage.

Note.

  1. It appears to be a square with a length of about six buses.
  2. It looks rather dirty.

I suspect that the roof could be replaced with a modern solar roof.

Hydrogen Or Electric

This article on RouteOne is entitled Enviro400FCEV Hydrogen Bus Fleet For Liverpool Debuts.

This paragraph describes the performance.

Alexander Dennis has chosen the heavy-duty variant of VEDS. It is designed to deliver up to 410kW of power, but the vehicle OEM says that in the Enviro400FCEV, output is limited to 350kW. Such an approach will maximise fuel economy while still enabling a high road speed and good hill climbing ability. Expected range is up to 300 miles.

So the range on hydrogen is nearly doubled.

Wrightbus’s outwardly similar electric and hydrogen buses have ranges of 200 and 280 miles, but filling times of 2.5 hours and 8 minutes.

The problem with hydrogen in London, is that the Mayor and Transport for London, don’t appear to have a hydrogen policy.

But I think, that hydrogen will win out in cities and areas, where hydrogen can be supplied.

I also believe that hydrogen has other advantages.

  • There is likely to be significant progress in improving hydrogen-powered heavy vehicles.
  • Hydrogen internal combustion engines are coming and could promise more affordable hydrogen buses.
  • Better and more affordable methods to create green hydrogen are being developed.
  • Some existing diesel buses will be able to be converted to buses powered by hydrogen internal combustion engines.
  • Lithium-ion batteries have a high environmental footprint.

Hydrogen is also likely to be the fuel of choice for heavy trucks.

 

July 6, 2023 Posted by | Hydrogen, Transport/Travel | , , , , , , , , | 5 Comments

Thoughts On The Future Of Orkney

This article on the BBC is entitled Orkney Votes To Explore ‘Alternative Governance‘

This is the sub-heading.

Orkney councillors have voted to investigate alternative methods of governance amid deep frustrations over funding and opportunities.

These paragraphs outline the story.

Council leader James Stockan said the islands had been “held down” and accused the Scottish and UK governments of discrimination.

His motion led to media speculation that Orkney could leave the UK or become a self-governing territory of Norway.

It was supported by 15 votes to six.

It means council officers have been asked to publish a report to Orkney’s chief executive on options of governance.

This includes looking at the “Nordic connections” of the archipelago and crown dependencies such as Jersey and Guernsey.

A further change which would see the revival of a consultative group on constitutional reform for the islands was accepted without the need for a vote.

My Thoughts On The Economic Future Of The Islands

The economic future of Orkney looks good.

Tourism and the traditional industries are on the up, but the islands could play a large part in renewable energy.

The West of Orkney offshore wind farm, which will be a 2 GW wind farm with fixed foundations, is being developed and a large hydrogen production hub at Flotta is being proposed, along with the development of a large quay in Scapa Flow for the assembly of floating wind farms.

The West of Orkney wind farm could be the first of several.

If the future wind farms are further from shore, they will most likely be based on floating technology, with the turbines and their floats assembled in Scapa Flow, from components shipped in from mainland UK and Europe.

Political Future

With a good financial future assured, I believe that Orkney will be able to choose where its political future lies. It could be a Crown Dependency or join Norway.

Whichever way it goes, it could be an island that effectively prints money, by turning electricity into hydrogen and shipping it to countries like Germany, The Netherlands, Poland and Sweden!

From a UK point of view, a Crown Dependency could be a favourable move.

Would Shetland follow the same route?

Offshore Hydrogen Production And Storage

Orkney is not a large archipelago and is just under a thousand square kilometres in area.

It strikes me, that rather than using up scarce land to host the large electrolysers and hydrogen storage, perhaps it would be better, if hydrogen production and storage was performed offshore.

Aker Northern Horizons

In Is This The World’s Most Ambitious Green Energy Solution?, I talk about Northern Horizons, which is an ambitious project for a 10 GW floating wind farm, which would be built a hundred kilometres to the North-East of Shetland, that would be used to produce hydrogen on Shetland.

Other companies will propose similar projects to the West and East of the Northern islands.

This map shows the sea, that could be carpeted with armadas of floating wind farms.

Consider.

  • There are thousands of square miles of sea available.
  • As the crow flies, the distance between Bergen Airport and Sumburgh Airport in Shetland is 226 miles.
  • A hundred mile square is 10,000 square miles or 2590 square kilometres.
  • In ScotWind Offshore Wind Leasing Delivers Major Boost To Scotland’s Net Zero Aspirations, I calculated that the floating wind farms of the Scotwind leasing round had an energy density of 3.5 MW per km².
  • It would appear that a hundred mile square could generate, as much as nine GW of green electricity.

How many hundred mile squares can be fitted in around the UK’s Northern islands?

July 5, 2023 Posted by | Energy, Finance & Investment, Hydrogen | , , , , , , , , , , , | 1 Comment

53 Train Stations To Benefit From Tap-In Tap-Out Rollout

The title of this post, is the same as that of this news story from the UK Government.

This is the sub-heading.

Passengers across the South East of England will benefit from ‘Pay As You Go’ technology by the end of December 2023.

The news story has these three bullet points.

  • £20 million of government funding marks the first phase of the government’s commitment to extend Pay As You Go to a further 200 stations in the South East
  • The department is also working with Great British Railways transition team (GBRTT) to agree Pay As You Go pilots in the Greater Manchester and the West Midlands by the end of the year
  • Both form part of the government’s plan to make fares and ticketing simpler and more convenient for passengers

If I look at the list of 53 stations to be added in this first phase, several are ones I have regularly used.

  • Beaconsfield
  • Bletchley
  • Bricket Wood
  • East Tilbury
  • Gerrards Cross
  • High Wycombe
  • Kempton Park
  • Southend Central
  • Southend East
  • St Albans Abbey
  • Staines
  • Windsor & Eton Riverside

With the Government saying that this list of stations in the South East, will rise to 200, I suspect that the number of listed stations, where I go regularly will increase.

At present, if I go to a contactless station like Gatwick Airport, which is outside of the Freedom Pass area, I have to buy an extension ticket, either before I board the train or I have to get off somewhere like East Croydon and tap-out with my Freedom Pass and tap-in with my bank card.

Surely, a better system, would be to be able to link a bank card to my Freedom Pass. This would enable my bank card to be charged excess on my Freedom Pass.

 

July 5, 2023 Posted by | Transport/Travel | , , , | Leave a comment

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