ORE Catapult, ABP, Microsoft & Co To Create World’s Biggest Offshore Wind ‘Living Lab’ In UK
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
A consortium led by the Offshore Renewable Energy (ORE) Catapult has launched a project that will create the biggest offshore wind “living lab” in the world in the UK through the development of a 5G Testbed that includes Grimsby Port and the Lynn and Inner Dowsing offshore wind farm.
These two paragraphs outline the project, its aims and partners.
The GBP 2.8 million (approximately EUR 3.2 million) project, which will run until March 2024, involves setting up a 5G Testbed to allow technology providers to test and demonstrate their equipment in real-world conditions, with access to reliable, high-speed communications.
The aim is to kickstart a digital revolution in offshore wind operations and maintenance (O&M) and accelerate the development of a new generation of digital technologies essential for the expansion of offshore wind generation, according to ORE Catapult, which partnered with Microsoft, Vilicom, JET Connectivity, XceCo, Associated British Ports (ABP), Acceleran and Satellite Applications Catapult to realise the project.
This seems to me to be a very good idea and it is certainly well-backed.
NI Green Hydrogen Projects Win Government Grants
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
Two green hydrogen projects in Northern Ireland have won government grants in the first round of the UK Net Zero Hydrogen Fund.
These three paragraphs outline the projects.
Green hydrogen is made by using renewable electricity to separate water into oxygen and hydrogen – a process called electrolysis.
The grants will be used to help fund the construction of electrolysers.
One will be at the Mannok cement plant in Fermanagh, the other at Wrightbus in Ballymena.
I talked about the Wrightbus project in Ballymena: Wrightbus To Develop Hydrogen Production Facility.
Green Hydrogen to Flow From Denmark To Germany From 2028
The title of this post, is the same as that of this article on Hydrogen Central.
These are the two introductory paragraphs.
Green hydrogen to flow from Denmark to Germany from 2028.
The climate minister, Lars Aagaard, and the German economy and climate minister, Vice Chancellor Robert Habeck, signed an agreement in Copenhagen to build a land-based hydrogen pipeline from Denmark to Germany, which will commence operations in 2028.
The article also says this about the hydrogen infrastructure to Germany.
An underground hydrogen pipeline from western Jutland will probably be used to transfer the hydrogen to northern Germany. The capacity of the new pipeline was not confirmed.
I can see the UK having the means to export hydrogen to Europe.
Cross Border Railway £10million Feasibility Study Due To Get ‘Underway Imminently’
Thw title of this post, is the same as that of this article on ITV.
These three paragraphs introduce the article.
A £10million feasibility study into expanding the Borders Railway to Carlisle is due to get “underway imminently”.
Penrith and the Border MP Dr Neil Hudson discussed the plans at Parliament with Scotland Minister, John Lamont.
There have been calls for the service to be extended past Tweedbank to Carlisle taking in towns and villages including Longtown, Hawick and St Boswells.
This finally looks like a serious move by the Government.
But then there’s an election coming!
ZeroAvia To Bring Zero-Emissions Flight To Sweden
The title of this post, is the same as that of this article on AviationSourceNews.
These three paragraphs outline the deal.
ZeroAvia has announced this week that it has struck a deal to bring zero-emissions flights to Sweden.
Such a deal has been struck to allow commercial routes from Skellefteå Airport using hydrogen-electric powertrains with Braathens Airlines.
Braathens Airlines operates a fleet of 14 ATR 72 aircraft, which will eventually have these powertrains utilized for flights across Sweden.
ZeroAvia are also targeting de Havilland Canada Dash 8 airliners for conversion to hydrogen.
Wales’ Inaugural Hybrid Train Service Launches On The Borderlands Line
The title of this post, is the same as that of this article on Rail Technology Magazine.
These are the first two paragraphs.
Today marks a historic day for the Welsh rail sector, seeing the introduction of the first battery-hybrid trains used in regular passenger service on the Borderlands Line between Wrexham and Bidston, as announced by Transport for Wales (TfW).
The inaugural service for the Class 230 trains left Wrexham Central at 07:31, following months of testing and crew training.
Unfortunately, it didn’t go very well, as some trains were late and there were several rail replacement buses and cancellations.
I’m afraid, Vivarail’s ambitious project is starting to look like a heroic failure.
Could Stadler Rescue The Borderlands Line?
Perhaps the solution for the Borderlands Line, which is only 27.5 miles each way, is to ask Stadler for an estimate to extend Merseyrail’s Class 777 trains to Wrexham Central station.
- Trains would use battery power between Bidston and Wrexham.
- Passengers would not need to change trains to go between Liverpool and Wrexham.
- Trains would go round the rail loop under Liverpool, where they would charge their batteries.
- There may need to be some form of charging in Wrexham.
I’m sure the good people Merseyside and North Wales wouldn’t object, but the politicians in Cardiff might!
The UK-Wide Need For Self-Powered Trains
Consider.
- The UK needs a substantial number of two-, three- and four-car self-powered trains.
- A proportion of these trains will run on partially-electrified routes.
- 100 mph trains would be preferable.
- Some routes would need trains capable of using third-rail electrification.
They are also needed urgently.
Will Mark 3’s Save The Day?
Consider.
- The only Mark 3 electric multiple units still running or in a state good enough to be converted are the thirty-four three-car Class 320 trains and perhaps fifty four-car Class 321 trains.
- Class 317 and Class 318 trains are probably too old to convert.
- A Class 319 train is a very inferior train from a passengers point of view to the Class 321 Renatus.
As some of these like the thirty Class 321 Renatus have been refurbished and given AC transmissions, it might be a good idea to build a few prototypes and try them out on various routes to assess their quality, reliability and performance.
But this route would only give about eighty three- and four-car trains.
It wouldn’t supply any two-car trains.
Sadly, the twenty-four two-car Class 456 trains, which could have been converted have all been recently scrapped.
Are There Any Other Trains That Can Be Converted?
There are several fleets of modern trains, that might be available.
- Four-car Class 350 trains
- Four-car Class 360 trains
- Four-car Class 379 trains
- Four-car Class 386 trains
There may also be some three- and four-car Bombardier Electrostars.
Again, there is a shortage of two-car trains, except for thirty-nine Class 466 trains.
- They are Networkers.
- They were built in the 1990s.
- They were refurbished ten years ago.
- They are third-rail trains.
- They are not in bad condition.
- Their operating speed is only 75 mph.
But they would probably be a hard train to convert and would only be a stopgap.
Conclusion
I am led to the conclusion, that there is a large gap in the UK rail network for a two-car train with this specification.
- Battery-electric operation.
- 100 mph operation
- Battery range of at least eighty miles.
- Quality interior.
- Ability to run on 25 KVAC overhead and/or 750 VDC third-rail electrification.
- Ability to add a third-car in the middle to create a three-car train.
Effectively, they would be a replacement for the Class 170 diesel trains.
Coffee With Added Lift
I took these pictures outside Clapham North station.
As my hands were full and I was in a hurry, I didn’t stop.
Work Underway At Motspur Park Station In South London
The title of this post, is the same as that of this article on Rail Business Daily.
These two paragraphs outline the project.
Network Rail has announced that £8.9 million is being invested in new lifts and walkways installed among other upgrades at Motspur Park station in south London.
Network Rail is working with South Western Railway and the London Borough of Merton Council to install a step free footbridge as part of the Government’s Access for All programme, funded by the Department for Transport (DfT).
I visited the station this morning and took these pictures.
Note.
- When Motspur Park station was built in 1925, I must assume that there were no persons of restricted mobility.
- According to some commentators, it sounds like Network Rail and its partners are going for a complete rebuild.
- Did the Woodworm Preservation Society protest at the new design?
- Some new trains to serve the station would surely help too!
It should open in early 2024.
I shall be interested to see how the new station alters passenger numbers.
Air Liquide Paves The Way For Ammonia Conversion Into Hydrogen With New Cracking Technology
The title of this post, is the same as that of this article on Hydrogen Central.
These two paragraphs outline the story.
Air Liquide announces the construction of an industrial scale ammonia (NH3) cracking pilot plant in the port of Antwerp, Belgium. When transformed into ammonia, hydrogen can be easily transported over long distances. Using innovative technology, this plant will make it possible to convert, with an optimized carbon footprint, ammonia into hydrogen (H2).
With this cracking technology, Air Liquide will further contribute to the development of hydrogen as a key enabler of the energy transition.
I think this could be very significant, in the development of hydrogen as an industrial fuel for heavy energy users.
Was Baldrick An Essex Man?
I have been looking at Network Rail’s page for Beaulieu Park station.
This is the heading.
Network Rail and Essex County Council are working together to develop proposals for the first railway station to be built on the Great Eastern main line for over 100 years.
These two paragraphs outline the project and where the finance is being obtained.
The new station is part of a wider regeneration of the Beaulieu Park estate in Chelmsford with new road infrastructure and up to 14,000 homes.
Essex County Council, in partnership with Chelmsford City Council, successfully secured £218m of funding from the Government’s Housing and Infrastructure (HIF) fund together with £34m contributions from the South East Local Enterprise Partnership and the developers of Beaulieu, Countryside and L&Q.
These features of Beaulieu Park station are listed on the page.
- Three platforms with a central loop line and new tracks to enable stopping services to call at the station while allowing fast trains to pass through unimpeded
- Step free access to all platforms via 2 lifts
- Accessible toilets, baby change facilities, waiting area and space for retail/catering
- Ticketing facilities, with ticket vending machines and a gate line
- Pedestrian and cycle access routes to the station
- 500 spaces for cycle parking and storage
- A bus interchange including bus stands for local services
- Pick up and drop off area with dedicated taxi bays
- Parking for over 700 cars, 5% of which to be designated Blue Badge bays, and motorcycle spaces, as well as dedicated parking for station staff, emergency services, and a dedicated space for service access.
Note.
- How many other parkway stations, other than Ebbsfleet International station have 700 parking spaces?
- The parking at Whittlesford Parkway can only hold 377 vehicles.
- How many other parkway stations have an overtaking loop for faster trains?
Beaulieu Park is not your average parkway station!
I have a few thoughts.
Which Of The Current Services Will Call?
The Network Rail page says this about services.
It will provide additional access to the railway with regular connections to the capital (only 40 minutes from London Liverpool Street station) and other destinations in the east of England. New tracks will enable stopping services to call at the station while allowing fast trains to pass through unimpeded.
Note.
- Trains between London and Hatfield Peverel station typically take under forty minutes.
- Two fast trains per hour (tph) between Liverpool Street and Norwich via Colchester, Ipswich and Stowmarket pass through.
- Only one of the fast trains stops at Chelmsford.
- Four stopping tph, one to each of Braintree, Clacton-on-Sea, Colchester Town and Ipswich pass through.
If all the stopping trains stopped, Beaulieu Park would have the following services.
- Braintree – 1 tph
- Chelmsford – 4 tph
- Clacton-on-Sea – 1 tph
- Colchester – 3 tph
- Colchester Town – 1 tph
- Hatfield Peverel – 1 tph
- Ingatestone – 2 tph
- Ipswich – 1 tph
- Kelvedon – 2 tph
- London Liverpool Street – 4 tph
- Marks Tey – 2 tph
- Romford – 1 tph
- Shenfield – 3 tph
- Stratford – 4 tph
- Witham – 4 tph
All trains are new Class 720 electric trains.
I also feel, that Network Rail could be being cunning.
Suppose, the Liverpool Street and Norwich express, that doesn’t stop at Chelmsford, stopped instead at Beaulieu Park.
- This would give an hourly express service between Beaulieu Park and Norwich, which stopped at Colchester, Manningtree, Ipswich, Stowmarket and Diss.
- It would also enable two tph between Beaulieu Park and Ipswich.
The 700 parking spaces at Beaulieu Park now start to make sense.
- Both Ipswich and Norwich stations are within walking distance of the town centres and the football grounds.
- Ipswich station has a shuttle bus service to the town centre and the hospital.
- Both stations have several local train services.
Beaulieu Park station appears to have been designed as a Park-and-Ride station for the Great Eastern Main Line and all its branches.
Services To And From Lowestoft
In Making Sense Of The New East Anglia Franchise, I looked in detail at Greater Anglia’s promises.
In a section, which is entitled London – Lowestoft – Yarmouth Services, I said this.
There are going to be four direct services between London and Lowestoft each day. This probably initially means two trains to London in the morning peak and two trains back in the evening one.
When, I first moved back to Suffolk in the 1970s, I regularly caught a diesel-hauled train from Wickham Market to London for the day.
This is all motherhood and apple pie for those in Lowestoft wanting to go to London, but I suspect it isn’t the easiest service for a train operator to schedule efficiently and make money.
Would a train operator really want to start a full train at Lowestoft at say six in the morning and then have it wait around all day in London before returning in the evening?
The service hasn’t started.
Services To And From Cambridge Or Peterborough
At some time in the last decade, one of the predecessors of Greater Anglia, used to run a service to Peterborough via Colchester and Ipswich, so that travellers in Essex could catch trains to the North.
Given too that Cambridge has an employment problem, if a service was run, it might attract passengers.
The Class 755 trains Could Serve Bury St. Edmunds, Cambridge, Lowestoft, Newmarket, Peterborough And Yarmouth
Consider.
- A pair of Class 755 trains would leave Liverpool Street.
- They would use electric power to run to Ipswich.
- The trains would run in one of the paths of the current hourly Ipswich service.
- Like their all electric siblings; the Class 745 trains, they would probably run most of the journey at near 100 mph.
- At Ipswich the trains would split.
- One train would go to on to Lowestoft and Yarmouth and the other would go to Cambridge and Peterborough.
If passenger numbers felt it was a good idea, I’m certain, it could be timetabled.
The Chelmsford Avoiding Line
In Will The Chelmsford Avoiding Line Be Rebuilt?, I described the avoiding line, that used to be between the two tracks at Chelmsford station.
It probably saved a few minutes, by allowing fast expresses to pass stopping trains.
Effectively, a new avoiding line is being built at Beaulieu Park, a few miles from the original position at Chelmsford.
So will the fast expresses save a few minutes?
Could The Elizabeth Line Run To Beaulieu Park?
Consider
- The end sections of the Elizabeth Line seem to be busy, as I wrote in Very Busy Lizzie.
- The City of Chelmsford is between Shenfield and Beaulieu Park.
- Paddington and Reading is 35.9 miles.
- Liverpool Street and Hatfield Peverel is 35.9 miles.
So Beaulieu Park is actually closer to London than Reading.
Perhaps, at some time in a few years, passenger traffic between Beaulieu Park and Shenfield will be such, that the Elizabeth Line will be extended to Beaulieu Park.
The ideal service from Beaulieu Park would surely be two tph to Heathrow, as getting to Heathrow from East Anglia by train needs a change at Liverpool Street.
The only drawback is that to work effectively on the Great Eastern Main Line, a sub-variant of the Class 345 trains will be needed with a 100 mph operating speed. I wrote about these trains in Extending The Elizabeth Line – High Speed Trains On The Elizabeth Line.
But they may have the advantage of being able to take the fast lines between Shenfield and Stratford.
Conclusion
Beaulieu Park may just look like any other station to serve a housing development.
But it’s a lot more than that!
- It’s a Park-and-Ride for the whole Great Eastern Main Line and London.
- It should speed up expresses between London and Colchester, Ipswich or Norwich.
- It should improve local connectivity.
- It could take a lot of traffic off the nearby A12.
- It could give the City of Chelmsford its own local metro.
- It could give Heathrow a direct link to much of Essex.
- How much carbon will be saved by passengers?
We need many more well thought out Park-and-Ride stations.
The Anonymous Widower 