Heart Aerospace Unveils New Airplane Design, Confirms Air Canada And Saab As New Shareholders
The title of this post, is the same as that of this press release from Heart Aerospace.
These are the first two paragraphs of the press release.
Swedish electric airplane maker Heart Aerospace today unveiled significant design updates to its first electric aircraft and confirmed Air Canada, one of North America’s largest airlines and Saab, the Swedish aerospace and defense company, as new minority shareholders.
The new airplane design, called the ES-30, is a regional electric airplane with a capacity of 30 passengers and it replaces the company’s earlier 19-seat design, the ES-19. It is driven by electric motors powered by batteries, which allows the airplane to operate with zero emissions and low noise.
And this is a visualisation of the aircraft from Heart Aerospace..
It looks fairly normal, except that it has four electric engines instead of two turboprops.
This paragraph of the press release gives details of the engine configuration.
The airplane will also include a reserve-hybrid configuration, consisting of two turbo generators powered by sustainable aviation fuel. The reserve-hybrid system is installed to secure reserve energy requirements without cannibalizing battery range, and it can also be used during cruise on longer flights to complement the electrical power provided by the batteries.
Note.
- The slightly larger Dash 8-100 aircraft seats just under forty and has 2.7 MW of installed power.
- Rolls-Royce have a 2.5 MW hybrid turbo generator that runs on sustainable aviation fuel.
- Honeywell have a similar smaller hybrid turbo generator, based on the auxiliary power unit of an Airbus A 350.
I’m sure that Heart can find the hybrid turbo-generators they need for the ES-30.
This paragraph of the press release gives details of the performance.
This gives the airplane a fully electric range of 200 kilometers, an extended range of 400 kilometers with 30 passengers, and flexibility to fly up to 800 kilometers with 25 passengers, all-inclusive of typical airline reserves.
Eight hundred kilometres is sufficient range to serve Bordeaux, Frankfurt, Geneva, Hamburg, Inverness, Paris and Shannon airports from London City Airport.
The press release also discloses that the company has received 96 letters of intent for the aircraft and expects that the in-service date will be 2028.
I don’t think that the date is unreasonable.
Biden-Harris Administration Announces New Actions To Expand U.S. Offshore Wind Energy
The title of this post is the same as that of this fact sheet from the White House briefing room.
This is the sub-title.
Departments of Energy, Interior, Commerce, and Transportation Launch Initiatives on Floating Offshore Wind to Deploy 15 GW, Power 5 Million Homes, and Lower Costs 70% by 2035.
Some points from the fact sheet.
- The President set a bold goal of deploying 30 gigawatts (GW) of offshore wind by 2030, enough to power 10 million homes with clean energy, support 77,000 jobs, and spur private investment up and down the supply chain.
- Conventional offshore wind turbines can be secured directly to the sea floor in shallow waters near the East Coast and the Gulf of Mexico.
- However, deep-water areas that require floating platforms are home to two-thirds of America’s offshore wind energy potential, including along the West Coast and in the Gulf of Maine.
- Globally, only 0.1 GW of floating offshore wind has been deployed to date, compared with over 50 GW of fixed-bottom offshore wind.
- The Floating Offshore Wind Shot will aim to reduce the costs of floating technologies by more than 70% by 2035, to $45 per megawatt-hour.
- The Administration will advance lease areas in deep waters in order to deploy 15 GW of floating offshore wind capacity by 2035.
This all seems to be ambitious!
But!
- In ScotWind Offshore Wind Leasing Delivers Major Boost To Scotland’s Net Zero Aspirations, I looked at Scotland’s latest round of offshore wind leases.
- If the lessors carry out their proposals Scotland will add 9.7 GW of fixed-foundation offshore wind farms and 14.6 GW of floating offshore wind farms, which I estimate will be built by 2035.
- In Three Shetland ScotWind Projects Announced, I looked at three floating wind farms to the East of Shetland, which are a secondary deal after ScotWind, which could generate 2.8 GW by 2035.
- In Is This The World’s Most Ambitious Green Energy Solution?, I describe an ambitious plan called Northern Horizons, proposed by Norwegian company; Aker to build a 10 GW floating wind farm, which will be 120 km to the North-East of the Shetlands.
It could be possible that little Scotland installs more floating wind farms before 2035, than the United States.
And what about England, Wales and Northern Ireland?
- England hasn’t announced any floating wind farm projects, but has around 17 GW of fixed-foundation offshore wind farms under development in the shallower waters along the East and South coasts.
- In Two Celtic Sea Floating Wind Projects Could Be Delivered By 2028, I looked at prospects for the Celtic Sea between Wales, Ireland and Devon/Cornwall. It is possible that a GW of floating wind could be developed by 2028, out of an ultimate potential of around 50 GW.
- Northern Ireland is a few years behind England and Scotland and might eventually make a substantial contribution.
But Biden’s aims of a strong supply chain could be helped by Scotland, as several of the floating wind farms in Scotland are proposing to use WindFloat technology from Principle Power, who are a US company. The Principle Power website has an explanatory video on the home page.
Marble Arch To Lambeth Palace – 16th September 2022
I took these pictures as I travelled from Marble Arch to Lambeth Palace on the top deck of a 148 bus.
Note.
- This sequence starts at the London Hilton Park Lane Hotel, just to the North of Marble Arch.
- Constitution Hill was busy with visitors to Buckingham Palace
- The route goes past the long wall, that encircles the palace.
- The route meanders its way through Victoria to approach the river along Horseferry Road.
- The sequence ends after the bus has crossed Lambeth Bridge by Lambeth Palace.
To take these pictures, I had boarded the 148 bus at Lancaster Gate station and I got off at Lambeth North station.
Transport Enterprise Leasing To Integrate Cummins X15H Hydrogen Engine Into Heavy Duty Trucks
The title of this post, is the same as that of this article on Fleet Equipment.
This is the first paragraph.
Transport Enterprise Leasing and Cummins Inc. announced recently that TEL has signed a letter of intent planning to purchase Cummins’ 15-liter hydrogen internal combustion engines when available. TEL will integrate the Cummins’ X15H hydrogen engines into their fleet of heavy-duty trucks.
This second paragraph is very significant.
Hydrogen engines can use zero-carbon green hydrogen fuel, produced by Cummins-manufactured electrolyzers. The projected investment in renewable hydrogen production globally will provide a growing opportunity for the deployment of hydrogen-powered fleets utilizing either Cummins fuel cell or engine power.
Cummins would appear to be aiming to be a one-stop shop to decarbonise your fleet of heavy trucks or anything that is powered by a Cummins diesel engine.
I did a small amount of work for Cummins about twenty years ago and one of the companies objectives was to be able to provide a diesel engine to fit anybody’s application.
So if someone wanted a diesel engine with a particular power, that fitted in an unusually-shaped or confined space, they would rearrange the layout of the engine to make it fit.
I suspect that London’s New Routemaster buses have a special version of Cummins B Series engine, designed for its unusual location halfway up the back stairs.
Will Cummins produce a hydrogen internal combustion engine for the New Routemaster?
- The buses could become zero-carbon, at less cost than new buses.
- Passengers would notice no difference in ride comfort and experience.
- Drivers would just need to use the hydrogen systems.
- Maintenance staff would only need to be trained n handling the hydrogen system, as much of the buses would be unchanged.
- Cummins could sell an electrolyser to each garage.
- London would get some good publicity for tourism.
London’s iconic bus would look the same.
Paying My Respect To The Queen
Last night, I paid my respect to Queen Elizabeth.
At around 23:15, I took a 141 bus from near my house and walked to the end of the queue near Southwark Cathedral.
It was a two-and-a-half mile walk, but I managed it reasonably well.
But I did have problems, as it was a bit dark.
- I did have a problem with my boot laces, which I had difficulty tying up again.
- I did trip a couple of times, but didn’t really hurt myself.
- It didn’t help, that some of the pavements on the South Bank aren’t the best.
When I arrived into Victoria Gardens, prior to entry into Westminster Hall, the queue was meandered about twenty times for control purposes.
- It was on a heavily-textured rubber matting and some of the turns played havoc with my feet.
- I now have a large blister on the bottom of my right foot.
- After I left the lying-in state, I was asked by a Red Cross lady about my visit and she said others had suffered how I did.
I would suggest that if you go to the lying-in state, you choose your footwear with care.
I’ve been to Westminster Hall before and I wrote about it, in To a Reception at the House of Lords, which includes this picture.
The hall did the Queen proud today.
If you get a chance to attend, do it! But be careful about your footwear!
Also note, that from the time I joined the queue until the time I left Westminster Hall was over eight hours.
North Seas Countries Commit To 260 GW Of Offshore Wind By 2050
The title of this post, is the same as that of this article on Renewables Now.
This is the first two paragraphs.
The nine member countries of the North Seas Energy Cooperation (NSEC) on Monday committed to at least 260 GW of offshore wind energy by 2050.
The NSEC aims to advance offshore renewables in the North Seas, including the Irish and Celtic Seas, and groups Belgium, Denmark, France, Germany, Ireland, Luxembourg, the Netherlands, Norway, Sweden and the European Commission.
Note.
Intermediate targets are 76 GW by 2030 and 193 GW by 2040.
The UK has a target of 50 GW by 2030, of which 5 GW will be floating offshore wind.
The UK is not mentioned, but has joint projects with the Danes, Germans, Irish, Norwegians, Spanish and Swedes.
There is nothing about energy storage or hydrogen!
On the figures given, I think we’re holding our own. But then we’ve got more sea than anybody else.
Werner Enterprises Signs Letter Of Intent Planning To Secure 500 X15H Engines From Cummins
The title of this post, is the same as that of this press release from Cummins.
This is the first paragraph.
Werner Enterprises, a premier transportation and logistics provider, and Cummins Inc., a global power solutions provider, announced today Werner signed a letter of intent to purchase 500 Cummins’ 15-liter hydrogen internal combustion engines upon availability. The two companies announced earlier this year, Werner Enterprises plans to validate and integrate Cummins’15-liter natural gas and Cummins’ X15H hydrogen engines, both part of Cummins’ fuel agnostic platform, into their fleet.
More details of the X15H engine are given in this earlier press release, which is entitled Cummins Inc. Debuts 15-Litre Hydrogen Engine At ACT Expo, which has this first paragraph.
Today, Cummins Inc. debuted its 15-liter hydrogen engine at ACT Expo in Long Beach, California. This engine is built on Cummins’ new fuel-agnostic platform, where below the head gasket each fuel type’s engine has largely similar components, and above the head gasket, each has different components for different fuel types. This version, with expected full production in 2027, pairs with clean, zero-carbon hydrogen fuel, a key enabler of Cummins’ strategy to go further faster to help customers reduce greenhouse gas (GHG) emissions.
I certainly like the concept of a fuel-agnostic platform, where below the head gasket, everything is similar, and above the head gasket, there are appropriate components.
I wouldn’t be surprised to find that Rolls-Royce mtu and JCB have used a similar concept for their hydrogen internal combustion engines.
Cummins have also developed a 6.7 litre engine.
This is a paragraph from the press release.
Hydrogen internal combustion engines use zero-carbon fuel at a lower initial price of a fuel cell or battery electric vehicle with little modification to today’s vehicles. Accelerated market adoption of hydrogen engine powered vehicles is driven by the technology’s high technology maturity, low initial cost, extended vehicle range, fast fueling, powertrain installation commonality, and end-user familiarity.
I certainly feel it is the way to go technically.
Take London’s New Routemaster buses.
- These buses are powered by a Cummins B-series engine, which has four cylinders and a capacity of 4.5 litres.
- This engine powers large numbers of trucks and pick-ups.
- For the UK, they are manufactured in Darlington.
- It appears that Cummins 6.7 litre engine is a six cylinder B-series engine.
It would certainly be more affordable to change the cylinder heads of these buses and power them by hydrogen, than purchase a new fleet.
Cummins have an excellent tutorial on hydrogen internal combustion engines on their web site.
Extending The Elizabeth Line – Piccadilly Line To Ealing Broadway
Transport for London have proposed a reorganisation of the Piccadilly and District Lines in the Ealing area.
I first wrote about this in Is There Going To Be More Change At Ealing Broadway Station?, but now the Elizabeth Line is on the verge of being connected across London, I feel that this post needs to be replaced.
A Possible Proposal
Ealing Broadway station is being upgraded for Crossrail.
In the November 2017 Edition of Modern Railways, there is a Capital Connection supplement, which discusses London’s railways.
On Page 7 in a section about the sub-surface lines, this is said.
One possibility being discussed is that the Piccadilly should take over the District’s Ealing Broadway service. This would free up space on the South side of the inner-London circle for more City trains off the Wimbledon branch, one of the sub-surface network’s most-crowded routes.
On Page 15 in a section about the Mayor’s plans, this is said.
It is suggested Piccadilly Line services run to Ealing Broadway instead of the District Line, enabling increased frequencies on the latter’s Richmond and Wimbledon branches.
As the plan is mentioned twice, certainly the proposal is being thought about.
The Lines At Ealing Broadway Station
This map from carto.metro.free.fr shows the lines at Ealing Broadway station.
Note how the Piccadilly and District Lines share tracks from Ealing Common station, which then split with District Line trains going to Ealing Broadway station and Piccadilly Line trains going to Rayners Lane and Uxbridge stations.
If the change happened and Ealing Broadway station was only served by the Piccadilly and Central Lines of the Underground, then there might be opportunities to improve the efficiency of the Underground side of the station.
Capacities And Lengths Of London Underground Trains Serving Ealing Broadway Station
I’ll express these as a table.
- Central Line – 1992 Stock – 930 passengers – 130 metres – 7.15 pass/m.
- District Line – S7 Stock – 1209 passengers – 117.45 metres – 10.29 pass/m.
- Piccadilly Line – 1973 Stock – 684 passengers – 106.8 metres – 6.40 pass/m.
- New Tube for London – 1076 passengers – 113.7 metres – 9.46 pass/m.
Note.
- The New Tube for London is the shortest train, with the second highest capacity and the highest passenger density.
- The New Tube for London will be replacing the Piccadilly Line trains first.
- The New Tube for London will be replacing the Central Line trains second.
It looks like there will be no platform-length problems running the New Tube for London to Ealing Broadway station.
The District Line Platforms At Ealing Broadway Station
These pictures show the District Line at Ealing Broadway station.
Note.
- There are three platforms for terminating District Line trains, which are numbered 7 to 9.
- The service frequency is six trains per hour (tph).
- The bridge to the far platform 9, is not step-free.
- It appears to be possible to walk between platforms 8 and 9 behind the buffer stops, but it wasn’t signed.
- As a comparison the Central Line runs 9 tph to East London from two platforms, that are numbered 5 and 6.
- There was also a 3 tph Night Tube service before the pandemic, which appears to be running again.
- Platforms 8 and 9 seem to be covered by a building of very little architectural merit.
This map from OpenRailwayMap shows the detailed platform layout.
Note.
- Platforms are numbered from 1 to 9 from the South.
- Underground tracks are shown in blue.
- Elizabeth Line tracks are shown in orange.
- Great Western ~Main Line tracks are shown in red.
I believe that the three District Line platforms could be upgraded into an excellent terminus for another branch of the Piccadilly Line.
Consider.
- Two platforms would probably be enough, but a third would be useful for service recovery.
- As the Piccadilly and Central Line trains are the same size, could Platform 7 be a platform be available to both Underground services when needed?
- The New Tubes for London are a few metres shorter than the current District Line trains, so would this help in creating a step-free level walkway between Platforms 8 and 9, behind the buffer stops?
- Platforms 8 and 9 may need to be lengthened.
- Is there any scope for any appropriate oversite development?
I certainly believe that a much better replacement could be created.
Changing Between The Underground Lines And The Elizabeth Line At Ealing Broadway Station
Ealing Broadway station is now step-free and changes between the Eastbound Elizabeth Line and the Underground are a walk on the level.
Only when changing to or from the Westbound Elizabeth Line do you need to use stairs and/or a lift.
Elizabeth Line Effects On Access To Heathrow
The Elizabeth Line will change the way a lot of passengers go to and from Heathrow Airport.
Elizabeth Line To Heathrow
At present, the service will be.
- 4 trains per hour (tph) between Paddington and Heathrow Central and Heathrow Terminal 4 or Heathrow Terminal 5 via Ealing Broadway.
After November 6th, 2022, the service will be.
- 4 tph between Abbey Wood and Heathrow Central and Heathrow Terminal 4
- 2 tph between Abbey Wood and Heathrow Central and Heathrow Terminal 5
In addition these services will serve all station including Canary Wharf, Liverpool Street, Bond Street, Paddington and Ealing Broadway.
Effect On Heathrow Express
It will be difficult to predict what will happen to Heathrow Express, but I suspect several groups of passengers will desert it.
- Passengers wanting to go anywhere East of Paddington without changing trains.
- Passengers wanting any Elizabeth Line station.
- Passengers, who don’t like the prices of Heathrow Express.
- Passengers using Oyster or contactless cards.
- Passengers who want to ride on London’s spectacular new Elizabeth Line.
- After Old Oak Common station is opened for High Speed Two, the numbers could further decrease.
Will Heathrow Express survive?
Effect On Piccadilly Line
The current Piccadilly Line route to the Airport will not be closed, as for many it will still be a convenient route to the Airport
- Passengers who live on the Piccadilly Line and don’t want to change trains. Think Southgate, Knightsbridge, Hammersmith and Osterley!
- Passengers to the West of Acton Town station.
- Passengers, workers and others needing to go to Hatton Cross station.
If the Elizabeth Line connected with the Piccadilly Line at say Holborn, it would be all so different.
Effect On District Line
When Crossrail opens, the District Line will become a loop from Crossrail, between Ealing Broadway and Whitechapel running along the North Bank of the Thames via Earls Court, Victoria, Charing Cross and Monument.
The step-free interchange at Ealing Broadway could become busy with passengers travelling to and from the Airport.
Effect On Piccadilly Line Overcrowding
Heathrow trains on the Piccadilly Line can get very overcrowded with so many passengers with heavy cases.
It must sometimes be very difficult to get on a Piccadilly Line train between Heathrow and South Kensington stations.
The Elizabeth Line should take the pressure from these trains, by allowing passengers to use the District Line with a change at Ealing Broadway.
The New Tube for London will also help to reduce the overcrowding.
Effect On My Personal Route
My personal route to the airport is to take a 141 bus to Manor House station and then get the Piccadilly Line. It takes 94 minutes.
After the Elizabeth Line fully opens, if I take the East London Line from Dalston Junction to Whitechapel and then used Crossrail, I’d take 57 minutes.
Conclusion
The Elizabeth Line will affect the way many get to and from Heathrow Airport.
But there are large areas of London, who still will need to change trains twice to get to the airport. But for many, one of those changes will be a step-free one at Ealing Broadway, Paddington or Whitechapel stations.
Piccadilly Line To Ealing Broadway Effects
Adding Ealing Broadway station as a fourth Western terminus to the Piccadilly Line will have effects, but not as important as the opening of the Elizabeth Line.
Some Improved Journey Times To Heathrow
Some Piccadilly Line stations will see improved journey times to Heathrow.
Hammersmith to Heathrow currently takes 37 minutes by the Piccadilly Line.
Taking a Piccadilly Line train to Ealing Broadway and then using the Elizabeth Line could save a dozen minutes.
The District Line Connection To The Elizabeth Line At Ealing Broadway Is Lost
Passengers along the District Line from Monument to Hammersmith will lose their direct access to the Elizabeth Line at Ealing Broadway.
Cross-platform access to the Piccadilly Line at Hammersmith and other stations will probably be provided or improved, but it will be a second change.
Note that until the Piccadilly Line gets upgraded and new trains arrive around 2023, the District Line with new trains and the soon to be installed new signalling may well be a better passenger experience.
More Trains To Richmond
This will certainly be possible, if some Ealing Broadway trains are diverted to Richmond.
But the Elizabeth Line has another delight in its cupboard for Richmond.
Old Oak Common station is scheduled to open in 2026 and will offer an interchange between the Elizabeth Line and the North London Line.
Richmond will certainly be getting a better train service to Central and East London.
More Trains To Wimbledon
This will certainly be possible, if some Ealing Broadway trains are diverted to Wimbledon.
The Ealing Common Problem
At Ealing Common station, the Piccadilly and District Line share the same tracks and platforms.
Some commentators have suggested that the new trains on the Piccadilly Line will be designed to work with platform-edge doors for improved safety and dwell times.
So if platform-edge doors were to be fitted to all stations on the Piccadilly Line as has been suggested, there would be no way the doors would fit the new S7 Stock of the District Line.
Swapping Ealing Broadway from the District to Piccadilly Lines would solve this problem and give more flexibility, but it might give London Underground other problems with regard to access for District Line trains to Ealing Common depot.
These pictures show Ealing Common station.
Note the difference in levels between the Piccadilly and District Line trains.
There would be no way to provide level access for both types of train using a Harrington Hump.
So is making a station that serves both deep-level and sub-surface lines, step-free, a problem that is still to be cracked?
This Google Map shows Ealing Common station.
It doesn’t look that it is a station, where two extra platforms could be squeezed in, so both lines could have their own platforms.
Could Ealing Common station be one of the main reasons to serve Ealing Broadway station with the Piccadilly Line?
Acton Town Station
These pictures show Acton Town station.
Note.
- The two central tracks appear to be Piccadilly Line trains only.
- The two outer tracks appear to be able to be used by both District and Piccadilly Line trains.
- There is quite a step-down to Piccadilly Line trains on some platforms.
Making Acton Town station, a Piccadilly Line-only station, would ease making the station step-free, as it would only be served by one type of train.
Chiswick Park And Ravenscourt Park
This section is shown in this map from cartmetro.com.
Note.
- The District Line is shown in green.
- The Piccadilly Line is shown in blue.
- The two Piccadilly Line tracks are in the middle and generally trains go straight through the four stations.
- The two District Line tracks are on the outside and trains stop at most stations.
It appears that the tracks have been laid out so that Piccadilly Line trains can get a real shift on between Acton Town and Hammersmith.
This could save a few minutes on some Piccadilly Line journeys.
But there is a problem!
- District Line trains serve all stations.
- Piccadilly Line trains serve none.
- How is Chiswick Park station going to be served, as there are no District Line trains passing?
- Passengers for intermediate stations, would need to get on the District Line trains before entering the Acton Town and Hammersmith section.
- Passengers may want to change between Ealing Broadway and Chiswick Park.
There will also be no trains running on the current District Line tracks between Acton Town and Turnham Green Junction. The only ones that do now, go to Ealing Broadway and they’re being changed to Piccadilly Line trains.
Serving Chiswick Park Station
Chiswick Park station only has platforms on the District Line, which will not see any passing trains if the District Line doesn’t go to Ealing Broadway.
One suggestion I found was to add two new District Line platforms to the Richmond branch.
This Google Map shows the station.
Note the Richmond branch passing South of the station.
This second Google Map shows the tracks between Chiswick Park station and Turnham Green junction.
Note.
- The four tracks between Acton Town and Hammersmith stations.
- The current District Line tracks are the outside two of the four tracks.
- The Piccadilly Line tracks are the middle two.
- The two tracks at the South-West corner go to Richmond station.
- The Eastbound track from Richmond goes under the four-track railway, before joining the current Eastbound District Line track.
- The Westbound track to Richmond runs along the South side of the four-track railway, before joining the current Westbound District Line track.
These pictures were taken from a train approaching Chiswick Park station from the East.
Note, that there is enough space for a platform along the single track.
These pictures are of Chiswick Park station.
Note.
- The distinctive architecture of London Transport stations of the period.
- The two fast lines in the middle, with Piccadilly Line trains speeding through.
- The two District Line trains on the outside with platforms.
- The Richmond Branch passing to the South of the station and between the station and Sainsburys.
I would suspect that a pair of platforms could be built on the two tracks of the Richmond branch.
- District Line trains to and from Richmond would stop at the new platforms at Chiswick Park stations and Turnham Green, Stamford Brook, Ravenscroft Park, Hammersmith, Baron’s Court and Earl’s Court stations.
- Passengers between Ealing Broadway and Victoria stations would change at Hammersmith, Baron’s Court or Earl’s Court stations.
- The car park at the bottom of the map is for a large Sainsbury’s. Perhaps, they would like a station entrance?
- Chiswick Park station is Grade II Listed.
I’m sure that a good architect can find a more than acceptable solution.
Turnham Green Station
As I passed through Turnham Green station, I got off and took a few pictures, before catching the next train to Ealing Broadway.
Note.
- Piccadilly Line trains don’t generally stop, although they do at times to provide a service when the District Line is not running.
- The station is not step-free, with stairs to the entrance.
- It has some nice features.
- Herbs are provided for passengers
If required a step-free interchange between District and Piccadilly Lines could be arranged.
Hammersmith Station
I arrived at Hammersmith station on a Piccadilly Line train and left on a District Line train, after taking these pictures.
Note.
- The change is on the same island platform.
- There is plenty of space on the platform.
- The District Line trains are level with the platform.
- The Piccadilly Line trains require a step-down from the platform.
- The District Line trains run at a frequency of 12 tph.
- The Piccadilly Line trains run at a frequency of 21 tph.
- Hammersmith is also a big bus interchange and shopping centre.
There should be no problem changing between Piccadilly and District Lines at Hammersmith, with a wait of no more than five minutes.
Baron’s Court Station
In a brief stop at Baron’s Court station, I took these pictures.
Note.
- The change is on the same island platform.
- There is less space on the platform, than at Hammersmith station.
- The District Line trains are a step-up from the platform.
- The Piccadilly Line trains require a step-up from the platform.
- The District Line trains run at a frequency of 12 tph.
- The Piccadilly Line trains run at a frequency of 21 tph.
There should be no problem changing between Piccadilly and District Lines at Baron’s Court, with a wait of no more than five minutes.
Earl’s Court Station
I arrived at Earl’s Court station on a Piccadilly Line train and left on a District Line train, after taking these pictures.
Note.
- The change means that platforms have to be changed
- The District Line trains are a step-up from the platform.
- The Piccadilly Line trains require a step-up from the platform.
- The District Line trains run at a frequency of 12 tph.
- The Piccadilly Line trains run at a frequency of 21 tph.
There should be no problem changing between Piccadilly and District Lines at Earl’s Court, but Hammersmith and Baron’Court don’t need a change of platform.
What Is The Best Station To Change Between Piccadilly And District Lines?
It appears that the best place to change would be Hammersmith, or failing that Baron’s Court.
- Earl’s Court requires a change of platform.
- Turnham Green requires a change of platform and two sets of steps.
- Hammersmith has a shopping centre and a lot of buses.
- I’ve used Hammersmith before to get home from Heathrow, with a change to a 141 bus at Monument station.
I would always for preference use Hammersmith.
Conclusion
It appears to me, there are three opposite forces on either side of a possible proposal to serve Ealing Broadway station with the Piccadilly Line, rather than the District Line.
- The District Line will form a loop South of Crossrail between Ealing Broadway and Whitechapel stations.
- The loop of the District Line serves Victoria, Embankment, Blackfriars, Cannon Street and Tower Hill stations for access to National Rail services.
- Making a station step-free that handles both deep-level and sub-surface lines, is not an easy undertaking.
Running the Piccadilly Line to Ealing Broadway means that a change is required at Hammersmith or Barons Court stations to use the loop described in point 1.
But this change would enable the step-free access to be created in all stations in the area.
I think that the change of terminus will go ahead, with the following additions.
- Improved access to Ealing Common depot.
- Improved cross-platform access at Hammersmith or Barons Court stations.
- Possibly two extra platforms on the District Line at Chiswick Park station.
What started out as a simple change could end up as a substantial project.
But overall, because it sorts out step-free access in the area, I think it is a good proposal.
Hydrogen Tourist Transport Network Trialled In The Peak District
The title of this post, is the same as that of this article on Fleet News.
This paragraph outlines the trial.
A trial is taking place in the Peak District National Park where hydrogen fuel cell electric vehicles (FCEVs) and electric vehicles (EVs) will run together between multiple destinations and attractions.
Note.
- Toyota will provide the buses.
- Air Products is providing hydrogen.
- The services appear to be centred on Chesterfield station.
It looks like one of the objectives is to test the two types of buses against the terrain.
I can see hydrogen-powered buses being used extensively in tourist areas all over the world.
Is Twelve The Answer To Carbon Emissions?
Everybody knows that The Answer to the Ultimate Question of Life, the Universe, and Everything is 42.
I’ve just been digging around the Internet, where I started in the Wikipedia entry for the Electrochemical Reduction Of Carbon Dioxide, which says this about the process.
The electrochemical reduction of carbon dioxide, also known as electrolysis of carbon dioxide, is the conversion of carbon dioxide (CO2) to more reduced chemical species using electrical energy. It is one possible step in the broad scheme of carbon capture and utilization, nevertheless it is deemed to be one of the most promising approaches.
This led me to the Wikipedia entry for a company called Twelve.
I then looked at the Twelve web site.
The Mission Statement
Most companies have them and their’s is.
We Are The Carbon Transformation Company
Which is backed up by the following.
We make the world’s most critical chemicals, materials and fuels from air, not oil with our revolutionary carbon transformation technology.
We’re reinventing what it means to be a chemical company in the climate era, on a mission to eliminate global emissions and build a fossil-free future.
I have explored the web site and it looks good for me.
See what you think!
The Anonymous Widower 