The Anonymous Widower

Shell To Start Building Europe’s Largest Renewable Hydrogen Plant

The title of this post, is the same as that of this press release from Shell.

This is the first paragraph.

Shell Nederland B.V. and Shell Overseas Investments B.V., subsidiaries of Shell plc, have taken the final investment decision to build Holland Hydrogen I, which will be Europe’s largest renewable hydrogen plant once operational in 2025.

Theconstruction timeline for Holland Hydrogen 1 is not a long one.

The next paragraph describes the size and hydrogen production capacity.

The 200MW electrolyser will be constructed on the Tweede Maasvlakte in the port of Rotterdam and will produce up to 60,000 kilograms of renewable hydrogen per day.

200 MW is large!

The next paragraph details the source of the power.

The renewable power for the electrolyser will come from the offshore wind farm Hollandse Kust (noord), which is partly owned by Shell.

These are my thoughts.

Refhyne

Refhyne is a joint project between Shell and ITM Power, with backing from the European Commission, that has created a 10 MW electrolyser in Cologne.

The 1300 tonnes of hydrogen produced by this plant will be integrated into refinery processes.

Refhyne seems to have been very much a prototype for Holland Hydrogen 1.

World’s Largest Green Hydrogen Project – With 100MW Electrolyser – Set To Be Built In Egypt

The sub-title is the title, of this article on Recharge.

It looks like Holland Hydrogen 1, is double the current largest plant under construction.

Shell is certainly going large!

Will ITM Power Be Working Again With Shell?

Refhyne has probably given Shell a large knowledge base about ITM Power’s electrolysers.

But Refhyne is only 10 MW and Holland Hydrogen 1 is twenty times that size.

This press release from ITM Power is entitled UK Government Award £9.3 m For Gigastack Testing.

This is the first paragraph.

ITM Power (AIM: ITM), the energy storage and clean fuel company, announces that the Company has been awarded a contract by The Department for Business, Energy and Industrial Strategy (BEIS), under its Net Zero Innovation Portfolio Low Carbon Hydrogen Supply 2 Competition, to accelerate the commercial deployment of ITM Power’s 5 MW Gigastack platform and its manufacture. The award for the Gigatest project is for £9.3m and follows initial designs developed through previous BEIS funding competitions.

Note.

  1. The Gigastack is 2.5 times bigger, than ITM Power’s previously largest electrolyser.
  2. Forty working in parallel, in much the same way that the ancient Egyptians built the pyramids, will be needed for Holland Hydrogen 1.
  3. ITM Power have the world’s largest electrolyser factory, with a capacity of one GW. They have plans to create a second factory.

ITM Power would probably be Shell’s low-risk choice.

My company dealt with Shell a lot in the 1970s, with respect to project management software and we felt, that if Shell liked you, they kept giving you orders.

The Hollandse Kust Noord Wind Farm

This wind farm is well described on its web site, where this is the introduction on the home page.

CrossWind, a joint-venture between Shell and Eneco, develops and will operate the Hollandse Kust Noord subsidy-free offshore wind project.

Hollandse Kust Noord is located 18.5 kilometers off the west coast of the Netherlands near the town of Egmond aan Zee.

CrossWind plans to have Hollandse Kust Noord operational in 2023 with an installed capacity of 759 MW, generating at least 3.3 TWh per year.

This Google Map shows the location of Egmond aan Zee.

Note that the red arrow points to Egmond aan Zee.

Will The Electrolyser Be Operational In 2025?

If Shell choose ITM Power to deliver the electrolysers, I don’t think Shell are being that ambitious.

I would suspect that connecting up an electrolyser is not the most complicated of construction tasks.

  • Build the foundations.
  • Fix the electrolyser in place.
  • Connect power to one end.
  • Connect gas pipes to the other.
  • Switch on and test.

Note.

  1. If ITM Power deliver electrolysers that work, then the installation is the sort of task performed on chemical plants all over the world.
  2. ITM Power appear to have tapped the UK Government for money to fund thorough testing of the 5 MW Gigastack electrolyser.
  3. Enough wind power from Hollandse Kust Noord, should be generated by 2025.

I feel it is very much a low risk project.

Shell’s Offshore Electrolyser Feasibility Study

This is mentioned in this article in The Times, which describes Holland Hydrogen 1, where this is said.

Shell is also still involved in a feasibility study to deploy electrolysers offshore alongside the offshore wind farm. It has suggested this could enable more efficient use of cabling infrastructure.

I very much feel this is the way to go.

Postscript

I found this article on the Dutch Government web site, which is entitled Speech By Prime Minister Mark Rutte At An Event Announcing The Construction Of Holland Hydrogen 1.

This is an extract.

By building Holland Hydrogen 1, Shell will give the Dutch hydrogen market a real boost.
So congratulations are in order.
And this is only the beginning.
Because countless companies and knowledge institutions are working now to generate the hydrogen economy of tomorrow.
The government is supporting this process by investing in infrastructure, and by granting subsidies.
Because we want to achieve our climate goals, though the war in Ukraine won’t make it any easier.
We want to reduce our dependence on Russian gas.
We want the Netherlands to lead the way in the European energy transition.
And all these ambitions are combined in the Holland Hydrogen 1 project.

Mark Rutte seems to believe in hydrogen.

Conclusion

This is a very good example of the sort of large electrolyser, we’ll be seeing all over the world.

In fact, if this one works well, how many 200 MW electrolysers will Shell need all over the world?

Will they all be identical?

 

 

 

 

July 7, 2022 Posted by | Energy, Hydrogen | , , , , , , , , | Leave a comment

Bluebell Heritage Railway Planning Western Extension

The title of this post, is the same as that of this article on Ian Visits.

This is the introductory paragraph.

The Bluebell Railway, a heritage railway that runs through Sussex has filed a pre-planning application as it seeks to extend the railway westwards along a partially disused railway alignment.

It seems to be a well-thought out plan.

  • Part of the route is a freight line to bring aggregates out of the area.
  • The Bluebell Railway appear to have been talking to Hanson Aggregates and the plan would not appear to affect Hanson’s business.
  • The eventual destination is Haywards Heath station, where from maps and Wikipedia, it appears that not too much work would need to be done.

A Hayward’s Heath connection would surely be good for the finances of the Bluebell Railway.

I also suspect that Hanson Aggregates would come out of this with a certain amount of good publicity.

Do Network Rail Have A Plan To Increase Capacity South Of Oxted?

In Kent Railway Viaduct Set For £3.5m Makeover, I wrote about Network Rail giving a viaduct a makeover, that will last for the next fifty years.

Could a reason for the makeover, be that once the trains to Uckfield are zero-carbon, there is a possibility that the frequency of trains on the route could be doubled to two trains per hour (tph)? This would surely increase the stresses and strains on the viaduct. Especially, if two trains were timetabled to pass in Ashurst station, where the line is double-track.

This would increase the trains North of Oxted station in the Off Peak from one train to Victoria and one to London Bridge to one to Victoria and two to London Bridge. Once capacity at East Croydon has been increased, this would provide a fifty percent increase in trains between London and Oxted.

If the capacity is increased through East Croydon and into London, I can see more people using the trains into London from Oxted and the South.

But there are some missing links.

  • Both London Bridge and Victoria don’t have easy connections to the Elizabeth Line.
  • Getting between Heathrow and Oxted is a double-change.
  • There doesn’t appear to be large amounts of parking, on the Oxted Line.
  • It also doesn’t look like there are obvious places to add stations.

I also suspect that faster electric or battery-electric trains working the Uckfield branch will attract more passengers.

Various solutions must be possible after an increase in capacity at East Croydon station.

  • As someone, who lives at the Northern end of the East London Line, we only have a connection to West Croydon station, rather than the much more useful East Croydon station. Will this change, after a remodelled East Croydon station?
  • In Major Upgrade Planned For Norwood Junction Railway Station, I wrote about possible improvements at Norwood Junction station. This upgrade would surely allow better connection between Southern, Overground and Thameslink, with the latter two lines giving access to the Elizabeth Line.
  • I also think that there could be more scope for trains to and from the South to stop at New Cross Gate station for interchange with the Overground.

It should also be noted that the Uckfield branch could become a twelve-car electrified branch.

Thameslink To Uckfield?

There has been talk of increasing the frequency of Thameslink through London from its current 20 tph. As Thameslink, already runs to Oxted and East Grinstead in the Peak, perhaps Thameslink could take over the Uckfield Branch?

  • This would give direct access to the Elizabeth Line at Farringdon station.
  • Services would still serve East Croydon and London Bridge.
  • There would also be direct access to Eurostar services at St. Pancras.

Blackfriars, Cannon Street, Charing Cross, Euston, King’s Cross, Liverpool Street, Moorgate, Paddington, St. Pancras, Victoria and Waterloo would all be easy journeys, with no more than a single step-free change.

The service could even use the existing trains, if Hurst Green to Uckfield were to be upgraded with 25 KVAC overhead electrification. I would use lightweight catenary like this.

Trains would change over in Hurst Green station.

An East Grinstead And Oxted Shuttle

Could East Grinstead services be improved by adding a shuttle between East Grinstead and Oxted?

  • It would use the bay platform at Oxted station.
  • The timings would be arranged so there was an easy interchange.
  • East Grinstead and Oxted is electrified.
  • Oxted station is a step-free station.
  • The current service takes seventeen minutes between East Grinstead and Oxted, so an hourly service would be possible, which would mean both Uckfield and East Grinstead branches had a two tph service.

Such a service could certainly have possibilities.

How Does This Help The Bluebell Railway?

This map from OpenRailwayMap shows the proposed extension.

Note.

  1. Horsted Keynes station is in the North-East corner of the map.
  2. The Bluebell Railway runs North-South through this station.
  3. Haywards Heath station  is in the South-West corner of the map.
  4. The Brighton Main Line runs North-South through this station.
  5. Copyhold junction, which is to the North of Haywards Heath station, is where a short branch line serves Hanson Aggregates.

The proposed extension will run between the Hanson Aggregates site and Horsted Keynes station.

In my view, the obvious service would be to run between Haywards Heath and Oxted.

  • Haywards Heath station has been designed to turn trains.
  • Oxted station has a bay platform.
  • The route is electrified between Oxted and East Grinstead.
  • Copyhold Junction and Haywards Heath is electrified.
  • Only about thirteen miles of the route are not electrified.
  • The route services Lingfield racecourse and of course the Bluebell Railway.

Passenger numbers are incredibly hard to predict, but I believe that an hourly service could be very useful to some.

What Trains Could Be Used Between Oxted And Haywards Heath?

I wrote The Future Of The Class 387 And Class 379 Trains in February 2022 and in that post, I mused about the future of two fleets of excellent Electrostars.

  • In total, there are thirty Class 387 trains and a hundred and seven Class 387 trains.
  • Some of these trains are just sitting in sidings, which isn’t very productive for their owners.
  • One of the owners of some of the Class 387 trains, is Porterbrook, who are not afraid to innovate.

In the July 2022 Edition of Modern Railways, there is an interview with Southeastern Managing Director; Steve White, under a title of Southeastern Under The State.

This is said on page 75.

More positive is the outlook for restoration of passenger services on the Hoo branch, where 12,000 new houses are proposed and Medway Council is looking to build a new station halfway down the branch to serve them. As the branch is unelectrified, one idea that has been looked at is a shuttle with a Vivarail battery train or similar, turning round at Gravesend or another station on the main line.

Steve White worries that this could mean spending a lot of money on infrastructure work and ending up with what would be a sub-optimal solution. ‘Do people really want to sit on a train for 10 minutes before having to get out and change onto another train? I don’t think so. Ideally what you want is through trains to London, by extending the Gravesend terminators to Hoo.’

That would require a battery/third rail hybrid unit, but Mr. White thinks that is far from an outlandish proposal; with Networker replacement on the horizon, a small bi-mode sub-fleet could dovetail neatly with a stock renewal programme. Medway Council and rail industry representatives are working on coming up with a solution for Hoo that could do what it does best; facilitating economic regeneration in a local area.

One solution for the battery/third rail hybrid unit to Hoo, would be a battery/electric four-car Class 387 or Class 379 train, which could run in formations of four, eight or twelve cars.

These trains would also be ideal for the Marshlink Line and would surely be able to handle the thirteen miles without electrification on the route between Oxted and Haywards Heath.

The sooner, someone makes a decision about some four-car battery-electric trains, the sooner we can see if they are a useful solution.

July 7, 2022 Posted by | Transport/Travel | , , , , , , , , | 2 Comments

Rolls-Royce Lists Sites For New Reactor

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

The headline is a bit misleading, as the site is for a factory to build the reactors.

These paragraphs list the sites.

Rolls-Royce, the engineering company, has shortlisted six sites for a factory that will build its proposed small nuclear reactors.

The constituency of Rishi Sunak, the chancellor, in Richmond, North Yorkshire, is among the locations, which have been whittled down from more than 100 proposals.

The other sites are Sunderland, Deeside in Wales, Ferrybridge in West Yorkshire, Stallingborough in Lincolnshire, and Carlisle.

As Rishi Sunak resigned last night, does that rule out Richmond?

I feel that Rolls-Royce will choose this location with care, as any good company would.

I have a few thoughts.

Will Rolls-Royce Go For Zero-Carbon Manufacture?

If you intend to build large numbers of small modular nuclear reactors, it is not a good idea from a marketing or public relations point of view to release tonnes of carbon in their manufacture.

This page on the Rolls-Royce web site has a title of Destination Net Zero, where this is said.

We have already pledged to reduce emissions from our own operations to net zero by 2030, and to play a leading role in enabling the sectors in which we operate to reach net zero by 2050. Now, we are now laying out our technology pathway and setting clear short-term targets to show how we will achieve those goals.

I am sure Rolls-Royce will go for zero-carbon manufacture.

This will probably mean the site will need to have access to the following.

  • Renewable electricity from wind, solar or hydro.
  • Hydrogen
  • Zero-carbon steel, copper and other raw materials

An external supply of hydrogen may well be the least important, as they recently purchased a German electrolyser developer and manufacturer, that I wrote about in Rolls-Royce To Develop mtu Hydrogen Electrolyser And Invest In Hoeller Electrolyser.

Will The Factory Have A Rail Connection?

A rail connection could have four main purposes.

  • Bringing in raw materials like steel.
  • Delivering manufactured components to site.
  • If the factory is a major source of employment, rail is the greenest way to bring in staff from further away.
  • If large shipments are brought in and delivered by zero-carbon rail, it generally doesn’t annoy the locals.

Note.

  1. The huge Britishvolt gigafactory at Blyth will have a rail connection for the transport of lithium and finished batteries.
  2. Transport of nuclear fuel and waste around the UK is generally done by train, with perhaps the last few miles by truck.

I think it will be very unlikely, that the new factory will not have a rail connection.

Will Power Station Modules Be Transportable By Rail?

Given that in the UK, there will need to be a railhead at or near the power station for fuel and waste, I believe that if modules were transportable by rail, this could give big advantages to the roll-out of the reactors.

If a former Magnox nuclear site like Bradwell is to be home to a fleet of small modular reactors, the electrified railhead is already in place at Southminster station.

The crane and the track probably need a bit of a refurbishment, but overall, it looks in reasonable condition.

If you sell nuclear as zero-carbon, rail is the easiest way to ensure zero-carbon delivery of modules.

The standard loading gauge in the UK is W10, which is 2.9 metres high and 2.5 metres wide.

  • A standard twenty-foot container is six metres long, which must help.
  • W10 gauge allows the transport of standard Hi-Cube shipping containers, which are 9 ft 6 in. high, on flat rail wagons.
  • If the modules can fit into Hi-Cube shipping containers, this would make transport easier everywhere, as all ports and railways can handle these containers.

Would it be possible to fit all components into this relatively small space?

It could be difficult, but I suspect it is possible to achieve, as it would make the reactors easier to sell.

  • Sites would only need to be able to receive Hi-Cube shipping containers.
  • These could be trucked in from a nearby railhead.
  • Containers on a railway are a very secure way of transporting goods.
  • Rolls-Royce has masses of experience in shipping large turbofan engines in standard shipping containers. Some are shipped in very carefully controlled air conditions to minimise damage.
  • Hi-Cube shipping containers can go through the Channel Tunnel.

I am fairly sure, that Rolls-Royce are designing the power station, so that it fits into a number of Hi-Cube shipping containers. It would give other advantages.

  • Smaller components would probably speed up assembly.
  • Smaller components may also mean that smaller cranes could be used for assembly.

There may need to be some gauge enhancement to be able to access some sites in the UK.

  • This article on Rail Engineer, is entitled Showing Your Gauge, and it details how gauge is being enhanced to W10 and W12 in the UK.
  • Network Rail have also published a map, which shows where W10 gauge is possible. Click here to view.

I am fairly certain, that most railways in the world can handle Hi-Cube shipping containers.

Availability Of Staff

Rolls-Royce will obviously opt for a place, where there is good availability of staff.

Conclusion

I feel that any of the sites mentioned could be the ideal place for the factory.

If I had to have a bet, I’d put it the factory at Stallingborough in Lincolnshire.

  • It is close to the Zero Carbon Humber energy and hydrogen hub.
  • There is plenty of space.
  • There is a rail connection.
  • It is close to the Port of Immingham.
  • It is close to British Steel at Scunthorpe.

It is also not that far from Derby by road or rail.

 

 

July 6, 2022 Posted by | Energy | , , , , , , | Leave a comment

Climate Change: ‘Sand Battery’ Could Solve Green Energy’s Big Problem

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

This is the introductory paragraph.

Finnish researchers have installed the world’s first fully working “sand battery” which can store green power for months at a time.

The article then gives a detailed explanation about how the battery works.

Note.

  1. The article does not give any details on battery capacity.
  2. The heat stored in the battery is extracted as hot water.
  3. The Finnish company is called Polar Night Energy.

In Bang Goes My Holiday!, I described the Siemens Gamesa ETES, which appears to work on similar principles, to the Finnish battery.

This document on the Siemens Gamesa web site describes that installation.

  • The nominal power is 30 MW.
  • The storage capacity is 130 MWh.
  • Siemens use volcanic rock as the storage medium.
  • 80 % of the technology is off the shelf.

The picture on the front says “Welcome To The New Stone Age”.

The BBC have published a video of the Polar Night Energy Battery.

July 5, 2022 Posted by | Energy, Energy Storage | , , | 1 Comment

The Crown Estate Announces Areas Of Search To Support Growth Of Floating Wind In The Celtic Sea

The title of this post, is the same as that of this press release from the Crown Estate.

This is the first paragraph.

In a major step forward in supporting the UK’s net zero ambitions, The Crown Estate has today identified five broad ‘Areas of Search’ for the development of floating offshore wind in the Celtic Sea – a region rich in natural resources, including world-class wind resource that can be developed with floating turbines. This marks a significant milestone and provides the foundation on which to build greater capacity in the future, helping the UK to achieve its renewable energy targets and drive economic development.

Points in the press release include.

  • Five areas with good wind power potential have been chosen.
  • A competitive tender, is to be launched in mid-2023.
  • It is intended that these areas will deliver 4GW of floating offshore wind power by 2035.

This map shows the areas.

I have a few thoughts.

What About The Other Wind Farms Already Announced In the Celtic Sea?

In DP Energy And Offshore Wind Farms In Ireland, I said this.

They are also developing the Gwynt Glas offshore wind farm in the UK sector of the Celtic Sea.

  • In January 2022, EDF Renewables and DP Energy announced a Joint Venture partnership to combine their knowledge and
    expertise, in order to participate in the leasing round to secure seabed rights to develop up to 1GW of FLOW in the Celtic Sea.
  • The wind farm is located between Pembroke and Cornwall.

The addition of Gwynt Glas will increase the total of floating offshore wind in the UK section of the Celtic Sea.

  • Blue Gem Wind – Erebus – 100 MW Demonstration project  – 27 miles offshore
  • Blue Gem Wind – Valorus – 300 MW Early-Commercial project – 31 miles offshore
  • Falck Renewables and BlueFloat Energy – Petroc – 300 MW project – 37 miles offshore
  • Falck Renewables and BlueFloat Energy – Llywelyn – 300 MW project – 40 miles offshore
  • Llŷr Wind – 100 MW Project – 25 miles offshore
  • Llŷr Wind – 100 MW Project – 25 miles offshore
  • Gwynt Glas – 1000 MW Project – 50 miles offshore

This makes a total of 2.2 GW, with investors from several countries.

It does seem that the Celtic Sea is becoming the next area of offshore wind around the British Isles to be developed.

So what about these seven wind farms?

Erebus and Valorus

Is Blue Gem’s philosophy to develop and prove the technology and put in big bid for around a GW?

Gwynt Glas

The Gwynt Glas web site says this.

The Crown Estate announced in March 2021 that it intends to run a competitive leasing round to award seabed rights to developers for floating offshore wind (FLOW) projects in the Celtic Sea, targeting an overall regional capacity of 4GW.

In January 2022, EDF Renewables and DP Energy announced a Joint Venture partnership to combine their knowledge and expertise, in order to participate in the leasing round to secure seabed rights to develop up to 1GW of FLOW in the Celtic Sea.

The partnership project is called Gwynt Glas, Welsh for Blue Wind, in recognition of its Celtic roots.

Our proposed floating offshore wind project could provide power for approximately 920,000 homes.

It looks like they’re throwing their hat into the ring for 1 GW.

Llŷr Wind

The Llŷr Wind web site says this.

Combined, the two 100MW projects will generate enough renewable electricity to power around 250,000 homes. If successful, we will be able to offer highly cost-effective, floating offshore wind farms to the rest of the world by 2030.

By unlocking new, higher energy capacities from deeper waters, further offshore, the Llŷr projects have huge implications for UK energy consumers. Not only will they help the UK meet its target for net zero emissions, but they will create new opportunities for regional manufacturing and supply chains in Wales and Southwest England as global demand for floating, offshore, wind rises.

It looks to me that this project hasn’t been fully defined yet. Perhaps, this will happen after a successful bid.

Llywelyn

The Llywelyn web site says this.

Llywelyn wind farm is located in Welsh waters in the Celtic Sea, 40 miles off the coast of Pembrokeshire.
Llywelyn’s location has been selected following an extensive feasibility study and rigorous site assessment process. Our assessment has included reviews of protected areas, environmental impacts, cable routing, existing infrastructure, marine traffic, and fishing activity.

We have signed an agreement with National Grid, securing a 300MW grid connection in Pembrokeshire. The system operator is exploring upgrades to the existing site to facilitate the connection. These developments will enable the Llywelyn offshore wind project to quickly enter the planning system.

Have they already said go?

Petroc

The Petroc web site says this.

Petroc’s location has been selected following an extensive feasibility study and rigorous site assessment process. Our assessment has included reviews of protected areas, environmental impacts, cable routing, existing infrastructure, marine traffic, and fishing activity.

We have signed an agreement with National Grid, securing a 300MW grid connection in North Devon. The system operator is exploring upgrades to the existing site to facilitate the connection. These developments will enable the Petroc offshore wind project to quickly enter the planning system.

Have they already said go?

These companies are certainly setting themselves up for bidding or have already got a smaller deal.

How Much Wind Power Can Be Developed In The Celtic Sea?

This article on the Engineer is entitled Unlocking The Renewables Potential Of The Celtic Sea.

The article starts with these two paragraphs.

Over the last decade, the UK has become a global leader in renewable marine energy, tapping into the vast resources its coastal geography offers. Offshore wind, in particular, has flourished, with gigawatt-scale projects being deployed off the east coast of England and Scotland, at Hornsea, Dogger Bank and Moray.

However, looking at a map of existing and proposed wind farms, what’s perhaps most striking is the complete absence of projects in the southwest of Britain, off the rugged shores of Wales, Devon and Cornwall, shaped by the fierce North Atlantic. The Celtic Sea – which extends south off Wales and Ireland down past Cornwall and Brittany to the edge of the continental shelf – is estimated to have around 50GW of wind generating capacity alone. What’s more, it also delivers some of the highest tidal ranges in the world, alongside some of the best waters in Europe for generating wave energy. In a country blessed with renewable resources, the Celtic Sea may well be its biggest prize.

I’ll go along with what this article says and accept that 50 GW of wind capacity could be installed in the Celtic Sea.

As I write this article at around nine o’clock, the UK is generating almost exactly 30 GW of electricity, which gives an idea of how large electricity production in the Celtic Sea could be.

Conclusion

It will be interesting to see how this first round of leasing in the Celtic Sea develops.

 

 

July 5, 2022 Posted by | Energy | , , , , , , , | 1 Comment

Kent Railway Viaduct Set For £3.5m Makeover

The title of this post, is the same as that of this article on Rail Advent.

This 3D image from Google Maps, shows Ashurst station.

I think that the viaduct is to the left of the station.

This is a description of the work from Katie Frost, Network Rail’s route director for Sussex.

Our railway has a host of Victorian structures that underpin the millions of journeys passengers take with us every year and we have to take good care of them. Mill Stream Viaduct is made of metal, and we need to give it a thorough refurbishment to keep it strong for the future, blasting the old paint off, repainting and repairing the metal sections, replacing the decking, the track and the timbers that support the track too.

Certainly, £3.5 million would seem a lot, if it was just a simple repainting.

What About The Electrification?

Network Rail have been faffing about, deciding how they will get twelve car electric services to Uckfield.

However, in the April 2022 Edition of Modern Railways, there was a short article, which was entitled Uckfield Third Rail is NR Priority, where this was said.

Electrification of the line between Hurst Green and Uckfield in East Sussex and remodelling of East Croydon are the top Network Rail investment priorities south of the river, according to Southern Region Managing Director John Halsall. He told Modern Railways that third rail is now the preferred option for the Uckfield line, as it would allow the route to use the pool of third-rail EMUs in the area. This is in preference to the plan involving overhead electrification and use of dual-voltage units put forward by then-Network Rail Director Chris Gibb in his 2017 report.

NR has put forward options for mitigating the safety risk involved with the third-rail system, including switching off the power in station areas when no trains are present and section isolation systems to protect track workers. ‘The Office of Rail and Road hasn’t yet concerned third rail would be acceptable, but we ark working out ways in which it could be’ Mr Halsall told Modern Railways. He added that bi-mode trains with batteries were not a feasible option on this line, as the 10-car trains in use on the route would not be able to draw sufficient charge between London and Hurst Green to power the train over the 25 miles to Uckfield.

I feel that whatever method is used to get electric trains to Uckfield, there may well be some extra weight on the Millstream Viaduct at Ashurst. So giving the viaduct a makeover, is probably prudent.

I get the impression from the last few Editions of Modern Railways, that there will be a need for battery-electric multiple units in Kent and Sussex.

  • Ashford and Ore is 25.4 miles – Electrified at both ends – Maximum trip – 25.4 miles.
  • Oxted and Uckfield is 25 miles – Electrified at one end – Maximum trip – 50 miles.
  • Hoo and Hoo Juncton is less than 10 miles – Electrified at one end – Maximum trip – 20 miles.

It would appear that the Uckfield trip will need bigger batteries or some form of charging at Uckfield.

Suppose though the following were to be done.

  • Create a third-rail battery-electric multiple unit, with a range of thirty miles.
  • These would be ideal for Ashford and Ore and the Hoo Branch.
  • Install charging stations at Ashurst on both platforms and at Uckfield on the single platform. These would either work through a pantograph or third rail.

Operation of the service during a round trip between London Bridge and Uckfield would be as follows.

  • London Bridge and Hurst Green – Uses electrification and charges batteries
  • Hurst Green and Ashurst – Uses batteries for 11 miles
  • Ashurst station – Tops up the batteries
  • Ashurst and Uckfield – Uses batteries for 14 miles
  • Uckfield station – Tops up the batteries
  • Uckfield and Ashurst – Uses batteries for 14 miles
  • Ashurst station – Tops up the batteries
  • Ashurst and Hurst Green – Uses batteries for 11 miles
  • Hurst Green and London Bridge – Uses electrification and charges batteries

Network Rail may use a different combination of chargers and battery size.

 

July 4, 2022 Posted by | Transport/Travel | , , , | 8 Comments

XLCC Obtains Planning Approval To Build UK’s First HVDC Cable Factory In North Ayrshire

The title of this post, is the same as that of this press release from XLCC.

These are the first three paragraphs.

On 29th June 2022, the North Ayrshire Council Planning Committee resolved to grant planning permission for XLCC’s HVDC subsea cable manufacturing operations in Hunterston, Scotland.

Breaking ground in the coming months, the brownfield site will create a new UK industry to support global decarbonisation targets. Once fully operational, the facility will support 900 jobs in the area, with thousands more in the wider supply chain.

XLCC’s first order is for four 3,800km long cables to connect solar and wind renewable power generation in the Sahara to the UK for the Xlinks Morocco-UK power project.

XLCC have also issued two other important press releases.

XLCC To Build New Cable Laying Vessel To Address Increase In Future Demand For HVDC Cable

These are the first paragraphs.

XLCC, the new HVDC, renewable energy focused business in the UK, has completed the concept design of an advanced, first-of-a-kind Cable Laying Vessel to be delivered in the first half of 2025.

As the world strives for Net Zero, the UK, EU and other world economies have set themselves ambitious targets for decarbonisation. The UK, for example, has stated that it will be powered entirely by clean energy by 2035 and that it will fully decarbonise the power system in the same time frame. This ambition is driving an exponential growth in high voltage cable demand as the increase in installation of offshore wind and interconnectors drive a forecast six times increase (2020 – 2027 over 2014 – 2020) for HVDC cable.

The planned delivery of the XLCC CLV will support the Morocco – UK Power Project, the first client project, through the delivery of four 3,800km subsea HVDC cables from a wind and solar generation site in Morocco to the UK.

This press release can be read in full here.

XLCC Signs UK Steel Charter For New Export-Led Cable Industry

These are the first paragraphs.

XLCC signed the UK Steel Charter at an event in Parliament on 19 April 2022, alongside representatives from politics, business and the trade union movement.

XLCC will create a new export-led HVDC cable manufacturing industry for the UK, nearly doubling the world’s current production. It aims to support renewable energy projects with the first factory planned for Hunterston, Scotland. XLCC will deliver its first project for the Xlinks Morocco-UK Power Project, consisting of four 3,800km long subsea cables, with the first phase between 2025-2027 connecting wind and solar power generated in Morocco exclusively to the UK in Devon.

Signing the UK Steel Charter shows a commitment to supporting existing and future jobs within the sector and the supply chain. Along with strengthening UK-based business, sourcing steel locally will cut transport emissions and seek to support decarbonisation in a sector dedicated to finding ways to minimise environmental impact of steel use.

This press release can be read in full here.

I have a few thoughts.

You Wait For A Large Interconnector Project To Come Along And Then Two Arrive Holding Hands

This paragraph introduces the Morocco-UK Power Project.

The Xlinks Morocco-UK Power Project will be a new electricity generation facility entirely powered by solar and wind energy combined with a battery storage facility. Located in Morocco’s renewable energy rich region of Guelmim Oued Noun, it will cover an approximate area of 1,500km2 and will be connected exclusively to Great Britain via 3,800km HVDC sub-sea cables.

XLCC have this mission statement on their home page.

XLCC will establish a new, export-led, green industry in the UK: world class HVDC subsea cable manufacturing.

Our mission is to provide the connectivity required for renewable power to meet future global energy needs.

Xlinks Morocco-UK Power Project and XLCC appear to be made for each other.

In some ways it takes me back to the 1970s, where large oil and gas projects in the North Sea were paired with platform building in Scottish lochs.

There Are Several Interconnector Projects Under Development

We will see a lot of undersea interconnectors in the next few years.

  • Country-to-country interconnectors
  • Interconnectors along the coast of the UK.
  • Connections to offshore wind farms.

This capacity, with a ship to lay it, is being created at the right time.

Icelink

Icelink is a proposed interconnector between Iceland and the UK.

  • It would be up to 1200 km long.
  • It would have a capacity of around 1 GW

XLCC could spur the development of this project.

Floating Wind Farms Hundreds Of Miles Out To Sea

The developer of a floating wind farm, say a hundred miles out to sea, is not going to develop it, if there isn’t a secure supply of cable.

Where Will Finance Come From?

Wind farms have proven to be good investments for finance giants such as Aviva.

See World’s Largest Wind Farm Attracts Huge Backing From Insurance Giant, for Aviva’s philosophy.

As mathematical modelling for electrical systems get better, the estimates of the finance needed and the returns to be made, will indicate whether these mega-projects can be funded.

It was done with North Sea oil and gas and it can be done with offshore wind power and its interconnectors.

In The Times on the 4th of July 2022, there is this article, which is entitled Schroders Chief Buzzing To Take Finance Offshore Wind Farms.

It is a must-read!

Conclusion

XLCC and its cable factory will spur the expansion of zero-carbon electricity in the UK.

July 3, 2022 Posted by | Energy | , , , , , , , , , , , | 6 Comments

The New Entrance At Hackney Central Station – 2nd July 2022

The new entrance at Hackney Central station opened yesterday.

Note.

  1. The cafe must be fairly good, as it has two flavours of gluten-free brownies.
  2. I may have a touch of arthritis these days, but stairs like these are fine for me, as there are two right-handed paths.
  3. There is a second set of stairs down from the footbridge to speed passengers on their way to Hackney Downs station.
  4. There is a light-controlled crossing over Graham Road.
  5. Bus stops in both directions are only about twenty metres from the crossing.
  6. The station buildings appear to have green roofs.
  7. The is plenty of bike storage, but no car parking.
  8. There is no lift, although the design should allow one to be added later, if it is thought one is needed.

I’ve seen bigger budgets produce worse designed station entrances than this one.

My Use Of The Graham Road Entrance At Hackney Central Station

I suspect, I will use the new entrance mainly in one of two ways.

Going West On The North London Line

If I want to go west on the North London Line, the obvious one is to get a bus to Highbury & Islington station from the closest stop to my house and get the train from there.

But that route has got more difficult in recent years.

  • Our South London Mayor in his wisdom cut the 277 bus back to Dalston Junction station.
  • So there is only the 30 bus left and the route uses badly-designed Egyptian-built buses. I’ve nothing against Egyptians, but these buses don’t have the flat floor, that people expect from a bus these days.
  • Since the roundabout was rebuilt, it seems to be a longer and more difficult walk for pedestrians.

So I’d prefer to take another route.

  • Canonbury station is probably the closest station, but it is an uphill walk from my house.
  • Dalston Kingsland station is a possibility, but the steps to the platform aren’t the safest.
  • Dalston Junction station is another possibility, as it is step-free, but it means more changes of mode and train.

Going via the new Graham Road entrance has advantages.

  • From my house, there are frequent 38 buses to the new entrance.
  • The 38 bus stop at Hackney Central is only a few metres from the station entrance.
  • There is a coffee stall in the station entrance.
  • The steps in the entrance are easy for me.

I will try out this route the next time, that I go to the West on the North London Line.

Coming Home From Stratford With Shopping

If I need a big Marks & Spencer or a John Lewis, it is convenient to go to Eastfield at Stratford and come home on the North London Line.

I will usually use the The Canonbury Cross-Over to double-back and get a bus home from Dalston Junction station.

It is an easy route, but sometimes the trains mean a wait of nearly ten minutes at Canonbury station.

The new entrance at Hackney Central gives an alternative route.

  • You would get in the back of the train at Stratford.
  • Alight at Hackney Central.
  • Exit the station through the new entrance.
  • Cross Graham Road on the light-controlled crossing.
  • Walk about twenty metres to the 38 bus stop.
  • Wait for a frequent 38 bus.

Today, I waited just a minute.

Conclusion

The entrance was first mentioned in an article on Ian Visits in October 2019 and I wrote about it in Will Hackney Central Station Get A Second Entrance?.

In May 2021, I wrote £3m Hackney Overground Station Upgrade To Begin In June.

The entrance seems to have gone from a concept to reality in under three years and once the starting pistol was fired, it was built in under a year.

How many parts of the UK rail network could be improved, by small projects like this?

 

July 2, 2022 Posted by | Food, Transport/Travel | , , , , , , , , , | 1 Comment

Platforms 16 and 17 At Liverpool Street Station – 2nd July 2022

On my way to Ilford station today, I used the Elizabeth Line at a not too busy time from Liverpool Street station.

Note.

  1. Platform 18 has been closed.
  2. Platform 16 is to the left and Platform 17 is to the right.
  3. Platforms 16 and 17 have been lengthened.
  4. The can now handle the full nine-car Class 345 trains.
  5. There is a wide walkway on the far side of Platform 17.

I have a few thoughts.

Why Is The Access Between Train And Platform Not Level?

This picture shows level access on the central section of the Elizabeth Line at Whitechapel station.

 

Why wasn’t the platform height adjusted to fit the trains in the rebuilt platforms 16 and 17 at Liverpool Street station?

Are There Any Plans For The Walkway Behind Platform 17?

Consider.

  • At the other end of the station concourse, there is a walkway alongside Platform 1, that leads in and out of the station.
  • There is also a walking route out between the two sections of the station.

A walkway behind Platform 17 could be possible.

Station Redevelopment

This article on Ian Visits is entitled Liverpool Street Station Plans For A £1.5 billion Redevelopment.

This is the first paragraph.

Initial plans have been revealed for a £1.55 billion redevelopment of Liverpool Street station that would see it become a two-level station with a much larger entrance built next to the tube station.

As the station is surrounded by a large cluster of skyscrapers, I will assume there will be another one.

Despite Brexit, Covid-19 and the War in Ukraine, there still seems to be an appetite for new office space in London.

July 2, 2022 Posted by | Transport/Travel | , , , , | Leave a comment

Ilford Station – 2nd July 2022

It’s been nearly a year since I last visited Ilford station and wrote Ilford Station – 9th June 2021.

It doesn’t appear that there has been much progress in the last year!

July 2, 2022 Posted by | Transport/Travel | | Leave a comment

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