News Of The Day From Rolls-Royce
This press release from Rolls-Royce is entitled Rolls-Royce Advances Hybrid-Electric Flight With New Technology To Lead The Way In Advanced Air Mobility.
This is the introductory paragraph.
Rolls-Royce is officially announcing the development of turbogenerator technology, which includes a new small engine designed for hybrid-electric applications. The system will be an on-board power source with scalable power offerings and will complement the Rolls-Royce Electrical propulsion portfolio, enabling extended range on sustainable aviation fuels and later as it comes available through hydrogen combustion.
This paragraph outlines the use of the new small engine.
Current battery technology means all-electric propulsion will enable eVTOL and fixed wing commuter aircraft for short flights in and between cities and island-hopping in locations like Norway and the Scottish Isles. By developing turbogenerator technology, that will be scaled to serve a power range between 500 kW and 1200 kW, we can open up new longer routes that our electric battery powered aircraft can also support.
There is also a video in the press release, which gives more information.
- The turbogenerator is compatible to their electric power and propulsion offering.
- The turbogenerator has a power of 500-1200 kW to serve different aircraft platforms.
- The system is modular and can be tailored to different applications.
- The turbogenerator can either power the aircraft directly or charge the batteries.
- The system can be configured to provide primary power for other applications.
- Rolls-Royce are designing all the components; the turbogenerator, the gas turbine, the generator, the power electronics, so they all fit together in a compact and lightweight solution.
- Rolls-Royce intend to manufacture all components themselves and not rely on bought-in modules.
- Every gram of weight saved is important.
I suspect that one of the keys to making this all work is a very comprehensive and clever control system.
I have a few thoughts.
Weight Is Key
Rolls-Royce emphasise weight saving in the video. Obviously, this is important with any form of flying machine.
An Example System
Let’s suppose you want an electric power system to power a railway locomotive or one of those large mining trucks.
- The locomotive or truck has an electric transmission.
- Power of 2 MW is needed.
- A battery is needed.
- Fuel will be Sustainable Aviation Fuel (SAF) or hydrogen.
A series hybrid-electric power unit will be created from available modules, which could be very fuel efficient.
What Will Rolls-Royce’s System Be Able to Power?
Although the system is aimed at the next generation of electric flying machines, these systems will be used in any application that wants an efficient zero- or low-carbon power source.
Consider.
- Some large trucks have diesel engines with a power of almost 500 kW.
- A Class 68 bi-mode locomotive has a 700 kW diesel engine.
- A Class 802 train has three 700 kW diesel engines.
- Rolls-Royce subsidiary MTU are a large supplier of diesel engines for rail, road and water.
It looks to me that Rolls-Royce have sized the system to hoover up applications and they have MTU’s experience to engineer the applications.
Class 43 Power Cars
The iconic Class 43 power cars running on UK railways are an interesting possibility for powering with Rolls-Royce’s new system.
- Despite being over forty-years old, there are over a hundred and twenty still in service.
- They were upgraded with new 1.7 MW MTU diesel engines in the early part of this century.
- Rolls-Royce is based in Derby.
- The Class 43 power cars were developed in Derby.
- Hydrogen-powered Class 43 power cars, hauling GWR Castles or ScotRail Inter7Cities would be tourist attractions.
- The Class 43 power cars need to be either decarbonised or replaced in the next few years.
Decarbonisation using Rolls-Royce’s new system would probably be more affordable.
This all sounds like a project designed in a pub in Derby, with large amounts of real ale involved.
But I wouldn’t be surprised if it happened.
Will The System Be Upgradable From Sustainable Aviation Fuel To Hydrogen?
This is an except from the introductory paragraph.
The system will be an on-board power source with scalable power offerings and will complement the Rolls-Royce Electrical propulsion portfolio, enabling extended range on sustainable aviation fuels and later as it comes available through hydrogen combustion.
This would appear that if used in aviation, it will be possible to upgrade the system from sustainable aviation fuel to hydrogen, when a suitable hydrogen supply becomes available.
But all applications could be upgraded.
A truck, like the one shown in the picture could be delivered as one running on sustainable aviation fuel and converted to hydrogen later.
Conclusion
Rolls-Royce have put together a modular system, that will have lots of applications.
Step-Free Provision On Elizabeth Line West Of Paddington
The stations may be step-free between street and platform, but West of Paddington, there does not appear to be step-free access between the platform and the train.
These pictures show a selection of stops.
Compare these steps of a few inches, with those I showed in Step-Free Access Between Train And Platform On The Elizabeth Line.
These pictures were taken between Woolwich and Paddington stations and show first class step-free access between train and platform.
The step-free access on the Western branch of the Elizabeth Line does not appear to be up to the standard expected of a world class railway.
Is The Current Arrangement Only Temporary?
I took these pictures at Padding Station today of a Class 345 train alongside Platform 10.
Note.
- There are large gaps.
- I had a chat with a station guy, who’d just unloaded two wheelchair passengers from the train using a ramp.
- He felt things could be improved.
- I feel that level access for the Elizabeth Line at Paddington is important.
But when the Elizabeth Line is fully connected, it will be connected to a series of Central London stations, including Paddington, that will have full step-free access between the train and the platform.
So the current arrangement will be improved dramatically in a few months.
The Visitor To London In A Wheel-Chair
The Central London section of the Elizabeth Line between Paddington and Whitechapel or Woolwich stations is step-free between street and train.
So a visitor to London in a wheel-chair might choose to stay in a hotel on this easy section of the Elizabeth Line to make the most of their stay.
But because of the lack of step-free access between train and platform outside of the Central London section, would they have trouble visiting places like Windsor, which would require a change of trains at Slough?
Would It Be Possible To Separate Elizabeth Line and Great Western Railway Services?
Consider.
- Great Western Railway services between Paddington and Didcot Parkway use the Elizabeth Line platforms at Ealing Broadway, Hayes and Harlington, West Drayton, Slough, Maidenhead, Twyford and Reading.
- In addition, some express trains stop at Slough and Ealing Broadway.
- There are also freight trains passing through.
It might be sensible to move the Paddington and Didcot Parkway service to the Elizabeth Line and adjust platform heights appropriately.
Crocheting On The Lizzie Line
I saw a lady crocheting on the Lizzie Line yesterday!
Volvo Trucks Showcases New Zero-Emissions Truck
The title of this post, is the same as that of this press release from Volvo Trucks.
This is the first paragraph.
Imagine a truck that only emits water vapor, produces its own electricity onboard and has a range of up to 1 000 km. It’s possible with fuel cells powered by hydrogen, and Volvo Trucks has started to test vehicles using this new technology.
This picture shows one of the trucks.
It certainly looks like a normal truck.
From the press release, it looks like Volvo Trucks are taking a conservative approach to designing, developing and launching the truck.
- Early examples will go through an extensive test program.
- It uses two fuel cells can generate up to 300 kW.
- Range is quoted at up to 1000 km.
- Fully refuelling takes 15 minutes.
- Gross weight is up to 65 tonnes.
- It looks to be a straight replacement for a current diesel truck.
Full launch is mentioned as towards the end of the decade, after there are enough hydrogen filling stations.
Conclusion
I may not have driven a large truck like this, but I’ve certainly funded a large number and talked with many experienced operators.
It looks to me that this could be the truck for an operator or company, who wants to offer zero-carbon transport for commercial, environmental, public relations or tax reasons.
Extending The Elizabeth Line – Will There Be A Need For Long Distance Class 345 Train?
I wrote Crossrail To Heathrow, Reading And Southend in August 2017.
This was a section in that post.
The Long Distance Class 345 Train
Adding Oxford and/or Southend to Crossrail services, may need a sub-class of Class 345 train to be created, due to the length of the journey. Toilets would be the obvious addition.
As an example, the safeguarded Reading and Gravesend service would be eighty-three miles.
- A Reading and Paddington service takes fifty-seven minutes for the thirty-six miles.
- At that speed Reading and Gravesend would take two hours and eleven minutes.
- Even Reading and Shenfield will will take only nine minutes less than two hours.
Will all passengers be able to hold on for these lengths of time?
100 mph Capability
Greater Anglia’s Class 720 trains are 100 mph trains, but their sisters on the Elizabeth Line are only 90 mph trains.
So if the trains are to work perhaps to Gravesend, Oxford or Southend would a 100 mph capability be needed?
Conclusion
If the Elizabeth Line is extended, there may be a need for trains to be updated.
Extending The Elizabeth Line – An Extension To Southend Airport
The Wikipedia entry for Crossrail, has a section for an extension to Southend Airport, where this is said.
Stobart Aviation, the company that operates Southend Airport in Essex, has proposed that Crossrail should be extended beyond Shenfield along the Shenfield–Southend line to serve Southend Airport and Southend Victoria. The company has suggested that a direct Heathrow-Southend link could alleviate capacity problems at Heathrow. The extension proposal has been supported by Southend-on-Sea City Council.
I have written about extending Crossrail to Southend before in Council Launches Campaign To Extend Crossrail To Southend-on-Sea.
In that post, I gave these reasons.
- Extra capacity between London and Southend
- A more intensive service to Southend Airport
- A twenty-four hour service to Southend Airport
- Enabling housing
- Taking pressure from Liverpool Street
I came to the conclusion, that extending the Elizabeth Line to Southend could have a lot going for it.
Times Change
But that post was written nearly four years ago and times change and they will change more in the next few years.
The Elizabeth Line Trains Are Shorter Than The Liverpool Street And Southend Victoria Trains
This has also happened and the pair of five-car Class 720 trains, that Greater Anglia use for Southend Victoria services are over thirty metres longer than the Elizabeth Line’s nine-car Class 345 trains.
This would mean that there would be no need for platform lengthening along the route to Southend Victoria.
Zero-Carbon Aircraft Are Under Development
Zero-carbon aircraft like the Heart Aerospace ES-19 could be in service by 2027. These aircraft will probably have a limited range of around 400 km and a charge time of 40 minutes.
- Southend Airport’s position on the East side of London would enable the creation of zero-carbon flights to places like Amsterdam, Brussels, Lille, Paris and Rotterdam.
- A quick estimate indicates that aircraft like the ES-19 could fly from Southend to Amsterdam and recharge in around two hours.
- Intensively scheduled, these electric aircraft could make several round trips per day.
- Would almost silent electric aircraft be able to fly twenty-four hours per day?
These flights could seriously increase the number of passengers to Southend Airport before the end of the decade.
More Housing
I think more housing will be built between Shenfield and Southend, which will increase the need for more services past Shenfield.
The Great Eastern Main Line Will Have Full Digital Signalling
More and more trains will be running on the Great Eastern Main Line and like other main lines in the UK, it will receive full digital signalling, which would probably be applied to the Shenfield and Southend Line.
This would give the extra capacity to Southend Victoria, that running the Elizabeth Line to Southend Airport and Southend Victoria would need.
Possible Services
I think there are two main possible options, but there may be others.
- A long Elizabeth Line extension all the way to Southend Victoria.
- A short Elizabeth Line extension only as far as Southend Airport.
My feelings are as follows.
- The Greater Anglia service should remain as it is with three trains per hour (tph) calling at all stations to Shenfield, Stratford and Liverpool Street.
- Perhaps three or four Elizabeth Line tph would extend to Southend Victoria, calling at all stations.
- All Elizabeth Line trains would call at all stations to and from London, as they do now!
Full digital signalling would handle the extra trains.
Conclusion
I think it will be unlikely that the Elizabeth Line will be extended to Southend in the next few years, but before the end of the decade, I can certainly see limited Elizabeth Line services going all the way to Southend Victoria.
I’m Missing The Elizabeth Line Today
Today is a Sunday and because engineers are working on connecting the three sections of the Elizabeth Line, there are no trains in the central section between Abbey Wood and Paddington stations.
I have got used to the new line and generally use it if I stray farther than a couple of miles from home to the South. It’s just so handy, when you want to go in an East-West direction across London.
One of the draws to me of the Elizabeth Line is that it is air-conditioned and in the current heat-wave, it is much more pleasant to travel on the line compared to the Central and Northern Lines.
So for my journeys around Central London, I tend to stick to buses, the Overground, Elizabeth Line and Thameslink.
Gantry Removal At Moorgate Station – 18th June 2022
I took these pictures last night, as I came through Moorgate station.
It finally looks like the new entrance to Moorgate station is in the final phase.
The frontage of the building above seems complete and obvious to be installed include two escalators at the Southern end and Elizabeth Line signage.
It now looks like a new block will go up in front of the station. I would have preferred a nice square, with the bus stops alongside and a light-controlled crossing to the other side!
But then money is more important!
101 Moorgate
101 Moorgate is the new building between the new entrance to Moorgate station and Moorgate itself.
This page on the JRA Architects web site is entitled 101 Moorgate Crossrail Oversite Development, London EC2 and has a series of images of the finished development.
This image from JRA Architects shows the space between 101 Moorgate and the new station entrance.
101 Moorgate is the white and ruby building on the right.
In this image, there appears to be a gap between 101 Moorgate and the original Moorgate tube station entrance.
This image shows the Moorgate frontage of 101 Moorgate from the other side of the street.
The gap between the new and old looks substantial and will provide a high capacity route to the Elizabeth Line station entrance.
Westbound Elizabeth Line To Northbound Thameslink At Farringdon Station
This journey is the reverse of the one I did earlier today in Southbound Thameslink To Eastbound Elizabeth Line At Farringdon Station.
These pictures show my walk at Farringdon station.
Note.
- This route starts at the Western end of the Elizabeth Line platforms in Farringdon station.
- I took the escalator there to the top.
- I then walked to the left of the second bank of stairs and escalators.
- This took me directly on to the Northbound Thameslink platform.
This route also works if you’re going East on the Elizabeth Line and want to go North on Thameslink.
This second set of pictures show the walk in the reverse direction.
Interchange with the Northbound Thameslink platform is very easy in both directions, as most of the walk between platforms is done on the escalator.
Conclusion
There would appear to be an imbalance of quality between the connections between the Elizabeth Line and the two Thameslink platforms.
- Those going between the Elizabeth Line and the Northbound Thameslink platform will find it easy, as most of the route is on an escalator.
- On the other hand, those using the Southbound Thameslink platform at busy times could find it congested and slow.
I suspect that regular users of the station, will develop their own routes through the station.
Southbound Thameslink To Eastbound Elizabeth Line At Farringdon Station
I travelled today from St. Pancras International station to Whitechapel station, using the following route.
- Southbound Thameslink service to Farringdon station.
- Eastbound Elizabeth Line service to Whitechapel station.
These pictures show my walk at Farringdon station.
Note.
- I was riding at the back of the train, so I had a long walk to the lifts.
- It would be better to travel in the Southern end of the Thameslink train, as the lifts are at the Southern end of the Southbound Thameslink platform.
- I used the lifts to descend to the Elizabeth Line platforms.
- It is only a short walk between the lifts and the Elizabeth Line trains.
As the last picture indicates, the connecting lifts that I used, can also be used to go from the Southbound Thameslink to the Westbound Elizabeth Line at Farringdon Station.
These connecting lifts can also be used in the reverse direction to go from all Elizabeth Line services to Southbound Thameslink services to London Bridge, East Croydon, Gatwick Airport, Brighton and all the other Southern Thameslink destinations!
If you want to avoid the lifts, as it appears they can busy, you have to climb the stairs to get to the concourse and then descend to get the escalator down to the Elizabeth Line, that I wrote about in Westbound Elizabeth Line To Northbound Thameslink At Farringdon Station.
Conclusion
There would appear to be an imbalance of quality between the connections between the Elizabeth Line and the two Thameslink platforms.
- Those going between the Elizabeth Line and the Northbound Thameslink platform will find it easy, as most of the route is on an escalator.
- On the other hand, those using the Southbound Thameslink platform at busy times could find it congested and slow.
I suspect that regular users of the station, will develop their own routes through the station.
The Anonymous Widower 