Alaska Airlines Grounds 737 Max 9 Planes After Section Blows Out Mid-Air
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
A passenger plane lost a section of its fuselage in mid-air forcing it to make an emergency landing in the US state of Oregon.
Theses three paragraphs outline what happened.
The Alaska Airlines Boeing 737 Max 9 turned back 35 minutes into its flight to California after an outer section, including a window, fell off on Friday.
There were 177 passengers and crew on board and it landed safely in Portland.
The airline said it would temporarily ground all 65 of its 737 Max 9 aircraft to conduct inspections.
I think it is true to say that everybody was very lucky.
When I was a private pilot flying around the UK, Europe and Australia, I used to read the accident reports and I suspect there was a couple of structural failures like this, that had a much worse outcome.
These are two paragraphs from the BBC article.
In an audio clip, the pilot can be heard talking to air traffic control requesting a diversion.
“We are an emergency,” she said. “We are depressurised, we do need to return back.”
Strangely, this is the first airline incident or accident, I can remember, where the pilot was female. But there must have been others.
One of the genuine firsts, I have been involved in, was Air UK’s first flight with an all-female crew.It was probably in the 1980s and my late wife; C and myself flew from Stansted to Paris in a Short 360.
Conclusion
I would fly with a female pilot any time, but I doubt you’ll catch me in a Boeing 737!
Sadiq Khan ‘Is Waging War On Motorists To Plug The £15 Billion Blackhole In TfL Finances’
The title of this post, is the same as that of this article on London Loves Business.
These are the first three paragraphs.
Sadiq Khan plans to raise at least £123 million per year by charging motorists to drive through the Blackwall and Silvertown tunnels.
In a written response to a question from City Hall Conservatives, the Mayor said tolls would be introduced on both tunnels when the new Silvertown Tunnel opens in 2025.
The Mayor said Transport for London (TfL) would receive revenue from the new tolls and penalty notices, less the cost of annual construction repayments and maintenance fees. The Mayor, who is chairman of TfL, has previously said he expects tolls and penalties to ‘more than cover’ these annual costs.
I don’t drive, so the cost of using the tunnels, has no effect on my finances.
This document from TfL says this about car usage in London.
London residents aged 16+ make 4.6m car driver trips and 1.4m car passenger trips
on an average day, of which 3.7m are within London, with the remainder involving
travel to and from London. Non-residents make around 1 million car journeys a day
to, from or within London.
It does look that London has a lot of car drivers and passengers.
Surely, out of common decency, the toll for using the Blackwall and Silvertown tunnels, should be disclosed by Sadiq Khan before the London Mayor Election later this year.
Or is he frightened, that the size of the toll will lose him votes?
New LNER Fleet To Have Joint Line Capability
The title of this post, is the same as that of an article in the January 2024 edition of Modern Railways.
This is the text of the article.
LNER’s new fleet of CAF tri-mode trains, for which an order was confirmed in November, has been specified with the capability to operate via the Joint Line via Spalding and Lincoln in case of closures on the East Coast Main Line between Peterborough and Doncaster.
CAF will supply 10×10-car trains with overhead electric, battery and diesel capability, financed by Porterbrook. The inclusion of diesel engines as part of the winning bid, rather than a straightforward battery-electric unit, has surprised some observers, but LNER’s specification was that the fleet should have sufficient self-powered capability to cover the length of the joint line, which is approximately 90 miles. This is currently to be considered to be beyond the scope of battery-power alone, although as the technology evolves diesel engines could be replaced by batteries. The configuration of diesel engines and batteries within the sets has yet to be decided.
LNER frequently uses the Joint Line as a diversionary route, both during planned engineering work and at times of disruption, but only its bi-mode Azumas are currently able to traverse it under their own power (electric sets have been hauled by a diesel locomotive, but this is now a very rare occurrence). The new CAF fleet will replace the InterCity 225 electric fleet, and the self-power capability will provide valuable resilience to LNER to divert via non-electrified routes.
While the ‘225s’ are currently confined to services between King’s Cross and Leeds/York, if the enhanced December 2024 timetable goes ahead as currently planned (see story above) they will operate north of York once again on some of the hourly services which will terminate at Newcastle. However, LNER is having to limit the use of the sets before the Class 91 locomotives and Mk 4 coaches come due for major overhauls: the decision to retain 12 locos and eight rakes of coaches was based on the intended timescale for replacing the fleet at the time, but confirming the order for the new CAF tri-modes has taken longer than anticipated, largely due to delays in receiving Government approval to place the order.
This article has got me thinking.
The InterCity225 Trains Need Replacing Urgently
The Modern Railways article states that the need to replace the InterCity 225s is getting urgent, as more than the Azumas will be needed for the December 2024 timetable and the InterCity 225s are getting to the end of their economic life.
As LNER have been doing reasonably well lately, a cock-up caused by lack of trains at Christmas 2024 would be the last thing they need.
Currently, LNER have enough Mark 4 coaches for eight trains, so ordering ten new CAF tri-mode trains will allow for a small amount of extra services.
The CAF tri-mode trains were only ordered in November 2023, so getting them delivered for December 2024 would be tight.
As I write this on the 31st December 2023, trains from King’s Cross to Leeds included.
- 5 x InterCity225
- 5 x 10-car Azuma
- 7 x 9-car Azuma
- 2 x 5-car Azuma
So there were InterCity 225s running on that day.
A Few Distances Around Lincolnshire
I believe that because of offshore wind, interconnectors and other renewable energy developments, that Lincolnshire will become an energy powerhouse, supporting the East Midlands and also exporting electricity and hydrogen to Europe through pipelines and interconnectors.
Because of this and other developments, I believe that rail passenger traffic to and around the county will increase significantly.
These are a few selected distances.
- Doncaster and Cleethorpes – 52.1 miles
- Grantham and Skegness – 58.2 miles
- Lincoln and Doncaster – 36.8 miles
- Lincoln and Newark – 16.8 miles
- Lincoln and Peterborough – 54.8 miles
- Lincoln and Cleethorpes – 47.2 miles
Note.
- This means that the length of the Joint Line, which between Werrington Junction and where it rejoins the East Coast Main Line to the South of Doncaster is no more than ninety miles. This ninety mile distance was assumed in the Modern Railways article.
- Peterborough and Cleethorpes via Lincoln is ninety-two miles.
- I estimate that around four miles could be easily electrified at Werrington, which would reduce these two distances by four miles.
- Newark and Cleethorpes via Lincoln is sixty-four miles.
It looks like if a battery-electric train had a range of 92 miles and there was charging at Cleethorpes and Skegness, Lincolnshire could have a first class zero-carbon rail service.
CAF Tri-Mode Trains And The Joint Line
This is the first sentence in the Modern Railways article.
LNER’s new fleet of CAF tri-mode trains, for which an order was confirmed in November, has been specified with the capability to operate via the Joint Line via Spalding and Lincoln in case of closures on the East Coast Main Line between Peterborough and Doncaster.
Note.
- The Modern Railways article states the Joint Line is approximately 90 miles.
- As I stated earlier with some strategically placed electrification at Werrington and South of Doncaster, this distance without electrification can probably be shortened by a few miles.
It looks like any service run by a CAF tri-mode train will be able to use the Joint Line.
Hitachi Class 801 Trains And The Joint Line
Unless the Joint Line is electrified or the all-electric Class 801 trains are fitted with batteries of a sufficient size the Class 801 trains will not be able to use the Joint Line.
Hitachi Class 800/802 Trains And The Joint Line
If currently, the Class 800/802 trains can handle the Joint Line on their diesel engines, they can continue to do this.
Hitachi Class 803 Trains And The Joint Line
Unless the Joint Line is electrified or Class 803 trains are fitted with batteries of a sufficient size the Class 803 trains will not be able to use the Joint Line.
Hitachi Class 80x Trains With Batteries And The Joint Line
Note that Lumo’s Class 803 trains are already fitted with an emergency battery for hotel power. So Hitachi must have information on how their batteries perform in service.
This press release from Hitachi, which is entitled Hitachi And Eversholt Rail To Develop GWR Intercity Battery Hybrid Train – Offering Fuel Savings Of More Than 20% announced the start of Hitachi’s battery-electric program in December 2020.
This is a paragraph.
The projected improvements in battery technology – particularly in power output and charge – create opportunities to replace incrementally more diesel engines on long distance trains. With the ambition to create a fully electric-battery intercity train – that can travel the full journey between London and Penzance – by the late 2040s, in line with the UK’s 2050 net zero emissions target.
Hitachi have now published this page on their web site, which is entitled Intercity Battery Trains.
The page has this sub-heading.
Accelerate the decarbonisation of intercity rail with batteries
These are the first two paragraphs.
A quick and easy application of battery technology is to install it on existing or future Hitachi intercity trains. Hitachi Rail’s modular design means this can be done without the need to re-engineer or rebuild the train and return them to service as quickly as possible for passengers.
Replacing one diesel engine with just one battery reduces emissions by more than 20% and offers cost savings of 20-30%. Our intercity battery powered trains can cover 70km on non-electrified routes, operating at intercity speeds at the same or increased performance.
It appears to be a masterful application of an old electrical or software engineer’s trick.
In the 1960s, I spent time in two summer holidays building transistorised control systems in a rolling mills to replace obsolete control systems that used thermionic valves and relays.
Are Hitachi just replacing a diesel power pack with a battery pack, that has the same power and control functionality?
In The Data Sheet For Hitachi Battery Electric Trains, I looked at Hitachi’s published data sheet, which has these bullet points.
- 750kW peak power
- Weight neutral
- At least 20% lower CO2 emissions
- 70km on non-electrified routes
- 20% reduction in whole life maintenance costs
- Up to 30% fuel cost savings
- Zero emissions in and out of stations
- Charge on the move
- 10 year life span
Note.
- 750 kW peak power, is around the power of the diesel-engine, that will be replaced.
- I wouldn’t be surprised that powerwise, the battery pack looks like a diesel engine.
- Weight neutral means that acceleration and performance will be unchanged. I suspect this means that current timetables can be achieved.
- Batteries are easier to maintain than diesels.
- It is stated that a train can be fully-decarbonised.
I have a feeling these trains are no ordinary battery-electric trains.
This paragraph, that I quoted earlier gives details on battery range.
Replacing one diesel engine with just one battery reduces emissions by more than 20% and offers cost savings of 20-30%. Our intercity battery powered trains can cover 70km on non-electrified routes, operating at intercity speeds at the same or increased performance.
If one battery can give seventy kilometres or 43.5 miles, what distances would be possible in the various Hitachi Class 80x trains on the UK rail network?
- Five-car Class 800 – Three diesel engines
- Nine-car Class 800 – Five diesel engines
- Five-car Class 801 – One diesel engine
- Nine-car Class 801 – One diesel engine
- Five-car Class 802 – Three diesel engines
- Nine-car Class 802 – Five diesel engines
- Five-car Class 803 – One battery
- Five-car Class 805 – Three diesel engines
- Seven-car Class 807 – No diesel engine or battery
- Five-car Class 810 – Four diesel engines
Note.
- The Class 801 trains have one diesel engine for emergency use.
- The Class 803 trains have one battery for emergency use.
- The Class 807 trains appear to be built for top speed and acceleration and have no unnecessary weight.
In The Data Sheet For Hitachi Battery Electric Trains, I came to the conclusion, that if all diesel engine packs are be replaced by batteries, the train has a range of around 117-121 miles.
If my calculation is correct, I believe that Hitachi battery-electric trains will be capable of using the Joint Line, if all diesel engines are replaced by battery packs.
Surely, if a number of Hitachi trains could use the Joint Line in addition to the ten CAF tri-mode trains, this would minimise disruption to passengers and increase revenue on days, when the East Coast Main Line was closed for engineering works or an incident.
Will The Hitachi Class 80x Trains With Batteries Or The CAF Tri-Mode Trains Have The Longer Range Without Electrification?
Consider.
- Cleethorpes could be the problem, as it is 64 miles from Newark and 92 miles from Peterborough and a round trip without charging at Cleethorpes for a battery-electric might be a trip to far.
- But a tri-mode train like that from CAF with an on-board diesel, should have the range.
- More range for a tri-mode train, just needs bigger fuel tanks.
- I also suspect Cleethorpes has the equipment to refuel a diesel train, as all services to the station are diesel powered.
The article also says this.
The inclusion of diesel engines as part of the winning bid, rather than a straightforward battery-electric unit, has surprised some observers, but LNER’s specification was that the fleet should have sufficient self-powered capability to cover the length of the joint line, which is approximately 90 miles. This is currently to be considered to be beyond the scope of battery-power alone, although as the technology evolves diesel engines could be replaced by batteries.
Could it be that some of LNER’s routes like Aberdeen, Cleethorpes and Inverness have longer running without electrification, than Hitachi’s trains with batteries can achieve. Perhaps, this is why they lost the order?
Pairs Of Hitachi Class 80x Trains With Batteries And The Joint Line
I suspect if one five-car train with batteries can handle the Joint Line, then a pair could also handle it, if the train’s control system allowed it.
Will The Joint Line Be Slower Than The East Coast Main Line?
Consider.
- The Joint Line is not the slowest line in the country and large sections of the route, have a top speed of 60 mph or higher.
- It is surprisingly straight.
- There are some slower sections, through Lincoln and Sleaford.
- The average speed between Peterborough and Lincoln of local trains is about 50 mph.
- The average speed between Doncaster and Lincoln of local trains is about 48 mph.
I suspect that the expresses, should be able to achieve 60 mph between Peterborough and Doncaster, with a small amount of track improvement.
This would mean the following times between Doncaster and Peterborough.
- Via the Joint Line – 90 minutes
- Via East Coast Main Line – 50 minutes
It looks like forty minutes will be added to journey times.
Would There Be Any Point In Running Some Services Via The Joint Line?
Consider.
- Lincoln has one train per two hours (tp2h) to and from King’s Cross.
- A King’s Cross and Doncaster service could use the Joint Line and call at Peterborough, Spalding, Sleaford, Lincoln Central, Gainsborough Lea Road and Doncaster.
- If it terminated at Harrogate, Leeds or York, it could ease congestion on the East Coast Main Line between Peterborough and Doncaster.
- Lincoln is making a name for itself as a University town.
- Lincolnshire is getting more important with respect to renewable energy and innovative food production.
- The frequency would be at least one tp2h.
- If needed, Lincoln Central could be electrified to charge passing trains.
- The service could also go via Cambridge to provide East Anglia and its technological powerhouse with better connections to and from the North.
It would all depend on where extra rail services are needed.
Could Cleethorpes And Grimsby Town Have A Service From King’s Cross?
In Azuma Test Train Takes To The Tracks As LNER Trials Possible New Route, I discuss how in June 2023, LNER ran a test train to Cleethorpes and Grimsby Town.
- With all the energy development going on in North-East Lincolnshire, I suspect that a service between King’s Cross and Cleethorpes via Lincoln, Market Rasen, Barnetby and Grimsby Town could be viable.
- I suspect that the energy developments could find recruitment difficult and say a one tp2h service to Peterborough might ease the problem.
- Whether it ran to Lincoln via Newark and the East Coast Main Line or via Spalding and Sleaford would be down to predicted traffic.
- The distance via Newark would be 64 miles or 128 miles return.
- The distance via Peterborough would be 92 miles or 184 miles return.
- These distances would probably mean that a battery-electric train would need charging at Cleethorpes.
So would it be better if the Cleethorpes trains were to be run by CAF tri-mode trains.
Could Cleethorpes Services Be Paired With The York Service?
The current King’s Cross and Lincoln service uses the same path as a York service.
- Both services leave King’s Cross at six minutes past the hour.
- York trains leave at odd hours.
- Lincoln trains leave at even hours.
If the York service used the Joint Line and the Lincoln service were to be extended to Cleethorpes, Lincoln would receive an hourly service.
- One service could go via Newark and the other via Peterborough, Spalding and Sleaford.
- A path on the East Coast Main Line would be saved.
- The service to York could go via Leeds.
- The York service could be extended to Middlesbrough, Scarborough or Sunderland.
- I suspect that timings to Cleethorpes and York could be a similar six-hour round trip.
- CAF tri-mode trains would be needed for the Cleethorpes services.
- Either train type could work the York services.
There are various possibilities to improve the train service been London and Lincolnshire.
What Will Be The Maximum Range Of The CAF Tri-Mode Trains?
When determining this, LNER would probably have taken into account all current and every possible service, that they might run in the future, which was not fully electrified.
These would include.
- London King’s Cross and Aberdeen – 91.4 miles
- London King’s Cross and Bradford Interchange via Shaftholme junction – 47.8 miles
- London King’s Cross and Cleethorpes via Newark and Lincoln – 64 miles
- London King’s Cross and Cleethorpes via Peterborough, Spalding and Lincoln – 92 miles
- London King’s Cross and Harrogate via Leeds – 18.3 miles
- London King’s Cross and Inverness– 151.1 miles
- London King’s Cross and Hull via Temple Hirst junction – 36.1 miles
- London King’s Cross and Lincoln – 16.8 miles
- London King’s Cross and Middlesbrough via Northallerton – 20.3 miles
- London King’s Cross and Scarborough via York – 42.1 miles
- London King’s Cross and Sunderland via Northallerton – 47.4 miles
They would also have taken in possible diversion routes.
- London King’s Cross and Carlisle via Leeds – 86.8 miles
- London and Edinburgh – 400 miles
- London King’s Cross and Newcastle via Northallerton and Durham Coast Line – 59.6 miles
Note.
- The distance is the length without electrification.
- London King’s Cross and Carlisle is a possible diversion route, if between Leeds and Edinburgh is blocked.
- A London King’s Cross and Edinburgh capability might be needed, if there was something like a serious weather problem, bringing down the overhead wires.
- London King’s Cross and Newcastle via Northallerton and Durham Coast Line is a possible diversion route, if between Northallerton and Newcastle is blocked.
LNER’s longest route without electrification is to Inverness and it is 151.1 miles between Stirling and Inverness.
London King’s Cross and Cleethorpes via Peterborough, Spalding and Lincoln could be longer, if it were to be run as a return trip of 184 miles.
LNER will probably have specified the range they need on the longest route they run or might run in the future, as there is no point in buying a fleet of trains and then finding that they can’t handle all your routes. They would also include all possible emergency routes, just as they’ve already included the Joint Line.
Out of curiosity I asked Professor Google how far a diesel train could run on a full tank of diesel and got this answer.
According to the traction manual for 158/159 stock each coach has a 400 gallon tank or 1818 Ltr. £2500 at the filling station.
The manual also says that that is enough fuel to travel Waterloo to Exeter and back twice over. Which is 688 miles exactly. Guess there is spare in there for shunting and idling at terminus. Still an mpg of 1.7.
It looks to me, that if a humble Class 158/159 train has a range of nearly 700 miles, then LNER can probably have virtually any distance they want for their new trains.
These journeys will probably all be possible.
- Between London King’s Cross and Edinburgh – 400 miles
- A round trip between Stirling and Inverness – 302.2 miles
- A round trip between Peterborough and Cleethorpes – 184 miles
Professor Google also gives the diesel range of a Class 800 train as 650 miles.
Conclusion
It looks to me, that LNER, Lumo and FirstGroup have a serious plan to decarbonise their network.
All services, that can be decarbonised by replacing diesel generator units, with electrical battery packs.
LNER’s longer routes will use the new CAF trains.
These will be fully decarbonised at a later date.
What Will Be The Power Unit In LNER’s New CAF Tri-Mode Trains?
There is a short article in the January 2024 Edition of Modern Railways, that is entitled New LNER Fleet To Have Joint Line Capability.
This is said about the diesel engines in the new CAF tri-mode trains.
CAF will supply 10×10-car trains with overhead electric, battery and diesel capability, financed by Porterbrook. The inclusion of diesel engines as part of the winning bid, rather than a straightforward battery-electric unit, has surprised some observers, but LNER’s specification was that the fleet should have sufficient self-powered capability to cover the length of the joint line, which is approximately 90 miles. This is currently to be considered to be beyond the scope of battery-power alone, although as the technology evolves diesel engines could be replaced by batteries. The configuration of diesel engines and batteries within the sets has yet to be decided.
As the paragraph says that the diesel engines can be replaced by batteries and the trains are from CAF’s modular Civity family, it sounds like CAF are using a modular power system.
The CAF Class 195, 196 and 197 diesel multiple units, that are used in the UK, use mtu Railcar Power Packs, which are shown on this web page.
mtu are a Rolls-Royce subsidiary.
mtu also make a Hybrid Power Pack, which is shown on this web page.
This is the sub-title on the web page.
Individual hybrid drive with a modular design
Underneath is this sub-heading.
It takes revolutionary thinking to develop a smart rail drive system like the Hybrid PowerPack. Find out what makes mtu different, and why our Hybrid PowerPack brings added value to operators while benefiting passengers and the environment alike.
These paragraphs describe the mtu Hybrid PowerPack.
The Hybrid PowerPack was developed from the successful mtu underfloor drives: Tried and tested mtu PowerPacks were modified and equipped with additional components and functionalities in order to integrate hybrid technology. The mtu hybrid concept consists of a modular kit with a variety of drive elements. It satisfies all existing railway standards and can be arranged according to customer specifications.
Thanks to its compact design and the use of power-dense electrical machines, the Hybrid PowerPack can be easily integrated in the existing installation space under the floor, both in new rail vehicles or for repowering. mtu EnergyPacks – the energy storage – can be positioned at various places in the vehicle: on the roof or underfloor. The modular design creates great flexibility for operators who are planning new diesel hybrid vehicles or want to convert existing vehicles.
Based on specifications for the hybrid train and the profile of the planned routes, mtu can simulate the lifecycle costs (capital, maintenance and operating costs) of specific projects. This means that a variety of drive options can be defined even before the design stage. Together with you, we then determine an optimal concept based on your needs.
Note.
- mtu Hybrid PowerPacks can be used in new rail vehicles or for repowering.
- It looks to me, that the total of 161 of Class 195, 196 and 197 trains, that will soon be all in service in the UK may well have been designed to be converted to hybrid power using mtu Hybrid PowerPacks.
- In Would You Buy A Battery Energy Storage System From Rolls-Royce?, I talk about how mtu EnergyPacks are also used for battery storage.
- In fact, mtu EnergyPacks could be the secret ingredient to both systems.
This looks like a typical Rolls-Royce product, that pushes the design to the full.
I will be very surprised if LNER’s new CAF tri-mode trains are not powered by mtu Hybrid PowerPacks.
I have a few thoughts.
CAF Are Going For A Proven Solution
CAF are going for a proven power solution, that they will also need for 161 trains in the UK.
Integration of systems like these can be difficult but CAF are using another company to combine diesel, electric and battery power in an efficient way.
I also feel that mtu Hybrid PowerPacks have a big future and Rolls Royce mtu will do what it takes to make sure they dominate the market.
Decarbonising The Trains
I suspect given Rolls-Royce’s philosophy, that the diesel engines will run on sustainable fuels from delivery.
But as the extract from the Modern Railways article says, the space used by diesel engines can be used for batteries.
Follow The Money
Consider.
- Porterbrook and Rolls-Royce are both based in Derby.
- Porterbrook are a rolling stock leasing company, who own a lot of rolling stock, that could be converted to hybrid trains, using mtu Hybrid PowerPacks.
- Porterbrook are financing LNER’s new CAF tri-mode trains.
I wouldn’t be surprised if Porterbrook and Rolls-Royce have done a lot of due diligence on these trains.
Other Train Operators Will Follow
LNER’s new CAF tri-mode trains may be a bespoke design for LNER, but other train operators will need a similar train.
- CrossCountry need a replacement low-carbon fleet.
- ScotRail need a replacement fleet for their Inter7City services.
- Great Western Railway need a replacement fleet for their GWR Castles.
- Grand Central need a replacement low-carbon fleet.
- TransPennine Express need new trains.
- Open Access Operator Grand Union Trains will need trains.
I think CAF are gong to be busy.
Conclusion
The more I read about Rolls-Royce and its engineering, the more I’m impressed.
Eurostar Cancels All Today’s Trains After Tunnel Floods
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
Eurostar has cancelled all of Saturday’s services to and from London St Pancras due to flooding in a tunnel under the River Thames, throwing new year travel into chaos.
These are the first two paragraphs.
This morning, Eurostar said it hoped later services could run but it has now cancelled all 41 trains.
All Southeastern’s high-speed services to Ebbsfleet, which use the same line, have also been cancelled.
I know the tunnel shouldn’t flood, but Eurostar don’t seem to have an adequate emergency plan to keep things moving, when it does.
The plan would obvious depend on where and what the problem was, but if something goes wrong at the London end of High Speed One, then surely the remaining infrastructure should be used to run an emergency service.
With flooding in the tunnel between Stratford International and Ebbsfleet International, trains could only run as far as Ebbsfleet, but surely an hourly shuttle could be run between Ebbsfleet and both Brussels and Paris.
The problem would surely be getting travellers between St. Pancras and Ebbsfleet International.
- There can be no trains between Central London and Ebbsfleet International, as the tunnel is flooded and can’t be used.
- Rail replacement buses would be difficult to organise at such short notice.
- I doubt rail replacement buses could be run from St. Pancras station, as traffic is generally solid in the area of the station at all times.
The nearest station to Ebbsfleet International is Northfleet station, which has four trains per hour (tph) to and from London; two each to St. Pancras and Charing Cross.
I have walked between Ebbsfleet International and Northfleet stations, but in times of disruption, I’m sure buses operating a shuttle would be better.
The Wikipedia entry for Northfleet station, explains, why the pedestrian link has not been built, in this paragraph.
The station is very close to Ebbsfleet International station (the NNE entrance is only 334 yards (305 m) from Northfleet’s station), but passengers (using public transport) will find it far easier to access Ebbsfleet International from Gravesend or Greenhithe, as these stations are more accessible and offer easy access to Fastrack bus services. The walking route between the two stations is 0.6 miles (1 km) or 0.8 miles (1.3 km) and a suitable pedestrian link has not been built because of funding issues and objections from Land Securities.
Perhaps after the pantomime this Christmas, the connection will be improved.
So4’s Law will probably mean, that if it is built, it will only be used by travellers and those working at Ebbsfleet International station for whom it is more convenient.
Firm Develops Jet Fuel Made Entirely From Human Poo
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
A new aviation company has developed a type of jet fuel made entirely from human sewage.
These are the first three paragraphs.
Chemists at a lab in Gloucestershire have turned the waste into kerosene.
James Hygate, Firefly Green Fuels CEO, said: “We wanted to find a really low-value feedstock that was highly abundant. And of course poo is abundant.”
Independent tests by international aviation regulators found it was nearly identical to standard fossil jet fuel.
It certainly seems to have a lot going for it.
I have some other thoughts.
What About Disposable Nappies?
I wrote Are Disposable Nappies A Wasted Resource?, about making hydrocarbon fuels from disposable nappies.
Should Disposable Nappies Be Collected Separately?
My food waste is collected separately in a special bin. Hackney Council say this is what happens to food waste.
Food waste from households in Hackney is sent to an anaerobic digestion facility in south east England, where it’s turned into renewable energy to power homes and biofertiliser to be spread on local farmland to grow crops.
Surely, a similar or appropriate process could be used for disposable nappies.
Biomethane From Sewage Works
In Centrica Signs UK Biomethane Agreement With Yorkshire Water And SGN Commercial Services, I wrote about how Centrica have found a way to distribute biomethane from sewage works using the UK’s gas grid.
Could Firefly take the solids and Centrica the biomethane?
Given that water companies are regularly blamed for spilling sewage could there be an opportunity for a large sewage works to be a major producer of green fuels for agriculture, aviation, industry and road transport.
‘Rollercoasters In My Back Yard’: Welcome To Universal Studios Bedford
The title of this post, is the same as that of this article on The Times.
This is the sub-heading.
Britain’s answer to Orlando could be a 480-acre world boasting big rides, bigger films and 7m visitors a year. Some locals are far from enchanted
These three paragraphs introduce the story.
Picture the scene: It’s a snowy Christmas Eve, 2030, at King’s Cross station. Dozens of families from across the UK and Europe gather as the station speakers announce: “The train now leaving platform 9¾ is the Hogwarts Express, calling at the Wizarding World of Harry Potter. And Bedford.”
The stuff of JK Rowling’s fiction? Perhaps not.
For, if all goes to plan, a featureless 480 acres of industrial and agricultural land a short broomstick’s ride from downtown Bedford will, by the end of the decade, become one of the world’s most spectacular theme parks.
I have a few thoughts.
Eden Project Morecambe
Eden Project Morecambe will be the first of a new generation of theme parks in the UK.
The new Eden Project is to be developed at Morecambe, which is close to Lancaster. As Lancaster will be an High Speed Two terminus, Eden Project North could be connected to HS2 by a high tech shuttle like the Luton DART. So the Eden Project North will also attract day trippers from a large proportion of England and the South of Scotland.
I believe increasingly we will see theme parks, bringing in their visitors on futuristic public transport systems.
The Location Of Universal Studios Bedford
This map from Universal Destinations & Experiences shows the location of the site of the proposed Universal Studios Bedford.
Note.
- The site is shown by yellow shading.
- The blue lines are major roads.
- The pink lines are railways.
- The rail link running to the West of the site is currently the Marston Vale Line, which is being developed into the East West Railway between Oxford and Cambridge via Milton Keynes.
- The East West Railway will also connect to Ipswich, Norwich and Reading.
- The rail link running to the East of the site is the Midland Main Line, which links St. Pancras station with Derby, Nottingham and Sheffield.
The site certainly has excellent transport connections.
Expanding Rail Connections At Universal Studios Bedford
I believe that in these days of climate change, that theme parks and other attractions like sports stadia and shopping centres will develop their rail connections.
Universal Studios Bedford could have two stations.
- Kempston Hardwick on the East West Railway.
- Their own station on the Midland Main Line.
Note.
- Both stations could be connected by a futuristic people mover transporting visitors around the site.
- Using current train times, trains would take thirty minutes between the theme park and St. Pancras for Eurostar to and from Europe.
- Thameslink’s trains could shuttle visitors to and from Luton Airport.
It should also be noted that several of Southern England’s most visited sites are just a train ride away.
Easy Places To Visit
These attractions would be easy to visit.
- Bicester Village – Direct train from Kempston Hardwick after 2024.
- Cambridge – Direct train from Kempston Hardwick after 2030.
- London – Direct train from the new station after it’s built.
- Oxford – Direct train from Kempston Hardwick after 2024.
- Woburn Safari Park – Direct train from Kempston Hardwick after 2024.
Note.
All trains would be electric or battery-electric powered.
I have assumed that rail services between Oxford and Bedford open in 2024.
I have assumed that rail services between Oxford and Cambridge open in 2030.
Conclusion
This is an interesting idea, which is at an excellent location. But will the locals like it?
Extra Capacity On The Elizabeth Line At Tottenham Court Road Station
When I go to Oxford Street, I generally use the Elizabeth Line from Moorgate.
- If I need the Western end of Oxford Street, I use the Western entrance of Bond Street station.
- If I need John Lewis or Leon in Hanover Square, I use the Eastern entrance of Bond Street station.
- If I need the Eastern end of Oxford Street or Marks & Spencer at the Pantheon, I use the Western entrance of Tottenham Court Road station.
- If I need Tottenham Court Road or the British Museum, I use the Eastern entrance of Tottenham Court Road station.
Today, as I was going to Marks & Spencer at the Pantheon, I used the Western entrance of Tottenham Court Road station.
It wasn’t very busy and the tunnels and escalators were easily coping with Christmas shoppers.
But if Crossrail 2 ever gets built, Tottenham Court Road station could be the only interchange between the Elizabeth Line and Crossrail 2.
So I was pleased to see that someone had had the foresight to leave space for a fourth escalator at the Western entrance of Tottenham Court Road station.
I took these pictures as I returned.
A fourth escalator could easily be fitted on the right of the escalator on which I descended.
Bedford Depot’s Massive Solar Roof Helps Thameslink On Way To Net Zero
The title of this post, is the same as that of this article on RailUK.
These four paragraphs give full details of the project.
Work has begun installing one of Bedford’s biggest solar arrays – on the roof of Govia Thameslink Railway’s (GTR’s) train depot, in Cauldwell Walk.
Almost 1,000 photovoltaic panels (932) will generate 322 MWh of electricity a year – enough to power 120 homes every year, saving more than 66 tonnes of CO2e. They form part of GTR’s commitment to become carbon ‘net zero’ for all its energy needs by 2050.
The solar roof – one of four at different depots across GTR’s vast 11 county network – is being installed by not-for-profit community climate action group Energy Garden.
When it comes online in the New Year, Energy Garden will sell half the solar electricity to GTR to power the depots and plough profits from selling what’s left over into community development projects – Energy Garden already works with more than 50 community groups.
This Google Map shows the location of Bedford Cauldwell Park TMD with respect to Bedford station.
Note.
Bedford station is at the top of the map.
Bedford Cauldwell Park TMD is marked by the red arrow.
This second map shows the depot to an enlarged scale.
Note.
- The map appears to show several roofs, that could be candidates for solar panels.
- At least one shed sells cars. Do they sell electric ones?
As the rail depot appears to be the largest building of its type in the centre of Bedford, in the future will it be serving as a advert for Energy Garden?
This project sounds like a good idea.
And I like the way it’s financed.
Getlink To Enable The Doubling Of Direct High Speed Rail Services From The UK Over The Next 10 Years Via The Channel Tunnel
The title of this post, is the same as that of this press release from Getlink.
This is the sub-heading.
This doubling will be achieved by reducing the “time to market” from 10 to 5 years for operators who intend to launch new services between London and Cologne, London and Frankfurt, London and Geneva, London and Zurich.
These three paragraphs introduce the press release.
On 6 May 2024, Eurotunnel, a wholly owned subsidiary of Getlink, will celebrate 30 years since the opening of the Channel Tunnel and the introduction of the first LeShuttle and LeShuttle Freight rail services linking Folkestone (Kent)to Coquelles (Pas-de-Calais). This year will also mark the 30th anniversary of the first direct rail links between London and Paris, and London and Brussels.
Three decades after this pioneering step forward in Europe’s rail network, and in the wake of the development of the recently introduced link between London and Amsterdam, Eurotunnel is aiming to further accelerate the low-carbon mobility of people between the UK and continental Europe by doubling the number of new direct destinations from London via the Channel Tunnel over the next 10 years.
The reduction in the time needed to launch new services to just 5 years is the fruit of the work by Eurotunnel, the infrastructure manager and keystone of the cross-Channel high-speed links, in cooperation with partners from across the European ecosystem (infrastructure managers, authorities, manufacturers, regulators).
Getlink will use these four steps towards simplification.
- Market research carried out by Eurotunnel to identify destinations.
- Standardisation of Tunnel regulations with the relevant authorities.
- Integration of tunnel specific criteria with manufacturers in their standard rolling stock offering.
- Preparing cross-Channel connections with network operators and stations.
It will be so good to have more services between London and Europe.
The Anonymous Widower 