Mammoet Launches ‘World’s Strongest’ Land-Based Crane That Can Handle Large Offshore Wind Turbine Components
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Mammoet has launched the SK6000 ring crane, said to be the world’s strongest land-based crane, at its Westdorpe facility in the Netherlands. According to the company, the new crane supports the continued constructability of next-generation offshore wind turbines and foundations.
This is the first paragraph.
The new crane has a maximum capacity of 6,000 tonnes and can lift components of up to 3,000 tonnes to a height of 220 metres, and builds on the design philosophy of Mammoet’s SK190 and SK350 series, which are proven in the market, the company said.
In the early decades of North Sea Oil and Gas, I remember a project management consultant telling me how larger cranes were improving productivity.
It appears history is repeating itself.
The crane can also be transported in standard shipping containers, as this sentence details.
The crane design uses containerization techniques for ease of deployment and can be transported using shipping containers to any location worldwide.
Let’s hope wind farms can be erected faster.
Heathrow Rail Link Withdrawn, But MP Vows To Carry On
The title of this post, is the same as that as this article on Rail Magazine.
These are the first three paragraphs.
Hopes for a rail link between the Great Western Main Line and Heathrow Airport appear to have finally ended.
The scheme had been on hold since 2021, when Network Rail staff working on it were transferred to other tasks.
At the time, NR called it a “controlled pause”, but a pre-application process has now been withdrawn, according to the Planning Inspectorate website.
Currently, the two main routes to Heathrow from the Great Western Main Line are.
- Continue to Paddington and get either the Heathrow Express or the Elizabeth Line to the airport.
- Use the RailAir bus from Reading to the airport.
Both routes probably encourage passengers and staff to drive to the airport.
I have my thoughts.
Tan Dhesi
The article says this about this MP’s support for the rail link.
However, Slough MP Tan Dhesi, a former shadow transport minister, believes the link still has wide support as it would bring 20% of the UK population within one interchange of its busiest airport.
Dhesi led an All-Party Parliamentary Group for the Western Rail Link to Heathrow before the General Election. He now plans to re-launch the group, as some previous members have since lost their seats.
He has a point, but is this because a large number of his constituents work at Heathrow.
Would an improved local bus service, at least partially serve the need?
RailAir Between Reading And Heathrow
This appears to have two drawbacks.
- It only runs every thirty minutes.
- It doesn’t serve Terminal Four.
But at least it runs modern coaches, not buses.
I would increase the frequency to perhaps every twenty or even fifteen minutes, serve Terminal Four and perhaps in the future, switch to Wrightbus’s new hydrogen coaches, which I wrote about in Wrightbus Hydrogen Coach Planned For 2026.
I feel that switching to hydrogen power, may attract more passengers to the route.
Obviously, I feel the other RailAir routes from Guildford, Watford and Woking to Heathrow would also be updated.
Improving The Rail Route Between Reading And Heathrow Via Hayes And Harlington Station
Hayes and Harlington station has the following frequencies to Heathrow and Reading, in trains per hour (tph)
- Heathrow Terminals Two & Three – 6 tph
- Heathrow Terminal Four – 4 tph
- Heathrow Terminal Five – 2 tph
- Maidenhead – 2 tph
- Reading – 2 tph
More trains between Reading and Hayes and Harlington might encourage more passengers to use the trains.
Could Hayes And Harlington Station Become A Transport Hub For Heathrow?
This Google Map shows Hayes and Harlington station.
Note.
- It has platforms on all four tracks of the Great Western Main Line.
- There is a London-facing bay platform to terminate Elizabeth Line trains, if needed.
- The land to the North of the station has been developed.
- There is land to the South of the station that could be developed.
Could the space above the tracks, with some of the land to the South of the station be developed into a transport hub for Heathrow?
Heathrow Southern Railway
I prefer the Heathrow Southern Railway, which is a comprehensive, privately funded scheme.
Liver From Ocado
I like to eat liver, as it supplements my B12 injections.
So I was pleased to see that Ocado stock Marks and Spencer’s Liver and Bacon meal-for-one.
Note, that I cooked it in the oven, which is recommended.
I enjoyed it and I will cook it more often, provided Ocado keep delivering it.
Gluten And Heart Disease
Type “Gluten And Heart Disease” into Dr. Google and you find two major peer-reviewed studies.
This study is entitled Effects Of A Gluten-Reduced Or Gluten-Free Diet For The Primary Prevention Of Cardiovascular Disease.
These are the authors’ conclusions.
Very low-certainty evidence suggested that it is unclear whether gluten intake is associated with all-cause mortality. Our findings also indicate that low-certainty evidence may show little or no association between gluten intake and cardiovascular mortality and non-fatal myocardial infarction.
There would appear to be no strong link, between gluten and heart disease.
This British study is entitled Long Term Gluten Consumption In Adults Without Celiac Disease And Risk Of Coronary Heart Disease: Prospective Cohort Study.
These were the authors’ conclusions.
In these two large, prospective cohorts, the consumption of foods containing gluten was not significantly associated with risk of coronary heart disease. Although people with and without celiac disease may avoid gluten owing to a symptomatic response to this dietary protein, these findings do not support the promotion of a gluten restricted diet with a goal of reducing coronary heart disease risk. In addition, the avoidance of dietary gluten may result in a low intake of whole grains, which are associated with cardiovascular benefits. The promotion of gluten-free diets for the purpose of coronary heart disease prevention among asymptomatic people without celiac disease should not be recommended.
As before there would appear to be no strong link between gluten and heart disease.
To me, this is the most important sentence.
In addition, the avoidance of dietary gluten may result in a low intake of whole grains, which are associated with cardiovascular benefits.
So can we do something about it?
Enter The First Great Ethiopian Marathon Runner
I used to run a bit (badly) at school and my three heroes were Chris Brasher, Bruce Tulloh and Abebe Bikula.
The Ethiopian; Abebe Bikula was a double Olympic marathon champion.
- In 1960, he won in Rome, running barefoot.
- In 1964, he won in Tokyo, a few days after leaving hospital after having his appendix removed.
Both wins were in world record time.
Since 1964, three Olympic men’s marathons have been won by Ethiopians.
Ethiopian women have also won two gold and one bronze medals since the women’s marathon was inaugurated in 1984.
And then there’s the Kenyans, who’ve won a hatful of marathon medals.
Their competence is generally put down to living at altitude and I wouldn’t disagree with that.
My Experience Of Kenya
Soon after C died, I went on holiday to Kenya.
In one part of the holiday, I was riding horses in the Masai Mara and in the other I was glamping.
The second part was upmarket and one evening the chef approached me to find out more about my gluten-free diet. At breakfast next day, he presented me with a couple of rolls made from a local flour, which was probably something like millet or perhaps, teff from Ethiopia.
I had no adverse reaction. and he said, I could eat like a true African, as Western flour had no place in the local diet.
Conclusion
If we are worried about the lack of whole grains in gluten-free food, then perhaps we should add gluten-free whole grains from East Africa.
As a manager in a Marks and Spencer store, told me that they used Ethiopian flour in their gluten-free breads, I suspect this is already happening.
Gluten-Free Egg Sandwiches From Boots
This morning, I had to pick up a prescription from Boots on Moorgate in London.
I use them, as they are by the 141 bus stop, that I can use to get home, so I pass their outlet regularly throughout the week.
After picking up my prescription, I looked at their small food counter. I was actually looking for milk, as I am out and nowhere on the West side of Moorgate sells small one pint bottles.
They didn’t have any, but they did have two flavours of gluten-free sandwiches; cheese and egg.
So I bought a pack of the egg sandwiches.
These pictures show the one, I have just eaten for lunch, with a beer and a banana.
Note.
- In the last picture, the Adnams 0.5 % Ghost Ship can, is marked with the gluten-free symbol.
- The only allergens noted on the sandwich packet are egg and mustard.
- The bread looks like it could be Genius, which is a brand of gluten-free bread, that I trust.
- The packaging can be recycled.
The sandwich was excellent, but then on past experience at the Tate Gallery and Blackburn Cathedral cafe, gluten-free egg sandwiches are a good combination of flavours.
So next time, I’m hungry, I’ll march into Boots.
Observing Trains At Stafford Station
I’m fairly certain, that I’ve only been to Stafford once in my life, in the past. That would be in 1968, when I went to English Electric in the town, when I was looking for a job on leaving Liverpool University.
In the end, my first job on leaving was at ICI in Runcorn.
As Stafford station, is on the West Coast Main Line, I’ve been through the station many times, on my way to Liverpool, Manchester, Preston, Scotland and other places in the North West of England.
I travelled North to Stafford in one of London Northwestern’s Class 350 trains, which definitely had ironing board seats. Some of these trains are being replaced with new Class 730 trains.
Stafford Station
This OpenRailwayMap shows the layout of platforms at the station.
Note.
- Platforms are numbered starting with Platform 1 in the East.
- There are five through tracks for passenger trains and a double-track goods loop.
- All tracks are electrified and bi-directional.
- The platforms are three hundred metres long, but I feel they could be lengthened to take the 400 metre long High Speed Two trains.
- The platforms are certainly long enough for pairs of 200 metre long High Speed Two trains, to split and join at the station.
These pictures show Stafford station.
Note.
- The station was built of concrete in the early 1960s.
- It has a unique feature, in that there is a waiting area above the tracks, so kids of all ages can watch the trains speed through.
- It has been improved several times in recent years.
- It is step-free with several lifts.
I feel, the station could be converted into a major High Speed Two hub station.
High Speed Two Services
This graphic shows High Speed Two services after Phase 2b is completed.
Note.
- Everything to the right of the vertical black line has now been cancelled
- Services shown in blue are run by High Speed Two Full Size trains.
- Services shown in yellow are run by High Speed Two Classic-Compatible trains.
- Each of these trains will have a frequency of one train per hour (tph).
These High Speed Two trains pass through Stafford.
- London and Lancaster/Liverpool Lime Street – Split/Join at Crewe
- London and Crewe/Runcorn/Liverpool Lime Street
- London and Stafford/Stoke-on-Trent/Macclesfield
- London and Manchester Airport/Piccadilly
- London and Manchester Airport/Piccadilly
- London and Manchester Airport/Piccadilly
- London and Edinburgh/Glasgow – Split/Join at Carlisle
- London and Edinburgh/Glasgow – Split/Join at Carlisle
- Birmingham and Edinburgh/Glasgow
- Birmingham and Manchester Airport/Piccadilly
- Birmingham and Manchester Airport/Piccadilly
In addition space will need to be found for these other services.
- Avanti – London and Chester/North Wales
- Avanti – London and Blackpool
- Freight – London and Liverpool/Manchester and Scotland
That gives a total of at least fourteen tph through Stafford station or one every 257 seconds.
Between Stafford and Crewe, with the completion of the flyover at Norton Bridge, there is effectively four tracks all the way, so this should give enough capacity to allow fourteen tph between Stafford and Crewe.
Between Stafford and Handsacre junction, where High Speed Two will join the Trent Valley Line about half the route is four-track with the rest being just two-track.
Will the two-track section be able to handle fourteen tph? I suspect it will, especially, as it is sandwiched between two four-track sections.
These are my thoughts about making the most of capacity through Stafford station.
Could Pairs Of High Speed Two Trains, Split And Join At Stafford?
Stafford station has 300 metre long platforms and pairs of High Speed Two Trains are 400 metres long.
Looking at maps and pictures of Stafford station, I suspect that lengthening the platforms at Stafford would be possible.
In the provisional High Speed Two service diagram, that I displayed earlier, these are two services.
- London and Crewe/Runcorn/Liverpool Lime Street
- London and Stafford/Stoke-on-Trent/Macclesfield
These could be run as a pair of trains between London and Stafford.
One advantage of running the two services as a pair, is that it would reduce the number of trains between Stafford and Handsacre junction by one, which might help the scheduling of trains through the double-track section, of the Trent Valley Line.
Fitting In The London and Chester/North Wales Services
Consider.
- These important services will soon be run by five-car Class 805 trains.
- The trains are diesel-electric.
- A pair would be 260 m long.
- There are ten trains per day (tpd) on the route.
The service has a few problems.
- It takes up a path between Crewe and Handsacre junction via Stafford, where train paths are at a premium.
- It is not zero-carbon.
- If London and Holyhead times were reduced, it would probably attract more passengers to the route.
As there are plenty of spare paths on High Speed Two, due to the cancellation of the Eastern leg, the easiest way to speed up the service would be to use High Speed Two between Handsacre junction and London.
200 metre long High Speed Two Classic-Compatible trains could be used, but this would need one of the following.
Electrification between Crewe and Holyhead. Although this was promised by the last government, I suspect the antis will stop it.
Partial electrification between Crewe and Holyhead. As Crewe and Holyhead is only 105.5 miles, I suspect a creditable scheme to use battery-electric trains could be developed. These trains could be useful in opening up High Speed Two to other destinations.
Could Other Services Piggy-Back On London and Chester/North Wales Services?
The London and Chester/North Wales services would all be run by 200 metre long High Speed Two trains.
There would be no reason, why on the London end of the journey, they could be paired with another High Speed Two train to and from another destination.
- They could split and join with a Blackpool service at Crewe.
- They could split and join with a Barrow service at Crewe.
- They could split and join with a second Stoke-on-Trent/Macclesfield service at Stafford.
Services like these, would improve the coverage of High Speed Two.
As with the joining of the Liverpool Lime Street and Macclesfield services, the pairing of trains reduces the number of paths needed on the double-track section of the Trent Valley Line to the South of Stafford.
Other Splitting And Joining At Stafford
It may be possible to arrange other splitting and joining at Stafford.
By rearranging the Manchester and/or the Scottish services, it might be possible to reduce the number of trains, through the double-track section of the Trent Valley Line.
There are certainly several possibilities.
Conclusion
Stafford station could be crucial, in making High Speed Two Lite feasible.
We Should All Raise A Glass To Sven
The BBC has a very matter-of-fact article on the death of Sven-Goran Eriksson, which is entitled Former England Manager Eriksson Dies Aged 76.
The article finishes with these words from Sven.
I hope you will remember me as a positive guy trying to do everything he could do.
“Don’t be sorry, smile. Thank you for everything, coaches, players, the crowds, it’s been fantastic. Take care of yourself and take care of your life. And live it.
There are no major fixtures today, but it will be interesting to see how he is remembered by fans, at the weekend!
SaxaVord ‘A Real Spaceport Now’ After First Rocket Explosion
The title of this post, is the same as that of the title of this article on The Times.
This is the sub-heading.
Despite the disappointment of last Monday’s fire engineers remain confident that the Unst site is ready for launch
These are the first two paragraphs.
Nothing could look more ominous for the European space industry than the tower of flame lighting up the skies over Shetland’s SaxaVord spaceport when a prototype engine suddenly and spectacularly caught fire on the launchpad last week.
The blaze was certainly “a nightmare” for the engineers of Rocket Factory Augsburg (RFA), the German company that hoped to conduct its first vertical rocket launch this year.
These are my thoughts and some from the article.
- I can remember a headline of Ike’s Phutnik, in a tabloid, when the United States tried to launch their first satellite.
- The safety systems seem to have worked well and no-one was hurt.
- The Chief Operating Officer of Rocket Factory Augsburg, still seems to have the ambition to make the project succeed.
- The operators are confident that SaxaVord will be ready for the next trials, whenever they are required.
- There is interest from Malaysia, to launch earth observation satellites.
- Scotland also offers other opportunities to southeast Asian tech businesses, as there are no launch sites in the region.
But most importantly, SaxaVord is generating interest from a wide range of users, as this paragraph indicates.
Others have already decided. SaxaVord has struck launch agreements with Lockheed Martin, the US aerospace giant and the German company HyImpulse as well as the UK’s Skyrora. Another four deals with international satellite companies are said to be in the offing.
If an established company were to launch a successful satellite, it could make all the difference to SaxaVord.
Conclusion
These are the last two paragraphs of the article.
Interest on this global scale enables the Scottish space pioneers to shrug off Monday’s blaze and the bad publicity it entailed. For anyone thinking the fire was bad news, emails from colleagues in the US told an altogether different story.
“You’re a real spaceport now,” read one message to a Shetland engineer. “You can’t call yourself a spaceport until you’ve had a rocket blow up!”
I have been to a party at NASA in Houston and they wouldn’t have been as successful, as they have, if they gave up on a failure. They try, try and try again.
Spotlight On The IVECO E-WAY H2: Less Weight, 15% More Passenger Capacity
The title of this post, is the same as that of this article on Sustainable Bus.
This is the sub-heading.
Up to seven time less batteries than a BEV bus (one module instead of 7), with 15% more passengers. These are the specifications mostly stressed by IVECO BUS when outlining the features of IVECO BUS E-WAY H2, presented at Busworld 2023 in Brussels. The bus model derives directly from the E-WAY BEV bus model
Note.
- The hydrogen fuel cell technology is from Hyundai.
- The bus is designed to be lighter in weight, which increases passenger capacity from 93 to 111 and gives an enhanced range.
- The driveline is from Accelera by Cummins, with a Siemens electric motor.
- IVECO provide the front axle and ZF the rear.
- Surprisingly, the bus is assembled from stainless steel panels, onto a steel floor.
It strikes me, that if the late great Colin Chapman had designed a bus, it would follow some of IVECO’s design.
Conclusion
This bus could set the standard for hydrogen-powered buses.
I particularly liked the saving in lithium compared to an electric bus.
Global Offshore Wind To Top 520 GW By 2040, Floating Wind To Play Major Role – Rystad Energy
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
According to Rystad Energy, global offshore wind capacity will surpass 520 GW by 2040, with floating wind installations nearing 90 GW by that time
These are the first three paragraphs.
In 2023, the offshore wind sector saw a seven per cent increase in new capacity additions compared to the previous year, said Rystad Energy. This momentum is expected to accelerate this year, with new capacity additions expected to grow by nine per cent to over 11 GW by the end of the year.
By 2040, Europe is expected to account for more than 70 per cent of global floating wind installations. Although some project delays beyond 2030 are anticipated, there will likely be a strong push to accelerate deployment, according to Rystad Energy.
As a result, floating wind capacity is projected to approach 90 GW by 2040, led by the UK, France, and Portugal, with Asia (excluding mainland China) expected to account for 20 per cent of global installations.
Note, that Rystad Energy is an independent energy research and business intelligence company headquartered in Oslo, Norway.
Implications For Energy Storage
In Grid Powers Up With One Of Europe’s Biggest Battery Storage Sites, I talk about how the 2.9 GW Hornsea Three wind farm will have a connection to the grid, that incorporates a 300 MW/600 MWh battery.
With 520 GW of offshore wind to be installed by 2040, I suspect that energy storage companies and funds will do well.
If the 520 GW of offshore wind were fitted with batteries like the 2.9 GW Hornsea Three wind farm, there would be a need for around 60 GW of battery output, with a capacity of around 120 GWh.
I doubt, there would be enough lithium for all those batteries.
Some countries like Norway, the United States, Australia, France, Spain, Japan, India, China and others will be able to develop large pumped storage hydroelectricity systems, but others will have to rely on newer, developing technologies.
The UK will be well-placed with around 80 GWh of pumped storage hydroelectricity under development and several promising developing storage technologies.
The Anonymous Widower 