The 73 Group
The 73 Group was a finance company, that I owed jointly with a guy named David Mann, who was an experienced provider of finance for cars, trucks and other vehicles and equipment.
- The company had been the idea of an accountant, I shared with David, named Graham Manning.
- David put in his expertise and I put in some of the money, I received from the sale of my share of the Artemis software.
- It operated mainly in the area around Ipswich in Suffolk.
- Many of the customers were owner/drivers, who ferried containers to and from the docks at Felixstowe, who had known David for some years.
- The company certainly gave a better return, than putting money on deposit.
- One of the things, I did was extensively model a book of loans for vehicles and this gave me an insight into the dynamics of money.
Sadly in the end, David became ill and we wound the company up.
It gave me an interesting insight into local finance and I believe, that local finance companies with good connections and the right systems and people can be profitable.
It also gave me a few good tales.
Coaches Are Good Business
A good top-of-the range coach is good business for operators, coach dealers and finance companies.
I remember spending one evening with David and a coach operator in a pub, when the operator had had a fabulous day stitching together coaches as Rail Replacement Buses for British Rail after a train derailment, between Ipswich and Colchester.
I learned a lot about operating coaches that night and it’s why I’m so keen on hydrogen-powered coaches, with their expected long range, quietness and smoothness.
Fairground Rides Are Good Business
Surprisingly, if you don’t mind being paid in fifty pence pieces on the Ipswich bypass at ten o’clock at night.
You Need A Good Collections Guy
Our’s was excellent.
UK Gov’t Tweaking CfD Rules Ahead Of 8th Allocation Round, Proposes ‘Other Deepwater Offshore Wind’ Category
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
The UK government has launched a consultation on proposed refinements to the Contracts for Difference (CfD) scheme ahead of Allocation Round 8 (AR8) and future rounds, including targeted changes to the terms concerning offshore wind and floating wind projects.
These two paragraphs add more details.
The consultation, published by the Department for Energy Security and Net Zero, seeks industry feedback on contractual and eligibility adjustments, some of which are intended to reflect the increasing scale and complexity of offshore wind developments, specifically floating and other deepwater projects.
For floating offshore wind, the government is proposing changes to CfD contract terms to better align with the technology’s development timelines. These include a proposed extension of the Longstop Period to give floating wind projects more time to commission and avoid termination of their CfD contract.
The government also wants to lower the Required Installed Capacity (RIC) threshold for floating offshore wind projects.
Currently, all CfD technologies are required to deliver a minimum of 95 per cent of the capacity they have contractually agreed to install, except for (fixed-bottom) offshore wind, whose RIC is set at 85 per cent to reflect the construction risks, such as encountering unsuitable seabed conditions after work has commenced. As floating wind projects, which were so far in the range of 100 MW, have grown in scale and complexity, the government plans to apply the same RIC requirement as for fixed-bottom offshore wind.
The CfD scheme currently supports two categories of offshore wind technology: fixed-bottom offshore wind and floating offshore wind, with the regulations in use (Allocation Regulations 2014) considering only the foundation designs that float to be floating offshore wind. With the ODOW category, the government wants to make room for the novel hybrid foundation designs, “which may be suitable for deepwater deployment but do not technically float and would therefore not be considered eligible as ‘floating foundations’ under the existing legal definition of ‘floating offshore wind’.”
This last paragraph sums up the reasons for the changes.
The proposed refinements are intended to ensure the CfD scheme remains fit for purpose as offshore wind technologies evolve, while maintaining investor confidence and supporting timely project delivery.
Hopefully developments at ports like Belfast, East Anglia, Inverness & Cromarty FreePort,Lowestoft and Tyne will encourage to develop wind farms around the shores of the UK.
ABP’s New Lowestoft Facility To Support East Anglia Two & Three O&M Ops
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
UK port operator Associated British Ports (ABP) and ScottishPower Renewables have entered into a long-term agreement for supporting operations and maintenance (O&M) activities at the East Anglia Two and East Anglia Three offshore wind farms from ABP’s Lowestoft Eastern Energy Facility (LEEF).
These two initial paragraphs add a few more details.
Under the agreement, ScottishPower Renewables will utilise berths at LEEF for service operations vessels (SOVs) and crew transfer vessels (CTVs) that will serve the East Anglian offshore wind farms. The company already operates its East Anglia One O&M base in Lowestoft.
LEEF was officially opened by the UK Secretary of State for Energy Security and Net Zero in January 2025, after ABP invested GBP 35 million (almost EUR 40 million) in the port infrastructure. The facility features deep-water berths, modern utilities and future-proofed infrastructure to support shore power and alternative fuels, according to the port operator.
These are some of my thoughts
How Large Are The East Anglian Wind Farms?
There are four East Anglian Wind Farms.
- East Anglian 1 – 714 MW, which was commissioned in 2020.
- East Anglian 1 North – 800 MW, which is planned to be commissioned in 2026.
- East Anglian 2 – 963 MW, which is planned to be commission in 2029.
- East Anglian 3 -1372 MW, which is planned to be commission in 2026.
That makes a total of 3849 MW.
Where Do The Cables Come Ashore?
Google AI gives this answer to the question.
The subsea export cables for the East Anglia wind farms, including East Anglia ONE, come ashore at Bawdsey in Suffolk, where they connect to onshore cables that run underground for about 23-37 km to the Bramford converter station, near Ipswich, to join the National Grid.
I know Bawdsey well from about the late 1950s until we moved my wife and I moved our family from East Suffolk to West Suffolk in the 1990s.
These posts are two memories of Bawdsey Manor and Felixstowe Ferry on the other side of Deben, that I wrote after one of my last visits to the Deben Estuary in 2009.
It hasn’t changed much over the years.
There’s A Hole In The Bus
If you’re musical, you can sing it to the tune of the famous Harry Belafonte song.
If you not, then give us a rest, or take singing lessons.
I took this picture of the seat in front of me on the new BYD battery-electric bus this morning.
Has the stop button been nicked or has it just fallen out?
Or it could be the centuries old problem of finding good, reliable slaves?
A Nightmare Coming Home
I nearly always come home via Moorgate station, as it has good train and bus connections and I can get both the 141 and 76 buses to near my house.
- The 76 bus is my preference as it is a reliable New Routemaster.
- But the 141 bus takes me all the way home. Unfortunately, it is generally a Chinese BYD battery-electric bus.
Coming home, I arrived at the Northchurch Road in a 76 bus.
- The time was 11:29 and a text said that 141 buses were due in 1, 8, 19 and 20 minutes.
- A second text at 11:39 said that buses were due at 4 and 12 minutes.
Eventually, I got on a 141 bus at 11:44.
This is typical, as the buses don’t seem to synchronise with Transport for London’s bus reporting system.
But today in the cold weather, they have been particularly unreliable.
So I asked Google AI, if hydrogen buses are more reliable in the cold and received this answer.
Yes, studies show hydrogen fuel cell buses generally outperform battery-electric buses (BEBs) in cold weather, experiencing less range reduction because their fuel cells generate waste heat that helps warm the cabin, while BEBs must draw significant energy from the battery for heating, drastically cutting range. While BEB range can drop significantly (over 30%), hydrogen buses see a smaller dip (around 23%), making them more reliable for cold climates.
Sixty years ago, I was using nickel-cadmium batteries to make portable instruments in a chemical factory and I think that they hated the cold, but that lithium-ion solved the problem. Obviously, it doesn’t!
But I do have my suspicions about the design and build quality of these BYD buses!
Rolls-Royce Supplies mtu On-Board Power Generators For Baleària’s Electric Ferries On The Route Between Europe And Africa
The title of this post, is the same as that of this press release from Rolls-Royce.
These are the three bullet points.
- Eight mtu emergency power generators ensure power supply on two fully electric, emission-free fast ferries operated by the shipping company Baleària
- Over 11,000 kW total output as backup for electric operation
- To be used on the route between Tarifa (Spain) and Tangier (Morocco) starting in 2027
These are the first two paragraphs.
Rolls-Royce’s Power Systems division is supplying a total of eight mtu emergency power generators for two fully electric fast ferries belonging to the Spanish shipping company Baleària. From 2027, the ships will cover the 18 nautical miles between Tarifa in Spain and Tangier in Morocco using electric power, thereby opening up the first “green corridor” between Europe and Africa.
The project is considered a milestone for CO2-neutral mobility at sea and is supported by an international network of partners consisting of shipping companies, shipyards, port authorities, energy suppliers, and other companies.
Note.
- The route is only 18 nautical miles.
- Each ferry can accommodate 804 passengers and 225 cars.
- The ferries have a cruise of 26 knots.
- The project is considered a milestone for CO2-neutral mobility at sea.
- Each ship will have an installed power of 11,000 kW on both electric and diesel.
- They should go into service in 2027.
I know little about ships, but these look to be the business and I can see them sneaking silently into ports everywhere.
But AI might, so I’ll ask a few questions.
How Will Baleraia’s New Fast Ferries Handle Rough Weather?
This was replied.
Baleària’s new fast ferries, such as the Eleanor Roosevelt and Margarita Salas, incorporate advanced stabilization and hull systems designed to improve comfort and reliability in adverse sea conditions. However, as with all maritime transport, sailings can still be cancelled or delayed due to severe weather for safety. reasons.
It certainly looks like the Spaniards are going for it.
British Strawberries In December
I purchased these strawberries at Marks & Spenbcers on Moorgate this morning.
Note.
- The packaging doesn’t photograph well.
- They were grown by the Summer Berry Co. in West Sussex.
- They also claim to be hand-picked.
- The tray appears to be made of good old-fashioned recyclable card-board.
- They are also labelled Not for EU, although they are Class 1!
I’ve eaten them before and they’re certainly good enough for this strawberry addict.
This Google Map shows the location of their strawberry fields.
The farm is located just to the North of Selsey and Bognor Regis.
Are Strawberries Good For Uncomplicated Pancolonic Diverticular Disease?
As a sufferer of the disease, I have to ask Google AI, the question in this sub-title.
This is the answer I received.
Yes, strawberries are good and safe for people with uncomplicated pancolonic diverticular disease. Current medical evidence and guidelines indicate that there is no need to avoid small seeds found in fruits like strawberries, raspberries, or blueberries.
This is the rationale
In the past, it was a common belief that small food particles like seeds could get trapped in the diverticula (the small pouches in the colon wall), causing inflammation (diverticulitis). However, this theory has been debunked by recent research.
As I’ve always preferred strawberries to an elaborate dessert, even in my friend’s Michelin-starred restaurant, I wonder, if I’ve had uncomplicated pancolonic diverticular disease for many years.
The source of the answer was from Johns Hopkins University.
Can The Signalling Of The London Overground Be Improved?
An article on Modern Railways Online is entitled First To Succeed Arriva On London Overground.
These are two paragraphs of the article.
Under the new concession, which runs for eight years, First Rail London Limited (FRLL) will introduce extra peak time trains on the Mildmay Line from May 2026, more frequent trains on the Windrush Line from December 2026 – up to 18 trains per hour – and upgrade help points and CCTV.
It will also introduce ‘targeted upgrades’ on the Mildmay Line infrastructure to “boost performance for customers.”
It would appear that the signalling is being improved.
So I asked Google AI, the question in the title of this post and received this reply.
Yes, London Overground signalling is actively being improved through major projects like the Windrush Line upgrades (aiming for 18-20 trains per hour) and South London signalling modernisation (Alstom’s new system for better reliability), allowing for increased capacity, faster journeys, and fewer delays, although these upgrades involve planned disruptive works.
It would appear that the improved signalling will lead to more faster and better services.
These have been indicated in the Modern Railways article.
- Extra peak time trains on the Mildmay Line
- More frequent trains on the Windrush Line
I would also expect more freight, open access and other special trains to be able to use London Overground tracks to pass through London.
London has a rail capacity problem, for both freight and passenger trains.
This report from Network Rail is entitled The London Rail Freight Strategy (LRFS).
I have written a series of posts based on this report.
- Decarbonisation Of London’s Freight Routes
- Doubling Harlesden Junction
- East Coast Main Line South Bi-Directional Capability
- Gauge Improvements Across London
- Gospel Oak Speed Increases
- Headway Reductions On The Gospel Oak To Barking, North London and West London Lines
- Heavy Axle Weight Restrictions
- Kensal Green Junction Improvement
- Longhedge Junction Speed Increases
- Moving The West London Line AC/DC Switchover To Kensington Olympia
- Moving The West London Line AC/DC Switchover To Shepherd’s Bush
- Nunhead Junction Improvement
- Stratford Regulating Point Extension
- Will Camden Road Station Get A Third Platform?
- Will Clapham Junction Station Get A Platform 0?
There is certainly work to be performed on London’s railways to increase the total number of freight trains, that pass through and around the capital.
Conclusion
I believe that as has been shown on the Lizzie Line, Thameslink, the East Coast Main Line and other lines around the world, that the number of trains per hour on the Overground can be increased to meet the objectives stated in the Modern Railways article.
What Is The Peak Frequency Of The East London Line?
I asked Google AI, the question in the title of this section and received this reply.
The East London Line (now part of the Windrush Line, London Overground) has peak frequencies of around every 4-6 minutes (10-15 trains per hour) on its busiest sections, though some parts might see higher frequencies, generally offering a very frequent service through East London during peak times. Specific frequency can vary by section (e.g., Stratford-Lewisham, Canary Wharf-Lewisham), but generally, you can expect trains every few minutes during weekday rush hours (around 06:30-09:30 & 16:00-19:00).
I do think that Google AI has got its DLR and its East London Line mixed up.
But even if we accept that current East London Line service needs 15 tph and the new capacity will be the Modern Railways article figure of 18 tph, that’s still an increase of 3 tph through the Thames Tunnel-section of the East London Line.
What Is The Peak Frequency Of The North London Line?
I asked Google AI, the question in the title of this section and received this reply.
The North London Line (NLL), part of London Overground, typically runs 8 trains per hour (tph) during weekday peaks, with plans to increase this with infrastructure upgrades like digital signalling and longer trains to meet growing demand and integrate with Crossrail/HS2. While 8tph has been a target, the line also carries significant freight, impacting passenger service frequency, with older plans aiming for 6-8tph peaks and even longer trains (3-4 cars) for capacity.
The peak frequency of trains on the North London Line appears less than the East London Line, so I would assume, that like the East London Line, it could probably squeeze in another 3 tph.
When you consider that the working day is over eighteen hours, 3 tph means nearly an extra sixty trains per day on both the the East and North London Lines.
Could This Extra Capacity On The East and North London Lines Created By Improved Signalling Be Used For Extra Services?
Consider.
Every train of the service, would need its own path.
- A typical four tph Overground service like Dalston Junction and New Cross would need four paths per hour.
- A typical freight service would need a dedicated path.
- A typical long-distance passenger service would need a dedicated path.
There are certainly possibilities.
Could Anglia Railways’ London Crosslink Be Recreated As Part Of The London Overground?
This is the first paragraph of the Wikipedia entry for the original London Crosslink.
London Crosslink was a passenger train service operated by Anglia Railways between Norwich and Basingstoke, using the North London Line to bypass central London. Class 170 Turbostar diesel multiple units were used, and the service operated between 22 May 2000 and 28 September 2002, supported by funding from the Strategic Rail Authority through its Rail Passenger Partnership fund.
Note.
- The service called at Diss, Stowmarket, Ipswich, Colchester, Whitham, Chelmsford, Ingatestone, Romford, Stratford, Highbury & Islington, Camden Road, Willesden Junction, West Hampstead Thameslink, Brentford, Feltham, Staines, Woking, and Farnborough (Main)
- It ran six times on Monday to Friday and five times on Sunday.
- Feltham and Woking stations have a coach link to Heathrow.
- Journeys took around 3 hours and 44 minutes.
Over the years, attractions and other rail lines and stations served by the route have changed. improved and been added.
- In 2006, the Arsenal’s Emirates Stadium opened within walking distance of Highbury & Islington station.
- In 2012, the Olympic Stadium opened at Stratford and is now used by West Ham United.
- In 2020, Brentford Stadium opened within walking distance of Brentford station.
- There are long-term plans for a station at Brentford stadium.
- In 2022, Romford and Stratford stations were connected to the Elizabeth Line.
- In 2025, Beaulieu Park station was added to the Greater Anglia Main Line.
- In 2026, both ends of the route came under the control of Great British Railways.
At some point in the future, Old Oak Common Lane station will open to link the route to High Speed Two, the Great Western Main Line and the Elizabeth Line.
In Can The Signalling Of The London Overground Be Improved?, I looked in detail at the signalling of the London Overground and if it could handle more trains.
My conclusion was that on the East and North London Lines, another three trains per hour (tph) could probably be accommodated, which over an average day was probably around sixty trains.
As a restored London Crosslink would need just six paths per day, I would suspect the service could be restored, if it were thought to be a good idea.
I certainly feel that capacity would not be a problem.
These are a few other thoughts.
Will There Be Political Problems?
Providing the London Mayor approves, I can’s see any problem with Labour and I can’t see other parties objecting if passengers like it.
Would It Be Sensible To Use Lumo Branding And Trains?
Consider.
- Lumo is trusted branding.
- A five-car Lumo Class 803 train is 132 metres long and a pair of four-car London Overground Class 710 trains is 166 metres long, so I suspect platform length problems will be minimal.
- I doubt there will be problems on the Greater Anglia network.
- Stratford and Norwich is mainly a 100 mph network.
- Not all parts of the route have 25 KVAC overhead electrification, but batteries can be fitted to the Class 803 trains, that will cover any gaps.
- My calculations show that the modern trains will be twenty-two minutes quicker, than Anglia Railways Class 170 diesel trains.
- At one point Anglia Railways was owned by First Group, so FirstGroup may have knowledge of the problems of the route.
I believe it would be sensible to use Lumo branding and trains.
Could The Route Be Extended?
Consider.
- It could probably be extended to Winchester, Southampton and Bournemouth in the South.
- If offshore hydrogen takes off at Great Yarmouth, it might be worth extending with a reverse to Yarmouth in the North.
- Yarmouth has had a direct service from London in the past.
The service could also develop days out by the sea.
The Liquid Air Alternative To Fossil Fuels
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
An overlooked technology for nearly 50 years, the first liquid air energy storage facility is finally set to power up in 2026. It’s hoping to compete with grid-scale lithium batteries and hydro to store clean power, and reduce the need to fall back on fossil fuels.
These three introductory paragraphs add more details.
s the world’s use of renewable electricity soars, surpassing coal for the first time, the need to store that energy when the Sun isn’t shining and the wind isn’t blowing is growing in step. While some turn to grid-scale lithium batteries and others to pumped hydro, a small but growing industry is convinced there’s a better solution still: batteries that rely on air.
Near the village of Carrington in north-west England, the foundations are being laid for the world’s first commercial-scale liquid air energy storage facility. The site will eventually become an array of industrial machinery and a number of large storage tanks, filled with air that has been compressed and cooled so much it has become a liquid, using renewable energy surplus to demand. The stored energy can be discharged later when demand exceeds supply.
If the project succeeds, more will follow. The site’s developers Highview Power are confident that liquid air energy storage will make it easier for countries to replace fossil fuels with clean renewable energy – though at present, the technology is expensive. But as the need for clean energy storage surges, they’re betting the balance will tip in favour of liquid air.
Where this article about Highview Power is different, as it gives various details on the efficiency, return and of liquid air energy storage systems.
How Will The New London Number 10 Bus Turn Round At Mildmay Park?
The new London Bus 10 is going to terminate near my house at probably the four-way junction of the Balls Pond Road/Mildmay Park/Southgate Road.
This Google Map shows the area.
Note.
- The road about a third of the way down the map, that goes across the map is the Balls Pond Road of 1950s and 1960s fame on the BBC radio shows Beyond our Ken and Round the Horn.
- If you like your comedy with lashings of double entendres, then check out the shows. They have Wikipedia entries.
- At the West end oof the map, is the Essex Road, which takes buses to and from the Angel and Central London.
- Southgate Road and Mildmay Park form a North-South route towards the East of the map.
- Southgate Road leads South to Old Street and the City of London.
- Mildmay Park leads North to Newington Green, Clissold Park and Manor House.
Sometimes, buses from Central London turn-back in this area, by taking this route.
- The bus comes North up the Essex Road and turns right into the Balls Pond Road.
- It stops in the Balls Pond Road and drops off any remaining passengers.
- At the set of traffic lights, the bus will turn into Southgate Road.
- The bus, then turns into Dove Road and proceeds to its Western end.
- The bus company has an office in the block at the end, so drivers can also take a comfort break before returning to Central London.
I have seen buses taking this route several times in the last month, so it could be likely that it will be used in future to turn the buses.
Will New Routemasters Continue To Be Used?
At least initially, I suspect, but London will replace them with zero-carbon buses. Hopefully, they won’t be the inadequate BYD electric-buses on route 141?
How Will Buses Be Recharged?
At some point, the buses will probably be charged in this area.
There doesn’t seem to be a suitable place, so will the buses be charged at the other end of the route, which is Battersea Bridge.
Perhaps, the solution is to convert the Routemasters to zero-carbon?
The Anonymous Widower 