How Many Direct Trains Should There Be Between London Paddington And Newquay?
The Mid-Cornwall Metro will see the following improvements on the Atlantic Coast Line between Newquay and Par stations.
- A second platform built at Newquay station.
- There will be a passing loop across Treegoss Moor.
- There will be a step-free bridge at Par station.
This will allow the current service on the line to be increased from two-hourly to hourly.
FirstGroup’s services in the UK, include several services, where a service is extended to a terminus away from the main line.
- Avanti West Coast – two trains per day (tpd) to Blackpool
- Great Western Railway – six tpd to Carmarthen
- Hull Trains – five tpd to Hull.
- Hull Trains – two tpd to Beverley.
- Hull Trains (proposed) – two tpd to Worksop and Sheffield.
Given that there will only be an hourly local service on the Atlantic Coast Line, I suspect that FirstGroup will be able to run up to six tpd to Newquay to satisfy the traffic needs of the London and Newquay service.
How Will Great Western Railway Run A Service To Newquay?
Last weekend, when I went to Ebbw Vale, I wrote My Train To Wales Today Divided At Swansea.
My train, that day was a ten-car train formed of a pair of Class 800 trains.
- The front train was signed as going to Swansea.
- The rear train was signed as going to Carmarthen.
- At Swansea the trains split into two.
- The front train finished its journey.
- The rear train reversed out and continued to Carmarthen.
Returning to London Paddington, trains join at Swansea.
Will Great Western Railway use a similar operation with Newquay services.
The train would be a ten-car train formed of a pair of Class 802 trains.
- One train would be going to Plymouth and the other train to Newquay.
- At Plymouth the trains split into two.
- One train finishes its journey at Plymouth.
- The other train continues to Newquay.
As Bodmin General station, has a second platform, that was recently built with financial help from Great Western Railway, could this be another destination served by splitting a train at Plymouth?
I discuss the implications of the second platform at Bodmin General station in Beeching Reversal – Increased Service Provision Bodmin General-Bodmin Parkway
How Long Would A Round Trip Take Between Plymouth And Newquay?
Current timings are as follows.
- Plymouth to Par – 34.7 miles – 50 minutes
- Par to Newquay – 20.8 miles – 51 minutes
- Turnround at Newquay – 5 minutes
- Newquay to Par – 20.8 miles – 51 minutes
- Par to Plymouth – 34.7 miles – 50 minutes
Note.
- Times are from Class 802 trains between Par to Plymouth.
- Times are for Class 150 trains between Par and Newquay.
Total time is 207 minutes or three hours and twenty-seven minutes.
Mid-Cornwall Metro Presentation – 9th February 2024
On Friday, I went to the Mid-Cornwall Metro presentation in the Victoria Hotel in Newquay.
These pictures give a flavour of the excellent presentation.
One thing that is difficult to put on paper is the overall enthusiasm for the project shown by representatives of Cornwall Council, Great Western Railway and Network Rail.
I believe that if this enthusiasm can be translated into action in the next couple of years, them this project can be delivered on time and on budget.
This link will show all my Mid-Cornwall Metro posts.
Hull Trains Open Access Model Drives £185m-380m Economic Boost To Region, New Report Reveals
The title of this post, is the same as that of this article on Rail Technology Magazine.
This is the first paragraph.
Open Access rail operator Hull Trains has announced the launch of a report by Arup, highlighting the significant economic, social, and environmental benefits its services have brought to the Hull and Humberside region.
The key findings of the report are as follows.
- Economic benefits: Since it launched in 2000, Hull Trains estimates that it has delivered between £185m-380m since launch. It also projects those benefits will reach an estimated £325m-700m by 2032.
- Increased connectivity: Frequency between Hull and London has grown to seven trains per day (tpd) from just a single train.
- Enhanced capacity: 10-car trains and additional Sunday services doubled seating capacity compared to 2000.
- Sustainability: Modal shift from road to rail has reduced carbon emissions and air pollution.
- Employment: £35m-£70m (2023 prices) generated in direct employment since launch.
As the report is by respected consultancy Arup, I would put a high level of confidence in the findings.
I have a few thoughts.
Did Hull’s Rail Service Help Hull Become UK City Of Culture In 2017?
In the shortlist, the cities were Dundee, Hull, Leicester and Swansea Bay.
If Hull had had just a single tpd from London, would it have been chosen?
Do Hull Trains Make It More Likely That Companies from Outside Will Develop There?
Hull and Humberside in general has GWs of wind energy, several gas-fired power stations and uniquely plenty of storage for natural gas and/or hydrogen.
So if your company uses a lot of energy, Hull would probably be on your short list.
A good well-respected train service to London could help with your choice.
Hullensians Seem Proud Of Their Train Company
In First Class Gluten-Free Food, I described some good service of a gluten-free meal on Hull Trains.
I praised the steward and her mother-in-law said thanks.
Perhaps Other Independent Cities Need Their Own Open-Access Operator?
Hull Trains seems to have been a success and according to the Arup report, Hull has benefitted.
LNER Are Developing Services To Bradford, Cleethorpes/Grimsby Harrogate, Lincoln And Middlesbrough.
Will LNER run services that are tied to the destination, as if they were an open access operator?
Conclusion
Pairing an independent city with its own train company seems a good business practice.
Perhaps it should be done more often?
Safety On The London Underground
This post has been inspired by this article on The Times, which is entitled Woman Who Lost Limbs In Tube Accident Seeks Sadiq Khan Meeting.
This is the sub-heading.
Sarah de Lagarde has launched legal action against Transport for London, which she says has not accepted responsibility and needs a comprehensive safety review.
These two paragraphs add a few details to the story.
A public relations executive who lost her right arm and leg after being hit by two Tube trains has called on Sadiq Khan, the London mayor, to meet her to discuss Transport for London’s “outdated” attitude to safety.
Sarah de Lagarde, 46, slipped on a wet and uneven platform at High Barnet station in north London in September 2022 and fell down the gap between the train and the platform. No one heard her cries for help after she broke her nose and two teeth in the fall. After being hit by two trains she was rushed to hospital, where her limbs were amputated.
These are my thoughts.
The Brave Paramedic
My late wife was a family barrister and one of her clients had been one of the brave specially-trained paramedics, who go under London Underground trains to rescue those who’ve tried to commit suicide or have just fallen, as this lady had.
He said that many don’t succeed in committing suicide, but lose a number of limbs and/or end up in a wheelchair for the rest of their lives. So professionally, he told my wife, he would never recommend it as a method to commit suicide.
Suicide Pits
It should also be noted, that large numbers of Underground stations have suicide pits, where if you fall you may avoid injury or survive. Wikipedia says that a pit halves the number of deaths.
These galleries show the lines at various platforms on the Northern Line.
Angel – Southbound
These pictures show the Southbound track at Angel station.
It should be noted that Angel station does not have platform edge doors.
The suicide pit was installed or rebuilt, when the station was rebuilt in 1992.
Bank – Northbound
These pictures show the Northbound track at Bank station.
It should be noted that Bank station does not have platform edge doors.
The track was rebuilt in the last three years.
Bank -Southbound
These pictures show the Northbound track at Bank station.
It should be noted that Bank station does not have platform edge doors.
The track was built in the last three years.
High Barnet
These pictures show the tracks at High Barnet station.
It should be noted that High Barnet station does not have suicide pits or platform edge doors.
Woodside Park
These pictures show the tracks at Woodside Park station.
It should be noted that Woodside Park station does not have suicide pits or platform edge doors.
These are a few final thoughts.
I don’t like being on the platform, when a train goes past or comes in. Would platforms be safer, if there were shelters or recesses, where passengers could stand back and hold on away from the platform edge?
As an instrument engineer, I wouldn’t be surprised that a specialist camera system couldn’t be developed that could detect bodies on the track.
I have a feeling that some judges might say that London Underground were not doing enough to stop injuries to those falling onto the tracks.
ICE Report Shows Majority Open To Net Zero Changes
The title of this post, is the same as that of this article on The Engineer.
This is the sub-heading.
A new report has found that a majority of the UK public is amenable to the behavioural changes needed to hit the country’s net zero targets.
These two paragraphs summarise the findings of the report.
Published by the Institution of Civil Engineers (ICE) and the All-Party Parliamentary Group on Infrastructure (APPGI), the report was based on a survey of 1,000 respondents. It found that 57 per cent were open to change, with 23 per cent described as net zero enthusiasts who were likely to have already altered their behaviours, and 34 per cent wanting change, but feeling they needed further empowerment to achieve it.
However, there is far from universal agreement when it comes to behavioural change around climate action. The report found that 30 per cent of people were ‘reluctant followers’, largely acknowledging that the UK must act on emissions, but not feeling personal responsibility for that action. This segment will likely only change their behaviours if forced to do so or seeing a majority of others doing it first. Finally, 13 per cent of those surveyed were classed as ‘net zero resistors’, people who don’t believe action is necessary and have no intention of doing so.
Summing the figures up gives us.
- Net-Zero Enthusiasts – 23 %
- Wanting Change – 34 %
- Reluctant Followers – 30 %
- Net-Zero Resistors – 13 %
All politicians should be forced to read the full report.
What Would I Need To Do To Achieve a Personal Net-Zero?
My circumstances probably cover a lot of people.
- I am a widow living alone.
- My house is well-insulated with solar-panels on the roof, but heated by gas.
- I don’t have or need a car.
- I do nearly all my shopping by public transport and carry it home.
- When I go away in the UK I use trains.
- If I go to Europe, I either go or come back by train.
- I am coeliac, which means I need to eat some meat to stay healthy.
My largest carbon-emitted is probably my house, but it would be unsuitable for most current solutions.
I would put myself in the Wanting Change group, but I could move to a Net-Zero Enthusiast, if the right technology came along.
- I have seen one bolt-in electric replacement for by boiler and when the right one arrives, I’ll probably fit one.
- An affordable battery to work to with my solar panels and also allow me to use Off Peak electricity would be nice.
- As I’m coeliac, I tend to buy in the same food each week from Marks and Spencer to eat in. I might be able to cut my carbon footprint by getting Ocado to deliver. Especially, as some deliveries seem to be bike.
- If TfL decarbonised the bus, that I use most days to and from Moorgate would that lower my carbon footprint?
I suspect the largest amount of carbon outside of my house’s heating, that I’ll emit, will be tomorrow, when I take a train to Newquay.
How Do We Convert The 13 % Net-Zero Resistors?
The recent protests by French and Belgian farmers indicate, that these farmers are probably in this group. And there are other forthright groups!
The only way, that they’ll be converted, is if technology allows them to earn the same amount of money and have the same outgoings, as they do now!
East West Rail: Bedford Mayor Unveils Eight Alternative Routes
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
The Mayor of Bedford has unveiled other potential routes for the East West Rail (EWR) project through the borough.
These four paragraphs outline the current plans and the result of the Mayor’s study.
EWR has already announced its preferred route, linking Oxford and Cambridge via a new track running through Bedford to the north.
Conservative Tom Wootton has defended spending £40,000 to commission consultants to explore alternative routes to the south.
Their report concluded that all options would boost the Bedford economy.
The mayor reflected: “While there is no definitive winner among the proposed routes, the economic potential of the project for Bedford is significant.”
This map from the article shows the current planned route.
Note.
- Bedford St. Johns station will be rebuilt.
- Trains will go straight through Bedford station.
- Tempsford station will connect the East West Railway to the East Coast Main Line.
- The East West Railway will unlock the building of much-needed housing and commercial developments at Cambourne.
- Trains will go through Cambridge South, Cambridge and Cambridge North stations, and thus serve all important areas of the UK’s Eastern Powerhouse.
As there is no definitive winner among the proposed routes and the economic potential of the project for Bedford is significant, perhaps we should just get on and build the East West Railway’s preferred route.
Energy / Sullom Voe Terminal To Be Connected To The Grid By The End Of Next Year
The title of this post, is the same as that of this article on Shetland News.
This is the sub-heading.
POWER supply to the Sullom Voe Terminal is set to be provided by two 43-kilometre underground power lines from the Gremista substation by the end of next year.
These four paragraphs outline some of EnQuest’s plans.
The on-site gas-fired power station, operated by Equans, is due to be switched off in the fourth quarter of 2025 as it no longer meets stringent carbon emission standards.
EnQuest, the operator of the terminal, gave an update on its plans for the 1,000-acre site during a Shetland suppliers forum held at Mareel on Wednesday morning.
The company was keen to present itself as one that is seeking collaborative working with the local businesses and the community as Sullom Voe transitions from an oil terminal to a green energy hub.
The company is in the middle of a “right-sizing” project that involves some significant decommissioning of equipment no longer needed to make space for long-term aspiration such as carbon capture and storage, green hydrogen production and offshore electrification.
Note.
- Two underground cables will be coming from Gremista to Sullom Voe.
- Up to seven wind turbines could fit on the site to produce power needed for green hydrogen production.
- Shetland is set to be connected to the UK national grid later this year thanks to a new 600MW HVDC subsea transmission link which will run to Caithness.
- The Sullom Voe power station, once switched off, could be “repurposed” to continue producing energy using clean fuels.
- EnQuest are certainly doing a comprehensive job on the transition.
- It looks to be a well-thought out plan to convert existing oil and gas infrastructure to a modern green asset.
This Google map shows Gremista to Sullom Voe.
Note.
- Sullum Voe is at the top of the map.
- Gremista is marked by the red arrow.
- It looks like the cable could take mainly a straight North-South route.
This second Google map shows Sullum Voe
Note.
- The Sullum Voe terminal is at the top of the map.
- Sullum Voe is a 1,000-acre site.
- In the South-West corner is the closed Scatsta airport.
This third Google map shows Lerwick.
Gremista is marked by the red arrow.
I do have some thoughts.
Scatsta Airport
Consider.
- It takes takes over three hours on a bus between Lerwick and Sullum Voe
- Scatsta Airport only closed in 2020.
Is there an opportunity for an air taxi between Lerwick and Scatsta?
Energy Security Boost After Centrica And Repsol Agree LNG Supply Deal
The title of this post, is the same as that of this press release from Centrica.
This is the sub-heading.
Centrica Energy and Repsol today announced the signing of a deal that will improve the UK’s energy security in the coming years.
These two paragraphs give more details of the deal.
The deal will see Centrica purchase 1 million tonnes of Liquified Natural Gas (LNG) shipments between 2025 and 2027. All of these cargoes are expected to be delivered to the Grain LNG import terminal in Kent.
The deal marks an additional move by Centrica to build further resilience in the UK’s energy security. It follows a 15 year, $8bn deal with Delfin Midstream in July 2023, a three-year supply agreement with Equinor that will heat 4.5m UK homes through to 2024 and the reopening and expansion of the Rough gas storage facility in October 2022 and June 2023 respectively. Rough now provides half of the UK’s total gas storage capacity with the potential to store over 50 billion cubic feet (bcf) of gas, enough to heat almost 10% of UK homes throughout winter.
Centrica do seem to be keeping us supplied with gas.
Two days ago, National Grid published this press release, which is entitled Grain LNG Signs New Deal With Venture Global Further Strengthening The Security Of Supply Of LNG To The United Kingdom.
This is the sub-heading.
Today (5 February), Grain LNG and Venture Global have announced the execution of a binding long-term terminal use agreement (TUA) enabling the regasification and sale of LNG from all of Venture Global’s LNG terminals in Louisiana, including CP2 LNG, subject to obtaining necessary federal permits.
These two paragraphs give more details of the deal.
Under the agreement, Venture Global will have the ability to access 3 million tonnes per annum (3MTPA) of LNG storage and regasification capacity at the Isle of Grain LNG receiving terminal for sixteen years beginning in 2029, equivalent of up to 5% of average UK gas demand.
This is the second agreement from Grain LNG’s competitive auction process which was launched in September 2023. The successful outcome of the auction further secures the future of Europe’s largest LNG import terminal into the mid 2040s.
Two big deals in the same week is not to be sneezed at and must be good for the UK’s energy security.
Grain LNG
The Grain LNG web site, greets you with this message.
Welcome To Europe’s Largest Liquified Natural Gas Terminal, Grain LNG
Grain LNG is the gateway connecting worldwide LNG to the European energy market, making a genuine difference to people’s lives. Find out all about our cutting-edge operations – showcasing our leadership in powering the future – and why Grain LNG is at the forefront of energy as we move towards net zero.
There is also a video.
This Google Map shows the location of Grain LNG on the Isle of Grain.
Note.
- The River Medway flows into the River Thames between the Isle of Grain on the left and the Isle of Sheppey on the right.
- From South to North, the red arrows indicate, the National Grid – Grain Terminal, National Grid L N G and Grain LNG.
There would appear to be space for expansion.
Heart Raises A Further $107 Million For ES-30 Hybrid-Electric Airliner
The title of this post is the same as that of this article on Future Flight.
Nine companies and funds participated in the funding.
BAe Systems are helping to develop the battery system, as reported in this article on Future Flight.
These two paragraphs describe progress and range respectively.
Heart said that its main engineering goal this year is to complete the development of the ES-30’s powertrain. The company has begun type certification under EASA’s Part 25 rules for commercial aircraft and aims to complete this process in 2028, after achieving a first flight with a prototype in 2026.
The ES-30 will be powered mainly by four battery-driven electric motors, now bolstered by a pair of turbo generators to meet reserve energy requirements “without cannibalizing range.” The new model is expected to offer carriers an all-electric range of 200 kilometers (125 miles), with an extended full-payload range of twice that distance and the potential for longer hybrid-powered flights to 800 kilometers (500 miles) with 25 passengers, taking account of standard airline fuel reserves.
Things seem to be going well for the ES-30.
Improvements To Brimsdown Station
This post on IanVisits is entitled Enfield Council Outlines Possible Rail Station Upgrades.
By reading Enfield Council documents, Ian has found possible station improvements that might happen.
Ian says this about Brimsdown station.
A modest development on the Brimsdown sports ground could contribute towards improvements to access and facilities at the nearby station, supported by some additional housing in clusters around the area.
This Google Map shows the station and the sports ground.
Note.
- The West Anglia Main Line runs North-South at the Eastern edge of the map.
- Brimsdown station is in the South-East corner of the map.
- Brimsdown sports ground is the green space to the North-West of the station.
- From zooming in, it looks like the main sport on the sports ground is fly tipping.
These pictures show the station.
Note.
- I feel today, was probably the first time, I’d caught a train either to or from the station.
- But I must of cycled over the level crossing scores of times going to work at Enfield Rolling Mills.
- After I got my driving licence, I also used to deliver my father’s stationery and other printed goods to the same firm.
Sadly, the firm, where I got my first real taste of industry, that taught me so much is long gone.
The Anonymous Widower 