Racing Towards A Green Future
The title of this post, is the same as that of this article on Ricardo.
This is the first paragraph.
While Formula E and its sibling electric race series, Extreme E and RX2e, are burnishing battery-powered vehicles credentials, motorsport from Formula 1 down is actively pursuing how traditional internal combustion engine (ICE) race and rally cars can be made more environmentally acceptable.
The article, which is a must-read, then describes the various routes and options, that motorsport is taking towards zero-carbon.
The article finishes with this paragraph.
While motorsport technology can, and does, transfer to production cars, especially in the higher echelons, whether the path it is beating on AS fuels will convince legislators that battery electric vehicles are only an answer rather than the answer remains to be seen.
I believe that when an affordable small hatchback powered by hydrogen hits the road as it inevitably will, it will have Ricardo’s fingerprints all over it.
Floating Offshore Wind Could Reach Full Commercialisation By 2035, Research Says
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Floating offshore wind could reach full commercialisation by 2035, said 60 per cent of respondents in the latest research that was done by DNV, with 25 per cent believing it will be as early as 2030.
I’ll go along with that, but as a serial disruptive innovator, I believe full commercialisation could be earlier than 2027.
It will be for these reasons.
Capacity Factor
There is reason to believe from the figures from existing floating wind turbines, that the capacity factor is very good and could be higher than those of turbines with fixed foundations.
Wikipedia says this about the world’s first commercial floating offshore windfarm; Hywind Scotland.
In its first 5 years of operation it averaged a capacity factor of 54%, sometimes in 10 meter waves.
If other floating technologies show as good capacities as this, then the technology may well find it easier to attract finance.
Design
We have only seen a couple of designs deployed; Hywind and WindFloat.
There will be plenty more to come.
This visualisation shows five D-Floaters being transported on a ship.
Note.
- D-Floaters are being developed by Bassoe Technology.
- As many floats will be manufactured, a long way from their final mooring, why not make them easy to transport.
- Other companies are developing floats that can be bolted or welded together from standard components.
I wouldn’t be surprised if one design came to dominate the market.
This might be a good thing, as it would surely speed up deployment of floating wind farms.
Construction And Installation
This video shows the construction and installation if Principle Power‘s, Windfloat prototype.
Note.
- All the construction and assembly is done in a dock with a suitable crane.
- This is much easier than doing it the assembly out at sea, as has to be done with turbines with fixed foundations.
- I suspect that with the best design of float and turbine, high rates of turbine assembly can be achieved.
- Health and Safety will prefer this type of assembly.
I suspect other floating wind turbines will be similarly assembled.
Suppose you were assembling 15 MW floating turbines at a rate of one per day, that would be a production rate of over 5 GW of turbines per year from just one dock.
Early Delivery Of Power
I suspect that to build a floating wind farm, one of the first things to be towed out would be the substation to which all the turbines will be connected.
- This could even be floating.
- I’ve seen floating sub station designs, that incorporate energy storage and hydrogen production.
Once the substation is fully-installed and tested, floating turbines could be towed out, anchored, connected to the substation and immediately start to produce electricity.
I have built a lot of cash-flow models in my time and I believe that one for say a 2 GW floating wind farm would be very friendly to proposers, investors and operators.
There’s A Lot Of Sea Out There!
And after nearly sixty years of offshore semi-submersible platforms in UK water, we now how to work in the conditions.
In ScotWind Offshore Wind Leasing Delivers Major Boost To Scotland’s Net Zero Aspirations, I said this, about the total capacity, that will be developed under the ScotWind leasing round.
- Adding up these fixed foundation wind farms gives a capacity of 9.7 GW in 3042 km² or about 3.2 MW per km².
- Adding up the floating wind farms gives a capacity of 14.6 GW in 4193 km² or about 3.5 MW per km².
Note.
- You appear to get ten percent more capacity in a given area of sea with floating wind farms.
- The energy density of floating wind farms is 3.5 MW per km².
I suspect investors will prefer the floating wind farms.
Lower Visibility
Floating wind farms will generally be further out to sea and less likely to be objected to, than installations nearer to land.
Maintenance And Updating
Floating wind farms can be towed into port for servicing and updating, which must ease the process.
Project Management
I believe that floating wind farms, are projects, that would benefit highly from good project management.
Sometimes, I wish I was still writing project management software and I am always open to offers to give my opinion and test anybody’s software in that area!
Finance
I can see that floating wind farms could offer better cash flows to investors and this will make them invest in floating wind farms at the expense of those with fixed foundations.
Conclusion
For all these reasons, but with my instinct telling me that floating wind farms could offer a better return to investors, I wouldn’t be surprised if floating wind farms came to dominate the market.
Silvertown Tunnel Works – 21st February 2023
I took these pictures of the Silvertown Tunnel works on the North Bank of the Thames today.
The first set of pictures were taken travelling to West Silvertown station, where I returned.
Another Door Opens At Bank Station
I took these pictures at Bank station this morning in the Southernmost tunnel between the Northern Line platforms.
You can just about see the lift doors through the windows in the steel fire doors.
It can’t be long now before the Cannon Street Entrance to Bank station opens.
Elizabeth Line: More Than 100 Million Journeys On Elizabeth Line, Says YouGov
The title of this post, is the same as that of this article on the BBC.
These three paragraphs introduce the article.
More than 100 million journeys have been made on London Underground’s new Elizabeth Line since it opened last May, according to a survey.
The YouGov poll suggested 45% of the capital’s residents had also used the line from Reading, Berkshire, to Abbey Wood and Shenfield in Essex.
Transport for London (TfL) said on 1 February it had completed about 600,000 daily journeys.
That is all well and good, but to me, this is the most significant paragraph.
TfL said the railway was “on track to break even” based on operating costs by the end of the 2023/24 financial year.
So it looks like that the planners got the modelling of the operation of the railway correct.
From my experience of project management, I believe that the Elizabeth Line project could have been considered as five main projects.
- The boring of the Central Tunnel
- The updating of the existing branches to Abbey Wood, Heathrow, Reading and Shenfield
- The building of the Class 345 trains
- The signalling
- The fitting out of the stations in the Central Tunnel
Delivery though was a bit patchy!
These are my thoughts on each sub-project.
The Boring Of The Central Tunnel
I was told, that early on, it was realised by the contractors that they didn’t have enough workers, who were certified to work underground.
So the Tunneling and Underground Construction Academy or TUCA in Ilford, was built to train more workers.
This helped the Central Tunnel to be completed on time.
Since then, two more tunnels; the Thames Tideway and the London Power Tunnel have been successfully completed on time and on budget, thus vindicating the building of TUCA.
The Updating Of The Existing Branches To Abbey Wood, Heathrow, Reading and Shenfield
There were a few hiccups, but generally the branches were updated and were operating into Paddington and Shenfield before the line opened.
The Building Of The Class 345 Trains
This wasn’t perfect and Bombardier’s financial state didn’t help, but the trains had good tests running out of Liverpool Street and Paddington.
The Signalling
A lot of commentators have said the signalling was too complicated. But eventually, it all seems to be working.
Was enough testing done away from the Elizabeth Line?
My feeling is that a new UK test track should have been built in the early 2010s, so that some testing could have been done professionally away from London.
The Fitting Out Of The Stations In The Central Tunnel
This was certainly a cause of late handover of stations like Bond Street, Farringdon, Whitechapel and others.
I heard tales, where other projects in London, were offering more money, so consequently workers were moving with the money, thus delaying the completion of stations.
I certainly heard a tale, where all the electricians on one station project moved en masse to complete the new Tottenham Hotspur stadium.
Some of the projects were office projects, paid for by sovereign wealth funds with bottomless projects, so they could make sure their project finished on time.
There were also the problems caused by Brexit, the pandemic and major projects running late in Germany and Europe.
It is my view that Elizabeth Line should have been given more priority, by delaying commercial projects, so that the pool of available labour wasn’t exhausted.
Some of the forest of projects around Elizabeth Line stations, should have been given planning permission, that meant they couldn’t start until Elizabeth Line was finished.
In the 1960s, there was certainly a similar labour problem in Aberdeen. I was told, that the oil majors, who nearly all used the project management system; Artemis, that I had written, talked to each other to make sure the situation didn’t get any worse.
I wonder, if someone was watching the labour shortage problems in City Hall?
Conclusion
I believe that if Elizabeth Line had been given the priority it should have been, that it would have been opened earlier and just as it is now, it would be showing a sensible cash flow.
Now it is a question of catching up financially.
Coal Sales Could Lose Tens Of Millions For Consumers
The title of this post, is the same as that of this article on The Times.
These two paragraphs outline the story.
A huge stockpile of coal bought for emergency use in power stations this winter is due to be resold at a loss of tens of millions of pounds to consumers.
National Grid funded the procurement of hundreds of thousands of tonnes of coal as part of a deal to keep open five coal-fired units this winter. The estimated £368 million cost of the “winter contingency contracts”, which includes an undisclosed sum for the coal purchases, is being recouped via energy bills.
Note.
- None of the coal has been burned, as the weather was warmer than expected,
- It is now sitting in various places around the country.
- It will probably sell at a loss and there will be transport costs.
I will look at the mathematics of disposal.
Burning Fossil Fuels
On the Internet, I have found these figures.
- If you burn a kilogram of natural gas you create 15.5 KWh of electricity and 2.75 kilograms of carbon dioxide.
- If you burn a kilogram of coal you create 2.46 KWh of electricity and 2.38 kilograms of carbon dioxide.
This means that natural gas and coal create 0.18 and 0.97 kilograms of carbon dioxide respectively for every KWh generated.
I believe these figures say, that if we have to use a fossil fuel, gas will be much better than coal for climate change reasons.
The Size Of The Problem
We are talking about 130,000 tonnes of coal for EDF and 400,000 for Drax. Uniper’s figure is not stated. Let’s say they make the coal pile up to 600,000 tonnes.
Burning this pile will generate 1,476,000 KWh or 1.476 GWh of electricity and create 1428,000 tonnes of carbon dioxide.
Effect On Total UK Carbon Dioxide Emissions
According to government figures on the Internet in 2021 we emitted 107.5 million tonnes of carbon dioxide.
Burning all that coal in a year, would add less than 1.5 % to our carbon dioxide emissions. Perhaps we should burn it strategically over a number of years, when there are energy supply problems, as it is after all a crude form of energy storage.
What Would I Do With The Savings?
The money saved on the transport and making loss-making sales could be spent on other ways to save carbon emissions, like converting surplus wind energy into hydrogen and blending it with the gas.
I discussed the mathematics of hydrogen blending in UK – Hydrogen To Be Added To Britain’s Gas Supply By 2025.
If we put 2 % hydrogen in our natural gas, this would save nearly 2.5 million tonnes of carbon dioxide emissions in a year. This figure is much bigger than the 1428,000 tonnes of carbon dioxide, that would be created by burning all the coal.
At a level of 2 %, most appliances, boilers and industrial processes would work without change. But a good service would help.
Is Old Street Roundabout A ‘Too Many Cooks’ Project?
The remodelling of Old Street station and the roundabout on top was the lead item on BBC London news this morning.
The project is certainly not going well and seems to be proceeding at a snail’s pace.
Progress On The 24th February 2023
I took these pictures a few days after I wrote the original post.
Compare these pictures with those in Old Street Station – 9th September 2022, which were the last ones I took.
Conclusion
I do wonder, if this project is suffering from too many politicians trying to manage the project at the top.
I suspect Hackney and Islington Councils, the City of London, the Greater London Authority, Transport for London and the Mayor of London are all having a say.
And I suspect other interested parties like Moorfields Hospital, the various bus companies, and many disgruntled passengers are all adding their four pennyworth.
What is needed is for someone with authority to take charge!
Unfortunately for the project, the guy with the authority; Sadiq Khan won’t be interested, as it’s a North London project.
But please someone, get a grip on this important project!
The Luck Of The Genes
There’s an article in The Times, which is entitled When It Comes To Success, Luck Can Trump Intelligence.
It got me thinking about my life.
I have been pretty successful in life, and I put it down to winning the gene lottery, with a part-Jewish father and a part-Huguenot mother, who taught me hard work and everything they knew. So were my genes forged by religious persecution in the harsh conditions of the ghettoes of Europe?
But luck has always played a great part in my success. On the way, three or four successful men have chosen me for projects and I’ve repaid them by succeeding. I’ve been at the heart of the creation of two world-changing companies.
But the luck turned bad, a dozen years ago. My wife and our youngest son died from cancer and I had a serious stroke.
But the genetic lottery of being coeliac and therefore having B12 injections, has meant, I’ve made a good recovery from the stroke. The B12 injections is a stroke recovery method from the States, but is considered quackery over here. I believe it saved my life.
And then during the pandemic, those coeliac genes and the gluten-free diet I need for health, seem to have protected me from a severe dose of the covids. I’ve yet to find a fellow coeliac, who has had one either. Scientific research from Italy and Sweden, is also backing up my observations.
Lady luck has smiled on me. Or does the devil, look after her own?
UK – Hydrogen To Be Added To Britain’s Gas Supply By 2025
The title of this post, is the same as that of this article on Hydrogen Central.
These are the first three paragraphs.
Hydrogen to be added to Britain’s gas supply by 2025.
Hydrogen is to be pumped into Britain’s main gas pipeline by 2025 as part of a scramble to ditch fossil fuels and move to net zero.
Between 2% and 5% of the fuel flowing through the country’s transmission network will be hydrogen in two years under plans drawn up by National Gas, which owns the pipelines.
Note.
- The article says that.on a winter’s day, you’ve got seven times more energy going through the gas network than the electricity network.
- Between 2% and 5% of hydrogen, would be unlikely to mean that appliances, boilers and industrial processes would need to be changed.
- I suspect that domestic appliances and boilers would just need a good service.
- HyDeploy has shown that 20 % of hydrogen could be possible.
- The hydrogen could be added, where the natural gas enters the UK gas network.
The exercise would save a lot of carbon emissions.
How Much Electricity Would Be Needed To Create The Hydrogen?
In The Mathematics Of Blending Twenty Percent Of Hydrogen Into The UK Gas Grid, I calculated the amount of hydrogen that would be needed for 20 %, how much electricity it would need and how much carbon dioxide would not be emitted.
How Much Hydrogen Needs To Be Added?
This page on worldodometer says this about UK gas consumption.
The United Kingdom consumes 2,795,569 million cubic feet (MMcf) of natural gas per year as of the year 2017.
I will now calculate the weight of hydrogen needed to be added.
- 2,795,569 million cubic feet converts to 79161.69851 million cubic metres.
- I will round that to 79161.7 million cubic metres.
- Twenty percent is 15832.34 million cubic metres.
- A cubic metre of hydrogen weighs 0.082 Kg, which gives that in a year 1,298.25188 million kilograms will need to be added to the UK gas supply.
This is 1,298,251.88 tonnes per year, 3,556.85 tonnes per day or 148.2 tonnes per hour.
How Much Electricity Is Needed To Create This Amount Of Hydrogen?
In Can The UK Have A Capacity To Create Five GW Of Green Hydrogen?, I said the following.
Ryze Hydrogen are building the Herne Bay electrolyser.
- It will consume 23 MW of solar and wind power.
- It will produce ten tonnes of hydrogen per day.
The electrolyser will consume 552 MWh to produce ten tonnes of hydrogen, so creating one tonne of hydrogen needs 55.2 MWh of electricity.
To create 148.2 tonnes per hour of hydrogen would need 8,180.64 MW of electricity or just under 8.2 GW.
How Much Carbon Dioxide Would Be Saved?
This page on the Engineering Toolbox is entitled Combustion Of Fuels – Carbon Dioxide Emission and it gives a list of how much carbon dioxide is emitted, when a fuel is burned.
For each Kg of these fuels, the following Kg of carbon dioxide will be released on combustion.
- Methane – 2.75
- Gasoline – 3.30
- Kerosene – 3.00
- Diesel – 3.15
- Bituminous coal – 2.38
- Lignite 1.10
- Wood – 1.83
Engineering Toolbox seems a very useful web site.
I will now calculate how much carbon dioxide would be saved.
- In 2017, UK methane consumption was 79161.7 million cubic metres.
- One cubic metre of methane weighs 0.554 Kg.
- The total weight of methane used is 43,855,581.8 tonnes.
- Multiplying by 2.75 shows that 120,602,849.95 tonnes of carbon dioxide will be produced.
As twenty percent will be replaced by hydrogen, carbon dioxide emission savings will be 6,030,142.498 tonnes.
That seems a good saving, from a small country like the UK.
The UK would also reduce natural gas consumption by twenty percent or 15832.34 million cubic metres per year.
How Much Electricity Would Be Needed To Create The Hydrogen for a 5 % Blend?
I’ll now repeat the calculation for a 5 % blend,
How Much Hydrogen Needs To Be Added?
I will now calculate the weight of hydrogen needed to be added.
- UK gas consumption rounds to 79161.7 million cubic metres.
- Five percent is 3958.085 million cubic metres.
- A cubic metre of hydrogen weighs 0.082 Kg, which gives that in a year 324.56297 million kilograms will need to be added to the UK gas supply.
This is 324,563 tonnes per year, 889.21 tonnes per day or 37 tonnes per hour.
How Much Electricity Is Needed To Create This Amount Of Hydrogen?
Earlier I said this.
The electrolyser will consume 552 MWh to produce ten tonnes of hydrogen, so creating one tonne of hydrogen needs 55.2 MWh of electricity.
To create 37 tonnes per hour of hydrogen would need 2,045.16 MW of electricity or just over 2 GW.
How Much Carbon Dioxide Would Be Saved?
Earlier, I found that a Kg of methane will produce 2.75 Kg of carbon dioxide on combustion.
I will now calculate how much carbon dioxide would be saved.
- In 2017, UK methane consumption was 79161.7 million cubic metres.
- One cubic metre of methane weighs 0.554 Kg.
- The total weight of methane used is 43,855,581.8 tonnes.
- Multiplying by 2.75 shows that 120,602,849.95 tonnes of carbon dioxide will be produced.
As five percent will be replaced by hydrogen, carbon dioxide emission savings will be 6030,142.4975 tonnes.
The UK would also reduce natural gas consumption by five percent or 3958.085 million cubic metres per year.
How Much Electricity Would Be Needed To Create The Hydrogen for a 2 % Blend?
I’ll now repeat the calculation for a 2 % blend,
How Much Hydrogen Needs To Be Added?
I will now calculate the weight of hydrogen needed to be added.
- UK gas consumption rounds to 79161.7 million cubic metres.
- Two percent is 1,583.234 million cubic metres.
- A cubic metre of hydrogen weighs 0.082 Kg, which gives that in a year 129.825 million kilograms will need to be added to the UK gas supply.
This is 129,825 tonnes per year, 355.68 tonnes per day or 14.8 tonnes per hour.
How Much Electricity Is Needed To Create This Amount Of Hydrogen?
Earlier I said this.
The electrolyser will consume 552 MWh to produce ten tonnes of hydrogen, so creating one tonne of hydrogen needs 55.2 MWh of electricity.
To create 14.8 tonnes per hour of hydrogen would need 817 MW of electricity or not even a GW.
How Much Carbon Dioxide Would Be Saved?
Earlier, I found that a Kg of methane will produce 2.75 Kg of carbon dioxide on combustion.
I will now calculate how much carbon dioxide would be saved.
- In 2017, UK methane consumption was 79161.7 million cubic metres.
- One cubic metre of methane weighs 0.554 Kg.
- The total weight of methane used is 43,855,581.8 tonnes.
- Multiplying by 2.75 shows that 120,602,849.95 tonnes of carbon dioxide will be produced.
As two percent will be replaced by hydrogen, carbon dioxide emission savings will be 2,412,057 tonnes.
The UK would also reduce natural gas consumption by two percent or 1,583.234 million cubic metres per year.
Summary Of Savings And Electricity Needed
2 %
- Hydrogen To Add – 14.8 tonnes per hour
- Electricity Needed – 817 MW per year
- Carbon Dioxide Savings – 2,412,057 tonnes per year
- Natural Gas Reduction – 1,583.234 million cubic metres per year
5 %
- Hydrogen To Add – 37 tonnes per hour
- Electricity Needed – 2,045.16 MW per year
- Carbon Dioxide Savings – 6,030,142.498 tonnes per year
- Natural Gas Reduction – 3,958.085 million cubic metres per year
20 %
- Hydrogen To Add – 148.2 tonnes per hour
- Electricity Needed – 8,180.64 MW per year
- Carbon Dioxide Savings – 24,120,569.99 tonnes per year
- Natural Gas Reduction – 1,5832.34 million cubic metres per year
Birmingham Plays The Green Card
This article in The Times today is entitled Birmingham Airport Set For Hydrogen Take-Off.
These two paragraphs introduce the article.
Birmingham Airport aims to become the first in Britain to operate commercial zero-emission hydrogen-fuelled flights — and by as early as 2025.
The ambitious goal follows the signing of a partnership with the British start-up ZeroAvia whose first trial flight of a 19-seater passenger aircraft powered by hydrogen fuel cells took place last month.
Other points from the article include.
- ZeroAvia is also working with Rotterdam Airport.
- Initially, it is likely that the hydrogen-powered aircraft will be used for cargo.
- The government wants all UK domestic flights to be zero-carbon by 2040.
- Birmingham wants to be zero-carbon by 2033.
- ZeroAvia has received upwards of £20 million of matched-taxpayer funding.
- It has some big backers and well-known airlines, who have placed orders.
These are my thoughts.
ZeroAvia’s Airliners
This paragraph from The Times article describes their first two aircraft.
ZeroAvia is retrofitting turboprops, 19-seater Dornier and in future 80-seater De Havilland Canada Dash 8-400s, with tanks of hydrogen which is converted by fuel cell stacks to energy taken to electric motors that power the propellers. The only emission is water. It is talking to potential new-entrant airframe makers to build all-new hydrogen aircraft of the future.
Note.
- The Dornier 228 is a 19-seater airliner of which over three hundred have been built.
- The de Havilland Canada Dash 8-400 is an 80-seater airliner of which over six hundred have been ordered and over 1200 of all marques of Dash 8s have been built.
Both are workhorses of the smaller airlines all over the world.
As the paragraph from The Times indicates the power system is not conventional, but then most of this new breed of small electric/hydrogen/hybrid airliners have electric propulsion. I suspect that there’s been a marked improvement in the design and efficiency of electric motors.
Electric propulsion should have a substantial noise advantage over turboprops.
ZeroAvia are also retrofitting their two chosen airliners.
This offers advantages in the certifying of the airliners. Providing the changes made to the airframe are not significant, the various certifying authorities in the UK, US and EU will allow previous certification to be carried over.
This means that ZeroAvia only have to thoroughly test and certify the powerplant and its integration into the aircraft.
One of their competitors, the Eviation Alice is a completely new airframe with battery-electric power, so I suspect this aircraft will take longer to certify.
I think ZeroAvia have used this shorter certification time to aim to get their airliners in service first.
Those that don’t win, don’t get the same fame.
Hydrogen At Birmingham Airport
Hydrogen will be needed at Birmingham Airport to refuel ZeroAvia’s airliners.
But will hydrogen also be used on the airside to power some of the heavy vehicles you see on airports.
Look at this page on the Hawaii Technology Development Corporation, which shows a Hydrogen Fuel Cell U-30 Aircraft Tow Tractor. The specification indicates, that it can tow a C-17 or a Boeing 747.
I wouldn’t be surprised to see Birmingham Airport build their own electrolyser nearby both to supply hydrogen-powered aircraft and decarbonise the airside.
To And From Birmingham Airport
Consider.
- Birmingham Airport is connected to Birmingham International station by a free AirRail Link.
- Birmingham International station has an impressive number of services, many of which are electric.
- There will be a people mover to connect to Birmingham Interchange for High Speed Two.
- Birmingham Interchange will have five trains per hour (tph) to and from London, taking under forty minutes.
- There are plans to extend the West Midlands Metro to the airport, with journeys taking thirty minutes from the City Centre.
- Birmingham Airport is at the centre of the UK’s motorway network.
Most public transport to Birmingham Airport will be zero-carbon and the percentage that is will increase.
A Green Air Bridge To Ireland
Currently the fastest services between London and Birmingham International station take a few minutes over the hour.
But after High Speed Two opens, the service will improve.
- High Speed Two will take under forty minutes.
- There will be five tph.
- High Speed Two will connect to the Elizabeth Line and the London Overground at Old Oak Common station.
- Euston station will have better connectivity to the Underground.
This diagram shows High Speed Two services.
Consider.
- Birmingham Interchange has good connections in the North.
- I can see that Birmingham Airport could start to attract lots of passengers going between the islands of Great Britain and Ireland.
- And don’t forget Cardiff, Swansea, Exeter, Isle of Man and New Quay.
- Could Birmingham-Dublin and Birmingham-Belfast be run as frequent shuttles?
- Will there be AirRail tickets between Euston and Belfast and Dublin?
I also wonder if zero-carbon travel will attract passengers?
Zero-Carbon Air Cargo At Birmingham Airport
This article on Railway Gazette is entitled Varamis Rail Launches Regular Express Light Freight Service.
These three paragraphs outline the service from Varamis Rail.
Varamis Rail has launched a 160 km/h express freight service between Glasgow and Birmingham International using a converted electric multiple-unit.
The service is targeted at express parcels and third-party delivery companies seeking next day delivery of consumer goods.
Consignments arriving at the Glasgow hub by 17.30 from Monday to Friday can reach Birmingham at 23.00, with northbound freight arriving at the Birmingham site by 23.00 reaching Glasgow at 05.30 the next morning.
I think this service would interface well with cargo planes operating overnight from Birmingham Airport.
It seems to me, that Spokes at Speke could be reborn at Birmingham.
Conclusion
Birmingham Airport seems to be positioning itself to take advantage of aviation’s new breed of planes.
The Anonymous Widower 