Why A Lucky Few May Help The Rest Of Us Beat Disease
The title of this post, is the same as that of this article in The Times.
This is the sub-title.
A British biotech firm believes patients who defy odds could hold the key in their blood.
These three paragraphs introduce the article.
Patient 82 should be dead. At the age of 63 he was diagnosed with pancreatic cancer. In most cases, he would not have lasted a year. But seven years on, patient 82 is alive. Not merely alive — thriving.
He enjoys gardening. He likes seeing his grandchildren. He enjoys life.
How? The answer, a British biotech company believes, could lie in his blood. Now, with the help of dozens of other anonymous patients, all of whom have defied their cancer prognoses, they hope to find it.
Note, that the company is Alchemab Therapeutics.
The article got me thinking about myself.
I belong to a group of people, who are twenty-five percent less likely to suffer from cancer according to peer-reviewed research at Nottingham University.
I am coeliac and adhere to a strict gluten-free diet.
There may be other benefits too!
I have not had a serious dose of the covids, although I may have had a very mild case at the beginning of 2020 after I shared a train with a large number of exuberant Chinese students, who had recently arrived at Manchester Airport and were going to their new University across the Pennines.
I have also since found at least another seventy coeliacs, who have avoided serious doses of the covids.
Research From The University Of Padua
This paper on the US National Library of Medicine, which is from the University of Padua in Italy.
The University followed a group of 138 patients with coeliac disease, who had been on a gluten-free diet for at least six years, through the first wave of the Covid-19 pandemic in Padua.
This sentence, sums up the study.
In this analysis we report a real life “snapshot” of a cohort of CeD patients during the SARS-CoV-2 outbreak in Italy, all followed in one tertiary centre in a red area of Northern Italy. Our data show, in accordance with Emmi et al., the absolute absence of COVID-19 diagnosis in our population, although 18 subjects experienced flu-like symptoms with only one having undergone naso-pharyngeal swab.
It says that no test subject caught Covid-19, in an admittedly smallish number of patients.
But it reinforces my call for more research into whether if you are a diagnosed coeliac on a long-term gluten-free diet, you have an immune system, that gives you a degree of protection from the Covids.
The Times article mentions the immune system.
I believe my immune system to be strong after the reaction I had to the Astra Zeneca vaccine. I didn’t feel well to say the least after my Astra Zeneca vaccine and my GP and other doctors felt that it could be due to my immune system, thinking that the chimpanzee virus-based vaccine was a danger and attacking it.
Significantly, I had no reaction to the second dose. So had my immune system recognised the vaccine as a friend not a foe?
My son, who my late wife was sure was an undiagnosed coeliac, died of pancreatic cancer at just 37.
How did my late wife know? Don’t question her intuition and also she felt that my son and myself felt the same to her touch.
It should be noted that my son’s daughter was born with a Congenital hernia of the Diaphragm. Congenital defects can happen to people, who have a coeliac father.
At the age of 20, my granddaughter is fine now, after heroic surgery at the Royal London Hospital, at just a few days old.
Second Life Energy Storage Firm Smartville Inc On Modules vs Packs, Ramp-Up Plans And Tesla’s Approach
The title of this post, is the same as that of this article on Energy Storage News.
I like the concept of taking the life-expired batteries out of electric vehicles and giving them a second life as grid batteries.
Smartville seem to have taken this simple and useful idea to a new level.
These are my thoughts.
The Internet Of Batteries
By the use of clever software, it appears, that they can control different types of battery packs, in a manner that could be called the Internet of Batteries.
They can also measure the state and performance and calculate the replacement date of each battery pack.
The Mother Of All Batteries
The implementation of this concept in their MOAB product allows the controlling software to manage a number of battery packs precisely to deliver a battery of the precise number of MWh, that the customer ordered.
- Provided an interface driver can be written, any type and make of battery pack can be incorporated.
- Nearly new, salvaged or elderly battery packs cab be used.
- The operating system can predict, when a battery pack must be replaced.
- Smartville are planning to install a 4MWh grid battery in central California that will be co-located with an existing power plant.
In some ways, the controlling software, is like the Chief Coach of a tug-of-war team, of mixed sexes, weights and strengths, that by asking for the right level of power from each member, gets the required performance.
Working With Tesla
The article talks about why, they don’t work with Tesla, where this is said.
Our experience in the US is that Tesla does not seem to be interested in working with outside partners. They’ve also publicly stated that they’re not focused on battery repurposing, not in their current business model at least, which I think might change over time. But that’s their public stance at the moment. We’re absolutely open to working directly with them but the opportunity hasn’t presented itself.
Does this indicate, that Tesla and Elon Musk are not the easiest people to deal with?
Conclusion
I shall be following Smartville.
Could Greater Anglia Run A Comprehensive Service For East Anglia?
Consider.
- In the last fifty years, there have been direct trains between London Liverpool Street and Lowestoft stations.
- In the last forty years, there have been direct trains between London Liverpool Street and Peterborough stations.
- Greater Anglia currently run an hourly train between London Liverpool Street and Ipswich stations, with stops at Stratford, Shenfield, Chelmsford, Hatfield Peverel, Witham, Kelvedon, Marks Tey, Colchester and Manningtree
- Frequencies on both routes were not high and less than four trains per day (tpd), but they must have been a demand for these services.
- Greater Anglia promised to run a Lowestoft service, when they successfully reapplied for the franchise.
- Greater Anglia have 38 Class 755 trains, of which 14 are three-cars and 24 are four-cars.
- Class 755 trains can run in twoses and possibly threeses. (Suffolk dialect for twins and triplets!)
Could these elements be assembled to provide a comprehensive East Anglia service?
- A pair of Class 755 trains would leave Liverpool Street for Ipswich.
- They would takeover some of the paths of the hourly Liverpool Street and Ipswich service and run possibly about four or five tpd, according to demand.
- Between Liverpool Street and Ipswich the trains could stop at Stratford, Shenfield, Chelmsford, Hatfield Peverel, Witham, Kelvedon, Marks Tey, Colchester and Manningtree
- The services would splitgoing North and join going South at Ipswich
- One train would go to Peterborough with stops at Needham Market, Stowmarket, Elmswell, Thurston, Bury St. Edmunds, Soham, Ely, Manea, March and Whittlesea.
- The other would go to Lowestoft with stops at Woodbridge, Melton, Wickham Market, Saxmundham, Darsham, Halesworth, Brampton, Beccles and Oulton Broad South.
Note.
- The Class 755 trains would use electricity, where electrification exists.
- They would use diesel on lines without electrification.
- They would be able to hold 100 mph, so wouldn’t delay other trains.
- Seventeen towns would get new direct services to and from London.
- A Class 745 train is 236.6 metres long, whereas a pair of four-car Class 755 trains is only 161.4 metres.
- A three-train formation of Class 755 trains is only 5.5 metres longer than a single Class 745 train.
I am fairly sure no new substantial infrastructure would be required.
I have some further thoughts.
Example Timings
These timings to and from London are based on current timings of the Class 745 and 755 trains.
- Ipswich – 60 mins
- Stowmarket -70 mins
- Bury St. Edmunds – 88 mins
- Soham – 108 mins
- Ely – 117 mins
- March – 136 mins
- Peterborough – 158 mins
- Woodbridge – 75 mins
- Melton – 80 mins
- Wickham Market – 86 mins
- Saxmundham – 97 mins
- Darsham – 104 mins
- Halesworth – 113 mins
- Brampton – 119 mins
- Beccles – 128 mins
- Oulton Broad South – 138 mins
- Lowestoft – 146 mins
Notes.
- Times to and from Ipswich are based on typical services at the current time.
- I have assumed that there are no stops South of Ipswich.
- Saxmundham is the closest station to Sizewell and could be important in bringing in construction workers for Sizewell C.
I think some of the times like those to and from Bury St. Edmunds, Ipswich, Lowestoft, Saxmundham and Woodbridge could create popular routes.
Battery-Electric Trains
Consider.
- I wrote about Stadler’s expertise with battery-electric trains in Stadler FLIRT Akku Battery Train Demonstrates 185km Range.
- 185 km. is 115 miles.
- The Class 756 trains for Transport for Wales are similar trains to the Class 755 trains fitted with batteries.
- In Battery Power Lined Up For ‘755s’, I wrote about plans to put batteries in the Class 755 trains.
These sections of lines are not electrified on the routes I have talked about.
- Haughley Junction and Ely – 38 miles
- Ely and Peterborough – 30.5 miles
- Westerfield and Lowestoft – 38 miles
As there is electrification at Ely, Haughley, Peterborough and Westerfield and South to London, I am fairly certain the route could be run by battery-electric trains.
Electrification To Sizewell C
In the January 2023 Edition of Modern Railways, there is an article, which is entitled Rail Set To Support Sizewell C Construction.
It details how sidings will be built to support the construction, with up to four trains per day (tpd), but the electrification word is not mentioned.
This is surprising to me, as increasingly, big construction projects are being managed to emit as small an amount of carbon as possible. High Speed Two is being built this way and I suspect Rolls-Royce’s SMR design will minimise carbon emissions during manufacture and construction. It will be very surprising if Sizewell C doesn’t follow High Speed Two’s example. After all, it may be an isolated site, but in Sizewell B, it’s got one of the UK’s biggest carbon-free electricity generators a couple of hundred metres away.
The writer of the Modern Railways article, thinks an opportunity is being missed.
I feel the following should be done.
- Improve and electrify the East Suffolk Line between Ipswich and Saxmundham Junction.
- Electrify the Aldeburgh Branch Line and the sidings to support the construction or agree to use battery-electric or hydrogen zero-carbon locomotives.
One of the collateral benefits of electrifying from Ipswich to Saxmundham Junction, is that it will make it easier for battery-electric Class 755 trains to work Ipswich and Lowestoft services.
- If the trains were to leave Saxmundham Junction going North with a full battery, they should be able to travel to Lowestoft and return.
- Battery-electric Class 755 trains could bring in workers from Ipswich or Lowestoft and further afield.
- It could even leave behind a zero-carbon branch line to Sizewell, Leiston and Aldeburgh, with two tph to Ipswich.
Sizewell C could be a superb demonstration project for low-carbon construction!
The Lowestoft-Great Yarmouth Conurbation
The Wikipedia entry for Lowestoft says this about the town.
The estimated population in the built-up area exceeds 70,000. Its development grew with the fishing industry and as a seaside resort with wide sandy beaches. As fishing declined, oil and gas exploitation in the North Sea in the 1960s took over. While these too have declined, Lowestoft is becoming a regional centre of the renewable energy industry.
Whilst the Wikipedia entry for Great Yarmouth says this about the town.
Great Yarmouth, often called Yarmouth, is a seaside town and unparished area in, and the main administrative centre of, the Borough of Great Yarmouth in Norfolk, England; it straddles the River Yare and is located 20 miles (30 km) east of Norwich. A population of 38,693 in the 2011 Census made it Norfolk’s third most populous. Its fishing industry, mainly for herring, shrank after the mid-20th century and has all but ended.[3] North Sea oil from the 1960s supplied an oil-rig industry that services offshore natural gas rigs; more recently, offshore wind power and other renewable energy industries have ensued.
Wikipedia also said this about the population of the wider Great Yarmouth.
The wider Great Yarmouth borough had a population of around 92,500, which increased to 97,277 at the 2011 census.
Taken together they are one of the largest conurbations in East Anglia.
The main means of transport between the two towns is by road.
Surely, two towns of over 70,000 people, who are only a few miles apart need a rail connection.
Onward From Lowestoft To Great Yarmouth
If the comprehensive East Anglia service, I’m discussing is to be truly comprehensive, it must serve the Norfolk Broads and Great Yarmouth.
This would also improve the connectivity between two of the largest coastal towns in East Anglia, that I indicated in the last section.
This OpenRailwayMap shows a cunning plan proposed by Network Rail to connect Lowestoft and Great Yarmouth.
Note.
- Great Yarmouth is in the North East corner of the map.
- Two lines lead West from Great Yarmouth station, with the more Northerly route going direct to Norwich and the more Southerly one going to Norwich via Berney Arms and Reedham.
- Lowestoft is in the South East corner of the map.
- Two lines lead West from Lowestoft station, with the Northern route going to Norwich via Reedham and the Southern one going to Ipswich via Oulton Broad South.
- The route of a coastal railway connecting the two towns is also shown.
Network Rail’s cunning plan is indicated on this second nap from OpenRailwayMap.
Note.
- Reedham station is in the North-West corner of the map on the line to Norwich.
- To the East of the station is a triangular junction.
- The track from the North-East corner of the junction is the line to Great Yarmouth.
- The track from the Southern corner of the junction is the line to Lowestoft.
- Unfortunately, the South-Eastern leg of the junction was removed in 1880.
In Norfolk Rail Line To Remain Closed As £68m Upgrade Project Overruns, I said this.
Network Rail are talking about reinstating the Reedham Chord to create a more direct route between East Anglia’s largest North-Eastern towns. This is said about the Reedham Chord in Direct Yarmouth Services in the Wikipedia entry for Lowestoft station.
In January 2015, a Network Rail study proposed the reintroduction of direct services between Lowestoft and Yarmouth by reinstating a spur at Reedham. Services could once again travel between two East Coast towns, with an estimated journey time of 33 minutes, via a reconstructed 34-chain (680 m) north-to-south arm of the former triangular junction at Reedham, which had been removed in c. 1880. The plans also involve relocating Reedham station nearer the junction, an idea which attracted criticism.
This sounds a good plan to me.
- It would allow direct services between Lowestoft and Great Yarmouth.
- It would allow direct services between Ipswich and Great Yarmouth with a reverse at Lowestoft in about two hours.
- With possible charging at Lowestoft and/or Great Yarmouth, a scenic route could be created between Ipswich and Norwich for battery-electric Class 755 trains. If that doesn’t get people out of their cars then nothing will!
- Various leisure, tourism and work-related opportunities would be created.
Never in the field of railway engineering would such a small chord have given so much.
Sizewell C Issues
Sizewell C will be a massive project and I also suspect that like High Speed Two, it will be built in a manner that will be zero-carbon where possible.
We already know from the Modern Railways article, that four tpd will shuttle material to a number of sidings close to the site. This is a good start.
Since Sizewell A opened, trains have regularly served the Sizewell site to bring in and take out nuclear material. These occasional trains go via Ipswich and in the last couple of years have generally been hauled by Class 88 electro-diesel locomotives.
It would be reasonable to assume that the Sizewell C sidings will be served in the same manner.
But the route between Westerfield Junction and Ipswich station is becoming increasingly busy with the following services.
- Greater Anglia’s London and Norwich services
- Greater Anglia’s Ipswich and Cambridge services
- Greater Anglia’s Ipswich and Felixstowe services
- Greater Anglia’s Ipswich and Lowestoft services
- Greater Anglia’s Ipswich and Peterborough services
- Freight services serving the Port of Felixstowe, which are expected to increase significantly in forthcoming years.
But the Modern Railways article says this about Saxmundham junction.
Saxmundham junction, where the branch meets the main line, will be relaid on a slightly revised alignment, retaining the existing layout but with full signalling giving three routes from the junction protecting signal on the Down East Suffolk line and two in the Down direction on the bidirectional Up East Suffolk line. Trap points will be installed on the branch to protect the main line, with the exit signal having routes to both running lines.
Does the comprehensive signalling mean that a freight train can enter or leave the Sizewell sidings to or from either the busy Ipswich or the quieter Lowestoft direction in a very safe manner?
I’m no expert on signalling, but I think it does.
- A train coming from the Lowestoft direction needing to enter the sidings would go past Saxmundham junction on the Up line. Once clear of the junction, it would stop and reverse into the branch.
- A train coming from the Ipswich direction needing to enter the sidings would approach in the wrong direction on the Up line and go straight into the branch.
- A train leaving the sidings in the Lowestoft direction would exit from the branch and take the Up line until it became single track. The train would then stop and reverse on to the Down line and take this all the way to Lowestoft.
- A train leaving the sidings in the Ipswich direction would exit from the branch and take the Up line all the way to Ipswich.
There would need to be ability to move the locomotive from one end to the other inside the Sizewell site or perhaps these trains could be run with a locomotive on both ends.
The advantage of being able to run freight trains between Sizewell and Lowestoft becomes obvious, when you look at this Google Map, which shows the Port of Lowestoft.
Note.
- The Inner Harbour of the Port of Lowestoft.
- The East Suffolk Line running East-West to the North of the Inner Harbour.
- Lowestoft station at the East side of the map.
I doubt it would be the most difficult or expensive of projects to build a small freight terminal on the North side of the Inner Harbour.
I suspect that the easiest way to bring the material needed to build the power station to Sizewell would be to do the following.
- Deliver it to the Port of Lowestoft by ship.
- Tranship to a suitable shuttle train for the journey to the Sizewell sidings.
- I estimate that the distance is only about 25 miles and a battery or hydrogen locomotive will surely be available in the UK in the next few years, that will be able to provide the motive power for the return journey.
In The TruckTrain, I wrote about a revolutionary freight concept, that could be ideal for the Sizewell freight shuttle.
Great Yarmouth Racecourse
Great Yarmouth Racecourse is one of my favourite racecourses and I believe it is one of the attractions in Great Yarmouth, that would benefit from an improved rail service between Lowestoft and Great Yarmouth, as it would almost double those with efficient public transport access to the racecourse.
The walking distance between Great Yarmouth station and the racecourse is walkable for many and I remember doing it since C died.
With the train connection to Lowestoft and perhaps a courtesy bus from the station, I wouldn’t be surprised to see that a Lowestoft-Yarmouth rail connection being very good for the racecourse. Especially as road traffic between the two towns can be not the best.
Finishing At Norwich
There are operational reasons to carry on to Norwich, where Crown Point, is the home base for the Class 755 trains.
But it would also link a lot of places that are dependant on tourism and are also heavily involved in East Anglia’s energy industry.
Onward From Peterborough To Lincoln
If the Lowestoft service can extend to Great Yarmouth, an extension of the Peterborough service to Lincoln via Spalding and Sleaford might be possible.
But with LNER also serving Lincoln from Kings Cross, I doubt the route would carry many passengers to and from London.
Conclusion
A service from London, that splits into two trains at Ipswich for Lowestoft and Peterborough has possibilities.
The Northern End Of The Silvertown Tunnel
This map from OpenRailwayMap shows the Northern end of the Silvertown Tunnel.
Note.
- The two dotted white lines show the route of the Silvertown Tunnel.
- The green lines are the Docklands Light Railway.
- The Northern green line is the Beckton branch.
- The Southern green line is the Woolwich Arsenal branch.
- The two silver-grey lines that loop across the top part of the map are the Jubilee Line.
- Canning Town Station is in the North-West corner of the map.
- The pair of cream lines across the map to the South of Canning Town station are the tunnels of the Elizabeth Line.
- The black dotted line going across the South-East corner of the map is the cable car.
This Google Map shows vaguely the same area.
Note.
- Canning Town station at the North of the map in the middle.
- The dual carriage road running NW-SE past Canning Town station, is numbered A1011 in the North-West and A1020 in the South-East.
- The A1011 crosses over a roundabout and the Beckton branch of the DLR on a flyover.
- The roundabout is the Tidal Basin Roundabout, which will be the Northern connection of the Silvertown Tunnel.
- The road running West from the roundabout is the Lower Lea Crossing, which leads to Canary Wharf and the City.
- The water to the right, is the Royal Victoria Dock.
- The Royal Docks cable car station can be seen in the North-West corner of the dock.
- The new City Hall is between the cable car and the A1011.
Comparing the two maps, it appears that the Silvertown Tunnel will emerge somewhere in the cleared land to the West of the A1011.
This second Google Map shows the Tidal Basin roundabout, City Hall and the Royal Docks cable car station.
I took these pictures of the area from the cable-car yesterday.
Note.
- The cable-car wasn’t busy.
- I was sitting alone on the Western side of the car.
I have some thoughts about the Silvertown Tunnel.
The Silvertown Tunnel Is Convenient For The New City Hall
From the Google Map, I included earlier, it looks like City Hall is on a loop from the Tidal Basin Roundabout.
it is also especially convenient for those members and officials who live in South London, who will just nip through the new tunnel.
I suspect that limousine access for the great and good to the old City Hall wasn’t as good.
The Obvious Truck Route To The City of London From the Channel Tunnel Will Be To Use The Silverton Tunnel
Recently. I have been watching the construction of 22 Ropemaker Street and I have surprised at how many large components for this building have come in by truck from Europe.
As they seem to arrive overnight, they are probably sneaked in by a secret route like the A13 to avoid a crossing of the River.
As Blackwall and Rotherhithe Tunnels don’t have a high clearance, could these components come into City through the Silvertown Tunnel.
I certainly feel that large truck access to Central London, is the major reason for building the Silvertown Tunnel.
But will large numbers of trucks using the Silverton Tunnel increase congestion on the roads in East London?
As Hackney and Newham are against the Silvertown Tunnel, I suspect they expect lots of traffic to be generated.
Will Satellite Navigation Systems Recommend Using The Silvertown Tunnel?
Of course they will and I suspect when the Northern section of the M25 is congested, vehicles will be sent through the Silvertown Tunnel and London to go North. I must admit, that my brain has sent me on that route to get through London, when the M25 is congested. But then I would generally have been driving a nippy Jaguar estate car, that could use Rotherhithe Tunnel or the bridges in Central London.
The Southern End Of The Silvertown Tunnel
This map from OpenRailwayMap shows the Southern end of the Silvertown Tunnel.
Note.
- The O2 Arena at the top of the map in the middle.
- The blue arrow below it, which indicates North Greenwich station.
- The two dotted white lines show the route of the Silvertown Tunnel.
- The two silver-grey lines that loop across the top part of the map are the Jubilee Line.
- The black dotted line between the Jubilee Line and the Silvertown Tunnel is the cable car.
This second OpenRailwayMap shows the Silvertown Tunnel’s junction with the approach to the Blackwall Tunnel.
Note.
- The two dotted white lines show the route of the Silvertown Tunnel.
- Studio 338, which is a music and arts venue, is indicated by the double quaver.
- The site to the North of Studio 338 is labelled the East Greenwich Gas Works.
- The roads to the Northbound tunnel bores of both tunnels, split to the West of Studio 338.
- The roads from the Northbound tunnel bores of both tunnels, join to the West of Studio 338.
This Google Map shows the same area as the previous map.
Note.
- Studio 338 is clearly marked.
- To its North is a circular structure on the site labelled as the East Greenwich Gas Works on the previous map.
- Could this be the remains of a gas holder?
Could it be that the works to the West of the circular structure are the start of tunneling?
Conclusion
It looks to me, that the designers of the Silvertown Tunnel have been able to squeeze in a junction between the approaches to the two tunnels, that should be fairly free-flowing.
Through The Blackwall Tunnel In A 108 Bus
Around lunchtime today, I took a 108 bus from North Greenwich station on the Jubilee Line to Bow Church station on the DLR. It’s rather a roundabout way to get home from Bow Church station, so I walked to Bow Road station to get a train to Moorgate for a bus home.
I took these pictures of the journey.
Note.
- The first picture shows the Radisson Red hotel on Tunnel Avenue.
- The Northbound bus travelled through the old tunnel, which was built in 1897.
- It looks in good condition for its age in my pictures.
- Even at lunchtime on Christmas Eve, there are queues of traffic waiting to go through the tunnel from both directions.
- The dog in the last picture is better and less-threatening street art, than you get in some parts of the UK
Taking good pictures from inside a dirty single-deck bus is not the easiest task.
This paragraph from the Wikipedia entry for the Blackwall Tunnel, gives a snapshot of the tunnel’s development.
The tunnel was originally opened as a single bore in 1897 by the Prince of Wales, as a major transport project to improve commerce and trade in London’s East End, and supported a mix of foot, cycle, horse-drawn and vehicular traffic. By the 1930s, capacity was becoming inadequate, and consequently a second bore opened in 1967, handling southbound traffic while the earlier 19th century tunnel handles northbound.
Note.
- Both tunnels are not open to pedestrians, cyclists or non-motorised traffic.
- There is a four metre height limit on the Northbound tunnel, which also has sharp bends.
- The Southbound tunnel is straight and has a height limit of 4.72 metres.
- London’s iconic Routemaster and New Routemaster buses are 4.38 and 4.39 metres high respectively.
- The tunnel will be tolled, when the Silvertown Tunnel opens in a few years time.
- It looks like both Blackwall and Silvertown tunnels will have the same charge as the Dartford Crossing, which is currently two pounds if you pre-pay for a car.
The pictures and words give clues to why the Mayor has decided to build the Silvertown Tunnel.
It is very rare to get through the tunnel without being delayed in a queue of traffic.
Double deck buses can’t go through the Northbound Tunnel.
As a non-driver, who doesn’t need to use the Blackwall Tunnel, I don’t listen to traffic reports, but perhaps once a week whilst waiting for the news on Radio 5, I hear of problems at the tunnel. Sometimes, these are caused by over-height or over-long vehicles, which have got stuck in the Northbound tunnel.
Incidentally, my earliest memory of the tunnel is probably from about 1953, when my family was stuck in the tunnel for several hours in my father’s Y-type MG.
, My father’s car had the registration BNH 368.
I doubt I’ve driven through the tunnel this century, as I have rarely driven to South and South-East London since the 1970s, as I’ve generally taken the train across London. I can remember one trip in about 2008 though, when I took the Woolwich Ferry for the Southbound crossing.
As I was living near the top of the M11 in Suffolk, I may have gone home via the Blackwall Tunnel.
Ruby Wax, Melanie Brown and Emily Atack Climb Pikes Peak
I have just watched these three ladies climb Pikes Peak in Colorado.
Around the age of 18, I used to regularly read the American car magazine; Road & Track and was fascinated to read about the annual hill climb, that took place on the 14,000 foot Pikes Peak.
I am surprised that the hill climb up Pikes Peak was not mentioned in the program.
I have only driven at anywhere near that height once, although, I flew my Cessna 340 at 24,000 ft several times.
When C and I had a memorable holiday in Ecuador, we took a small Chevrolet Metro, up to about 12,000 feet in the Andes.
Cars cough badly at that altitude!
Good Vibrations Turbo Charge Green Hydrogen Production
The title of this post, is the same as this news item from RMIT University in Australia.
This is the sub-heading.
Engineers in Melbourne have used sound waves to boost production of green hydrogen by 14 times, through electrolysis to split water.
And these are the first two paragraphs.
They say their invention offers a promising way to tap into a plentiful supply of cheap hydrogen fuel for transportation and other sectors, which could radically reduce carbon emissions and help fight climate change.
By using high-frequency vibrations to “divide and conquer” individual water molecules during electrolysis, the team managed to split the water molecules to release 14 times more hydrogen compared with standard electrolysis techniques
I could understand a two or three times increase, but fourteen times is sensational.
Again, Australia seems to have found the gold through innovative green technology.
Other Benefits
Read the last sections of the news item.
- The process allows the use of cheaper silver electrodes instead of platinum and iridium.
- The engineers also feel that their technique could help in this and other process where bubbles are a problem.
Sound waves have been used for decades for various processes and I am surprised that this appears to be the first time, they’ve applied to electrolysis.
Conclusion
I worked in a hydrogen factory around 1970 and have watched developments over the years.
I am now convinced that an individual or a company will come up with an affordable way to make green hydrogen.
Promising technologies in addition to this one include.
- High Temperature Electrolysis. See Nuclear-Enabled Hydrogen – How It Helps To Reach Net Zero.
- HiiROC See Centrica Partners With Hull-Based HiiRoc For Hydrogen Fuel Switch Trial At Humber Power Plant.
- Electrolysis of sea water. See Torvex Energy.
I can see a combination of a couple of methods.
SSE Thermal Charts Path To Green Hydrogen Future With First-Of-A-Kind Project
The title of this post, is the same as that of this press release from SSE Thermal.
This is the sub-heading.
SSE Thermal is developing a first-of-a-kind project in the Humber which would unite hydrogen production, storage and power generation in one location by the middle of this decade.
These paragraphs explain the project.
The Aldbrough Hydrogen Pathfinder project will support the evidence base for wider deployment of flexible hydrogen power in the UK’s net zero journey and is a major enabler of SSE Thermal’s wider Humber ambitions.
Located at SSE Thermal and Equinor’s existing Aldbrough Gas Storage site on the East Yorkshire coast, the project is designed to demonstrate the interactions between hydrogen electrolysis, hydrogen cavern storage and 100% hydrogen dispatchable power.
The concept would see green power sourced from grid through Renewable PPAs, in compliance with the Low Carbon Hydrogen Standard. Hydrogen would then be produced via a 35MW electrolyser before being stored in a converted salt cavern and then used in a 100% hydrogen-fired turbine, exporting flexible green power back to grid at times of system need. In future, hydrogen storage will also benefit offtakers in other sectors, for example in industry, heat or transport.
Note.
- The Aldbrough Gas Storage site currently can store the equivalent of 320 GWh of electricity, It is currently being expanded to be one of the largest hydrogen stores in the world according to this page on the SSE web site.
- SSE Thermal are proposing to build a hydrogen-powered power station at Keadby to the South of the Humber. The press release says this power station could have a peak demand of 1,800MW of hydrogen.
- Aldbrough at its current size could keep the Keadby hydrogen-powered power station going for a week. But Aldbrough will be a lot bigger than the current 320 GWh.
- The Hornsea and Dogger Bank wind farms off the coast of East Yorkshire will have a capacity of at least 13.5 GW.
- A 35 MW electrolyser will produce 15.2 tonnes of hydrogen per day.
SSE and Equinor hope to be storing hydrogen by 2025.
Conclusion
It is an enormous project and it will surely grow with more electrolysers and hydrogen-powered power stations.
The Anonymous Widower 