Race For Clean Power Surges Ahead As New Electricity Superhighway Greenlit
The title of this post, is the same as that of this press release from Ofgem.
These three paragraphs, explain the infrastructure.
Flagged by the National Energy System Operator (NESO) as an essential element in achieving the Government’s Clean Power 2030 ambition, Eastern Green Link 1 (EGL1As part of its mission to rapidly upgrade the energy system with a minimum cost to customers, Ofgem has identified over £43m of savings which have been cut from the project costs without impacting delivery or quality. Communities that host the infrastructure in Scotland and North-East England are also set to benefit from a £7.9m social value and community benefit fund.) is a high voltage electricity superhighway able to transport 2 gigawatts of homegrown wind generated electricity between Torness, East Lothian and Hawthorn Pit, County Durham. A gigawatt (GW) is equivalent to one billion watts, and one gigawatt hour (GWh) of electricity is enough to power one million homes for one hour. Most of the 196km cable will be under the North Sea, with the remaining 20km of cables underground linking the cable to substations and converter stations in Scotland and England.
The project will reduce Great Britain’s reliance on volatile international gas markets by further harnessing the power of homegrown North Sea wind. NESO’s recent Clean Power 2030 Report has also shown that the project will deliver annual saving of over £870m by reducing the need to compensate British wind generators who are currently asked to turn off production during times of high wind due to lack of grid capacity. This in turn will help drive down consumer bills.
Note.
- Eastern Green Link 1 (EGL1) is a high voltage electricity superhighway able to transport 2 gigawatts of homegrown wind generated electricity between Torness, East Lothian and Hawthorn Pit, County Durham.
- This is the second down the eastern side of the UK.
- In Contracts Signed For Eastern Green Link 2 Cable And Converter Stations, I described how contracts were signed for EGL2 from Peterhead in Scotland to Drax in England .
- Most of the 196km cable will be under the North Sea, with the remaining 20km of cables underground linking the cable to substations and converter stations in Scotland and England.
There are another two 2 GW cables to follow in the current plan!
9.58 GW of Renewable Energy Contracts Signed In UK’s Latest CfD Auction
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
The Low Carbon Contracts Company (LCCC), a UK government-owned company, has signed 130 contracts for a total of 9.58 GW of renewable energy generation, covering the projects that were successful in the country’s latest Contracts for Difference (CfD) allocation round 6 (AR6).
These three paragraphs give more detail.
AR6 secured a broad range of technologies from wind and solar to emerging, innovative projects like tidal and floating offshore wind.
Offshore wind developers were awarded contracts for approximately 5.3 GW of capacity.
In the Round 6 auction, nine contracts for fixed-bottom projects were awarded, totalling 4.9 GW, while a single contract was granted for a floating wind project to Green Volt Offshore Windfarm, a consortium of Flotation Energy and Vårgrønn.
Once operational, AR6 projects will see 9.58 GW of renewable generation coming online, bringing the total CfD capacity to 34.74 GW. According to LCCC, this is the highest number of contracts ever signed in a single round.
Note that this will add nearly a third to the UK’s current renewable capacity.
Rochdale Station – 12th November, 2024
Yesterday, I went to Rochdale station, to ascertain, the suitability of running a Lumo service between Euston and Rochdale stations.
Note.
- The building in the style of a mosque, is actually a Catholic church.
- The island tram platform is at right angles to the railway lines through the station.
- The tram takes you a short distance to the North to the town centre.
This map shows the station and the tram stop.
Note.
- The station has four platforms and two tram platforms.
- The two outer train platforms are quite long.
- The West-facing bay platform could probably take a five-car Lumo train.
- The tram platform runs North from the station.
- There is a co-working space by the tram-stop.
- There is a cafe in the station.
- There is a manned ticket office.
- Car parking is free.
- There are sixteen bicycle spaces.
With some tidying up, this could be a neat interchange.
These are my thoughts.
Will Rochdale Station Accommodate One Of Lumo’s Five-Car Trains?
The Wikipedia entry for Rochdale station, says this about the Bay Platform 4, that was used for the Cltheroe train.
In 2015, construction on a fourth railway platform began. The 135m-long bay platform was completed in 2016 and is used to relieve congestion at Manchester Victoria, where terminating trains would otherwise occupy the through platforms; numerous services now continue on to Rochdale as opposed to terminating at Victoria. It is located at the south end of the main island platform, with the southbound through line having been re-aligned slightly further east to accommodate the new terminating line and is used by the half-hourly stopping service from Blackburn/Clitheroe via Bolton and Victoria.
A 135 metre platform should be able to accommodate a five-car train with 27 metre carriages, so it looks like a 5-carriage Lumo train with 26-metre cars would fit in the bay platform 4.
Will Rochdale Station Accommodate A Pair Of Lumo’s Five-Car Trains?
Consider.
- Lumo’s Hitachi trains, like all their siblings can run in pairs. As I reported in Ten-Car Hull Trains, Hull Trains do it regularly.
- Rochdale station may or may not be able to accommodate a pair of five-car trains, but say if one of Manchester’s Premier League clubs was playing in the FA Cup Final, I’m sure they would find a way to run a ten-car train to London.
- It looks like Warrington Bank Quay, Newton-le-Willows, Eccles and Manchester Victoria could all take 10-car trains.
- Euston probably can as well, as 9-car and 11-car Class 390 trains are 217.5 and 265.3 metres respectively long respectively and a 10-car Lumo train would only be 260 metres.
Perhaps, one train can start at Rochdale and the other at Manchester Victoria, before they join at Victoria and go to London as a pair.
Could The Lumo Service Be Extended Across The Pennines?
Distances Along the Calder Valley Line to Leeds are as follows.
- Rochdale 10.4 miles –
- Hebden Bridge – 23.6 miles
- Halifax – 32.7 miles
- Low Moor – 37.5 miles
- Bradford Interchange – 40.4 miles
- Leeds – 49.8 miles
Note.
- The 70 km. rang of a Lumo train will be 43.5 miles.
- The train can be charged at both end stations and will be fully charged, when it leaves Manchester Victoria and Leeds.
- There are short lengths of electrification at Manchester Victoria and Leeds.
- There may be extra electrification between Bradford Interchange and Leeds, in the next few years.
I am fairly certain, that a battery-electric Lumo Class 803 train will be able to provide a London Euston and Leeds service.
How Long Will Services Take?
Timings on the extended route from London Euston to Manchester Victoria, Rochdale, Bradford and Leeds would take.
- London-Euston – Warrington Bank Quay – One hour and forty-four minutes – Current Avanti timings.
- Warrington Bank Quay – Newton-le-Willows -Eleven minutes – Current Northern timings.
- Newton-le-Willows – Eccles -Ten minutes – Current Northern timings.
- Eccles – Manchester Victoria – Ten minutes – Current Northern timings.
- Manchester Victoria – Rochdale – Fourteen minutes – Current Northern timings.
- Rochdale – Hebden Bridge – Sixteen minutes – Current Northern timings.
- Hebden Bridge – Halifax – Fifteen minutes – Current Northern timings.
- Halifax – Low Moor – Six minutes – Current Northern timings.
- Low Moor – Bradford Interchange -Ten minutes – Current Northern timings.
- Bradford Interchange – Leeds – Nineteen minutes – Current Northern timings.
Totals.
- London and Manchester Victoria – Two hours and fifteen minutes.
- London and Rochdale – Two hours and twenty-nine minutes.
- London and Bradford – Three hours and six minutes.
- London and Leeds – Three hours and twenty-five minutes.
I suspect times could be speeded up a bit.
Proposed Developments Of Manchester Metrolink
This sub-title has its own Wikipedia entry.
Developments that would be beneficial to a Lumo service might include.
A station at Cop Road on the Oldham and Rochdale Line, that would support new housing.
Tram-trains between Oldham and Heywood On the Calder Valley Line.
These two developments will directly bring more passengers to the Lumo service, but because the Lumo service has links with the Metrolink at Eccles, Manchester Victoria and Rochdale any Metrolink improvements should benefit the Lumo service.
A Simple Late Lunch
I’ve just had one of my typical late lunches.
It was one parcel of Marks and Spencer’s smoked salmon pate on toast, washed down with a half-litre bottle of Adnams Ghost Ship 0.5 % beer.
O’ll probably have the second parcel of salmon for lunch tomorrow.
‘UK-First’ Intercity Battery Trial Exceeds Expectations
The title of this post, is the same as that of this press release from Hitachi.
These three bullet points, act as sub-headings.
- Intercity battery train completes testing in the north of England, demonstrating superior performance and cost-effectiveness compared to diesel engines.
- Trial confirms single battery technology can reduce fuels costs between 35%-50% and enter and leave stations in zero-emission mode.
- Ahead of Railway 200 celebration, this new UK rail innovation is ready to reduce cost and emissions on the railways.
These are the first two paragraphs.
Today, Angel Trains, Hitachi Rail and TransPennine Express are celebrating the successful completion of the UK’s first intercity battery trial in the North of England.
The powerful 700kw battery technology met, and in some cases even surpassed, the key objectives of the trial, including:
- Fuel costs savings between 35%-50%, surpassing previous predictions of up to 30%.
- Just one battery has managed to power the train to speeds greater than 75mph, clearly demonstrating this technology can enter, alight and exit stations solely in zero-emission battery-mode to improve air quality and reduce noise pollution.
- Able to achieve all journey times and performance requirements so can meet operators timetable requirements.
- The battery matches the weight of a diesel engine and is installed in the same undercarriage space, ensuring no risk of track degradation and no impact on the passenger environment.
Note.
- I would expect, that most of the fuel cost savings are due to the use of regenerative braking to the battery.
- 75 mph might seem slow, but Hull Trains average slower speeds than this on their diesel sections.
- Running in a non-polluting mode in stations and sensitive areas, is not going to be disliked by anyone.
- The most powerful diesel engines in Class 800 and Class 802 trains are rated at 700 kW. So with the same weight and power, it is not surprising that the performance is the same.
It looks to me, that Hitachi have designed an efficient battery-electric electric train, that can extend services from electrified main lines onto branch lines without electrification.
The One Battery Test Train And Hull Trains
Hull Trains currently run one service to Hull and Beverley and have applied for another service to serve Worksop, Woodhouse and Sheffield, where the trains would leave the East Coast Main Line at Retford.
Hitachi’s current test train has two diesel engines and one battery pack.
An Electric Service Between London and Hull/Beverley
Distances for the Hull and Beverley service are.
- ECML and Hull – 58.1 km. – 3 stops
- Hull and Beverley – 13.2 km or 26.4 km both ways. – 1 stop
Note.
- Trains will be fully-charged, when they leave the ECML.
- Trains could be fully-charged, when they leave Hull station, if the platform they use has a charging system.
- All Hull Trains call in Platform 7 at Hull station.
- The Hitachi press release said “During a trial run, the battery’s impressive power enabled the train to operate solely in battery mode for 70km.” A speed of 75 mph is indicated.
- I would assume the Hitachi train used regenerative braking to help recharge the batteries, at the intermediate stops.
- Trains average around 57 mph between the ECML and Hull and 38 mph between Hull and Beverley.
- Much of the track between the ECML and Hull has a speed limit of 75 mph.
- Much of the track between Beverley and Hull has a speed limit of 70 mph or less.
Because of these figures and what Hitachi have said of the train’s performance on batteries, I am convinced that Hull Trains will use an electrified Platform 7 at Hull station to charge the trains.
These pictures show a Hull Trains’s Class 802 train in Platform 7 at Hull station.
Note.
- The blue Hull Train is in Platform 7 in the pictures.
- Hull station has a classic Victorian cast-iron roof.
- Many other similar platforms have been electrified in the UK.
I believe that this platform can be electrified relatively easily with 25 KVAC overhead wires.
An Electric Service Between London and Worksop/Sheffield
Distances for the Worksop and Sheffield service are.
- ECML and Worksop – 12.2 km. – 1 stop
- Worksop and Sheffield- 25.3 km or 50.6 km both ways. – 1 stop
Note.
1. A train from London will leave Retford with a full battery.
2. Retford and Sheffield is only 37.5 km. So the round trip is only 75 km.
3. A full battery will power the train at 75 mph for 70 km – According to Hitachi.
4. Much of the track between Retford and Sheffield is only 60 mph. So going slower will give an energy saving.
5. Slowing at Worksop, Woodhouse and Sheffield will give the batteries a small charge.
6. There are no bridges in the Workshop station area, so a mile or so of electrification could be easy.
7. It’s an easy level route.
8. I’ve read somewhere that Hitachi have a full route simulator.
I calculate, that a two minute charge at Worksop would probably be all the train would need to travel the 75 km. on batteries.
We don’t know if Hitachi have licenced some of Vivarail’s FastCharge technology from FirstGroup. This could enable them to extract the maximum value from each stop at Worksop.
The One Battery Test Train And Lumo
Hitachi’s current test train has two diesel engines and one battery pack.
It is likely that a train with this configuration could be used on Lumo’s new service to Rochdale.
As London Euston and Manchester Victoria is fully electrified, the only unelectrified section is the 16.7 km. between Manchester Victoria and Rochdale. This would mean, that to complete the trip, Lumo’s train would need the ability to do 33.4 km on battery power.
As Hitachi’s test train can do 70 km on a full charge, Lumo could use trains with the standard two diesel engine and one battery pack configuration. The battery would be charged on the electrified sections of the route, between London Euston and Manchester Victoria stations.
It looks to me, to be a superb demonstration of the capabilities of a battery-electric InterCity train with two diesel engines and one battery pack.
The One Battery Test Train And LNER
Hitachi’s current test train has two diesel engines and one battery pack.
It is likely that a train with this configuration could be used on several LNER services from King’s Cross.
- Bradford Forster Square – 21.9 km. from Leeds
- Cleethorpes – 102.5 km. from Newark
- Grimsby Town – 97.9 km. from Newark
- Harrogate – 29.4 km from Leeds
- Lincoln – 26.9 km. from Newark
- Middlesbrough – 35.2 km. from ECML
- Cleethorpes – 102.5 km. from ECML
- Scarborough – 67.8 km. from York
Note.
- Some services like those to Bradford Forster Square, Harrogate and Lincoln could be run by only charging on the East Coast Main Line.
- Some services like those to Middlesbrough and Scarborough could be run by charging at the destination.
- Other services would need more batteries and/or charging at the destination.
I haven’t put in the Scottish services as running them may be more complicated.
Running Longer Distances On Battery Power
This paragraph is from the original Hitachi press release.
This success demonstrates that Hitachi Rail is ready to deliver the next stage of a full intercity battery-electric train. Based on real-world data, such a train would have a range between 100-150km. These ranges can cover significant sections of non-electrified routes, eliminating the need for wires in tunnels or stations, and potentially saving hundreds of millions of pounds on electrification projects.
Note.
- I would assume that as many diesel engines as possible would be replaced with battery packs.
- On a typical three-battery Class 800 train, 802 train or Class 805 train, this could be up to three batteries.
- But on a four-battery Class 810 train, this could be up to four batteries.
A strategy would need to be developed for all routes and trains would be configured and allocated to the routes accordingly.
More Mushroom Management On TfL Buses
After my experience in Mushroom Management On TfL Buses, I’ve changed my weekend breakfast routine at weekends, to one where on Saturdays and Sundays, I eat breakfast in London’s poshest Leon at Hanover Square, which I wrote about in A Quality Takeaway With A Station And A Large Garden.
It is a large restaurant.
It has comfortable seating.
It is within my not very long walking distance of the Bakerloo, Central, Elizabeth, Jubilee and Victoria Lines, and Oxford Street with all its buses.
There is a garden with seating in the square.
This picture shows the frontage of the building.
It’s certainly not your average takeaway or fast food outlet.
Normally, Hanover Square is a very easy location for me to travel to.
- I walk round the corner to the stop for the 38 bus.
- The 38 buses are usually every 3-4 minutes and I travel to Tottenham Court Road station.
- I go one stop on the Elizabeth Line, travelling in the rear of the train to Bond Street station.
- I’m then at the right end of the station to exit directly into Hanover Square, after riding up from the depths on a long escalator.
Leon is just a fifty metre walk away.
Today, there were no problems, although I did cut it a bit tight.
But all was fine in the end and I had a good full-English breakfast.
A Difficult Journey Home!
When, I set off from home, I wasn’t sure which way, I would come home.
In the end, I decided to come home the simple way of taking the Elizabeth Line to Moorgate station and then getting the 141 bus from there, as it stops close to my home.
But this route has the Elizabeth Line end-changing problem, in that the Hanover Square entrance at Bond Street station is at the Eastern end of the train and the Moorgate entrance at Liverpool Street station is at the Western end of the train.
So at some point in the journey, I would have to take a two-hundred metre walk, either on the platform or inside the train. The latter is not easy on a train to and from Heathrow, as it is often stuffed full with cases in the aisle. Why do people want to take all the contents of their house on holiday?
So I decided to go via a reverse at Whitechapel, where I positioned myself at the Western end of the train for exit at Moorgate.
It really was necessary to install travellators at Liverpool Street station on the Elizabeth Line, as between the two entrances is a long walk, as this graphic shows.
Note.
- Moorgate is to the left
- Liverpool Street is to the right.
But then Transport for London wanted a spectacular line with spectacular stations, that would win awards. Which it has!
I alighted from the train at the Moorgate end of the station, which meant that after two escalator rides and a short walk, I was at the 141 bus stop on the surface.
But there were no buses of any numbers calling at the stop.
This was because of the Lord Mayor’s Show, which meant there were no buses through the City.
But.
- There were no posters at stations saying that the show was taking place and buses would be diverted.
- Displays on bus stops were not saying anything about the show.
- The BBC hadn’t mentioned the Lord Mayor’s Show on the TV this morning.
- The BBC doesn’t have a local news at weekends, which would surely have mentioned the show and its effects on public transport.
- The display on the bus stop at Moorgate was still broken, as it has been for six months.
- There was a small information poster on the bus stop, but it was positioned too high for me to see.
- Taxis seemed to be avoiding the City.
There were a few stewards about and one suggested, that I walked to Old Street, which would not be easy on my legs.
In the end, I decoded that a retreat via Whitechapel and Dalston Junction was probably the best way to get home, as the Overground would be unlikely to be effected.
But I made the mistake of getting on a Circle Line train at Moorgate, so I didn’t get to Whitechapel.
Instead, I walked to the 141 and 21 bus stop at Monument station and caught a 21 bus North. I hoped that I would be able to connect to the 141 bus, that I needed to get home.
I did get safely home, but only after two long waits at bus stops, where I changed bus routes twice.
Conclusion
Transport for London need to devise bus plans for all major events and publicise them well in advance.
In London’s New 733 Bus Route, I described how Transport for London put in a temporary bus route between Finsbury Square and Oval stations to replace the Northern Line during the upgrade of Bank station.
As the Lord Mayor’s Show happens every year, surely the same plan can be rolled out each year, with any appropriate changes.
I’d be interested to know whether other large cities have plans for big celebrations in city centres.
50% Increase For Northumberland Passengers Heading To London
The title of this post, is the same as that of this article on Rail Advent.
These two paragraphs introduce the article.
In the last two years, the number of customers travelling by Lumo‘s train services between Morpeth and London has increased by 50%.
According to Lumo, the increased demand for its services is due to leisure and business customers looking to travel more sustainably and the area’s tourism opportunities.
I don’t feel that the fifty percent increase is unexpected, as LNER now run seven trains per day (tpd) in both directions between Morpeth and London and Lumo now run five.
- Not all passengers travel between North of Morpeth and London.
- If you live in the Borderlands, you may find Morpeth a better alternative than driving to Edinburgh or Newcastle.
- Morpeth station has only 72 car parking spaces.
- Local buses and taxis may play a part.
- Car hire is available at Newcastle and Morpeth.
- Low fares will certainly play a part.
It will start to get interesting, when services start to run between Newcastle and Morpeth via the Northumberland Line.
Trump Could Be A Disaster For The Environment
This article on ITVx is entitled ‘Drill, baby, drill’: What Trump’s Re-election Could Mean For Our Climate
The article is a must-read.
It starts with a picture that has a placard that says “Trump Digs Coal”
I certainly don’t and have felt that way since probably the Aberfan disaster of 1966.
This is the first paragraph from the Wikimedia entry.
The Aberfan disaster was the catastrophic collapse of a colliery spoil tip on 21 October 1966. The tip had been created on a mountain slope above the Welsh village of Aberfan, near Merthyr Tydfil, and overlaid a natural spring. Heavy rain led to a build-up of water within the tip which caused it to suddenly slide downhill as a slurry, killing 116 children and 28 adults as it engulfed Pantglas Junior School and a row of houses.
In coal mining areas, disasters still happen.
We should all show our disgust at Trump ad the people who voted for him, by not buying any American products, unless it is absolutely necessary.
DCO Decision On 480MW West Burton Solar NSIP Delayed Until 2025
The title of this post, is the same as that of this article on Solar Power Portal.
The article talks about Island Green Power and their plans to develop three large solar farms in Eastern England.
They appear to be a UK-registered company with international connections.
These are the three projects.
The West Burton Project
This is the introductory paragraph for the West Burton Project.
Solar PV developer Island Green Power has seen a development consent order (DCO) decision delayed by the UK government for its 480MW West Burton project located across Lincolnshire and Nottinghamshire.
Note.
- The West Burton Project has a web site.
- It will have a capacity of 480 MW.
- The solar farm will use the grid connection of the former coal-powered West Burton power station.
- The project will cover 788 hectares.
The site is a few miles South-West of Gainsborough in Lincolnshire.
The East Pye Solar Project
These are the two introductory paragraphs for the East Pye Solar Project.
This setback comes days after Island Green Power opened a public consultation on early-stage plans for a 500MW solar PV power plant co-located with a battery energy storage system (BESS) that could have up to 500MW output.
The East Pye Solar project will be situated on 1,100 hectares of land south of Norwich and north of Harleston. Solar PV modules would be installed at two points within this area, approximately 6.5km apart.
Note.
- The East Pye Solar Project has a web site.
- It will have a capacity of 500 MW, with a battery with a 500 MW output. The battery capacity is not stated.
- The project will cover 1100 hectares.
- This article on the BBC is entitled New Proposed Solar Farm Could Power 115,000 Homes, gives more details.
- It appears that the solar farm will have a new grid connection to the grid connection between Norwich and Bramford to the West of Ipswich.
- There is also a web site, which is entitled Block The Development of East Pye Solar Farm.
The site is a few miles East of Long Stratton in South Norfolk.
The Cottam Solar Project
These are the two introductory paragraphs for the Cottam Solar Project.
The non-statutory consultation comes after Island Green revealed plans for the development early in September, just one week after energy secretary Ed Miliband granted the developer a DCO for the 600MW Cottam Solar Project.
The 600MW development will comprise four ground-mounted solar PV generating stations in West Lindsay, Lincolnshire, four on-site substations and a BESS across four separate sites, totalling an area of 1,270 hectares.
Note.
- The Cottam Solar Project has a web site.
- It will have a capacity of 600 MW, with a battery, with a battery with a 600 MW output and a 600 MWh capacity.
- The solar farm will use the grid connection of the former coal-powered Cottam power station.
- The project will cover 1270 hectares.
The site is a few miles East of Retford in Lincolnshire.
Island Green
It does appear that Island Green like large solar farms.
- West Burton – 480 MW – 788 hectares
- East Pye – 500 MW, – 500 MW battery- 1100 hectares
- Cottam – 600 MW, 600 MW/600 MWh battery – 1270 hectares
Whether some of their neighbours will is another matter.
But at least two of them have batteries.
What we will be forced to accept from this unscientifically-green Government, I dread to think.
Solar Farms Could Partly Power London Underground
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
Transport for London (TfL) is planning to set up solar farms to help power its Underground network.
These three introductory paragraphs give more details.
The transport body has asked for potential “delivery partners” to apply to provide up to 64 megawatts of zero-carbon electricity from purpose-built solar farms.
This would be about 5% of the power needed to run the Tube and would bypass the National Grid, according to TfL.
It says it is the largest single electricity consumer in London – at a level equivalent to that consumed by about 420,000 homes – and the project would reduce pressure on the central grids.
These are my thoughts.
Solar Panels At Cockfosters
This Google Map shows Cockfosters Depot and the surrounding land.
Note.
- The London Underground roundel in the North-West corner of the map indicates Cockfosters station.
- The London Underground roundel in the South-East corner of the map indicates Oakwood station.
- Between the two stations lies the large Cockfosters Train Depot, which is one of the major depots for the Piccadilly Line.
- To the North of the railway is Trent Park, which in its Wikipedia entry is described as a country house in North London.
I know the area well, as I used to live opposite Southgate School, which is towards the bottom of the map, until I was sixteen.
I believe that solar panels could be installed in three places.
- As a solar roof over a rebuilt depot.
- As a solar farm on some of the Trent Park land.
- In Would A Solar Roof With Added Vertical Turbines Work?, I suggested a hybrid installation on top of Oakwood station.
As it is a very windy hill-top, I would look into the possibility of perhaps four large wind turbines between the tracks of the depot.
It is definitely an area, where there are possibilities for renewable power.
But given that the Nimbies are objecting to the building of housing on the car-parks at Cockfosters and Oakwood stations, I suspect they will object.
Solar Roofs Above Depots And Sidings
In the previous sub-section, I suggested what was possible at Cockfosters, by installing a solar roof above Cockfosters Train Depot
These Google Maps show a number of other depots, that have possibilities for solar roofs.
Ealing Common
Edgware
Golders Green
Hainault
Hammersmith
Morden
Neasden
Northfields
Northumberland Park
Old Oak Common
Ruislip
Stonebridge Park
Stratford Market
Upminster
All these depots are different, but I do feel there is scope for solar roofs and panels above the sidings.
Other developments like housing may also be possible over some of the depots.
The Anonymous Widower 