Donald Trump To Open Second Aberdeenshire Golf Course In 2025
The title of this post, is the same as that of this article on the BBC.
These opening two paragraphs introduce the course.
The 18-hole links MacLeod Course – named after the former US president’s Lewis-born mother, Mary – will welcome players at the Trump International resort in Menie from the Summer of 2025.
The resort claimed the course would feature the “largest sand dunes in Scotland” and form “the greatest 36 holes in golf” alongside the original course, completed in 2012.
It sounds to me that the environmental aspects could be rather detrimental. But then Trump has form for a poor record in this area, as I wrote in Trump Forgot The Ace Of Clubs!
SeaTwirl And Verlume Join Forces To Drive Decarbonisation Of Offshore Assets
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Swedish energy-tech company SeaTwirl and UK-based energy management and energy storage firm Verlume have signed a memorandum of understanding (MoU) to collaborate on the electrification of offshore assets and decarbonisation of the oil and gas industry.
This is the first two paragraphs.
The MoU will see the two companies identify and pursue potential opportunities for decarbonisation of offshore oil and gas and other associated offshore electrification opportunities using renewable energy, seabed-based energy storage, and intelligent energy management.
SeaTwirl and Verlume plan to develop systems for commercial sale, using combined technologies.
Note.
- This YouTube video introduces SeaTwirl.
- This YouTube video introduces Verlume.
This could be an MoU made in engineering heaven.
Verlume And Wave Power
The last two paragraphs of the article describe another project involving Verlume.
Aberdeen’s intelligent energy management specialists Verlume has developed a GBP 2 million (approximately USD 2.5 million) project linking the Blue X wave energy converter constructed by Mocean Energy with a Halo underwater battery storage system.
The industry-supported project, situated five kilometres east of Orkney Mainland, demonstrates the integration of green technologies to deliver consistent and sustainable low-carbon power and communication to subsea equipment.
Could Verlume, be the missing link that wave power needs?
Are LNER Going To Take On The Airlines?
Nine years ago, I wrote Edinburgh – Plane Or Train?, after a trip to Scotland, where I took easyJet up and came back in First Class by train.
- Both trips were about five hours door-to-door.
- The flight was about six quid more,
- But I got free food and drink on the train.
- Security on the plane was a pain.
- I had to take my passport for identification at Stansted.
I haven’t flown internally in Great Britain since, although, I have flown to Belfast.
For shorter flights the market is going towards rail, as these posts seem to suggest.
- 2.7M Tonnes Of Co2 Could Be Saved Per Year If UK Domestic Flights Went Electric
- Air Travellers To Be Hit By Carbon Charge On All Tickets
- Climate Change ‘May Curb Growth In UK Flying’
- France Bans Short-Haul Flights To Cut Carbon Emissions
- KLM Replaces Plane With High Speed Train
- Lumo Carbon Data Shows Its Trains Are 22 Times Greener Than Flying
- Next Time I’ll Go By Train
- Ryanair One Of Europe’s Top Polluters, EU Data Suggests
- Stop Taking Internal Flights And Go Green, Says Lib Dem Contender Davey
The climate seems to be turning against flying short-haul.
This is a paragraph, in this press release from LNER, which is entitled First Tri-Mode Long Distance Trains For The East Coast Main Line.
This new fleet of trains will keep LNER on track to reduce its emissions by 67 per cent by 2035 and be net zero by 2045. LNER has already reduced carbon emissions by 50 per cent compared with 2018/19. Per mile, LNER trains produce 15 times less carbon emissions than a domestic flight.
Are LNER building a number of climate-based sticks, with which to beat the airlines on the routes, where they compete?
These are my thoughts on the various routes, where LNER compete with airlines.
Newcastle
Newcastle is an interesting one.
- Newcastle station is in the city centre and is on the Tyne and Wear Metro.
- London King’s Cross is one of London’s major Underground hubs.
- There are lots of buses and local trains within walking distance of both stations.
- There are three trains every two hours and an additional eight trains per day (tpd) between the two London King’s Cross and Newcastle stations.
- Lumo also run five tpd on the route.
- There are generally no security delays at rail stations.
- London King’s Cross is laid out to maximise passenger flows. If it gets busy, everybody just walks out into King’s Cross Square.
- I’ve never had a problem at Newcastle station with overcrowding.
Perhaps, if you live near one of the airports, flying is more convenient.
LNER’s weapons against the airlines between London King’s Cross and Newcastle will be convenience and journey times.
Convenience is all about the location of the stations, their excellent local transport networks and good walking routes around the station.
Journey times will only get better, as the magic of digital in-cab signalling, allows the Azumas, the new CAF tri-mode long distance trains and the few remaining InterCity 225s to show what they were designed to do.
Dalton-on-Tees, where the first phase of the digitally signalling will end, is 39.8 miles South of Newcastle, so once the Newcastle train is passes Dalton-on-Tees on the East Coast Main Line, it will be a digital-signalled electrified railway all the way to Woolmer Green.
- Dalton-on-Tees is 39.8 miles South of Newcastle
- Woolmer Green is 244.8 miles South of Newcastle.
- Dalton-on-Tees and Woolmer Green is 205 miles.
- Newcastle and Dalton-on-Tees takes 37 minutes.
- Woolmer Green and King’s Cross takes 18 minutes
- Trains take typically an average three hours and nine minutes between London and Newcastle.
- A typical train time by LNER between Dalton-on-Tees and Woolmer Green is two hours and 14 minutes.
- This is an average speed of 91.8 mph between Dalton-on-Tees and Woolmer Green.
- Between London King’s Cross and Newcastle is fully-electrified.
I can build a table of timings and savings at various average speeds.
- 120 mph – 103 minutes – two hours and 38 minutes – 31 minutes
- 125 mph – 98 minutes – two hours and 33 minutes – 36 minutes
- 130 mph – 95 minutes – two hours and 30 minutes – 39 minutes
- 135 mph – 91 minutes – two hours and 26 minutes – 43 minutes
- 140 mph – 88 minutes – two hours and 23 minutes – 46 minutes
Note.
- The first field is the average speed between Dalton-on-Tees and Woolmer Green.
- The second field is the time between Dalton-on-Tees and Woolmer Green.
- The third field is the time between London and Newcastle.
- The fourth field is the saving over current timings.
- The London and Newcastle time is calculated by adding the times for the three sections together.
I have regularly timed trains at a very constant 125 mph, so with digital signalling, I suspect an average of 130 mph is possible.
This would mean, times of a few minutes under two hours and thirty minutes could be possible between London and Newcastle.
Edinburgh
Edinburgh builds on the improvements South of Newcastle.
Edinburgh station Waverley is a well-connected station.
- There are lots of buses, local trains and the Edinburgh Tram within walking distance of Edinburgh Waverley station.
- There are three trains every two hours and an additional seven tpd between the London King’s Cross and Edinburgh Waverley stations.
- Lumo also run five tpd on the route.
- Trains take typically an average four hours and thirty minutes between London and Edinburgh Waverley.
- Any savings because of the digital in-cab signalling between London and Newcastle can be applied to London and Edinburgh Waverley services.
As my calculations showed that averaging 130 mph between Dalton-on-Tees and Woolmer Green could save 39 minutes on journey times, I am fairly sure than a sub-four hour journey time will be possible between London and Edinburgh Waverley.
It should also be noted that that the power supply has been improved between Newcastle and Edinburgh Waverley.
- The distance between Newcastle and Edinburgh Waverley is 124.2 miles
- Newcastle and Edinburgh Waverley takes around one hour and 30 minutes.
- This is an average speed of 82.8 mph between Newcastle and Edinburgh Waverley.
- Between London King’s Cross and Edinburgh Waverley is fully-electrified.
As the record time for between London King’s Cross and Edinburgh Waverley was set by an InterCity225 train in 1993 at three hours and twenty-nine minutes, I suspect that with more digital signalling and some track improvements, that there are more journey time improvements to be squeezed out.
I certainly believe that a time of three hours and fifty minutes between London and Edinburgh Waverley will be regularly achieved. This is a journey time saving of around forty minutes.
Dundee
Dundee has an airport and a station on the East Coast Main Line.
Trains between London King’s Cross and Dundee take around five hours and 45 minutes.
LNER run three trains per day to and from London King’s Cross and one tpd to and from Leeds.
CrossCountry also run services.
Loganair has two flights per day to Heathrow.
Aberdeen
Aberdeen builds on the improvements South of Edinburgh.
The four direct tpd between London and Aberdeen take around seven hours and ten minutes.
This should come down to around six hours and thirty minutes with the journey time savings between London King’s Cross and Edinburgh Waverley.
Will this tempt travellers from the airlines?
Battery-Electric Trains To Dundee And Aberdeen
One thing that will help, is that Edinburgh and Aberdeen is to be partially electrified.
InPiling Work To Get Underway To Electrify Line To Fife, I included this Network Rail map of the electrification.
This map has been downloaded from the Network Rail web site.
The electrification is split into four phases.
- Haymarket and Dalmeny – 25 km
- Kirkcaldy and Thornton North – 25 km.
- Lochgelly and Thornton North – 20 km.
- Thornton North and Ladybank – 34 km.
Note.
- The last three phases of electrification connect to Thornton North.
- The new rail link to Leven will also be electrified. and connected to Thornton North.
- The Forth Bridge is not to be electrified.
As Ladybank station is just 91.4 miles from Aberdeen, I suspect LNER will use Hitachi Intercity Battery Hybrid Trains to serve Aberdeen.
If these trains haven’t got the range, then I suspect LNER’s new CAF Tri-Mode Trains could handle the route.
Inverness
Inverness has a problem.
Zero-carbon trains will be unlikely to get to the city without full electrification of the Highland Main Line.
- Dunblane is the nearest electrified station to Inverness, but it is 146.2 miles away over a route with lots of steep climbs.
- I doubt that a battery-electric train could handle that route.
One solution would be for LNER to run the new CAF Tri-Mode Trains to Inverness using HVO or biodiesel.
Glasgow
Glasgow is the only other Scottish city with an airport and good rail connections to the South.
I am sure that Avanti West Coast will target airline passengers, if LNER prove it is a successful policy.
Other Factors
These are other factors, that will come into a traveller’s choice.
First Class
Some travellers like a bit more comfort and service.
Ability To Work
Some travellers like to work on a train.
You Don’t Get Tables On a Plane
I like to open a paper or magazine flat, which is difficult on a plane.
Views Tend To Be Better On a Train
Providing you get a window!
Parking Tends To Be Better At An Airport
But it may be more expensive!
Security Is Less Hassle On A Train
At the moment!
You Don’t Need To Prove Your Identity On A Train
Not in the UK! Yet!
Conclusion
It looks like LNER can offer the airlines to four of our major Northern cities serious zero-carbon competition.
SSE Becomes First Utility To Trial First Hydrogen Fuel Cell EV Van
hydrThe title of this post, is the same as that of this article on Hydrogen Central.
This is the first two paragraphs.
The low-carbon energy infrastructure company will be the first utility to trial the hydrogen-powered vehicle – and the first to put it to the test in real-life fleet operations by deploying the vehicle with SSE engineers.
The project will enable First Hydrogen’s team to gather data on fuel consumption, usage, and efficiency. The trials are being used to inform development of First Hydrogen’s Generation II series, currently in development, and will help enhance Total Cost of Ownership (TCO) data.
The deployment will take place in Aberdeen, as the city has some of the UK’s best hydrogen infrastructure.
The Mayor of London please note how being a hydrogen denier causes London to have more pollution.
Did I See The UK’s Hydrogen-Powered Future In Hull Today?
I went from London to Hull today on Hull Trains for £50.80 return (with my Senior Railcard) to see SSE’s presentation for their Aldbrough Pathfinder Hydrogen project, which will feature a 35 MW green hydrogen electrolyser and 320 GWh of hydrogen storage in the thick layers of salt under East Yorkshire.
- Green electricity would come mainly from the part-SSE owned 8 GW Dogger Bank wind farm complex.
- According to their web site, Meld Energy are planning a 100 MW electrolyser, which would produce 13,400 tonnes of hydrogen per year.
Every large helps!
- It should be noted that the thick layers of salt stretch all the way to Germany, and as drilling and storage technology improves, the amount of hydrogen storage available will increase.
- I was also impressed by the ambition, competence and enthusiasm, of the SSE engineers that I met.
- As has been pointed out, HiiROC, who have backing from Centrica, Hyundai, Kia and others, are also in Hull!
I believe, that I saw our hydrogen-powered future in Hull today!
We need more hydrogen mega-projects like these! Perhaps in Aberdeen, Clydeside, Freeport East, Isle of Grain, Merseyside, Milford Haven and Teesside?
Aberdeen City Council And BP Sign Joint Venture Agreement To Develop City Hydrogen Hub
The title of this post, is the same as this article on Renewable Energy Magazine.
The title is a good description of the project and these are a few details.
- Production will start in 2024.
- The hub will produce 800 kilograms of green hydrogen per day.
- That will be enough for 25 buses and 25 other vehicles.
- Further investment would provide hydrogen for rail, freight and marine uses.
I don’t think this is a small project, as they are talking about potentially exporting the hydrogen.
These are a few thoughts.
Electricity Supply
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.
Scaling those figures mean that to create 800 kilograms of hydrogen will need 44.16 MWh of electricity or if it is a 24/7 operation, the electrolyser will need a feed of 1.84 MW.
Currently, there are two offshore wind farms close to Aberdeen.
- European Offshore Wind Development Centre – 93 MW
- Hywind Scotland – 30 MW
That would provide enough electricity to provide a starter of under 2 MW.
I can see a lot more wind farms off the coasts around Aberdeen, as on all my visits to the city it has been windy and there is a lot of empty sea.
I don’t think providing enough renewable electricity for a very large electrolyser in Aberdeen will be a problem.
Hydrogen Exports
I would expect, that the hydrogen would go to Germany, as the Germans are backing BP in their wind farm ambitions and they are building a large hydrogen import terminal at Wilhelmshaven on the North-West German coast. The distance for a ship is under 500 miles.
BP’s Future Hydrogen Plans
This is a quote from Louise Kingham CBE, BP’s UK head of country and senior vice president for Europe.
Partnering with cities and corporates as they shape their paths to net zero is a core part of BP’s strategy. BP expects to partner with 10-15 cities globally by 2030 to provide innovative, integrated, and decarbonized energy solutions at scale to help them achieve their goals of net zero emissions. BP also aims to capture 10% of the low carbon hydrogen market in key geographies by 2030.
BP is investing across all the energy transition growth areas in the UK. In fact, we have committed to spend £2 in the UK for every £1 generated here out to the middle of this decade.
“Today’s announcement is evidence of that commitment in action and is supported by other ambitious plans to produce clean energy from UK offshore wind, develop carbon capture in Teesside and grow the country’s electric vehicle charging network.
BP would be in part using their expertise in providing oil and gas to the production and delivery of hydrogen to end users, be they large or small.
I can also see BP repurposing a few gas and oil production platforms into offshore hydrogen production hubs, as this could be a better financial route, rather than demolishing the platforms.
Conclusion
Birmingham is building a hydrogen hub at Tyseley Energy Park to fuel hydrogen buses and other vehicles.
Where is the plan for London’s hydrogen hubs?
Aberdeen Unveils UK’s First Green Hydrogen Waste Truck
The title of this post, is the same as that of this article on renews.biz.
These are the first three paragraphs.
The UK’s first green hydrogen-fuelled waste collection vehicle has been unveiled in Aberdeen.
While typical waste trucks are powered by diesel and petrol, the new vehicle will use green hydrogen from existing refuelling infrastructure in Aberdeen.
The truck will start collecting waste and recycling around the city from early March and will be the first hydrogen-powered waste truck to become operational in the UK.
I feel, that this is one of the obvious applications for hydrogen trucks.
- They return to the same depot at the end of the day and if the hydrogen refuelling station is nearby or at the depot, refuelling would be no more hassle than with diesel.
- The trucks are probably too large for battery power.
- They tend to work a lot in areas, where there are a lot of people about, like residential streets and shopping centres.
- Workers will be exposed to less pollution, as they bring bins to the trucks.
Aberdeen Council have provided this video.
I can see lots of Councils at least thinking of following Aberdeen’s example, when they renew their refuse trucks.
Incidentally, I may be only 74, but I can still remember the horse-drawn waste carts that Wood Green Council used to use in the 1950s. They were used around Wood Green town centre, where trailers were parked to receive rubbish from shops and businesses. Horses were used to move them about and to the depot. In the end they horses were replaced by Scammel Mechanical Horses.
Aberdeen’s Hydrogen Buses Taken Off The Road Due To Technical Issue
The title of this post, is the same as that of this article on the BBC.
This is the introductory paragraph.
Aberdeen’s fleet of hydrogen buses has been taken off the road due to a “technical issue”.
The technical issue appears not to be hydrogen-related, but with a mounting bracket.
Strange coming after CAF had bracket trouble with their trams and Hitachi had a similar problem with their trains.
Wrightbus, CAF and Hitachi haven’t been using the save dodgy Chinese supplier called El Cheapo Brackets have they?
North From Thornton Junction
This Google Map shows how all the railways connect at Thornton junction.
Note.
- The village of Cameron Bridge is in the North-East corner of the map.
- The A 915 running diagonally across the map and to the East of the village of Cameron Bridge.
- In The New Cameron Bridge Station On The Levenmouth Rail Link, I showed how Cameron Bridge station was positioned to the East of the A915 and the village.
- The Levenmouth Rail Link would appear to pass to the South of the village, according to a Network Rail map in the related post.
Thornton junction is a large triangular junction in the South-West corner of the map.
- Thornton North junction is close to Thornton Golf Club, which is shown by the green marker.
- Glenrothes with Thornton station is at the Eastern point of Thornton junction.
- Trains going West from Glenrothes with Thornton station go through Dunfermline and over the Forth bridge to Edinburgh.
- Thornton South junction is South of Thornton Golf Club and leads South through Kirkcaldy station and over the Forth bridge to Edinburgh.
This second Google Map shows the main Edinburgh and Dundee rail line between Thornton Golf Club (Thornton North junction) and Markinch station, which is the next station to the North.
Note.
- The village of Cameron Bridge in the East of the map.
- Markinch station is in the North-West corner of the map.
- Thornton Golf Club (Thornton North junction) is in the South-West corner of the map.
Looking at various maps, Thornton Junction appears very complicated.
- The North-South leg of the junction is at least double-track.
- The North-East leg of the junction appears to be single-track.
- The South-East leg of the junction appears to be single-track.
- The former Levenmouth Rail Link appeared to join the main line at a single-track junction to the North of Thornton North junction
- There is lots of space.
.I’m sure Network Rail can come up with an efficient track layout, that will enable the following.
- Trains can go between Glenrothes with Thornton and Kirkcaldy stations in both directions, as they do now.
- Trains can go between Glenrothes with Thornton and Levenmouth Rail Link in both directions.
- Trains can go between Kirkcaldy station and Levenmouth Rail Link in both directions.
This would enable the service provision, that was specified in Service Provision On The Levenmouth Rail Link.
What Will Be Electrified At Thornton Junction?
This page on the Network Rail web site, says this about the trains that will run the service on the Levenmouth Rail Link.
And while the line will be electrified with overhead wires, services will be operated initially by battery electric units in order to reduce the number of diesels operating on the network as early as possible.
I wouldn’t be surprised to see full electrification between Glenrothes with Thornton and Leven stations, to make sure that the battery-electric trains had full batteries for the run South to Edinburgh.
- The other two legs of Thornton junction would also be fully electrified to give all passing trains a good charge.
- The distance between Kirkcaldy and Markinch stations is 7.3 miles and trains take about ten minutes. I suspect most of this section of the Edinburgh and Dundee line will be electrified. There looks to be about six overbridges that might need raising, but I suspect it would be nothing too terrible, with about the same degree of engineering difficulty as electrifying the Gospel Oak to Barking Line in London.
- I feel with good engineering and guile, enough electrification can be added to the route through Kirkcaldy to get the trains to the South.
- West of Glenrothes with Thornton station, the track looks to be good territory for electrification and enough wires can be added, so that by Cardenden station, there is enough power in the batteries to get the trains to the South.
I have a feeling that by intelligently using the two routes via Kirkcaldy and Dunfermline, Network Rail can increase the frequency of trains over the Forth Bridge.
- This probably partly explains, why trains to Leven go alternatively via Kirkcaldy and Dunfermline.
- 100 mph battery-electric trains help too with their sparkling acceleration.
- Who’d have thought, that at the age of one hundred and thirty, the Forth Bridge will be at the heart of an electrified local train network?
And the only new electrification is based on Thornton junction, over twenty miles to the North.
Electrification Between The Forth Bridge And Edinburgh
Without doubt, the electrification to the South of the Firth of Forth must reach as far North as possible.
Dalmeny station is the most Northerly station South of the bridge and I feel that this could be a practical place for the electrification to end.
Distances from Dalmeny to stations further North include.
- Leuchars – 41.4 miles
- Leven – via Dunfermline – 28.2 miles
- Leven – via Kirkcaldy – 27.3 miles
- Dundee – 48.8 miles
- Perth – 47.4 miles
All these destinations would be within range of Hitachi Regional Battery Trains, which are described in this Hitachi infographic.
Note that the range on battery power alone is 90 km or 56 miles.
Given that the battery-electric trains would be able to grab a battery charge as they passed through Thornton junction, I am fairly certain that Hitachi Regional Battery Trains could reach Leuchars, Dundee or Perth.
An Electric Service Between Edinburgh And Dundee
Dundee is a new station and I doubt, that it was rebuilt without provision for full electrification.
It has two through platforms for Aberdeen and Edinburgh services.
There are also two South-facing bay platforms for regional services from the South.
This picture shows the two bay platforms with an Edinburgh-bound train to the left.
Note.
- In the picture the two Class 170 diesel trains will be going to Edinburgh or Glasgow.
- Scotrail’s plans include an hourly train to both of Edinburgh and Glasgow.
If these two bay platforms were electrified with 25 KVAC overhead wires, these battery-electric services will be possible.
- Edinburgh and Dundee via Haymarket, Kirkcaldy, Thornton junction and intermediate stations.
- Glasgow Queen Street and Dundee via Stirling, Dunblane, Perth, Gleneagles and intermediate stations.
I suspect other routes battery-electric will be possible.
An Electric Service Between Dundee And Aberdeen
The distance between Dundee and Aberdeen stations is 72 miles.
In Solving The Electrification Conundrum, I described techniques being developed by Hitachi Rail and Hitachi ABB Power Grids to electrify routes like Dundee and Aberdeen.
With Hitachi looking to give battery-electric trains a range of over forty miles, it could be just two hops between Dundee and Aberdeen.
I suspect Montrose could be the charging point, as it is forty miles South of Aberdeen.
Conclusion
It appears that the proposed electrification of Levenmouth Rail Link creates an electrification island at Thornton junction, that enables battery-electric trains to reach Dundee.
Coupled with plans to electrify between Stirling and Perth, this means that both Perth and Dundee will be connected to Scotland’s electrified rail network.
I suspect it is also possible to easily extend battery-electric trains all the way to Aberdeen, with only short sections of carefully positioned overhead wires.
Related Posts
The New Leven Station On The Levenmouth Rail Link
The New Cameron Bridge Station On The Levenmouth Rail Link
Service Provision On The Levenmouth Rail Link
Crossrail: Report Finds Not Enough Money To Finish Project
The title of this post, is the same as that of this article on the BBC.
These are the first two paragraphs.
The cost of completing Crossrail exceeds available funding, the government spending watchdog has found.
The National Audit Office (NAO) estimates the cost of the new rail link will be between £30m and £218m above the current funding.
After such a good start with the tunneling and surface line going well, how did we get here?
My main business for nearly forty years was writing project management software and that gave me a deep insight into the dynamics and mathematics of large projects.
The software, I created in the 1970s; Artemis was deeply involved in the most important project of the time; North Sea Oil.
But then more by luck, than any judgement on my part, it was well suited to solving the management problems of North Sea Oil.
The software ran on a small Hewlett-Packard mini-computer with an attached display and a printer, whose footprint, gave Artemis an advantage over competitors who needed a mainframe, for which there was no office space in Aberdeen.
I had first got involved in scheduling resources at ICI about five years earlier and because from previous experience I knew resources would be critical, I gave the program extensive resource aggregation and scheduling capabilities.
I have been told that the latter proved invaluable in successfully developing North Sea Oil. People may have been flattering me, but I do know that Shell used to ensure that all their suppliers used Artemis, so they could check easily if they were being told the truth.
I suspect that Shell and others used the aggregation capability to see that they weren’t overloading the pool of available labour.
Artemis definitely proved itself capable of handling the various projects in the North Sea.
We have now moved on forty years, but has project management moved on to cope with the advances in technology of the modern world?
As with North Sea Oil in Aberdeen, in the 1970s, Crossrail and other large projects like Berlin’s new Brandenburg Airport will always have a need for large numbers of resources, be they men, materiel or machines.
I have some questions.
- Do all contractors working on Crossrail use the same software?
- Does Crossrail have the right to inspect the contractors project management systems?
- Is the upward reporting what it needs to be?
- Does the software the contractors use, have an aggregation capability?
- Do Crossrail track and predict the resources needed?
Someone I respect told me, that a lot of modern project management software doesn’t even have an aggregation capability- Enough said!
I must admit, aggregation and scheduling software is difficult to write, so it might be easier to cut it out and let your clients muddle through!
But The Tunnels Were Built On Time And On Budget!
It all started so well, with the first part of the project, which was the boring of the tunnels being completed on time and on budget.
Observing the project, as I did and picking up information from engineers working on the tunnels and various magazines and television programs, I have to come to the conclusion, that the credit for the on time and budget completion must be down to excellent planning.
- I don’t remember any delays or problems reported in the tunneling. Was that good planning and surveying or luck?
- There were few if any articles on the BBC or in the Standard complaining about the problems the tunneling was inflicting on Londoners.
- The planners realised there could be a shortage of workers qualified to work underground, so they built the Tunnelling and Underground Construction Academy at Ilford, which I wrote about in Open House – TUCA.
Certainly, St Barbara, who is the patron saint of tunnellers looked after the project and its builders.
Worsening The Resource Problem
Crossrail, the Greater London Authority and the Boroughs should have been monitoring this growing resource problem, but I doubt they were in anything other than a perfunctory way!
Instead the politicians were giving planning permission to anybody with money, who wanted to build a shiny new development close to a station.
These projects would need more men, materiel or machines.
As many of these new developments are backed by companies or funds with bottomless pockets to get their developments finished they were prepared to pay more for their labour.
So labour has been deserting Crossrail in droves, thus further delaying the project.
Senior politicians in the Greater London Authority and the boroughs should accept some responsibility for Crossrail’s delay.
They didn’t need to withhold the planning permission, just say that construction of the other projects couldn’t commence until an appropriate phase of Crossrail was open.
In some parts of the world, brown envelopes will have changed hands, but it would be nice to know how many mayors and senior politicians have had holidays in places, they would not normally visit.
Senior project managers tell me, that they would not be surprised if developments along Crossrail had delayed the project.
The Covid Problem
No-one saw Covid coming, except possibly the Chinese.
But good project management is all about negotiating the slings and arrows of outrageous fortune.
There is the story of the miniMetro production line.
The first body shells coming out of the automated welder were crooked and it turned out that the machine had hit a motorway bridge in Germany. But by good project management using Artemis, British Leyland engineers were able to get the second line working correctly before the first and the car was launched on time.
With Covid, the Mayor shut construction, and it was some months before it restarted again.
I am certain, that with good project management we could have done better.
Covid is also a good excuse for lateness.
On the other hand good project management got the vaccines developed, manufactured and delivered into arms.
Covid also blew a big hole in Transport for London’s finances.
But then so did Sadiq Khan’s Fare Freeze, that brought him to office.
Could Crossrail Have Part-Opened Earlier?
I often ponder this and others ask me if it would be possible.
The Victoria Line was built with crossovers and it was able to open in phases.
Crossrail has crossovers in the following places.
- Either side of Custom House station
- To the West of Whitechapel station
- Between Farringdon and Tottenham Court Road stations
Note.
- It doesn’t appear to have been built for part opening.
- From media reports, it appears Whitechapel station is the basket case in the East.
The answer is probably that Crossrail can’t be part-opened, but there are good reasons, why it should be opened earlier.
- To generate a small amount of revenue.
- To give travellers and Londoners in general a lift.
The only practical service would be a few trains turning at Farringdon.
Conclusion
I blame politicians for Crossrail being late and over budget.