Trucks On Moorgate
I took these pictures of trucks on Moorgate this morning in one twenty minute period.
Note.
- All of the large trucks were diesel-powered.
- Some smaller vans might have been electric.
- Six of the trucks were concrete mixer trucks.
- One of the concrete mixer trucks was advertising ECOPact The Green Concrete.
Surely, if large heavy good vehicles, like these were hydrogen-powered, it would cut carbon footprints and reduce pollution.
I doubt we’ll see many hydrogen trucks in London, until we have a Mayor, who has a hydrogen policy that isn’t to ignore hydrogen and hope it goes away.
Lumo Carbon Data Shows Its Trains Are 22 Times Greener Than Flying
The title of this post, is the same as that of this article on Rail Advent.
These paragraphs detail how the figures were obtained.
To mark the second anniversary of its branding as ‘Lumo’, the operator commissioned consultancy firm Arup to provide an independent report about all direct emissions from its operations; emissions from the grid-supplied energy it uses; and other emissions in its supply chain.
Scope 1: Direct emissions from operations that are owned and controlled by Lumo;
Scope 2: Emissions from the use of grid-supplied electricity, heat, steam and/or cooling by Lumo;
Scope 3: All other emissions that occur in the value chain of Lumo.In the last two years, Lumo has carried over two million passengers. The figures reveal that, per passenger, emissions from a London-to-Edinburgh journey are twenty-two times the level for flying (149 kgCO2e) than for using Lumo (6.8kgCO2e).
I have a few thoughts.
Carbon Savings With LNER
LNER’s Class 801 trains are similar to Lumo’s Class 803 trains.
The main difference, is that the LNER have emergency diesel engines, whereas Lumo have emergency batteries to run the trains systems, if the catenary goes down.
So LNER on balance will generate a bit more carbon than Lumo.
But the difference will be marginal.
Carbon Savings With Avanti West Coast
Avanti’s Class 390 trains to Scotland, are all-electric, so there will be a carbon-saving.
Probably about the same as with LNER.
Avanti West Coast’s New Class 807 Trains
If the Class 807 trains were cars, they would be Lotuses.
- They are electric only and have no heavy diesel engines or traction batteries.
- They don’t even have emergency batteries for when the catenary fails.
- They have a redesigned nose. Is it more aerodynamic?
- The heavy tilt mechanism is history.
- As with all the other Hitachi high speed trains, they are capable of 125 mph, or 140 mph if the signalling permits.
These trains will undoubtedly have faster acceleration and deceleration and could probably knock minutes off the timings at all the stops.
Tucked away beside the Grand Union Sets Out Stirling Ambitions article in the December 2022 Edition of Modern Railways is a report on Avanti West Coast’s application for a second service between Euston and Liverpool.
This is said.
Avanti West Coast has applied for access rights for its second hourly Euston to Liverpool service, starting from December 2023, although a phased introduction of the new service is likely. This would make use of Avanti’s new fleet of 10×7-car Class 807 Hitachi EMUs, which are expected to enter service from Autumn 2023. The ‘807s’ would be deployed on the current hourly Liverpool service, on which a call at Liverpool South Parkway would be added. (provision is made for this in the December 2022 timetable.).
Pendolinos would then operate the second service each hour, calling at Lichfield Trent Valley and Tamworth.
A linespeed project is in progress to raise the permissible speed for non-tilting trains on the West Coast Main Line, and Avanti’s new Hitachi trains will take advantage of this.
I can’t wait to go to Liverpool in one of these trains.
Their carbon emissions should be in line with Lumo.
Avanti West Coast’s New Class 805 Trains
These are equivalent to the Class 802 trains, but with probably Class 807 train interiors and looks.
I wonder how long these trains will keep their diesel engines before battery power is the most affordable option.
Once they go battery-electric, their carbon emissions should be in line with Lumo.
Conclusion
I can’t see any other mantra than.
Electric good, diesel bad
Especially, if like most computers, it’s just plug and play.
Positive Traction Launches 08e – “The Future Of Sustainable Depot Operations”
The title of this post is the same as this article on Rail UK.
This is the first two paragraphs.
Positive Traction has launched the UK’s first re-engineered battery powered shunting locomotive – the 08e.
Free from carbon, NOx and particulate emissions the 08e can fulfil day-to-day operating needs as well as meet the demanding ESG requirement of shareholders, customers, employees and neighbouring communities.
Note.
- 996 Class 08 locomotives were originally produced between 1952 and 1962.
- Around a hundred are still in use on the UK rail network.
- This page on the Positive Traction web site, gives more details.
This could be a sensible use of technology, that carves itself a profitable niche market.
Low-Carbon Concrete: Separating Greenwash From Reality
The title of this post is the same as that of this article from Construction Management.
This is the sub-heading.
Tales of low-carbon concrete abound, but what exactly does that mean? Kristina Smith looks at what’s in the mix.
This is a paragraph, which shows the scale of the problem.
The oft-quoted statistic is that cement contributes to 7% of the world’s carbon emissions. However, MPA says that in the UK concrete and cement account for just 1.5% of emissions. “From 1990 we have reduced our absolute emissions by 53%, which is faster than the overall economy, mainly by improving energy efficiency at the plants,” says Khosravi.
Noushin Khosravi, is sustainable construction manager at the Concrete Centre, which is part of Mineral Products Association (MPA).
Companies mentioned include.
- Capital Concrete with their Earth Friendly Concrete.
- CarbonCure Technologies, which I wrote about in Mote – World’s First Carbon Removal Plant Converting Wood Waste To Hydrogen.
- Seratech, which I wrote about in Carbon-Neutral Concrete Prototype Wins €100k Architecture Prize For UK Scientists.
I find the Seratech process amazing as it takes carbon dioxide straight from flues to make the cement.
Could we fit a Seratech cement process on the back of a gas-fired power station?
The article is a must-read summary of where the technology is with respect to low-carbon concrete.
Could Train Services At Liverpool Lime Street Station Be Made Carbon-Free?
This map from OpenRailwayMap shows Liverpool Lime Street station.
Note.
- There are ten platforms, which are arranged in two sets of five.
- Electrified tracks are shown in red.
- The lilac track is the loop of the underground Wirral Line.
It would appear that the station is fully electrified.
Services To And From Liverpool Lime Street
These services currently run to and from Liverpool Lime Street station.
- Avanti West Coast – London Euston – 1 tph – Electric
- East Midlands Railway – Norwich – 1 tph – Diesel – Electrified to Liverpool South Parkway – 25.2 miles to electrification at Trafford Park.
- London Northwestern Railway – Birmingham New Street – 1 tph – Electric
- Northern – Blackpool North – 1 tph – Electric
- Northern – Manchester Airport – 1 tph – Electric
- Northern – Manchester Oxford Road – 1 tph – Diesel – Electrified to Liverpool South Parkway – 25.2 miles to electrification at Trafford Park.
- Northern – Warrington Central – 1 tph – Diesel – Electrified to Liverpool South Parkway – 12.7 miles to Warrington Central.
- Northern – Wigan North Western – 2 tph – Electric
- TransPennine Express – Cleethorpes – 1 tph – Electric – Electrified to Liverpool South Parkway – 25.2 miles to electrification at Trafford Park.
- TransPennine Express – Glasgow – 2 tpd – Electric
- TransPennine Express – Hull – 1 tph – Electric
- TransPennine Express – Newcastle – 1 tph – Electric
- Transport for Wales – Chester – 1 tph – Diesel – Electrified to Runcorn – 13.9 miles to Chester.
Note.
- tpd is trains per day
- tph is trains per hour
- There are nine electric services and four diesel services.
It looks to me, that by using battery-electric trains on the four diesel services, Liverpool Lime Street station can be made carbon-free.
Distances on battery power for each service would be as follows.
- East Midlands Railway – Norwich – Both ways – 25.2 miles between Liverpool South Parkway and Trafford Park with charging at both ends.
- Northern – Manchester Oxford Road – Both ways – 25.2 miles between Liverpool South Parkway and Trafford Park with charging at both ends.
- Northern – Warrington Central – Both ways – 12,7 miles between Liverpool South Parkway and Warrington Central with charging between Liverpool Lime Street and Liverpool South Parkway.
- Transport for Wales – Chester – Both ways – 13.9 miles between Runcorn and Chester with charging between Liverpool Lime Street and Runcorn.
Note the flexibility of battery-electric trains allows a variety of charging regimes.
Conclusion
Liverpool Lime Street Station can be made carbon-free
Hydrogen Rail Project Collaboration Launched By Angel Trains And University of St Andrews
The title of this post, is the same as that of this article on Rail Technology Magazine.
This is the sub-heading.
Angel Trains, the UK’s largest rolling stock company, has partnered with the University of St Andrews to support an innovative hydrogen train project.
On Friday 29th September, an event was held to mark the donation of a hydrogen electrolyser to the university by Angel Trains. The electrolyser will form an integral part of the university’s ongoing, cutting-edge green hydrogen research.
This is the first paragraph.
The donation follows Angel Trains’ support for the delivery of Scotland’s first zero-emission hydrogen-powered train. The project entailed the conversion of a three-car Class 314 train to a hydrogen fuel cell electric powertrain. The electrolyser was key to enabling the trial to successfully demonstrate how a green-energy fuel cycle would work.
Hopefully, this initiative will lead to better use of hydrogen on the railways of the UK.
Ricardo Develops Advanced Ranger HEX 6×6 Conversion With Hybrid Electric Drivetrain
The title of this post, is the same as that of this press release from Ricardo.
This is the sub-heading.
The new vehicle has been conceived to help improve the sustainability of future defence mobility while retaining the highest performance demanded by the toughest environments
This picture is from the press release.
My first thought is that it looks the ultimate technical.
These two paragraphs introduce the vehicle.
Ricardo, a global strategic, environmental, and engineering consulting company, has developed the Ranger HEX, a 6×6 vehicle conversion designed to offer a significant improvement in payload of up to 3,800kg over the harshest of terrains. It comes with a hybrid drivetrain to maintain performance and improve fuel consumption.
This new conversion benefits from Ricardo’s expertise and experience in creating high quality, cost effective special vehicles for defence, security and utility applications. The vehicle will benefit from enhanced levels of capability, robustness and availability.
These three paragraphs describe the design.
The HEX solution differs from conventional conversions as it has been conceived as an overlay bolt-on system that does not require any alteration of the Ford Ranger base vehicle, which is Europe’s number one commercial pick-up platform. This ensures that the base vehicle retains all the robustness and quality of the standard vehicle and allows the system to be removed and re-installed on a different vehicle.
An electric rear drive system has been adopted that uses a production Ford drive unit to provide up to an additional 210kW of power, over and above the class leading 186kW of power from the existing 3.0L V6 diesel engine. The De Dion rear suspension design is not only weight efficient and robust but also provides better wheel control for improved traction and ride. In addition, the De Dion arrangement decouples the suspension and drive systems to allow a range of drive units to be used or deleted for a cost-effective 6×4 variant with maximum payload using an undriven ‘lazy’ axle.
The electric drive is designed as a self-contained through-the-road hybrid system. Braking energy is harvested under deceleration to charge the battery pack. This energy is then used to provide electric torque under acceleration to mitigate the usual drop in performance whist carrying a high payload. A selection of battery capacities are available, depending on customer requirements. All high voltage components are contained within a single integrated enclosure for safety and ease of maintenance and repair.
Note.
- The conversion would appear to bolt on to the standard Ford Ranger base vehicle.
- The vehicle has regenerative braking.
- It has a payload of 3.8 tonnes.
- It appears to have a very sophisticated rear suspension.
- Judging by the colour and the mention of the word defence in the article, I suspect this vehicle has been initially designed for a military application.
- Over 300,000 Rangers were sold worldwide in 2021.
- In the UK, it looks like a Ford Ranger will cost around £30,000 excluding VAT.
In addition I’ve read in this article on Autoweek that, the conversion itself has been designed as an overlay bolt-on modification that requires no alterations to the base vehicle, even preserving its existing warranty.
I have my thoughts.
Applications
The press release talks about high quality, cost effective special vehicles for defence, security and utility applications.
Use your imagination!
Perhaps.
- It is going to be used as the ultimate technical by the Ukrainians.
- A missile manufacturer has a system, that weighs around 3.5 tonnes and needs a launch vehicle.
- The RNLI needs an affordable vehicle to launch lifeboats from the beach.
- It is going to be used as rough terrain ambulance.
- It would make an excellent towing vehicle.
With all the problems in Morocco and Libya at the moment, it has been launched at the right time.
Zero-Carbon Operation
I believe that a zero-carbon version is essential. Especially, as the sub-heading mentions sustainable defence mobility.
The easiest way to achieve this would be to run on HVO or some form of biodiesel.
I suspect between them Ford and Ricardo have enough knowledge to create a hydrogen powered version.
Are There Autonomous Ford Rangers?
Google says, “Yes!”
This article on foresttech is entitled Ford Ranger Goes Fully-Autonomous, where this is said.
An Australian mining group has advanced the future of mobility (in mining at least) with the deployment of a fleet of fully-autonomous Ford Rangers at one of its mines.
Fortescue Metals Group has retrofitted four Rangers at its Christmas Creek mine in Western Australia with autonomous systems created by the company’s Technology and Automation team, to remove the need for fitters to make around 12,000 28-kilometre round trips each year to collect equipment and parts.
Of course, it’s not quite as ground-breaking as it sounds: mining operations don’t need to deal with road rules, pedestrians or many other vehicles, which hugely complicate the matter. Nevertheless, it’s still impressive.
Three applications suggest themselves.
- Delivering supplies in a disaster zone, after an earthquake, flooding,, landslide or volcanic eruption.
- Delivering supplies, including ammunition on a battlefield.
- Moving supplies along a long linear construction site, like a new railway or road.
Note.
In all three applications, six-wheel drive will be important, if ground conditions are bad.
- Could Fortescue Metals Group be behind this project?
- Disasters seem to be getting more common.
- Autonomous battlefield delivery must be safer for personnel.
I suspect there will be agricultural applications of an autonomous vehicle.
Signalling Team Trials Hydrogen Power
The title of this post, is the same as that of this article on Railway Gazette.
These two paragraphs outline the project.
The use of hydrogen to provide power for staff welfare compounds and to recharge battery tools and electric vehicles has been tested by Colas Rail UK’s signalling team during a project in the Gloucester area.
H-Power Tower fuel cell stacks designed by AFC Energy to replace diesel generators at off-grid construction sites were used to provide power for Eco-Cabins supplied by Sunbelt Rental. The H-Towers were also used to recharge battery-operated equipment and electric-hybrid vehicles.
There has been a large saving in carbon emission during the work.
Whilst living in the Suffolk countryside for nearly forty years, we had three major power outages.
The first was the smallest and Eastern Electricity or whoever it was around 1980, needed to change the transformer that fed the village where we lived. So a diesel generator was plugged in and it fed the village, whilst the new transformer was connected.
Then in the Great Storm of 1987, where we were without power for fourteen days until a load of happy foreigners from the other side of Offa’s Dyke, got the system up and singing again. I think today, that waiting two weeks to be reconnected would be unacceptable. Although the problems in 1987, were more down to the considerable amount of damage in Suffolk.
The last time, the power went just as we were going to bed on a summer evening.
We woke to find that the power had been restored.
The manner of the restoration was a textbook case of how power outages can be solved.
- Our house and the farm buildings around it, were fed from a transformer up a pole in the hedge by the drive.
- A driver who had known what they were doing had backed a full-size articulated lorry into the field alongside the transformer.
- Inside the trailer was a diesel generator and this had been connected to the transformer.
- When I investigated early in the morning, an engineer appeared from inside the trailer and asked if everything was OK.
- I said it was and asked a few technical questions.
- It turned out, that someone had brought the overhead cables down, whilst moving a load of straw near the prison.
So as our house was on one end of the cable that connected a few villages and farms to the grid, by temporarily connecting their mobile generator to the transformer everybody could be reconnected until the damage done near the prison could be repaired.
How long will it be before emergencies like these are handled by generators powered by hydrogen rather than diesel?
In HS2 Smashes Carbon Target, I describe how High Speed Two are making use of hydrogen electricity generators.
In UK Consortium To Develop Mobile Hydrogen Refuelling For Construction Sites, I talked about a UK government project to develop the hydrogen refuelling technology for construction sites. This would also work for the refuelling of emergency generators.
I can envisage the development of a series of zero-carbon hydrogen-powered trucks with onboard hydrogen generators of different sizes.
Conclusion
Hydrogen will bring a revolution in how we provide power on construction sites, in emergencies and in remote areas.
Germany ‘A Laughing Stock’ After Minister’s Plane Grounded
The title of this post, is the same as that of this article in The Times.
This is the first paragraph.
Faulty wing flaps on an ageing Airbus have left officials red-faced after Germany’s foreign minister was forced to abandon the plane en route to Australasia.
Germany’s foreign minister is Annalena Baerbock, who is a Green Party politician.
A lot of the comments are asking, what was a Green Party politician doing flying all the way to Australia in a fuel-hungry four-engine Airbus A 340.
The article got me thinking.
Consider.
- Government ministers, diplomats and some business people, will always need to fly around the world for some important face-to-face meetings.
- Perhaps, this won’t happen as much as it did in the past with the development of better communications technology, but there will always be a need in some cases.
- There are over 20,000 business jets in service.
- Most business jets could be run on sustainable aviation fuel.
- Some business jets have a very long-rage.
I can see one of the manufacturers developing sustainable business aircraft to fit various segments.
Lightweight Zero-Carbon Business Aircraft
Aircraft like the Eviation Alice will dominate this field.
- The aircraft is battery-powered.
- It can carry nine passengers.
- It has a range of 440 nautical miles.
- It can operate as either a feeder airliner, business aircraft or small parcel carrier.
- It is planned to be in service in 2027.
The Alice already has a substantial order book.
There are several other aircraft in this segment under development.
Lightweight Hybrid-Electric Business Aircraft
Aircraft like the Faradair BEHA are under development.
- The aircraft is powered by a Honeywell turbo generator running on sustainable aviation fuel.
- It can carry eighteen passengers.
- It has a range of around a thousand miles.
- It is being developed at Duxford Airfield.
- The aircraft has a radical quick-change interior.
- Operational trials are planned to start in 2026.
Like the Alice the Faradair BEHA is different.
Lightweight Business Aircraft Running On Sustainable Aviation Fuel
I can see several of the smaller business aircraft being certified for sustainable aviation fuel.
Cessna sold 8,000 of their Citation jets in 2022 and have delivered around 7,500 according to Wikipedia.
Cessna won’t be giving up that market without a fight.
Certifying the aircraft to run on sustainable aviation fuel would be the interim solution until a hydrogen-powered business aircraft becomes available as it surely will.
The biggest problem will be to make enough sustainable aviation fuel.
Long-Range Business Aircraft Running On Sustainable Aviation Fuel
Long-range business jets like the Gulfstream G800 are true intercontinental transport.
- They can carry nineteen passengers and sleep ten.
- Range is 8,000 nautical miles.
- The jets are powered by Rolls-Royce Pearl 700 engines.
- This press release from Rolls-Royce is entitled Rolls-Royce Conducts First Tests Of 100% Sustainable Aviation Fuel For Use In Business Jets.
I think it is right to assume that long-range business jets like the Gulfstream G800 will be able to fly intercontinental routes on a net-zero basis.
An Airbus A321 XLR Running On Sustainable Aviation Fuel
Airbus and to a certain extent Boeing are the elephants in the room.
Airbus have launched an A321 XLR for long routes.
- The aircraft can carry over 200 passengers.
- It can fly up to 5,400 miles.
- It is selling well.
- Air Canada are thinking of using the plane on transatlantic routes.
The engines are from either CFM or Pratt & Whitney and I would be very surprised if the aircraft couldn’t run on sustainable aviation fuel.
Conclusion
I can see a new pattern of flying developing.
To return to the case of Germany’s foreign minister, I could see her going to Australia in a long-range business jet like the Gulfstream G800 running on sustainable aviation fuel.
- She might take a flight from Berlin or perhaps a more convenient airport with a rail connection.
- The plane would refuel in the Middle East and possibly Singapore.
It would be interesting to see how her green supporters reacted.
I can also see Airbus A321 XLRs running on sustainable aviation fuel across the Atlantic, being marketed as the net-zero way to the USA.
After all, Lumo market themselves as the net-zero way to Scotland against the airlines.
The Anonymous Widower 