The Anonymous Widower

Dogger Bank Wind Farm Officially Celebrates Its Operations And Maintenance Base Opening

The title of this post is the same as that of this news item on the Dogger Bank wind farm web site.

These bullet points introduce the item.

  • 150 guests and employees gathered to celebrate the official opening.
  • The state-of-the-art base will be the hub for operations and monitor 5% of UK electricity from its control room.
  • Over 400 long-term jobs have been created locally to support Operations and Maintenance from South Tyneside for the 35-year life of the wind farm.
  • The world-class facility will be operated in line with the UK Green Building Council’s (UKGBC) Net Zero Carbon Buildings Framework

This Google Map shows the location of the base.

The red arrow indicates the base, which appears to be convenient for the North Sea.

This second Google Map shows a close up if the site.

There is a nice long quayside, which in the future could be large enough to assemble floating turbines.

This third image is a Google Map 3D visualisation of the site from across the Tyne.

The news item says this about the ownership and operation of the Dogger Bank wind farm.

Dogger Bank Wind Farm is a joint venture between SSE Renewables (40%), Equinor (40%) and Vårgrønn (20%). SSE Renewables is lead operator for the development and construction of Dogger Bank Wind Farm. Equinor will be lead operator of the wind farm on completion for its expected operational life of around 35 years.

Initially, the Port of Tyne base will operate and maintain these wind farms.

  • Dogger Bank A – 1235 MW
  • Dogger Bank B – 1235 MW
  • Dogger Bank C – 1218 MW

This gives a total of 3688 MW.

Note.

  1. SSE Renewables and Equinor are also developing the 1500 MW Dogger Bank D wind farm.
  2. This would bring the total up to 5188 MW.
  3. RWE are also developing the 3000 MW Dogger Bank South wind farm.

Leases were signed for both the Dogger Bank D and Dogger Bank South wind farms in January 2023.

I doubt all of these wind farms will be operated and maintained from the Port of Tyne base, due to the different ownership of Dogger Bank South.

But, I do hope that the facility can be expanded to handle Dogger Bank D.

March 15, 2023 Posted by | Energy | , , , , , , , | Leave a comment

Landmark Levelling Up Fund To Spark Transformational Change Across The UK

The title of this post, is the same as that of this press release from the UK Government.

These are the four bullet points.

  • More than 100 projects awarded share of £2.1 billion from Round 2 of government’s flagship Levelling Up Fund.
  • Projects will benefit millions of people across England, Scotland, Wales and Northern Ireland and create jobs and boost economic growth.
  • £672 million to develop better transport links, £821 million to kick-start community regeneration and £594 million to restore local heritage sites.
  • Successful bids include Eden Project North in Morecambe, a new AI campus in Blackpool, regeneration in Gateshead, and rail improvements in Cornwall

The press release expands the last bullet point.

Projects awarded Levelling Up Fund money today include:

Eden Project North

Eden Project North will receive £50 million to transform a derelict site on Morecambe’s seafront into a world class visitor attraction. It will also kick-start regeneration more widely in Morecambe, creating jobs, supporting tourism and encouraging investment in the seaside town.

Note.

  1. Because of its closeness to the West Coast Main Line, it will have excellent rail connections to all over the North of England and Central and Southern Scotland, through Lancaster, which will only be a shuttle train away.
  2. One of High Speed Two’s direct destinations will be Lancaster, which will be served by High Speed Two by hourly trains to Birmingham, Carlisle, Crewe, London, Preston, Warrington and Wigan and by two-hourly trains to Edinburgh, Glasgow, Lockerbie and Motherwell.
  3. London and Lancaster will be a journey of just two hours and three minutes.

I believe that this high quality rail access will ensure the success of the Eden Project North.

Cardiff Crossrail

Cardiff Crossrail has been allocated £50 million from the fund to improve the journey to and from the city and raise the economic performance of the wider region.

The Cardiff Crossrail is obviously a good project from the little that I’ve read about it. But it does need a web site to explain the reasoning behind it.

Blackpool Multiversity

Blackpool Council and Wyre Council will receive £40 million to deliver a new Multiversity, a carbon-neutral, education campus in Blackpool’s Talbot Gateway Central Business District. This historic funding allows Blackpool and The Fylde College to replace their ageing out-of-town centre facilities with world-class state-of-the-art ones in the heart of the town centre. The Multiversity will promote higher-level skills, including automation and artificial intelligence, helping young people secure jobs of the future.

Blackpool certainly needs something.

My suggestion in Blackpool Needs A Diamond, was to build a second Diamond Light Source in the North to complement the successful facility at Harwell.

I don’t think the two proposals are incompatible.

Fair Isle Ferry

Nearly £27 million has been guaranteed for a new roll-on, roll-off ferry for Fair Isle in the Shetland Islands. The service is a lifeline for the island, supporting its residents, visitors and supply chains, and without its replacement the community will become further isolated.

Note.

  1. Will it be a British-built ferry?
  2. Will it be hydrogen-powered?  After all by the time it is built, the Northern Scottish islands will be providing enough of the gas to power a quarter of Germany.
  3. Surely, a hydrogen-powered roll-on, roll-off ferry will be a tourist attraction in its own right.

I hope the Government and the islanders have a good ship-yard lined up

Gateshead Quays And The Sage

A total of £20 million is going towards the regeneration of Gateshead Quays and the Sage, which will include a new arena, exhibition centre, hotels, and other hospitality. The development will attract nearly 800,000 visitors a year and will create more than 1,150 new jobs.

I don’t know much about the Sage, but this project seems very reasonable.

Mid-Cornwall Metro

A £50 million grant will help create a new direct train service, linking 4 of Cornwall’s largest urban areas: Newquay, St Austell, Truro, and Falmouth/Penryn. This will level up access to jobs, skills, education, and amenities in one of the most economically disadvantaged areas in the UK.

I wrote about this scheme in The Proposed Mid-Cornwall Metro, where I came to this conclusion.

I believe that a small fleet of Hitachi Regional Battery Trains could create an iconic Metro for Cornwall, that would appeal to both visitors and tourists alike.

Judging by the recent success of reopening the Dartmoor Railway to Okehampton in Devon, I think this scheme could be a big success. But it must be zero-carbon!

Female Changing Rooms For Northern Ireland Rugby

There is £5.1 million to build new female changing rooms in 20 rugby clubs across Northern Ireland.

Given the popularity of the female version of the sport in England, Scotland and Wales, perhaps this is a sensible way to level it up in Northern Ireland. As rugby is an all-Ireland sport, perhaps the Irish have already sorted the South?

January 19, 2023 Posted by | Sport, Transport/Travel, World | , , , , , , , , , , , , , , , , , , | 1 Comment

Young Break For The Border To Ring In The New Year

The title of this post, is the same as that on this article on The Times.

This a subtitle to the report, above a picture of five Scots girls enjoying themselves in Newcastle.

Revellers from Scotland and Wales dodging Covid restrictions at home flocked to clubs and bars in England

It will be interesting to see how the Scottish and Welsh Covid statistics pan out in the next few days.

As a trained Control Engineer, I am totally against lockdowns, except as a very last resort.

It’s like trying to ride a bike only turning the handlebars full left and full right.

Try it and you will soon fall off.

January 1, 2022 Posted by | Health, World | , , , , , | 5 Comments

These New Sleeper Trains Are Basically Luxury Hotels On Wheels

The title of this post, is the same as that of this article on Time Out.

French startup; Midnight Trains, aims to update sleeper trains for the twenty-first century.

What Routes Are Being Offered?

The Time Out article says this.

Centred around Paris’s Gare du Nord train station, routes will stretch as far as 800km in a star shape across Europe, encompassing major destinations such as Madrid, Lisbon, Porto, Milan, Venice, Florence, Rome, Vienna, Prague, Budapest, Berlin, Hamburg, Copenhagen and even Edinburgh.

A map on the Midnight Trains web site, shows these individual routes.

  • Paris and Barcelona
  • Paris and Edinburgh
  • Paris and Madrid
  • Paris and Porto
  • Paris, Brussels, Hamburg and Copenhagen
  • Paris, Brussels, Hamburg and Berlin
  • Paris, Milan and Venice
  • Paris, Florence and Rome

I’m sure this list will grow.

Some Detailed Looks At Routes

I shall give a few notes about some of the proposed routes.

Paris And Barcelona

Crows would fly 831 kilometres or 516 miles.

I have gone by train between Barcelona and Paris twice. One trip is described in From Barcelona To Paris.

It looks like it takes 06:40 in a TGV without a change.

The service leaves from Barcelona Sants and arrives at Paris Lyon.

Time Out says journeys are centred on Gare Nord, so could the train access that terminal from the South?

An eight or nine hour sleeper journey would probably be convenient for train operators and passengers.

But I suspect that this route may need trains that can take advantage of the high speed nature of much of the route.

Paris And Edinburgh

Crows would fly 873 kilometres or 543 miles.

  • I have gone by train between London and Edinburgh many times and four-and-a half hours would not be an unreasonable time.
  • I have also used  Eurostar between London and Paris many times and two-and-a-quarter-hours would not be an unreasonable time.

An eight or nine hour sleeper journey would probably be convenient for train operators and passengers.

The most efficient way could be for the Paris and Edinburgh service to operate would be with a reverse at St. Pancras.

  • It could be at between one and three in the morning, as sleeper trains run slower than high speed services.
  • It would take about ten-fifteen minutes for the driver to change ends.

Would they be allowed to pick up passengers on the way through London?

  • I doubt they would be able to do this universally, but there must be a market for passengers needing to get to Edinburgh or Paris early in the morning from London.
  • During the Glasgow Commonwealth Games, on one day, I used the Caledonian Sleeper to return to London. It was packed and a sleeper train leaving for Paris and Edinburgh might pick up a substantial number of passengers after sporting or cultural events or business that finished late in the evening.
  • Timings could be arranged, so that both the Edinburgh and Paris legs were sufficient for say four or five hours sleep.

Caledonian Sleeper would probably object. But competition of this nature is often mutually beneficial.

There is also an alternative fully-electrified route that avoids the reverse at St. Pancras.

It winds its way through East London between Barking and Holloway using the North London Line.

It is feasible, but wouldn’t have the commercial advantages of a reverse in St. Pancras.

Would the Paris and Edinburgh services call at other stations?

The Lowland Caledonian Sleeper to Edinburgh and Glasgow calls at the following other stations.

  • Watford Junction – Pick up Northbound – Set down Southbound
  • Carlisle – Pick up Southbound – Set down Northbound
  • Carstairs – Pick up Southbound – Set down Northbound
  • Motherwell – Pick up Southbound – Set down Northbound

Would the Midnight Trains do something similar. Perhaps they would call at the following stations.

  • Stevenage – Pick up Northbound – Set down Southbound
  • York – Pick up Southbound – Set down Northbound
  • Newcastle – Pick up Southbound – Set down Northbound

This would create three extra sleeper services.

  • Paris and Newcastle
  • Paris and York
  • Stevenage and Edinburgh

Commercially this must be attractive, as it would require no extra rolling stock.

I also suspect providing Customs and Immigration for outgoing passengers at York and Newcastle would not be an expense, that made the stops unviable.

Paris And Madrid

Crows would fly 1057 kilometres or 657 miles.

In 2014, I used trains from Madrid to Paris and on to London, which I wrote about in From Madrid To London.

That was a trip that I planned on the move, so it could have been done faster.

Looking at the timetables, I find the following.

  • Paris and Barcelona – 6:41
  • Barcelona and Madrid – 2:45

Note

  1. All times are given in hours:minutes.
  2. A direct service without a change at Barcelona must be possible.
  3. Would this service pick up and set down at Girona, Barcelona, Camp de Tarragona and Zaragoza?

A ten or eleven hour sleeper journey would probably be feasible and convenient for train operators and passengers.

But when I look at the route map on the Midnight Trains web site, their route between Paris and Madrid appears to go further to the West.

I have a strong feeling that they are proposing to use the currently closed route via the iconic Canfranc station.

But then Wikipedia says this about plans for the future of the route and the station.

The government of Aragon has long held various ambitions for the rehabilitation of the station. Plans have been mooted to redevelop the main station building into a hotel, which would involve the construction of a new station beside it to replace it. There have been explorations of options to reopen the through line as the “western trans-Pyrenean line”; this initiative would reportedly involve the assistance of the government of Aquitaine, the adjacent French region. In February 2020, it was announced that funding from the European Union had been made available for the purpose of reopening the through line and relaunching international services.

Note.

  1. A regular rail service between Pau in France and Zaragoza in Spain would tick a lot of boxes.
  2. On the French side the Pau-Canfranc railway is a fifty-eight mile electrified single-track, standard-gauge railway.
  3. On the Spanish side, the railway is Iberian gauge.
  4. It would probably be a useful freight route.
  5. If it could take a TGV, it would enable faster TGV links between France and the Iberian nations.

It looks to me, that if it was properly rebuilt, it could be a useful standard gauge line between the high speed networks of France and Spain.

Looking at the timetables, I find the following.

  • Paris and Pau – 4:24
  • Zaragoza and Madrid – 1:35

If Pau and Zaragoza could be achieved in three hours, times would be as good or better, than the Barcelona route.

Paris And Porto

Crows would fly 1213 kilometres or 753 miles.

This is a challenging one to find the route, but I did find a current time of just over fourteen hours with lots of changes.

But from Zaragoza, there does appear to be a route via Burgos and Vigo.

It could be up to sixteen hours, so would probably be the better part of a day.

Could the Madrid and Porto services, provide a service to and from Canfranc?

Consider.

  • Canfranc station is a spectacular station in the Pyrenees.
  • It has been blessed by St. Michael.
  • I suspect many people would like to visit.
  • The station might be converted into a hotel.

I wouldn’t be surprised to see innovative arrangements in the Madrid and Porto services, so that passengers could have a visit to Canfranc.

Paris, Brussels, Hamburg And Copenhagen

Crows would fly 1027 kilometres or 638 miles.

Looking at the timetables, I find the following.

  • Paris and Brussels – 1:32
  • Brussels and Hamburg- 6:49
  • Hamburg and Copenhagen- 5:06

Note

  1. All times are given in hours:minutes.
  2. When I went between Hamburg and Copenhagen by train, I used the Bird Flight Line which involved a train ferry, where passengers had to get on the ship for the crossing. I described that trip in From Copenhagen To Hamburg By Train.
  3. The ferry is being replaced by a tunnel by 2028.
  4. It looks like it might be possible to go between Hamburg and Copenhagen by a longer route further to the North.

An eleven or twelve hour sleeper journey would probably be feasible and convenient for train operators and passengers.

I was initially surprised that the service didn’t call at Amsterdam.

  • But then there are a lot of big cities between Brussels and Amsterdam; Antwerp, Rotterdam, Schipol Airport and The Hague.
  • There is generally one train per hour (tph) between Brussels and Amsterdam.
  • Paris and Amsterdam are only 3:20 apart by Thalys, so perhaps there wouldn’t be many takers for a sleeper train.
  • It would appear that the best route between Paris and Hamburg is via Brussels and Cologne.

From friends in the area, I also get the impression, that it would take forever for the Belgians and the Dutch to decide on the calling pattern.

Paris, Brussels, Hamburg And Berlin

Crows would fly 876 kilometres or 545 miles.

Looking at the timetables, I find the following.

  • Paris and Brussels – 1:32
  • Brussels and Hamburg- 6:49
  • Hamburg and Berlin – 1:36

Note that all times are given in hours:minutes.

A ten or eleven hour sleeper journey would probably be feasible and convenient for train operators and passengers.

I was initially surprised that the service didn’t call at Cologne.

  • Thalys runs a high speed service between Paris and Cologne.
  • DB runs a high speed service between Cologne and Hamburg.
  • NightJet runs a sleeper service from Brussels and Cologne to Austria.

It could be that the demand isn’t thought to be there.

Paris, Milan And Venice

Crows would fly 845 kilometres or 525 miles.

I have done much of this route before and wrote about it in From Novara To Paris.

Looking at the timetables, I find the following.

  • Paris and Milan – 7:22
  • Milan and Venice – 2:29

Note

  1. All times are given in hours:minutes.
  2. Would this service pick up and set down at Turin and Verona?

A ten or eleven hour sleeper journey would probably be feasible and convenient for train operators and passengers.

Paris, Florence And Rome

Crows would fly 1106 kilometres or 687 miles.

Looking at the timetables, I find the following.

  • Paris and Turin – 5:42
  • Turin and Florence – 3:00
  • Florence and Rome – 1:36

Note

  1. All times are given in hours:minutes.
  2. Would this service pick up and set down at Turin and Verona?

A ten or eleven hour sleeper journey would probably be feasible and convenient for train operators and passengers.

What Rolling Stock Will Be Used?

In recent years sleeper train sets have been ordered as follows.

  • Austrian Railways from Siemens.
  • Caledonian Sleepers from CAF of Spain.

But as Midnight Trains is a French Company, I suspect the train order could go to Alstom.

On the other hand because of European procurement rules and quality, the order could go to CAF.

The CAF Mark 5 Coaches are capable of running at 100 mph and there are pictures in On The Caledonian Sleeper To Glasgow.

I do wonder, though if we’ll see a radical design, which is different to current locomotive-hauled sleeper trains.

  • Electrical multiple unit rather than locomotive hauled.
  • 125 mph capability, which could be useful on some routes.
  • A fleet of identical train sets.
  • Ability to use all the voltages on the routes.
  • Ability to work in pairs or singly dependent on the needs of the route.
  • Ability to split and join automatically in a station.
  • Ability to use the signalling on all routes, including high speed ones.
  • The trains would be built to be suitable for all loading gauges on the routes served.

Note.

  1. Given that French-designed Class 373 trains used by Eurostar, could trundle all over South London into Waterloo, I don’t think it will be difficult to design a train, that fitted the Edinburgh service.
  2. Get the design right and there could be other customers.

They would be true Pan-European trains.

When Will The Trains Start Running?

2024 is the date given by Time Out and the Midnight Trains web site.

Conclusion

I like the proposed service.

These are reasons why.

The Proposed Level Of Service

When travelling for between eight and twelve hours, you need a quality train.

Over the years, I must have used sleeper trains run by Caledonian Sleeper at least twenty times,

When they have been good, they have been very good.

The new trains from CAF don’t need for anything more.

If Midnight Trains can match Caledonian Sleeper for quality on trains, service and food, they’ll attract passengers.

The Service Is Easy To Expand And Extend

Consider, these extra services could surely be added to the  proposed network.

  • Paris and Munich
  • Paris and Switzerland.
  • Paris, Nice and Genoa

If some of the plans to connect the UK and Irish railways come to fruition, there could even be a Paris and Dublin service in the distant future.

Consider, these extensions to the proposed services.

  • Edinburgh and Glasgow 1:12
  • Rome and Naples – 1:10
  • Barcelona and Valencia – 2:40

Note that all times are given in hours:minutes.

The Service Is Very UK-Friendly

Because of Eurostar, with its two-and-a-quarter hour journey between two of Europe’s largest cities, London and Paris can almost be considered twin cities with respect to long-distance transport.

Suppose a resident of Paris wants to go for a weeks holiday birdwatching in the North of Scotland, a late afternoon Eurostar to London and the Caledonian sleeper to Inverness is a very-feasible way to travel.

Suppose, I wanted to go from London to Berlin, in the future, I will be able to get a Eurostar to Paris and a Midnight Train to Berlin.

A Good Food Offering

I would hope that the food is of a quality nature.

I am coeliac and must have gluten-free food, like probably up to one percent of people.

I have found that the higher the quality of the food, the more likely it is, that the chef knows their allergies.

Before the pandemic, the best train food in Europe on a regular service was Great Western Railway’s Pullman Dining. But because of the restrictions, I’ve not tried it lately.

 

 

June 30, 2021 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , | 4 Comments

Northern Powerhouse Rail Progress As Recommendations Made To Government

The title of this post, is the same as that of this article on Transport for the North.

This is the introductory paragraph.

Northern leaders have agreed an initial preferred way forward for a new railway network that will transform the region’s economy.

And these are the rail improvements proposed.

  • A new line to be constructed from Liverpool to Manchester via the centre of Warrington, Read more…
  • A new line to be constructed from Manchester to Leeds via the centre of Bradford. Read more…
  • Significant upgrades and journey time improvements to the Hope Valley route between Manchester and Sheffield. Read more…
  • Connecting Sheffield to HS2 and on to Leeds. Read more…
  • Significant upgrades and electrification of the rail lines from Leeds and Sheffield to Hull. Read more…
  • Significant upgrades of the East Coast Mainline from Leeds to Newcastle (via York and Darlington) and restoration of the Leamside Line. Read more…

The Read more links point to my initial thoughts.

No more detail is given, but the list is followed by this paragraph.

The move comes ahead of the much-anticipated publication of a new report that will set out long-term investment plans for rail upgrades in the North. The Government’s Integrated Rail Plan – due to be published by the end of this year – is expected to recommend how investment in rail projects like Northern Powerhouse Rail, HS2 Phase 2b, and the TransPennine Route Upgrade (a separate project) will be delivered.

I am waiting for the Government’s Integrated Rail Plan with interest.

November 20, 2020 Posted by | Transport/Travel | , , , , , , , , , | 3 Comments

Why Is Manchester The Odd City Out?

I find the different reactions of the large Northern cities interesting.

I have seen no comment and moaning from Leeds, Newcastle and Sheffield, and Liverpool and the rest of Lancashire seems to have accepted their Tier 3. fate.

Only Manchester seems to have a serious objection.

I know Liverpool well, as I went to Liverpool University in the 1960s, met my late wife there and we lived together in the city for a couple of years.

I still visit the City regularly, as I like the city’s weather and outlook and do business with my old University.

I have visited Manchester many times, often for football (I support Ipswich, despite being a Londoner!) and I find the city very different to Liverpool.

But I don’t seem to warm to Manchester, as I do to Liverpool and the other large cities of the North.

Or is it Manchester doesn’t warm to me?

Andy Burnham is not a Mancunian and could it be, that his hard stand against the Government, is driven by wanting to be more Mancunian, than the Mancunians.

Manchester puzzles me, but it does seem to be out of step with the rest of the North.

October 16, 2020 Posted by | Health, World | , , , , , | 5 Comments

Northern Cities And COVID-19

If you look at the official Government statistics for the total number of cases of COVID-19, as of May 3rd, the number of cases in the two major cities in the North West as follows.

  • Leeds – 1463 out of a city population of 789,194 (0.18%) and a metro population of 2,638,127 (0.05%)
  • Liverpool – 1454 out of a city population of 494,814 (0.29%) and a metro population of 2,241,000 (0.06%)
  • Manchester – 1154 out of a city population of 547,627 (0.21%) and a metro population of 3,748,274 (0.03%)
  • Newcastle – 939 out of a city population of 300,196 (0.31%) and a metro population of 1,650,000 (0.06%)
  • Nottingham – 537 out of a city population of 321,500 (0.17%) and a metro population of 1,610,000 (0.03%)
  • Sheffield – 2191 out of a city population of 582,506 (0.38%) and a metro population of 1,569,000 (0.14%)

Note.

  1. All populations come from Wikipedia.
  2. Why is Liverpool 40% worse than Manchester?
  3. Why is Sheffield the worst?

I will add a few smaller towns andcities.

  • Blackpool – 465 out of an urban population of 139,720 (0.33%)
  • Caldervale – 252 out of an urban population of 200,100 (0.13%)
  • Hull – 469 out of a city population of 260,645 (0.18%)
  • Middlesbrough – 566 out of an urban population of 174,700 (0.32%)
  • Stoke-on-Trent – 509 out of a city population of 255,833 (0.20%)
  • York – 315 out of a city population of 209,893 (0.15%)

I’d like to see full statistics plotted on a map or a scatter diagram.

The latter is a very powerful way to plot data and often they highlight data points that lie outside the underlying pattern of the data.

May 4, 2020 Posted by | Health, World | , , , , , , , , , , , | 3 Comments

Trains Ordered For 2021 Launch Of ‘High-Quality, Low Fare’ London – Edinburgh Service

The title of this post, is the same as that of this article on Railway Gazette.

This is the first paragraph.

FirstGroup has finalised an order for five Hitachi AT300 electric trainsets which it will use to launch a London – Edinburgh open access service in autumn 2021.

The trains appear to be be similar to those used by FirstGroup companies; Hull Trains and Great Western Railway.

These are some points from the article.

  • FirstGroup is targeting the two-thirds of passengers, who fly between London and Edinburgh.
  • They are also targeting business passengers, as the first train arrives in Edinburgh at 10:00.
  • The trains are five-cars.
  • The trains are one class with onboard catering, air-conditioning, power sockets and free wi-fi.
  • Stops will be five trains per day with stops at Stevenage, Newcastle and Morpeth.
  • The trains will take around four hours.
  • The service will start in Autumn 2021.

These are my observations.

Earlier Start

I suspect that the service can’t start earlier, due to one of the following.

  • The lead time in building the trains.
  • Completion of the new Werrington Junction.
  • Completion of the sorting of Kings Cross.
  • Completion of the works at Stevenage station.

The track works will probably be needed to create the extra paths needed on the East Coast Main Line.

Electric-Only Trains

Most other AT300 trains are bi-mode trains, but will these be electric-only?

Capacity Issues

If the trains prove too small, they can just add extra carriages or two trains can run as a pair.

Timetables

Trains will probably take nine hours for a round-trip, allowing 30 minutes for turnround.

This would mean that two trains leaving London and Edinburgh at six, would arrive back at home after two round trips around midnight.

Conclusion

I think it will be a successful service.

March 22, 2019 Posted by | Transport/Travel | , , , , , , | 5 Comments

Boost For Borders In New Report

This report on the Scottish Government web site is entitled Borders Transport Corridors – Pre-Appraisal.

It is a comprehensive report with a helpful pag of recommendations.

Recommendations that apply to rail include.

Develop Forestry Route Network

Improve network of internal forestry tracks as well as its connections to roads and railway, including ‘low-tech’ timber
pickup facilities.

This seems sensible, as some of the forests on both sides of the Scottish order are mature and need to be cut down and replanted.

Increase Park and Ride Provision

Increase capacity of existing Park-and-Ride sites and implement new Park-and-Ride schemes for all modes at strategic locations [e.g. Interchanges and Key Employment Areas]

Every part of the UK seems to need more Park-and-Ride. The Borders is no exception.

Borders Railway Extension – South/West

Extend the Borders Railway to Hawick and/or Carlisle

Will it go all the way to Carlisle?

Consider.

  • The West Coast Main Line will need a capacity increase through Carlisle because of High Speed Two. These works could be combined with those on the Southern part of the Borders Railway.
  • Plans exist for a large freight interchange at Longtown on the former MoD site.
  • Linking the Tourist areas North and South of the Scottish Border by rail must be a good thing.
  • Extension to Carlisle would give those in the Scottish Borders access to High Speed Two at Carlisle, without a long trip via Glasgow.

For these reasons, I think that the Borders Railway will go to Carlisle.

Borders Railway Extension – South/East

Extend the Borders Railway towards East Coast Main Line (ECML) via Berwick-upon-Tweed

This surprised me, but it does complete the jigsaw.

Does it offer a freight route for moving the timber out of the area?

It woulde certainly offer a scenic route between Edinburgh and Newcastle.

New Rail Stations

New rail stations on the existing Borders Railway

This is surely building on the success of the current Borders Railway.

Extension of Borders Railway Services

Link Borders Railway and Fife Circle, providing interchange at Edinburgh Gateway; West Edinburgh; and potential future link to Glasgow.

Back-to-back services across a city are always a good idea, as they cut the need for terminal platforms

  • The Borders Railway and Fife Circle are both half-hourly services, so could be connected together, once suitable rolling stock is available.
  • This service would also connect the Borders to the Edinburgh Airport tram at Edinburgh Gateway.
  • With extra services, would the capacity of the Borders Railway will probably need to be increased?

Does the South East extension enable better services for the Borders beyond Edinburgh?

Conclusion

There are a lot of projects needing to be developed, but they will create a lot of economic activity in the Borders.

The two railway extensions to Hawick and/or Carlisle and Berwick-on-Tweed are the two most expensive projects, but both have English implications, so I don’t think Westminster will mind paying some of the cost.

March 12, 2019 Posted by | Transport/Travel | , , , , , , , , | Leave a comment

Could Hydrogen Replace Natural Gas In Domestic Properties?

This post was suggested by this article on the Chronicle Live, which is entitled Thousands of Tyneside Homes Could Be Fuelled By Hydrogen Under £22bn Plan.

This is the first three paragraphs.

Thousands of homes across Tyneside and the wider North East could be converted to run on hydrogen in an effort to hit climate change targets.

The H21 North of England report, published today, has called for more than 700,000 homes across Tyneside and Teesside to be converted to run on hydrogen by 2034.

The moves have been proposed by Northern Gas Networks, which supplies gas to the North East, and its North West and Midlands counterpart Cadent, in association with Norwegian energy company Equinor.

It would be feasible to convert houses from natural gas to hydrogen.

In fact, there is a small proportion of hydrogen in natural gas anyway.

But just because it is feasible, it doesn’t mean it is a good idea.

Who Pays?

Consumers would feel, that they shouldn’t pay any more.

Conversion

I remember being converted from town to natural gas in the 1970s.

We only had an ancient gas cooker and conversion was not a problem, but what will happen, if your boiler or cooker is not convertible?

New Technologies

I don’t like gas cookers, so in my current house, I only have a four-year-old modern boiler, so houses like mine wouldn’t be a problem.

Also according to various people, I’ve met, the trend in cookers is to go to induction appliances, which would take a variable out of the conversion equation.

I see lots of new housing and other construction, advertised as low energy, with high insulation levels and solar panels everywhere.

Add in innovative district heating systems and I can see new housing being built without the need of a gas supply.

This must surely be safer, as gas does seem to cause a lot of deaths in homes.

Just Say No!

So what happens, if you say no and your area is being converted to hydrogen?

Do you lose your gas supply?

Creation Of The Hydrogen

This article on the Internet is entitled Northern Gas Networks: One Company’s Ambitious Plan To Cut Carbon Emissions For An Entire Nation.

This is said about the creation of the hydrogen.

The first step is getting access to enough hydrogen. The most widely used method to produce hydrogen is steam-methane reforming, which involves reacting methane (CH4) with high-temperature steam (H2O), which creates carbon dioxide (CO2) and hydrogen (H2). But hydrogen isn’t a clean fuel if that carbon dioxide is put into the atmosphere. So the reactor which produces hydrogen will have to be paired with carbon capture and storage, a process where carbon dioxide is captured before it enters the air, and then pumped underground for safe, permanent storage.

Companies, politicians and academics have been waffling on about carbon capture and storage for decades and I believe at the present time, it is one of those technologies, which is akin to burning large numbers of fifty pound notes.

I do think that at some point in the future, a clever chemist will design a chemical plant, where carbon dioxide goes in one end and sheets, rods or components of carbon fibre, graphene or other carbon form come out the other end.

In my view it is much better to not create the carbon dioxide in the first place.

The obvious way is to use surplus wind power to electrolyse water and produce hydrogen. It is a clean process and the only by-product is oxygen, which no-one has yet flagged up as dangerous.

Conclusion

The objective of this project may be laudable, but there is a lot of development and thinking that needs to be done.

 

November 23, 2018 Posted by | Hydrogen, World | , , , | 5 Comments

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