Huddersfield Station – 30th September 2025
This press release on the Network Rail Media Centre is entitled Huddersfield Station Set To Reopen Next Week With New Temporary Layout.
As it is now next week, I went to have a look at the progress today.
I made a mistake and got on a Grand Central Train, which meant, I had to change at York.
Speeding past Drax power station on the Selby Diversion, I took these pictures.
We were only in a 125 mph diesel, so we couldn’t take advantage of the 160 mph running, that the East Coast Main Line’s new signalling might allow on this section. The Wikipedia entry for the Selby Diversion, says this about the possible speeds.
The line was the first purpose-built section of high-speed railway in the UK having a design speed of 125 mph; however, research by British Rail in the 1990s indicated that the route geometry would permit up to 160 mph operation, subject to the necessary overhead line equipment and signalling upgrades. The new line also avoided the speed restriction over the swing bridge at Selby. The former ECML route, the NER’s 1871 York and Doncaster branch line, was closed from Selby northwards.
As the Selby Diversion opened in 1983, I wouldn’t be surprised that the calculations were performed on British Rail Research’s Pace 231-R, which was similar to the one I used at ICI and the pair, that NASA used calculate how to land Apollo on the moon.
When I eventually got to Huddersfield, I took these pictures.
Note.
- In I’ve Just Glimpsed The Future Of Train Travel Across The North Of England And I Like It, there are pictures of Huddersfield station, that were taken on the 21st August, soon after the work started.
- In Huddersfield Station – 15th December 2023, there are pictures of Huddersfield before the work started.
- Much of the work seems to have been done at the Western end of the station to lengthen the platform on the Penistone Line to Sheffield.
- Platform 2 for the Penistone Line has also been renumbered Platform 1.
Work still to be carried out at Huddersfield station, includes refurbishing the roof, installing the electrification and adding a couple of new platforms.
These are my thoughts.
Which Platforms Will Be Electrified?
This OpenRailwayMap shows the proposed electrification in Huddersfield station.
Note.
- The blue arrow in the North-East corner of the map indicates Huddersfield atation.
- The two red-and-black tracks going diagonally across the map are the Hudderfield Line.
- The red-and-black colour, indicates that the two tracks will be electrified.
- South of these two tracks, the Penistone Line sneaks into Platform 1 at Huddersfield station.
- The Penistone Line goes to Sheffield in a South-Westerly direction.
- There appears to be a crossover, so that trains from the Penistone Line can use both Platforms 1 and 2 in Huddersfield station.
- The OpenRailwayMap appears to show planned electrification between Stalybridge and Leeds stations.
- To the East of Leeds planned electrification is shown as far as Micklefield and Church Fenton stations.
Once installed, this electrification will create a complete electrified route across the Pennines from Liverpool Lime Street in the West to the East Coast Main Line in the East.
This OpenRailwayMap shows the planned electrification between Micklefield and Hull stations.
Note.
- Red tracks are electrified.
- Black tracks are not electrified.
- York is in the North-West corner of the map, with the electrified East Coast Main Line going through the station North-South.
- South of York, the East Coast Main Line now splits.
- The Western branch includes an electrified line to Micklefield station, Neville Hill depot and Leeds station.
- The Eastern Branch is the Selby Diversion, which is an electrified 160 mph line, that avoids the Selby coalfield.
- Running West-East across the map is the unlectrified Micklefield and Hull Line, which goes via Selby.
- Hull is in the South-East corner of the map.
- Hull is 42 miles from Micklefield and 36.1 miles from the Temple Hirst junction on the Selby Diversion, so it is within range of battery-electric trains, with charging at Hull station.
- Hitachi’s battery-electric Class 802 trains, used by Hull Trains and TransPennine Express, which are currently on test, should certainly be able to serve Hull.
Hull can become an electrified station, without the expense and disruption of full electrification.
How Long Is Platform 1 At Huddersfield Station?
This OpenRailwayMap shows the new Platform 1 at Huddersfield station.
Note.
The blue arrow indicates Huddersfield station.
- The three darker orange lines indicate the two through platforms 2 and 3, and the reconfigured bay platform 1.
- There is a cross-over between platforms 1 and 2, which connects Platform 2 to the Penistone Line.
- In the South-West corner of the map is a hundred metre scale.
- Using the scale, I estimate that the length of the bay platform 1 is around 120 metres.
- In the last two rows of pictures in the gallery of this post, a three car Class 150 train is shown in Platform 1.
- A three car Class 150 train is approximately sixty metres long.
Looking at the pictures, I wouldn’t be surprised if the new platform has been designed to take two three-car Class 150 trains. It would certainly take a pair of two-car Class 150 trains.
Other trains and their lengths that might use the platform include.
- Class 170 – three-car – 70.85 metres
- Class 195 – two-car – 48.05 metres
- Class 195 – three-car – 71.40 metres
- Class 195 – 2 x two-car – 96.10 metres
- Class 810 – five-car – 120 metres
The Class 810 uses 24 metre cars, so that a pair of trains, will fit in St. Pancras. But with perhaps selective door opening could a single Class 810 train run a St. Pancras and Huddersfield service, perhaps with a split and join at Sheffield.
Electrification Across The Pennines
The TransPennine Route will be electrified between Liverpool Lime Street and Micklefield stations, once the current works between Huddersfield and Leeds are complete.
Sections without electrification include.
- Bradford Interchange and Doncaster – 52.1 miles
- Cleethorpes and Doncaster – 52.1 miles
- Harrogate and Leeds – 18.3 miles
- Hazel Grove and Doncaster – 52.6 miles
- Hull and Micklefield – 42 miles
- Hull and Temple Hirst junction – 36.1 miles
- Saltburn and Northallerton – 28.1 miles
- Sunderland and Northallerton – 46.8 miles
- Scarborough and York – 42.1 miles
I expect that Hitachi trains with batteries or CAF’s tri-mode trains will be able to handle these routes in a low-carbon manner.
Electrification Between Stalybridge And Huddersfield
This section is shown as being electrified on OpenRailwayMap.
But as it is only 18 miles and includes the Standedge Tunnels will the route use battery-electric trains?
UK Government Sets 8-Hour Minimum For LDES Cap-And-Floor Sheme
The title of this post, is the sa,e as that of this article on Energy Storage News.
This is the sub-heading.
The UK government has published a Technical Decision Document confirming crucial aspects of its long duration electricity storage (LDES) cap-and-floor scheme, which includes increasing the minimum duration required from six hours to eight
These paragraphs give full details.
The document, released by regulator Ofgem on 11 March, details the final overarching rules and requirements for the scheme as well as how it will be implemented, though significant detail still remains to be worked out.
The scheme will provide a cap-and-floor revenue protection for 20-25 years that will allow all capital costs to be recoverable, and is effectively a subsidy for LDES projects that may not be commercially viable without it. Most energy storage projects being deployed in the UK today are lithium-ion battery energy storage systems (BESS) of somewhere between 1-hour and 3-hour in duration (very occasionally higher).
One of the most significant new details of the scheme is that, following industry feedback, the minimum duration for projects to qualify has been increased from six hours to eight hours of continuous rated power.
The ‘continuous rated power’ aspect prevents shorter duration projects from bidding in a smaller section of their MW capacity in order to act like an 8-hour system.
Another interesting detail pointed out by several commentators is that the cap is a ‘soft’ one, meaning it will allow extra revenue to be shared between developers and consumers. Exact details on the ratio are yet to be determined.
As a Graduate Control Engineer from Liverpool University in the 1960s, I hope that the move from a six to eight hours minimum duration is feasible.
I wasn’t dealing with power systems, but with multi-vessel chemical plants.
These are my thoughts.
The biggest project, I was dealing with a few years later in the 1970s, was the modeling of all the the reservoirs and pipelines by the Water Resoures Board.
As the supply side of the water industry hasn’t had too many issues with the volume of water supplied, I feel that the main modelers must have done a reasonable job.
Six To Eight Hours Of Continuous Operation
The article says this about uprating from six to eight hours of continuous operations.
All the systems that have been proposed for cap-and-floor operation, seem to have some form of physical storage.
- Energy Dome appears to have tents of carbon dioxide.
- Energy Vault uses stacks of heavy weights.
- Form Energy has tanks of rust.
- Gravitricity has huge weights in disued mine shafts.
- Highview Power has large tanks of liquid air.
- Pumped storage hydro has two lakes, that hold water.
- Rheenergise has two large tanks, of a water-based slurry.
So to go from six to eight hours will hopefully just need some more storage.
Highview Power appears to use similar gas tanks to those used to store natural gas or hydrogen.
This image clipped from Highview’s web site, shows large tanks for liquified gas storage.
With tanks like these, which can hold GW-equivalents of liquid air, Highview could be building batteries with storage to rival the smaller pumped storage hydroelectric power stations. They are already talking of 200 MW/2.5 GWh systems, which would have a 12.5 hour continuous rating and would probably need two to three tanks.
Coire Glas Pumped Storage
I’ll use Coire Glas pumped storage hydro electric power station as an example.
As currently planned SSE’s Cioire Glas pumped storage hydroelectric power station is 1.5 GW/30 GWh, so it has a a 20 hour continuous rating.
In The UK’s Pumped Storage Hydroelectricity, I gave a rough estimate of the pumped storage hydroelectricity systems in operation or planed as nearly 11 GW/224GWh.
The Soft Cap
The article says this about a soft cap.
Another interesting detail pointed out by several commentators is that the cap is a ‘soft’ one, meaning it will allow extra revenue to be shared between developers and consumers. Exact details on the ratio are yet to be determined.
I seem to remember that when I was modeling a larger multi-vessel chemical plant at ICI, I was using sharing between vessels, to get the system to operate on a PACE-231R analog computer.
So I suspect a soft cap is possible.
Application Of Control Engineering Principles To The Calculation Of Pharmaceutical Drug Doses
Today, I was asked by an eminent cardiologist to give my opinion on this scientific paper in the Journal of the American Heart Association, which was entitled Personalized Antihypertensive Treatment Optimization With Smartphone‐Enabled Remote Precision Dosing of Amlodipine During the COVID‐19 Pandemic (PERSONAL‐CovidBP Trial).
This was the background to the study.
The objective of the PERSONAL‐CovidBP (Personalised Electronic Record Supported Optimisation When Alone for Patients With Hypertension: Pilot Study for Remote Medical Management of Hypertension During the COVID‐19 Pandemic) trial was to assess the efficacy and safety of smartphone‐enabled remote precision dosing of amlodipine to control blood pressure (BP) in participants with primary hypertension during the COVID‐19 pandemic.
These were the methods and the results.
This was an open‐label, remote, dose titration trial using daily home self‐monitoring of BP, drug dose, and side effects with linked smartphone app and telemonitoring. Participants aged ≥18 years with uncontrolled hypertension (5–7 day baseline mean ≥135 mm Hg systolic BP or ≥85 mm Hg diastolic BP) received personalized amlodipine dose titration using novel (1, 2, 3, 4, 6, 7, 8, 9 mg) and standard (5 and 10 mg) doses daily over 14 weeks. The primary outcome of the trial was mean change in systolic BP from baseline to end of treatment. A total of 205 participants were enrolled and mean BP fell from 142/87 (systolic BP/diastolic BP) to 131/81 mm Hg (a reduction of 11 (95% CI, 10–12)/7 (95% CI, 6–7) mm Hg, P<0.001). The majority of participants achieved BP control on novel doses (84%); of those participants, 35% were controlled by 1 mg daily. The majority (88%) controlled on novel doses had no peripheral edema. Adherence to BP recording and reported adherence to medication was 84% and 94%, respectively. Patient retention was 96% (196/205). Treatment was well tolerated with no withdrawals from adverse events.
These were the conclusions.
Personalized dose titration with amlodipine was safe, well tolerated, and efficacious in treating primary hypertension. The majority of participants achieved BP control on novel doses, and with personalization of dose there were no trial discontinuations due to drug intolerance. App‐assisted remote clinician dose titration may better balance BP control and adverse effects and help optimize long‐term care.
About Myself
I am a Graduate Control Engineer, who graduated from the University of Liverpool in 1968.
I then worked at ICI in Runcorn for eighteen months, before moving to ICI Plastics Division, because of the untimely death of my father-in-law.
One of my tasks at Welwyn, was to look at control algorithms for chemical plants. For this I often used a PACE 231-R analogue computer.
Note.
- These computers could solve up to a hundred simultaneous differential equations at one time.
- They were programmed by wiring the various amplifiers and potentiometers together to simulate the equations.
- There were only a few transistors in these powerful machines, as all electronics were thermionic valves.
- Two of these machines wired together, were used to calculate the trajectories of the Apollo missions.
They were the unsung heroes of bringing Jim Lovell and Apollo 13 home safely.
Determining Control Algorithms
In a typical problem, I would model the a section of a chemical plant and the control system around it.
This would then lead to recommendations, as to the design and operation of the plant, so that it performed as required.
It could be argued that the body of an animal, is a very complicated integrated chemical plant, with a sophisticated control system.
For instance, if sensors around the body, say you are slightly low on fluids, your brain determines you should have a drink.
Many control loops on a chemical plant are controlled by proportional–integral–derivative controllers, which are commonly known as three-term controllers.
This is the first two paragraphs of the Wikipedia entry for three-term controllers.
A proportional–integral–derivative controller (PID controller or three-term controller) is a control loop mechanism employing feedback that is widely used in industrial control systems and a variety of other applications requiring continuously modulated control. A PID controller continuously calculates an error value
PID systems automatically apply accurate and responsive correction to a control function. An everyday example is the cruise control on a car, where ascending a hill would lower speed if constant engine power were applied. The controller’s PID algorithm restores the measured speed to the desired speed with minimal delay and overshoot by increasing the power output of the engine in a controlled manner.
I wouldn’t be surprised that the app in the smartphone used in the PERSONAL‐CovidBP Trial contained a form of three-term controller.
These are some points about three-term control algorithms.
Changing Of External Factors
One that was the villain in a problem, I dealt with, also affects my body – the weather.
I was asked to look at the problem of a chemical reaction, that overheated in hot weather. But the plant operators solved it by better insulation and ventilation of the plant and the standard three-term controller adjusted itself automatically to the new conditions.
After my stroke, I am on Warfarin for life. I test my own INR with a Roche meter and I have noticed that atmospheric pressure affects my INR. I change my deose accordingly, using a simple algorithm, of my own design.
The More You Test The More Precise The Control
If you take the cruise control example used by Wikipedia, speed is monitored continuously, as I hope, it would be if you were driving yourself.
But obviously, in many systems, where you are using an input with discrete values to control a system, you can’t be as precise as the data you collect.
When my son was dying from pancreatic cancer, he was fitted with a morphine pump, that he could adjust himself to dull the immense pain he was enduring.
- His nerves and his brain ascertained the pain level.
- He then adjusted the morphine level.
- He could get very precise control of his pain, because he was measuring it continuously.
But he was only using simple one-term control (proportional).
Derivative Control Can Be Difficult To Get Right And Can Even Go Unstable
Derivative control is mainly to stop overshoot, but sometimes you will find that it can go unstable, so two-term(proportional+integral) controllers will be used.
How I Control My INR
As I said earlier, I am on Warfarin for life and test my INR with a Roche meter.
The NHS typically tests patients about once every six weeks, which in my opinion as a Control Engineer is too infrequent.
I usually test myself a couple of times a week.
But every so often, I evaluate what daily dose gives me an equilibrium INR level of 2.5.
For the last three years, I have found a dose of 3.75 mg keeps me more or less on 2.5.
- As Warfarin comes in 1, 3, 5 and 10 mg. tablets, I alternate 3.5 and 4 mg.
- Warfarin tablets are easily cut in half using a sharp knife.
- I record INR and dose in a spreadsheet.
I have been doing this now for over ten years.
Is This A Unique Property Of Warfarin?
In this time, I have had five medical procedures, where surgeons were worried, that as I was on Warfarin, I might bleed too much.
For the first, which was to remove a lump from my mouth, the private surgeon wanted to charge extra for an anaesthetist. In the end, I asked what INR he wanted and he said 2.1 should be OK!
- So I reduced the Warfarin level and tested every day.
- I judged it correctly and had an INR of 2.1 on the day of the operation.
- The operation went incredibly well and I went home on public transport.
- The lump turned out to be benign.
- I’ve not had another lump.
After the operation, I increased the Warfarin level and tested every day, until it regained a level of 2.5.
On analysing my doses through the date of the operation, I found that the total amount of Warfarin, I didn’t take to reduce my INR to 2.1, was the same as I took to bring it back up again to 2.5.
Is this a unique property of Warfarin?
Since then I’ve had two cataract operations performed in a private hospital, where the NHS paid. Interestingly, they wouldn’t trust my own INR readings, so I had to get my GP to take the measurement.
I’ve also had gallstones removed by endoscopy at the local Homerton NHS hospital.
- For cases like mine, the hospital hire in a surgeon from the posh Wellington private hospital for one day a week, who brings the specialist tools needed.
- I wrote about this in Goodbye To My Gallstones.
- As it was a more serious procedure, I reduced my INR to a requested 1.0.
Interestingly, I still have my gall bladder, but the surgeon put it on notice to behave.
Conclusion
I would totally agree with the conclusion given in the PERSONAL‐CovidBP Trial.
Personalized dose titration with amlodipine was safe, well tolerated, and efficacious in treating primary hypertension. The majority of participants achieved BP control on novel doses, and with personalization of dose there were no trial discontinuations due to drug intolerance. App‐assisted remote clinician dose titration may better balance BP control and adverse effects and help optimize long‐term care.
I would add some conclusions of my own.
- The app used in the PERSONAL‐CovidBP Trial, seems to have had a good algorithm.
- I suspect the app could also be Internet-based.
These are some general conclusions.
- If you are on Warfarin and have access to a Roche meter, it is possible to lower your INR to the value required by a surgeon for an operation or a procedure.
- Since starting to take Warfarin, I have had four operations or procedures, where others would have had anaesthetic or a sedative.
- In those four operations, I was able to go home on public transport. If I still drove a car, I could have driven home afterwards.
- Private hospitals like to use an anesthetist, as it pumps up the bill.
- Avoiding anaesthesia must save hospitals money.
Well designed apps, based on Control Engineering principles, that help the patient take the best dose of a drug will become more common.
Thoughts On Alstom At Derby
In the 1970s, I worked at ICI Plastics in Welwyn Garden City in a section called Computer Techniques.
We had a unique mandate from the Divisional Board, that allowed us to stick our nose into anybody’s business.
We certainly weren’t short of computing power, as in addition to the Division’s IBM 360 and dial-up services to GEISco, we had one of the handful of PACE 231R analogue computers in the UK.
Note.
- These machines didn’t use many semiconductors.
- These beasts could solve up to a hundred simultaneous differential equations and display the answers as graphs on the printers.
- Other UK companies and institutions with a PACE 231 R, included BMC, British Rail Research and Cambridge University.
- Two were linked together and these did the calculations for the Apollo flights.
- Their finest hour would surely have been to use their flexibility and power to bring home the stricken Apollo 13.
I got an interesting introduction to the industrial world in my three years at Welwyn.
One of our problems, was recruiting enough specialist engineers and programming staff.
So in the end, at one of our Monday morning meetings, we wrote our own advert for the Sunday Times.
We got all the staff we needed, but they weren’t the sort of recruits, you’d normally expect in the 1970s. Two were Indian and two were American, but all were recent immigrants. But they were certainly good enough to solve our problems.
I don’t think the Personnel Department were amused at our independent recruitment exercise.
I sometimes wonder if Bombardier (now Alstom) in Derby has a similar recruitment problem.
I am a Control Engineer and all these hybrid systems, that will power the transport of the future, be they trains, planes or automobiles, need lots of engineers with similar skills to myself and those of computer programmers. So do local companies; Rolls-Royce, JCB and Toyota, who probably have their own skill shortages in these areas, nick the best from Alstom.
It should be noted that in the railway press, it has been said that the Aventras from Derby were late because of software problems.
Amazon Books Over Half Of Moray West Offshore Wind Capacity To Power UK Operations
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Amazon has signed a corporate power purchase agreement (CPPA) for a total of 473 MW of Moray West offshore wind farm’s generation capacity to help power its operations when the project becomes operational later this year.
These are the first two paragraphs.
The technology giant signed the CPPA with ENGIE, which owns the Moray West project through Ocean Winds, the 50-50 joint venture between ENGIE and EDP Renewables.
The 473 MW Amazon secured through the agreement is enough to power the equivalent of more than 650,000 UK homes annually and is more than half of the total installed capacity of the 882 MW Moray West offshore wind farm.
Note.
- In Google Buys Scottish Offshore Wind Power, I talked about how Google had signed a Corporate Power Purchase Agreement to buy 100 MW from the Moray West offshore wind farm.
- This would mean that there’s still 305 MW of capacity to allocate.
- I would assume you wouldn’t sell hundred percent of capacity to give yourself leeway.
But what do you do, if your wind farm isn’t producing the 573 MW you need to satisfy the CPPAs you’ve sold? I suspect you have to buy it on the market.
If And When Do Amazon Think About Batteries?
My twenty-five-year-old self could have developed methods to calculate the answer to that question, as it would have been a simple calculation for the analogue computer, that I was using at the time; a PACE-231-R.
They really were magnificent machines.
British Gas Joins Forces With Samsung To Help Customers Power Smarter Energy Use
The title of this post, is the same as that of this press release from Centrica.
This is the sub-heading.
British Gas and Samsung have today announced the exciting first step in a long-term venture – aimed at helping customers better manage their energy use and increase the adoption of low carbon heating technologies in homes across Britain.
These are the first two paragraphs.
The collaboration will see British Gas integrate with Samsung’s SmartThings app to help customers optimise their home appliances to use energy when the cost and demand are lower. This is now possible through the integration of SmartThings Energy and British Gas’ PeakSave demand flexibility scheme informing customers (by sending notifications via their smartphone, TV or other compatible devices) of the best times to use household appliances to save money.
The PeakSave scheme includes PeakSave Sundays, running every Sunday until the end of February with half-price electricity from 11am to 4pm for British Gas customers and PeakSave Winter events which encourages customers to move their electricity use out of peak times when there is high demand on Britain’s energy grid.
As a Graduate Control Engineer, I believe that this could make optimising your energy use much easier.
- It would surely be a lot easier to check usage on your phone rather than a smart meter, when you perhaps cook a ready meal, so that you can see if your microwave or traditional cooker is cheapest.
- Suppose you and everybody, who lives with you are out for supper and British Gas want to cut off your gas for a reward, you can make an appropriate decision.
- Hopefully, if you have the right controls, you’ll be able to switch lights and appliances off and on.
The possibilities are endless.
I shall certainly be looking at the reviews of this app.
There is a section in the press release called Scaling Up Low Carbon Heating Opportunities, where this is said.
The collaboration will also help support customers in their journey to decarbonising their homes by introducing smart technologies in a way that is simple and empowering. From early 2024, British Gas will include Samsung heat pumps in its offering to British households to support the UK’s commitment to reach net zero by 2050.
The venture will see specially trained British Gas surveyors and engineers working with consumers to explain the benefits of heat pumps and then conducting the installations on-site. Samsung will be supporting workforce training as part of their efforts to upskill the heating industry to ensure there are enough installers to service the expected growing demand.
British Gas also offers customers the chance to purchase heat pumps through flexible financing methods. This, combined with the recently increased UK Government Boiler Upgrade Scheme grant of £7,500, creates an attractive package of financing options to help people make the transition more affordable.
Various plumbers, who I would trust, have given me different views about heat pumps.
I suspect the Samsung’s SmartThings app might be able to simulate your energy usage with or without the heat pump, as it would know your energy use with your current boiler.
I was doing similar calculations for chemical plants in the early 1970s at ICI, using a PACE 231-R computer.
Consider.
- It may look rather old fashioned, but it could solve a hundred simultaneous differential equations in one go.
- Two similar computers linked together were the analogue half of NASA’s moon mission simulator.
- Without these wonderful machines, NASA would not have been able to re-calculate the dynamics of Apollo 13 and the mission would be remembered as a disaster, rather than the first space rescue.
The average current smart phone has more computing power than a PACE 231-R.
What’s In It For Samsung?
I have a Samsung television, but unfortunately it has a screen fault because of age. So if I had the Samsung app and liked it, I might buy another Samsung TV.
Similarly, the app might give me a financial reason to buy a Samsung heat pump.
Samsung will sell more equipment.
What’s In It For Centrica?
Centrica would appear to be a loser, as bills will fall and they could be paying customers to not use energy.
But they are surely hoping that their market share will increase and I’m sure Samsung will give them a commission.
What’s In It For The Consumer?
Hopefully, they’ll get lower energy bills.
But also they might get a lot of convenience controlling their appliances and heating.
Conclusion
Using energy is becoming a computer game with monetary rewards.
Is the deal between Centrica/British Gas and Samsung another deal that has been brought to fruition by the Korean President’s visit to the UK?
It looks like this is the third recent deal signed between UK and Korean companies, after these two.
- South Korea, UK Strenghten Offshore Wind Ties
- UK And South Korea Help Secure Millions For World’s Largest Monopile Factory
I suspect, there might be a few more deals, if Charles and Camilla really turned on the charm.
In Mersey Tidal Project And Where It Is Up To Now, I wrote about talks between Liverpool City Council and Korea Water about a tidal barrage of the Mersey. This project must surely be a possibility!
This is said in the Wikipedia entry for Korean Air under Fleet Plans.
At the Association of Asia Pacific Airlines Assembly in 2018, Korean Air announced that it was considering a new large widebody aircraft order to replace older Airbus A330, Boeing 747-400, Boeing 777-200ER and Boeing 777-300. Types under consideration for replacement of older widebody aircraft in the fleet include the Boeing 777X and Airbus A350 XWB. At the International Air Transport Association Annual General Meeting (IATA AGM) in Seoul, Chairman Walter Cho said Korean Air’s widebody order is imminent and it is considering an extra order of Airbus A220 Family including developing version, Airbus A220-500.
Note.
- Airbus A350 XWB have Welsh wings and Rolls-Royce engines.
- Airbus A220-500 are made in Canada with wings and composite parts from Belfast. Rolls-Royce may have a suitable engine.
Could a deal have something in it for the UK?
Although Korea has its own SMR program, I wonder, if there could be a link-up between Korean industry and Rolls-Royce over SMRs?
Floating Foundation For 15+ MW Offshore Wind Turbines Launches
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Odfjell Oceanwind has launched the Deepsea Star™ harsh environment floating wind foundation designed to support wind turbines with a capacity of 15 MW and more.
Note.
- Odfjell Oceanwind is a Norwegian company and has this web site.
- This news item from Odfgell Oceanwind is entitled Odfjell Oceanwind Launches The Deepsea Star™ 15MW Floating Wind Foundation and was published on the 28th of February, 2023.
- The news item was the source of the iffshoreWIND.biz article.
- In the news item, one of the designers, explains some of the features.
I very much believe that ,my twenty-three-year-old self armed with ICI’s PACE 231-R would have had great fun examining the dynamic proiperties of a structure like this.
Roger Ford’s Cunning Plan
In the February 2020 of Modern Railways, there is an article called LNER Procurement, which has been written by Roger Ford.
It is Roger’s reply to an article in the December 2020 Edition of Modern Railways, which was entitled LNER Seeks 10 More Bi-Modes.
He starts by describing the requirement and then says this.
Would any fleet engineer in his or her right mind want to add a unique sub-fleet of 10 high speed trains to an existing successful fleet, even if they were hydrogen-electric tri-modes from the respected Kim Chong t’ae Electric Locomotive Works?
In my analysis of the December 2020 article, I wrote this post with the same name, where I said this, under a heading of More Azumas?
Surely, It would require a very innovative train at perhaps a rock-bottom price from another manufacturer, for LNER to not acquire extra Azumas.
So it would appear that Roger and myself are vaguely in agreement on the subject of more Azumas.
The last section of the article has a title of Cunning.
Roger puts forward, the view that the procurement process, as well as being compatible with EU law, could be a warning to Hitachi, to make sure that LNER get a good deal.
It certainly could be, and I remember a similar maneuver by ICI around 1970.
The company was buying a lot of expensive IBM 360 computers.
ICI needed a new computer to do scientific calculations at their Central Instrument Research Establishment (CIRL) at Pangbourne in Berkshire.
- English Electric had just released a clone of an IBM 360 and were keen to sell it to ICI.
- As it would do everything that ICI wanted, they bought one.
- It worked well and did everything that CIRL wanted at a cheaper price.
IBM’s reaction was supposedly quick and dramatic. The salesman who dealt with ICI, was immediately fired!
But as ICI had about a dozen large IBM computers, there wasn’t much they could do to one of the most important and largest UK companies.
IBM also made sure, that ICI got their next computer at a good price.
I’m with Roger that all the shenanigans are a warning to Hitachi.
Roger finishes the article with these two paragraphs.
A genuine bluff would have been to seek bids for the long-term deployment of remanufactured IC225s. Which in these straitened times could still turn out to be a more viable option.
I rather fancy the idea of a hydrogen-electric Class 91. Owner Eversholt Rail might even have played along on the understanding that it funded the inevitable hybrid Azumas.
Note that IC225s are InterCity 225 trains.
- The 31 trains, were built for British Rail in the 1980s.
- They are hauled by a 4.83 MW Class 91 locomotive, which is usually at the Northern end of the train.
- Nine Mark 4 coaches and a driving van trailer complete the train.
- As with the Hitachi Azumas (Class 800 and Class 801 trains), they are capable of operating at 140 mph on lines where digital in-cab ERTMS signalling has been installed.
I just wonder, if a Class 91 locomotive could be to the world’s first 140 mph hydrogen-electric locomotive.
Consider the following.
Dynamics
The wheels, bogies and traction system were designed by British Rail Engineering Ltd, who were the masters of dynamics. This is a sentence from the locomotive’s Wikipedia entry.
Unusually, the motors are body mounted and drive bogie-mounted gearboxes via cardan shafts. This reduces the unsprung mass and hence track wear at high speeds.
That is a rather unique layout. But it obviously works, as otherwise these locomotives would have been scrapped decades ago.
I believe the quality dynamics are because BREL owned a PACE 231R for a start, which was an analogue computer, that was good enough for NASA to use two computers like this to calculate how to put a man on the moon.
London and Edinburgh is a slightly shorter distance, run at a somewhat slower speed.
Space
This picture shows a Class 91 locomotive.
What is in the space in the rear end of the nearly twenty metre-long locomotive?
This sentence from the Wikipedia entry for the locomotive gives a clue.
The locomotive also features an underslung transformer, so that the body is relatively empty compared to contemporary electric locomotives.
It also states that much of the layout came from the APT-P, which was a version of the tilting Advanced Passenger Train.
Would the space be large enough for a tank of hydrogen and some form of generator that used the hydrogen as fuel?
It should be noted that one version of the APT used a gas-turbine engine, so was the locomotive designed for future use as a bi-mode?
Fuel Cells
I’ve ignored fuel cells, as to get the amount of power needed, the fuel cells could be too large for the locomotive.
Class 91 Locomotive Performance
The performance of a Class 91 locomotive is as follows.
- Power output – 4.83 MW
- Operating speed – 140 mph
- Record Speed – 161 mph
Not bad for a 1980s locomotive.
Required Performance Using Hydrogen Fuel
If the locomotives were only needed to use hydrogen to the North of the electrification from London, the locomotive would need to be able to haul a rake of coaches twice on the following routes.
- Aberdeen and Edinburgh Haymarket – 130 miles
- Inverness and Stirling – 146 miles
A range of three hundred miles would be sufficient.
The locomotive would need refuelling at Aberdeen and Inverness.
The operating speed of both routes is nowhere near 140 mph and I suspect that a maximum speed of 100 mph on hydrogen, pulling or pushing a full-size train, would probably be sufficient.
When you consider that a nine-car Class 800 train has five 560 kW diesel engines, that give a total power of 2.8 MW, can carry 611 passengers and an InterCity 225 can only carry 535, I don’t think that the power required under hydrogen will be as high as that needed under electricity.
Rolls-Royce
Rolls-Royce have developed a 2.5 MW generator, that is the size of a beer keg. I wrote about it in Our Sustainability Journey.
Could one of these incredibly-powerful generators provide enough power to speed an InterCity 225 train, through the Highlands of Scotland to Aberdeen and Inverness, at speeds of up to 100 mph.
I would give it a high chance of being a possible dream.
Application Of Modern Technology
I do wonder, if the locomotive’s cardan shaft drive could be improved by modern technology.
These pictures show Joseph Bazalgette’s magnificent Abbey Mills Pumping station in East London.
A few years ago, Thames Water had a problem. Under the pumping station are Victorian centrifugal pumps that pump raw sewage to Beckton works for treatment. These are connected to 1930s electric motors in Dalek-like structures on the ground floor, using heavy steel shafts. The motors are controlled from the control panel in the first image.
The shafts were showing signs of their age and needed replacement.
So Thames Water turned to the experts in high-power transmission at high speed – Formula One.
The pumps are now connected to the electric motors, using high-strength, lower-weight carbon-fibre shafts.
Could this and other modern technology be used to update the cardan shafts and other parts of these locomotives?
Could The Locomotives Use Regenerative Braking To Batteries?
I’ll start by calculating the kinetic energy of a full InterCity 225 train.
- The Class 91 locomotive weighs 81.5 tonnes
- Nine Mark 4 coaches weigh a total of 378 tonnes
- A driving van trailer weighs 43.7 tonnes.
- This gives a total weight of 503.2 tonnes.
Assuming that each of the 535 passengers, weighs 90 Kg with babies, baggage, bikes and buggies, this gives a passenger weight of 48.15 tonnes or a total train weight of 551.35 tonnes.
Using Omni’s Kinetic Energy Calculator, gives the following values at different speeds.
- 100 mph – 153 kWh
- 125 mph – 239 kWh
- 140 mph – 300 kWh
I think, that a 300 kWh battery could be fitted into the back of the locomotive, along with the generator and the fuel tank.
With new traction motors, that could handle regenerative braking, this would improve the energy efficiency of the trains.
Sustainable Aviation Fuel
Sustainable aviation fuel produced by companies like Altalto would surely be an alternative to hydrogen.
- It has been tested by many aerospace companies in large numbers of gas turbines.
- As it has similar properties to standard aviation fuel, the handling rules are well-known.
When produced from something like household waste, by Altalto, sustainable aviation fuel is carbon-neutral and landfill-negative.
ERTMS Signalling And Other Upgrades
Full ERTMS digital signalling will needed to be fitted to the trains to enable 140 mph running.
Conclusion
I believe it is possible to convert a Class 91 locomotive into a hydrogen-electric locomotive with the following specification.
- 4.83 MW power on electricity.
- 140 mph on electrification
- 2.5 MW on hydrogen power.
- 100 mph on hydrogen
- Regenerative braking to battery.
If it were easier to use sustainable aviation fuel, that may be a viable alternative to hydrogen, as it is easier to handle.
The Britons Who Played For The Moon
The title of this post, is the same as that of an article on page 15 of today’s copy of The Times.
This is two paragraphs – – .
The team was organised by John Hodge, who was born in Leigh-on-Sea, Essex and who had previously worked for Vickers Armstrong, which during the Second World War built the Supermarine Spitfire.
Mr. Hodge, now 90, would become a flight director at mission control – the one time that ‘Houston’ spoke with a British accent.
I’ve heard of John before.
Like me, John Hodge went to Minchenden Grammar School and one of our maths’ teachers; George Bullen,when I was doing Further Maths in the Sixth Form, told us the full story of one of his brightest students.
If John had a problem, it was that he couldn’t get a language O-level, which was needed to get to University in the late 1940s.
So he went to Northampton Engineering College, which is now the City University, where the qualification wasn’t needed.
I think George Bullen, with his John Arlott Hampshire accent, probably told us the story of John Hodge for motivation.
This is another paragraph in the article.
Peter Armitage, 90, who grew up in Hable-le-Rice, Hampshire, was also in the Avro group. In 1969 he oversaw the simulator that Neil Armstrong used to learn how to touch down on the moon.
As I remember it, the simulator was a hybrid digital-analogue computer using two PACE 231-R computers as the analogue half.
This picture shows the similar computer, that I worked on at ICI in Welwyn Garden City.
These machines could each solve up to a hundred simultaneous differential equations, in real time, so were ideal for calculating the dynamics of complex systems.
They were some beasts!
From what I read at the time, they were key in bringing the Apollo 13 astronauts home, as they could be quickly reprogrammed, if you were familiar with the dynamic model., as undoubtedly NASA’s engineers were.
DB Says Innovative Freight Train Project ‘Very Promising’ So Far
The title of this post is the same as that of this article in Global Rail News.
This is the first paragraph.
A project to design innovative freight wagons, which is being financed by Germany’s Federal Ministry of Transport and Digital Infrastructure (BMVI), DB Cargo and VTG, is producing ‘very promising’ results.
The article is worth reading in full and in my mind it could be important in the development of efficient and reliable freight trains.
I remember in the 1960s, British Rail were trying to run faster freight trains and a lot of four-wheel wagons kept derailing.
Research at Derby using computer simulation solved the problem and went on to lead to a greater understanding of the dynamics of steel wheel on steel rail.
I do know that British Rail Research had one of the best tools for this job; a PACE 231-R analogue computer.
This is the one, that I worked on at ICI.
They were a powerful computer, which were capable of solving a hundred simultaneous differential equations.
They were late 1950s technology, based mainly on electronic valves, that responded to tender loving care.
But two of them working together, did the dynamic calculations for the moon landings, when linked to the digital computers of an Apollo capsule and lander.
On Apollo 13, when Jack Swigert said “Houston we have problem”, it was these machines, that were used to find a way to bring everyone home.
And the rest, as they say is history!
In my view, after over fifty years in computing, the rescue of Apollo 13 was the greatest piece of computing ever done with an electronic machine.
I’d love to know, whether the superb dynamics of the Mark 3 coach, are down to the work that was done on British Rail’s PACE 231-R
The second paragraph of the Global Rail News article has this phrase.
feature new digital systems which optimise handling.
Does this mean the Germans are worried about the handling?
I do sometimes wonder, if dynamic systems are best analysed using analogue computers and the demise of the technology means the same problems keep returning in different guises.
There can’t be many of us left, who’ve used an analogue computer seriously.
The Anonymous Widower 