Are LNER Going To Take On The Airlines?
Nine years ago, I wrote Edinburgh – Plane Or Train?, after a trip to Scotland, where I took easyJet up and came back in First Class by train.
- Both trips were about five hours door-to-door.
- The flight was about six quid more,
- But I got free food and drink on the train.
- Security on the plane was a pain.
- I had to take my passport for identification at Stansted.
I haven’t flown internally in Great Britain since, although, I have flown to Belfast.
For shorter flights the market is going towards rail, as these posts seem to suggest.
- 2.7M Tonnes Of Co2 Could Be Saved Per Year If UK Domestic Flights Went Electric
- Air Travellers To Be Hit By Carbon Charge On All Tickets
- Climate Change ‘May Curb Growth In UK Flying’
- France Bans Short-Haul Flights To Cut Carbon Emissions
- KLM Replaces Plane With High Speed Train
- Lumo Carbon Data Shows Its Trains Are 22 Times Greener Than Flying
- Next Time I’ll Go By Train
- Ryanair One Of Europe’s Top Polluters, EU Data Suggests
- Stop Taking Internal Flights And Go Green, Says Lib Dem Contender Davey
The climate seems to be turning against flying short-haul.
This is a paragraph, in this press release from LNER, which is entitled First Tri-Mode Long Distance Trains For The East Coast Main Line.
This new fleet of trains will keep LNER on track to reduce its emissions by 67 per cent by 2035 and be net zero by 2045. LNER has already reduced carbon emissions by 50 per cent compared with 2018/19. Per mile, LNER trains produce 15 times less carbon emissions than a domestic flight.
Are LNER building a number of climate-based sticks, with which to beat the airlines on the routes, where they compete?
These are my thoughts on the various routes, where LNER compete with airlines.
Newcastle
Newcastle is an interesting one.
- Newcastle station is in the city centre and is on the Tyne and Wear Metro.
- London King’s Cross is one of London’s major Underground hubs.
- There are lots of buses and local trains within walking distance of both stations.
- There are three trains every two hours and an additional eight trains per day (tpd) between the two London King’s Cross and Newcastle stations.
- Lumo also run five tpd on the route.
- There are generally no security delays at rail stations.
- London King’s Cross is laid out to maximise passenger flows. If it gets busy, everybody just walks out into King’s Cross Square.
- I’ve never had a problem at Newcastle station with overcrowding.
Perhaps, if you live near one of the airports, flying is more convenient.
LNER’s weapons against the airlines between London King’s Cross and Newcastle will be convenience and journey times.
Convenience is all about the location of the stations, their excellent local transport networks and good walking routes around the station.
Journey times will only get better, as the magic of digital in-cab signalling, allows the Azumas, the new CAF tri-mode long distance trains and the few remaining InterCity 225s to show what they were designed to do.
Dalton-on-Tees, where the first phase of the digitally signalling will end, is 39.8 miles South of Newcastle, so once the Newcastle train is passes Dalton-on-Tees on the East Coast Main Line, it will be a digital-signalled electrified railway all the way to Woolmer Green.
- Dalton-on-Tees is 39.8 miles South of Newcastle
- Woolmer Green is 244.8 miles South of Newcastle.
- Dalton-on-Tees and Woolmer Green is 205 miles.
- Newcastle and Dalton-on-Tees takes 37 minutes.
- Woolmer Green and King’s Cross takes 18 minutes
- Trains take typically an average three hours and nine minutes between London and Newcastle.
- A typical train time by LNER between Dalton-on-Tees and Woolmer Green is two hours and 14 minutes.
- This is an average speed of 91.8 mph between Dalton-on-Tees and Woolmer Green.
- Between London King’s Cross and Newcastle is fully-electrified.
I can build a table of timings and savings at various average speeds.
- 120 mph – 103 minutes – two hours and 38 minutes – 31 minutes
- 125 mph – 98 minutes – two hours and 33 minutes – 36 minutes
- 130 mph – 95 minutes – two hours and 30 minutes – 39 minutes
- 135 mph – 91 minutes – two hours and 26 minutes – 43 minutes
- 140 mph – 88 minutes – two hours and 23 minutes – 46 minutes
Note.
- The first field is the average speed between Dalton-on-Tees and Woolmer Green.
- The second field is the time between Dalton-on-Tees and Woolmer Green.
- The third field is the time between London and Newcastle.
- The fourth field is the saving over current timings.
- The London and Newcastle time is calculated by adding the times for the three sections together.
I have regularly timed trains at a very constant 125 mph, so with digital signalling, I suspect an average of 130 mph is possible.
This would mean, times of a few minutes under two hours and thirty minutes could be possible between London and Newcastle.
Edinburgh
Edinburgh builds on the improvements South of Newcastle.
Edinburgh station Waverley is a well-connected station.
- There are lots of buses, local trains and the Edinburgh Tram within walking distance of Edinburgh Waverley station.
- There are three trains every two hours and an additional seven tpd between the London King’s Cross and Edinburgh Waverley stations.
- Lumo also run five tpd on the route.
- Trains take typically an average four hours and thirty minutes between London and Edinburgh Waverley.
- Any savings because of the digital in-cab signalling between London and Newcastle can be applied to London and Edinburgh Waverley services.
As my calculations showed that averaging 130 mph between Dalton-on-Tees and Woolmer Green could save 39 minutes on journey times, I am fairly sure than a sub-four hour journey time will be possible between London and Edinburgh Waverley.
It should also be noted that that the power supply has been improved between Newcastle and Edinburgh Waverley.
- The distance between Newcastle and Edinburgh Waverley is 124.2 miles
- Newcastle and Edinburgh Waverley takes around one hour and 30 minutes.
- This is an average speed of 82.8 mph between Newcastle and Edinburgh Waverley.
- Between London King’s Cross and Edinburgh Waverley is fully-electrified.
As the record time for between London King’s Cross and Edinburgh Waverley was set by an InterCity225 train in 1993 at three hours and twenty-nine minutes, I suspect that with more digital signalling and some track improvements, that there are more journey time improvements to be squeezed out.
I certainly believe that a time of three hours and fifty minutes between London and Edinburgh Waverley will be regularly achieved. This is a journey time saving of around forty minutes.
Dundee
Dundee has an airport and a station on the East Coast Main Line.
Trains between London King’s Cross and Dundee take around five hours and 45 minutes.
LNER run three trains per day to and from London King’s Cross and one tpd to and from Leeds.
CrossCountry also run services.
Loganair has two flights per day to Heathrow.
Aberdeen
Aberdeen builds on the improvements South of Edinburgh.
The four direct tpd between London and Aberdeen take around seven hours and ten minutes.
This should come down to around six hours and thirty minutes with the journey time savings between London King’s Cross and Edinburgh Waverley.
Will this tempt travellers from the airlines?
Battery-Electric Trains To Dundee And Aberdeen
One thing that will help, is that Edinburgh and Aberdeen is to be partially electrified.
InPiling Work To Get Underway To Electrify Line To Fife, I included this Network Rail map of the electrification.
This map has been downloaded from the Network Rail web site.
The electrification is split into four phases.
- Haymarket and Dalmeny – 25 km
- Kirkcaldy and Thornton North – 25 km.
- Lochgelly and Thornton North – 20 km.
- Thornton North and Ladybank – 34 km.
Note.
- The last three phases of electrification connect to Thornton North.
- The new rail link to Leven will also be electrified. and connected to Thornton North.
- The Forth Bridge is not to be electrified.
As Ladybank station is just 91.4 miles from Aberdeen, I suspect LNER will use Hitachi Intercity Battery Hybrid Trains to serve Aberdeen.
If these trains haven’t got the range, then I suspect LNER’s new CAF Tri-Mode Trains could handle the route.
Inverness
Inverness has a problem.
Zero-carbon trains will be unlikely to get to the city without full electrification of the Highland Main Line.
- Dunblane is the nearest electrified station to Inverness, but it is 146.2 miles away over a route with lots of steep climbs.
- I doubt that a battery-electric train could handle that route.
One solution would be for LNER to run the new CAF Tri-Mode Trains to Inverness using HVO or biodiesel.
Glasgow
Glasgow is the only other Scottish city with an airport and good rail connections to the South.
I am sure that Avanti West Coast will target airline passengers, if LNER prove it is a successful policy.
Other Factors
These are other factors, that will come into a traveller’s choice.
First Class
Some travellers like a bit more comfort and service.
Ability To Work
Some travellers like to work on a train.
You Don’t Get Tables On a Plane
I like to open a paper or magazine flat, which is difficult on a plane.
Views Tend To Be Better On a Train
Providing you get a window!
Parking Tends To Be Better At An Airport
But it may be more expensive!
Security Is Less Hassle On A Train
At the moment!
You Don’t Need To Prove Your Identity On A Train
Not in the UK! Yet!
Conclusion
It looks like LNER can offer the airlines to four of our major Northern cities serious zero-carbon competition.
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.
Arup and ILF Join Forces To Enhance Pumped Storage Projects In The UK
The title of this post, is the same as that of this of article on Water Power And Dam Construction.
These are the first two paragraphs.
Global sustainable development consultancy Arup and ILF Consulting Engineers have recently signed a Memorandum of Understanding (MOU) aimed at strengthening pumped storage projects in the UK. These projects include Coire Glas, Glenmuckloch, and up to 13 additional schemes in the pipeline.
This partnership marks a significant development in the hydropower sector in the UK, bringing both capacity and valuable experience to support the country’s net-zero energy transition.
Fifteen schemes could be a lot of energy storage.
These are a few useful web sites with information to back up the article.
As most of the work appears to be in Scotland, this would appear to be a second large installment of Power From The Glens. Perhaps it should be named Storage In The Glens.
WES Starts Testing Combined Floating Wind And Wave Energy Models
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Wave Energy Scotland (WES) has started a series of tank tests of floating wind and wave energy structures at the University of Edinburgh’s FloWave facility to explore the potential benefits the synergy between the two technologies could bring.
These two paragraphs introduce the technology.
The tank tests currently being completed by WES use sea states which are representative of one of the future floating wind lease sites on the west coast of Scotland, leased through the ScotWind program and which has an appropriate water depth and wave resource for large-scale wave energy exploitation.
The physical model used for the testing incorporates multiple identical wave energy absorbers mounted onto a semi-submerged, triangular floating platform.
Have we got enough research facilities to test devices like these?
I can find these.
With Edinburgh, that makes five.
Crown Estate Scotland Joins Scapa Flow Deepwater Port Plan
The title of this post is the same as that of this article on Riviera Maritime Media.
This is the sub-heading.
Orkney Islands Council (OIC) and Crown Estate Scotland have signed an agreement to work together in developing a deepwater quay at Scapa Flow
The picture and the words, indicate it is not a small facility.
The final comment of Crown Estate Scotland’s director of marine Colin Palmer, are a strong statement of intent about how Crown Estate Scotland will help Scotland towards net-zero.
Scotland’s Largest Offshore Wind Farm Stands Complete
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
The final turbine has been installed at Scotland’s largest offshore wind farm, Seagreen, off the coast of Angus.
These two paragraphs describe the wind farm.
Once fully operational, the Seagreen project, owned by TotalEnergies and SSE Renewables, will reach almost 1.6 GW.
76 of the 114 Vestas V164-10.0 MW turbines are now energised at the site, which is located 27 kilometres from the Angus coast.
The article also says, that the units are now producing more than two-thirds of Seagreen’s full capacity power to the grid.
It seems like the Seagreen wind farm has got off to a good start.
Subsea 7 To Explore Pairing Floating Offshore Hydrogen With Floating Wind Farm Off Scotland
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Subsea 7, in collaboration with OneSea Energy, has secured GBP 150,000 (around USD 187,000) in funding from the Scottish government to investigate pairing a large-scale floating hydrogen production system with a floating wind farm offshore Scotland.
Looking at the home page of the OneSea Energy web site, these statements can be read.
- Large scale floating green hydrogen solutions
- OneSea build, lease and operate floating hydrogen production solutions.
- OneSea developed concepts to produce floating green hydrogen in shallow and deep waters.
- These concepts integrate decades of experience in designing, delivering and operating offshore energy production units worldwide.
- OneSea provides full turnkey floating hydrogen production solutions.
- The OneSea business model de-risks client’s financial exposure and offers a fixed rate solution that guarantees the delivery of the committed product output.
- The fast-track and plug-and-play nature of our design allows quick deployment of the units with minimum impact to an existing offshore energy generation project.
- OneSea appear to be a company based in the Netherlands.
Note.
- I like the build, lease and operate concept.
- Pictures indicate that their production units are based on ships.
- There appear to be three different sizes of production units.
Their production units seem to serve a similar purpose as a floating production storage and offloading (FPSO) unit does in the offshore oil and gas industry.
OneSea seems to have thought deeply about how to satisfy the offshore hydrogen production market as widely as possibly.
I could see this concept being employed in several places around the UK.
SSEN Transmission Signs Debut £750m Sustainability-Linked Facility
The title of this post, is the same as that of this news item from SSE.
This is the sub-heading.
SSEN Transmission has signed its first ever sustainability-linked Revolving Credit Facility (RCF), further reinforcing the company’s commitment to sustainability in line with its Sustainability Action Plan.
This is the first paragraph.
The facility has been upgraded to include four key performance indicators, which have been designed to align with SSEN Transmission’s commitment to sustainability, and each indicator will be assessed annually during the term of the loan, thus bringing greater alignment between SSEN Transmission’s sustainability and financing strategies.
It seems to be that SSEN Transmission are benefitting from some innovative financing.
As someone, who benefited from innovative financing from a bank manager in the past, I’m all for more of this, if it helps development of our renewables.
UK Government Grants £30 Million For Long Duration Energy Storage Projects
The title of this post, is the same as that of this article on Solar Power Portal.
These two paragraphs outline the grants and their recipients.
The UK Department for Energy Security and Net Zero (DESNZ) is providing £30 million in grants for three long-duration energy storage (LDES) projects using novel energy storage technologies.
The three projects awarded funding are from Synchrostor, Invinity Energy Systems and Cheesecake Energy. Synchrostor and Cheesecake Energy are to receive £9.4 million each to fund thermal energy storage systems and Invinity Energy Systems receiving £11 million to develop a vanadium flow battery.
The UK Government seems to give out a lot of these grants for research and development purposes and from feedback I have received from recipients and also by applying my own experience, I am of the opinion, that they are spending tax-payers money more in a wise, rather than a foolish direction.
Cheesecake Energy
I wrote about Cheesecake Energy’s grant in Cheesecake Energy Collects £9.4m Government Funding.
The Government’s press release says this about Cheesecake’s grant.
Cheesecake Energy Ltd, Nottingham, which will receive £9.4 million to test their FlexiTanker technology which stores electricity using a combination of thermal and compressed air energy storage and uses a reversible air compression / expansion train to charge and discharge. They will then install pilot units at 2 sites within a microgrid development in Colchester.
If this project proves successful, it surely is one that can be duplicated in many places.
I have had my eye on Cheesecake Energy for some time and this could be their breakthrough.
Invinity Energy Systems
I first wrote about Invinity Energy Systems in UK’s Pivot Power Sees First Battery On Line By 2021.
The Government’s press release says this about Invinity’s grant.
Invinity Energy (UK) Limited, Scotland, which will receive £11 million to develop and manufacture their 7MW, 30MWh 4-hour Vanadium Flow Battery (VFB), the largest in the UK. Invinity will manufacture the 30 MWh VFB at the Company’s factory in West Lothian, Scotland. The location of the plant will be confirmed in due course.
In this article on renews.biz, which is entitled Invinity Wins Funds For 30MWh UK Battery, these two paragraphs introduce the project.
Invinity Energy Systems plc has today been awarded £11m in funding by the Department for Energy Security and Net Zero to build what it says is the largest grid-scale battery ever manufactured in the UK.
The £11m in funding will come from the Longer Duration Energy Storage Demonstration (LODES) Competition, with funding matched by Invinity’s, as yet unnamed, project partner.
These are other points from the article.
- It will be a fast-response 30MWh battery.
- The battery will be assembled at Bathgate in Scotland.
- It will operate as a stand-alone energy storage asset.
- It will be connected to the National Grid.
- Invinity’s vanadium flow batteries are an alternative to lithium-ion.
The aim is to go live by 2025.
This paragraph indicates the differences between a vanadium flow battery and a traditional lithium ion one.
Invinity said this battery is safer as they cannot catch fire, more durable as they do not degrade with use and are almost completely recyclable at the end of their 25+ year life, reducing environmental impacts and disposal costs for project owners.
I believe that there will come a point, when fully-developed vanadium flow batteries, will become very attractive for financial reasons to the successful energy storage funds like Gresham House and Gore Street.
If the UK government’s funding hastens the day, when energy storage funds feel that these new-fangled vanadium flow batteries are a safe investment, then it is money well spent.
It is not as though the money is going to an early start-up, as this page on the Invinity Energy Systems web site indicates at least a dozen installations.
This project for an as yet unnamed customer, which has a capacity of 30 MWh, is probably much bigger and the Government help is probably very much welcomed.
SynchroStor
SynchroStor was new to me, today.
The Government’s press release says this about SynchroStor’s grant.
Synchrostor, Edinburgh, Scotland, which will receive £9.4 million to build a Pumped Thermal Energy Storage (PTES) grid-connected demonstration plant operating at 1MW, with the ability to charge and discharge for a period of 10 hours, longer than current battery technology.
This page named Technology on their web site, explains their technology, both with words and diagrams.
It is probably the most complex technologies of the three batteries, but I don’t think that will be a problem.
Conclusion
The Government has given grants to three different storage technologies.
If all goes well three good sizable pilot plants will be created and those companies like Centrica, Gore Street, Gresham House, National Grid, Ørsted, SSE and others, will be able to judge, which system is best for their needs.
Cross Border Railway £10million Feasibility Study Due To Get ‘Underway Imminently’
Thw title of this post, is the same as that of this article on ITV.
These three paragraphs introduce the article.
A £10million feasibility study into expanding the Borders Railway to Carlisle is due to get “underway imminently”.
Penrith and the Border MP Dr Neil Hudson discussed the plans at Parliament with Scotland Minister, John Lamont.
There have been calls for the service to be extended past Tweedbank to Carlisle taking in towns and villages including Longtown, Hawick and St Boswells.
This finally looks like a serious move by the Government.
But then there’s an election coming!
The Anonymous Widower 