Decarbonisation of buildings – what does it mean in reality?

Decarbonisation and net zero carbon have become buzzwords in the construction industry and beyond, with many keen to express their green credentials – but what does it all mean? There are many similar sounding terms with slightly different meanings, and it is important to distinguish between these when discussing a route forward.

Carbon neutral is probably the easiest to achieve, particularly if you have deep pockets. Carbon neutrality simply means that all calculated carbon emissions have been offset to effectively neutralise the impact of them. The problem with this is it does not necessarily require any actual carbon reduction and carbon offsets can be purchased for as little as 10 USD per tonne.

The term net zero expands the definition to include all greenhouse gases usually expressed as a CO2 equivalent value. Furthermore, net zero is typically understood to require a reduction in carbon emissions first, with offsets only being the final step in the greenhouse gas mitigation hierarchy.

The differences are important as there are clear differences in outcomes. A company or building can claim to be carbon neutral by simply purchasing offsets. This often does nothing in the immediate term to reduce the emissions being emitted and contributing to climate change. For example, one of the preferred schemes is to plant trees. On face value this is a perfect initiative; trees absorb CO2 as they grow, they create habitats for wildlife and can reduce the ‘heat island’ effect which occurs when cities replace natural land cover with dense concentrations of buildings that absorb and retain heat.

The problem with this is that the typically quoted value of around one tonne of CO2 per tree is not realised until the tree is fully grown. This can take over 100 years, by which point, the damage has already been done.

“Carbon offsets – avoidance and removals | Vertree”

All of this is not to say that carbon offsetting should not be part of the solution. It can be an excellent funding mechanism for decarbonisation projects that may otherwise never see the light of day. Carbon offsets should still be utilised but only as a last resort, after all other avenues for active carbon reduction have been considered.

Putting Fabric first, second

Given the delayed carbon sequestration from planting trees, the construction industry is facing an urgent need to prioritise immediate carbon emissions over annual emissions from building operations. This new focus is vital to align with global climate goals and to understand the true environmental impact of construction projects.

The traditional “fabric first” approach has been an industry standard in reducing a building’s energy demand by focusing on the building’s envelope to minimise heat loss. This approach has led to strategies like increasing insulation to levels seen in passive house standards. However, with the ongoing shift towards a decarbonising grid, this emphasis on insulation may need to be reevaluated.

Carbon emissions from building operations are continually decreasing as energy production becomes cleaner. Consequently, the added insulation’s impact is diminishing, sometimes leading to diminishing returns. A prime example is the move from double to triple glazing, which requires up to 50% more glass and thicker insulation, resulting in an inherent increase in embodied carbon.

These increases in embodied carbon can take decades to pay back through operational energy savings and may never be achieved in some buildings’ lifespan. This brings forth a need for a more nuanced approach that doesn’t solely focus on U-values but also accounts for the whole life cycle impacts of the building. For instance, the construction industry can explore alternative materials like aerogels made from construction waste or wood fibres, which provide insulation with lower embodied carbon. Such innovative solutions can maintain high levels of insulation while reducing the overall carbon footprint.

The traditional hierarchy of design, which consists of reducing demand, improving efficiency, and incorporating renewable energy, also needs to be re-evaluated. The problem lies in its lack of consideration for the building’s whole life carbon perspective. Different buildings have different needs. For example, an old building with a gas-based system may still benefit significantly from insulation improvements, while a new, airtight building heated by high-efficiency heat pumps may not and such improvements are likely to increase the embodied carbon with minimal impact on the operational energy.

This variance emphasises the importance of life cycle carbon assessments early in the design process. Such assessments should inform major design decisions through construction, considering not only the building’s operational phase but also its construction, maintenance, and end-of-life stages. By shifting the focus from solely operational carbon to a more comprehensive life cycle view, the industry can better align with global sustainability goals.

The case for whole life carbon assessments is clear and assessing a building from cradle to grave is the only way to truly assess its impact, while designing with cradle-to-cradle principles in mind allows the design to consider the future and ensures that at the end of a building’s lifecycle, building materials can repurposed for future use as part of a circular economy.

To do this, the industry will need to rethink not only the design of the buildings, but the approach to design by incorporating the necessary expertise much earlier in the design process. It requires a major shift where short-term energy efficiency measures are balanced with long-term considerations of embodied carbon. The move towards considering immediate carbon emissions as more critical is not just a technological challenge but also a cultural one, requiring collaboration, innovation, and a willingness to redefine traditional practices. Only by embracing this holistic approach can the construction industry genuinely contribute to a low carbon future and reduce the greenwashing implications that can arise from only focusing on the more visible aspects of a building.

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Explaining the ‘Dam’ Family

The Most Common Types of Dams Explained

A dam is a barrier that impounds water or underground streams. Dams generally serve the primary purpose of retaining water, while other structures such as floodgates or levees are used to manage or prevent water flow into specific land regions. The earliest known dams were built by Ancient Egyptian and Mesopotamian civilizations, and since then dams have become common infrastructure worldwide, with over 58,000 large dams. Dams are constructed for a variety of purposes, including water supply, irrigation, power generation, flood prevention, navigation, recreation, and fish farming. The most common types of dams include embankment dams, gravity dams, arch dams, and buttress dams. Embankment dams are the most widespread, accounting for about two thirds of dams worldwide. They are constructed from compacted earth or rock and use their weight and mass to resist the force of water. The content will also cover other less common dam types, considerations around dam safety and environmental impacts, and some notable historic and modern dam projects worldwide. The goal is to provide a comprehensive overview of dam engineering and the role of dams in water management infrastructure.

Embankment Dams

Embankment dams are constructed from earth, rock or both. They are the most common type of dam in use today. Material used for embankment dams include natural soil or rock, or waste material obtained from mining or excavation. The material is compacted and shaped to create the dam structure. The most common method of construction is the rolled-fill method. Soil, rocks or other fill material is placed in thin layers and then compacted by heavy machinery. This process is repeated until the embankment reaches the designed height. Other methods include dumping, hydraulic filling and upstream construction. Proper compaction of materials and construction of suitable spillways and drains are critical in creating a stable embankment dam. When designed and built correctly, they are a cost-effective dam option.

Gravity Dams

Gravity dams are solid concrete structures that rely on their own weight and geometry to resist the tremendous pressure exerted by the reservoir water behind them. They are well-suited for narrow gorges or canyons with a solid rock foundation. Gravity dams have a triangular cross-section, resembling an inverted pyramid. The wide base and sloped upstream face help stabilize the dam against the reservoir water pressure. The downstream side is commonly vertical to minimize the amount of concrete required in construction. These dams use mass and gravity to counter the overturning forces caused by the water pressure. The low and wide structural profile accomplishes that by lowering the center of gravity. Gravity dams come in a variety of designs, including constant angles, variable angles, or curved faces.

Arch Dams

Arch dams are curved concrete structures that rely on strength from the shape of the arch to resist the large pressures from the reservoir. They provide economical designs for narrow canyons as they require much less concrete than a gravity dam. Arch dams are typically double-curvature structures built from concrete that span the full width of a canyon or gorge. The curve of the dam allows it to transfer the water load principally into the canyon or gorge walls. This makes an arch dam well suited for narrow canyons where there is good foundation rock on each side. The basic design uses a larger radius curve on the upstream face and a tighter curve on the downstream face. This shape allows the reservoir forces to be transferred to and resisted by the canyon. The concrete arch structure is often very thin compared to its height, just thick enough to support its own weight and transfer the loads to the abutments.

Buttress Dams

Buttress dams are a type of dam built using several triangular shaped buttresses to support the dam against the force of the water. They are a relatively uncommon type of dam compared to arch or gravity dams. Buttress dams contain thick, angled vertical walls called buttresses that support the upstream face of the dam. The buttresses connect to the dam core wall and help resist the water pressure. The triangular shaped buttresses transfer the water load to the dam foundation. The spaces between the buttresses are usually left open but can be filled in with concrete or rockfill materials. Buttress dams are often used for sites where the foundation could potentially cause issues for a gravity dam. The buttresses and core wall work together to divert stresses safely downward into the foundation. Buttress dams require less concrete and materials than gravity dams, but they are more structurally complex to design and build.

 

 

Dams are an incredible feat of engineering and construction that provide many benefits like hydropower, water storage, and flood control. However, they also come with drawbacks like environmental impacts and safety risks that must be carefully managed. Over the decades, dam design and construction has vastly improved to enhance safety and reduce harmful effects. Arch and gravity dams in particular exemplify the amazing progress in dam engineering. Moving forward, the focus will likely remain on limiting ecological disruption and making dams as structurally sound as possible. This overview of major dam types and considerations shows the complexity of these projects. When designed well, dams serve crucial purposes for society. But we must also acknowledge their consequences and pursue new solutions. With responsible dam development, communities can enjoy their benefits while safeguarding nature and public safety.

 

Source: Tata & Howaard

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UK Risks Missing its Target for Offshore Wind Energy

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Cornwall Insights’ latest quarterly overview of power market trends in Britain states that, because the UK failed to attract any bids from offshore wind developers in its most recent Contracts for Difference (CfD) auction round, it risks missing its 2030 target to host 50GW of offshore wind capacity.

Funding totalling £227m was announced under the auction round in September 2023. No offshore windfarm bids were received, largely because developers found the CfD offering economically unviable as supply chain costs mounted.

Several developers in the UK, EU and US have paused or scrapped offshore wind projects this year due to rising supply chain costs, partly caused by soaring energy and commodity prices and continued disruption related to Covid-19.

A notable headline was Vattenfall’s pausing of the 1.4GW Norfolk Boreas offshore wind project in June 2023. The business subsequently sold its Norfolk Offshore Wind Zone to RWE for £963m.

The UK Government intervened in the market in November 2023, pledging to increase the maximum strike price in the CfD by more than 50% for all kinds of wind farms. Ministers also firmed up plans to reward developers for factors such as local supply chain development.

Gas transition – stalling?

Nonetheless, Cornwall Insight believes some significant damage has been done to the UK’s offshore wind pipeline.

The body estimates that offshore wind will account for 21% of the UK’s power generation mix in 2030-31, up from 13% in 2023-5.

This trend will see offshore wind arrays overtaking gas combined cycle power plants (CCGTs) to become the UK’s biggest source of generation by the end of the decade. This year, CCGTs will account for 29% of the UK’s power generation mix, and this will fall to 20%.

But Cornwall Insight had foreseen a steeper drop in CCGT capacity at its previous quarterly power market outlook, published before the CfD disaster for offshore wind. The body believes the UK is more likely to turn to gas and biomass than to other renewables to maintain energy security amid missing its offshore wind target.

This could present a challenge to the UK’s ambitions to bring all unabated gas-fired power generation offline by 2035.

It bears noting that Ministers are proposing an annual emissions limit for existing and new-build gas plants in the capacity market. This could push the owners of older, less efficient CCGT plants to convert to open-cycle gas turbine (OCGT) power stations. These are commonly used as peaking plants as they are generally less efficient to run, but easier to power up and down, than CCGTs.

Cornwall Insight’s overarching conclusion is that whether you look at CCGTs and/or OCGT plants, the UK’s reliance on gas-fired power generation at the end of the decade is likely to be higher than it would have been with swifter policy pivots to account for recent and ongoing renewable energy supply chain challenges.

 

Source: EdieNet

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RABY CASTLE CELEBRATES ITS EQUINE PAST

RABY CASTLE CELEBRATES ITS EQUINE PAST AS WORK COMMENCES ON 18th CENTURY COACH HOUSE AND STABLES

 

Restoration work is underway on the 18th century Coach House and Stables at Raby Castle, a key part of ‘The Rising’ development, the ambitious project to restore historic buildings to create a unique new visitor experience for 2024.

The prominent Grade II* listed Coach House and Stables reflect the Vane family’s long-standing passion for horses. The buildings were designed by renowned architect John Carr in the late 1700s, to house the family’s collection of heritage carriages, as well as its horses. As part of the restoration, each of the buildings’ original features, including cast iron Victorian stable partitions, have been refurbished and repurposed to create a unique heritage space, which will be used for beautiful retail and exhibition areas.

Showcasing Raby Estate’s rich past, the Coach House will house a free-to-enter exhibition, giving visitors a taste of what is to come when venturing into the historic castle, surrounding parklands and wider areas of the Estate.

The centrepiece of this exciting exhibition will be an audio-visual projection onto a bespoke carved oak eight metre table, sourced sustainably from the Estate, crafted by local artisan furniture maker Anthony Nixon, of Barnard Castle. The projection will showcase the unique Teesdale landscape, part of the wider Estate, and highlight iconic landmarks such as High Force Waterfall, as well as the sights and sounds of the local area and wildlife.

In the neighbouring Tack Room, extensive refurbishments are underway, restoring and conserving items from Raby’s proud equine history, including saddles, bridles, carriage sets and a traditional travelling chest which belonged to Henry Vane, 2nd Duke of Cleveland when he served in the 75th Regiment of Foot. Each restored piece will be displayed in its historic setting.

The Drying Room, traditionally used for storage, will include an additional audio-visual display, presented by Lord Barnard, in which he will provide insight into the work of the wider Estate.

Adjacent to the exhibition space, will be a beautiful new retail space, offering a curated selection of homeware and gifts, displayed on reclaimed furniture from across the estate. Raby’s philosophy is local wherever possible, with the retail space offering high-quality, artisan gifts you can’t find anywhere else.

“The Coach House and Stables have been a fundamental piece of our family’s history”, says Lord Barnard, “and we are pleased that it will play such an important role in Raby’s future. As well as displaying elements of Raby’s equine history, we are delighted to be offering an improved retail space to our visitors, presenting local products – many from our own estate.”

“The restoration of this beautiful heritage building will ground visitors in Raby’s fascinating history”, says head of leisure and tourism, Claire Jones. “Key to its development was the safeguarding and celebration of its original features, whilst repurposing it for an exciting future.

“We want to embrace and celebrate Raby’s unique appeal, creating memorable visitor experiences for all. We look forward to welcoming guests to this unparalleled heritage setting for the opening in spring 2024.”

 

For further information on The Rising, please visit: www.raby.co.uk/about-us/development/raby-castle-development/  

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The Governments Planning Policies

The government published in December 2023 its delayed new National Planning Policy Framework (NPPF). This sets out the government’s planning policies for England and how these should be applied.

The focus is on housing delivery, but it does include several other provisions. The main provisions of interest to the sector are summarised below:

  • Plan Making – It emphasises that preparing and maintaining up-to-date locally prepared plans (Local Plans, Neighbourhood Plans etc.) is a priority and providing for sufficient housing and other development in a sustainable manner is a main objective of this.
  • Calculating Housing Need – It confirms that the standard method for calculating housing need in a local authority is an advisory starting point but adds that exceptional circumstances will be required for using an alternative method. Local authorities with an up-to-date local plan will no longer need to continually show a deliverable five-year housing land supply.
  • Housing Land Supply Buffers – The 5% and 10% buffers that can be applied to local authority housing land supply calculations have been removed, but where there is a history of under delivery of housing a 20% buffer may be applied.
  • Housing Need – Older people have been added to the list of specific groups for which local authorities must consider meeting their housing need.
  • Neighbourhood Plans – Includes some greater protection for them where proposed housing development conflicts with a neighbourhood plan.
  • Green Belt – The previous requirement that their boundaries should be reviewed or changed when local plans are being prepared or updated has been replaced by that local authorities may choose to review and alter Green Belt boundaries in exceptional circumstances, with changes made through the plan-making process.
  • Affordable Housing/Community-led Development – All references to entry-level housing exception sites or similar have been replaced with community-led developments or similar, (the glossary accompanying the NPPF includes a definition of community-led development, which it is assumed includes town and parish councils). Other text has been amended to encourage community-led development not only in terms of housing.
  • Agricultural Land – Emphasises that its availability and quality should be considered when allocating agricultural land for development.
  • Density of Development – Significant uplifts in the average density of residential development are inappropriate where it would be wholly out of character with the existing area.
  • Design and Local Design Codes – Emphasises the use of local design codes prepared in line with the National Model Design Code as well as beautiful and well-designed places.
  • Planning Conditions – They should refer to clear and accurate plans and drawings.
  • Energy Efficiency – Significant weight should be given to the need to support energy efficiency and low carbon heating improvements to existing buildings, both domestic and non-domestic.
  • Implementation – Where plans reach pre-submission consultation after 19 March 2024, the policies in the new NPPF will apply. Plans that reach pre-submission consultation on or before this date will be examined under the previous version of the NPPF.

Also,

  • Several changes which were proposed in the consultation version of the NPPF have not been carried through into the final one. These include amending the ‘soundness’ test for the preparation of Local and that the past “irresponsible planning behaviour” by applicants could in future be taken into account when determining planning applications.
  • There are further consultations to follow including on climate change adaptation and flood-risk management, provision of social homes and electric vehicle charging points.
  • The government will be issuing guidance clarifying some aspects of the reforms, for example, it has just issued guidance on where brownfield development in the Green Belt can occur provided the openness of the Green Belt is not harmed.

More information about the revised NPPF, supporting documents and the review process can be found at National Planning Policy Framework.

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THE AI DIVIDE IN CONSTRUCTION

  • Study highlights divided opinion around construction’s digital capabilities – over a quarter believe the industry is performing well
  • Over a third (36%) already use ‘immersive tech’ such as AR, VR, and MR within building projects
  • One in five (22%) use AI and machine learning and a similar number plan to use it within the next year (20%)
  • Digital Twin Technology goes from strength-to-strength, with usage up 50% since 2021
  • New report shows 8 in 10 industry professionals use ‘cloud computing’ in daily workflows

NBS, the platform for connected construction information, has revealed the results of its 2023 Digital Construction Report. Focusing on emerging tech and the industry’s approach to digital transformation, the report offers a snapshot of industry professionals’ various views and evolving opinions.

One of the most hotly debated topics from this year’s study concerns the industry’s rate of tech adoption and whether it now excels in terms of digital expertise. Despite an overall rise in the use of digital technologies, nearly half (47%) are concerned the industry is behind the times. Moreover, 36% of respondents said they worry that they will be left behind when it comes to digital know-how.

However, around a quarter (26%) believe this is an outdated view and is no longer the case, and that construction has finally found its ‘digital feet’. With such a divided split, it could suggest that ‘digitisation’ is more prominent in some areas of construction than others.

Further wins for digital twins and off-site

NBS also found that the use of digital twins has increased by 50% since 2021 from 16% to 25%. What’s more, just over half (55%) of those that use digital twins, do so to mirror construction from other projects and to create an ‘as-built model’. This could be evidence that building safety and efficiency is now taking precedence.

Figures relating to the number of projects using elements of off-site construction also showed an uptick. Over half of professionals (57%) had been involved in a project that used MMC in the past twelve months. In 2021, this figure was hovering at around 50% so an upward trend is taking place. Suppliers were the most likely (70%) followed by contractors (63%) and consultants (58%).

The increased uptake of off-site construction has also been reflected in project data from Glenigan. Its industry intelligence shows a value-adjusted percentage of 11% of new-build projects using MMC during the first nine months of 2023.

Glenigan predicts further growth to this figure over the next few years, with nearly 9% of new-build projects securing detailed planning approval during the first nine months of 2023 involving an off-site element.

Becoming Immersed

The study also flagged a growing appetite for the use of immersive technologies, such as AR (Augmented Reality), VR (Virtual Reality), and MR (Mixed-Reality) which are playing an increasingly important role. More than one in three professionals (36%) are already using this type of technology and a further one in five (20%) plans to within the next three years. Overwhelmingly, its main use is for stakeholder engagement (74%), where upcoming or ongoing projects can be digitally generated to present detailed plans. However, for two in three users (62%), immersive tech offers a way to visualise design interfaces, so they can better understand how construction projects fit within existing surroundings. Just over a third (35%) use it for marketing purposes, particularly amongst suppliers (67%) who recognise its value when selling products and systems.

Machine learning

Interest in AI (Artificial Intelligence) and machine learning has also seen a sharp rise within the past year following the launch of ChatGPT and other algorithm-based language models. Looking back to 2020, two in five (38%) said they were unsure if their organisation was using it, of those who did, just 9% were using AI. Although the use of AI in construction is yet to take its grip (43% said they have no plans to use it), signs of early adopters are already visible. More than one in five (22%) have already adopted AI, and a similar number (20%) said they will do so within a year.

Head in the clouds

Eight in ten now also use a form of cloud computing as part of their daily workflow. While mainly in the form of storage, including Google Drive, OnePoll, DropBox, etc, the study revealed that over seven in ten use it to share documents and information with clients. Three-quarters (75%) also use it to collaborate with other team members, particularly on 3D models and specifications. Given the industry’s push towards the Golden Thread and focus on digital information management, it shows that the sector is making the essential investment to increase efficiency and reduce risk in the built environment.

A point of interest within the report was that despite overall growth in the use of tech, opinions on whether the industry is still lagging behind others remain divided. Nearly half (47%) are still concerned the industry is behind the times when it comes to the adoption of digital technologies, but over a quarter believe it’s no longer the case.

Speaking on this year’s report, David Bain, Research Manager at NBS, said: “It’s clear from the results that construction has ramped up digital adoption in recent years and is a far stride from where it was three years ago.

“Looking ahead, it will be fascinating to see next year’s report as 2024 is shaping up to be big on AI and machine learning.”

Russell Haworth, NBS CEO, added:

“Looking at the evidence, we can see that construction is shaking off old and tired misconceptions and now relies on all manner of digital skills to produce building excellence. That said, there are still some areas for improvement and no doubt next year will bring further leaps in tech know-how and application.”

723 construction professionals took part in this year’s Digital Construction Survey, which included views from architects/engineers and other consultants, contractors, clients, and suppliers in the UK and beyond. Previously known as the NBS BIM Report, the study is a benchmark for changing attitudes towards tech adoption and new technologies.

Source: NBS

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Construction Supplies Via Rail Freight

A NEW report setting out the economic and environmental case for more rail freight into Greater Manchester has been published by the Mineral Products Association (MPA) and the Rail Freight Group (RFG).

Published this week, ‘Building Better with Rail Freight in Greater Manchester’ highlights the benefits of rail freight over road haulage for transporting essential construction materials such as aggregates and cement. Rail freight typically produces 76% less carbon dioxide than the equivalent road journeys and a single aggregates train can carry the same load as up to 125 lorries.

MPA members supply around 200 million tonnes of aggregates and 9 million tonnes of cement each year to meet UK demand. Working with the freight operating companies that form the RFG’s membership, around 10% of these materials are transported by rail, with the vast majority going by road.

Whilst that places mineral products as the second largest market segment on the rail network after containerized intermodal freight, the MPA and the RFG believe there is a huge opportunity to grow the use of rail for construction materials, reducing lorry miles, alleviating traffic congestion, and reducing carbon emissions.

The new report sets out the steps the mineral products and rail freight industries are taking to deliver that growth, and explains how local and national government, as well as Network Rail, can help support the industry’s ambitions.

Among the issues highlighted in the report are protecting parcels of land for use as urban rail terminals in the planning system, ensuring affordable and competitive track access charges, prioritizing the timetabled slots for freight, and supporting electrification and other steps that support decarbonization.

Showcasing key investments made by MPA members in Greater Manchester, the report underscores the role played by rail freight in bringing essential materials into the city to support infrastructure improvements, community regeneration, and the building of new homes.

Maggie Simpson, director general of the Rail Freight Group, said:

‘Greater Manchester has one of the fastest-growing economies in the UK and is seeing investment in new homes, offices, and infrastructure.  Rail freight is already helping to minimize the carbon emissions of this construction, and with the right policy environment in place our members will be able to transport more products by rail into the region, reducing the number of lorries on our roads.’

 

Robert McIlveen, director of public affairs at the MPA, said:

‘Rail freight is an environmentally efficient way for MPA members to deliver aggregates and cement to city-centre locations where they are in the greatest demand. We would love to see the market for materials by rail grow to allow the industry to supply more materials in a more efficient and environmentally friendly manner, and we hope that government policy will help to deliver more desired outcomes for all.’

Source: AggNet

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Driving Energy Efficiency in Historic Homes

 

 

New plans have been published today to remove barriers and drive energy efficiency in historic homes, cutting energy bills for households across the country, while also ensuring that the important historical and beautiful features of these homes are properly protected.

The Government wants to see the energy efficiency of historic homes improved but without the blight of ugly or inappropriate retrofit damaging these properties.

The Government has published its review into the challenges households face when retrofitting in conservation areas and listed buildings.

Currently, owners of home built before 1919 face paying on average £428 a year more on energy bills if their home is not energy efficient*, while the review found planning was a major issue faced by households, with frustration about the time it takes to get planning permission.

The review has set out a series of commitments to drive energy efficiency and low carbon heating improvements to listed buildings and buildings in conservation areas across England, as part of the Government’s commitment to reach Net Zero by 2050.

Minister for Housing and Communities Baroness Penn said:

“Our historic homes are the jewel in the crown of this country’s heritage and must be protected.

“This review will ensure they are preserved for future generations to enjoy, while also improve the lives of those who live in them by reducing their energy costs, supporting us in our shared goal to reach Net Zero by 2050.”

Minister for Arts & Heritage Lord Parkinson of Whitley Bay said:

“People who own and live in historic homes are their custodians, and want to take responsible action to protect them for the benefit of generations to come.

“That isn’t always as straightforward as it should be, so this review has looked at how we can make it easier, while continuing to protect our historic environment.”

Minister for Energy Efficiency and Green Finance Lord Callanan said:

“We’ve already made huge progress in improving energy efficiency – with almost half of all homes in England at an EPC rating of C or above, up from 14% in 2010.

“Today’s measures will now help to keep historic homes warm for less, while protecting our heritage as we progress towards our net zero goal.”

Commitments set out in the review to drive energy efficiency include:

  • A consultation on new national development management policy specially for historic buildings, ensuring greater certainty and consistency in decisions.
  • Consulting on the greater use of Listed Building Consent Orders to support building improvements, removing the need to submit individual listed building consent applications.
  • Developing clearer guidance for historic homeowners on improving energy efficiency and supporting the construction industry to better deliver retrofitting services.
  • Consulting on reforms to Energy Performance Certificates to ensure they are accurate, reliable and trustworthy.

Duncan Wilson, Chief Executive of Historic England, said:

“Historic England welcomes this Energy Efficiency Review and the positive actions it highlights. Historic buildings can and must accommodate change if they are to play a crucial role in helping the UK to transition to Net Zero.

“This review demonstrates that heritage needn’t be a barrier and identifies opportunities to unlock the potential of historic buildings in England to contribute to meeting our Net Zero target.”

The measures outlined in ‘Adapting Historic Homes for Energy Efficiency: A Review of the Barriers’, will make life easier for those who own and live in historic homes, while ensuring the country’s heritage is protected.

The review has been developed in partnership with the Department for Levelling Up, Housing and Communities, Department for Energy Security and Net Zero and the Department for Culture, Media and Sport, supported by Historic England.

In the British Energy Security Strategy, published April 2022, the Government committed to undertake a review of the practical planning barriers households can face when installing energy efficiency measures such as improved glazing in conservation areas and listed buildings.

Evidence collected during the review and feedback from stakeholders highlighted that barriers were wider than just the planning system. The scope of the review was therefore, broadened to examine a wider set of challenges to retrofitting historic homes, and to identify where further work is needed.

Source: Mirage News

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Meet David Cook – new Managing Director of Saniflo 

 

Following the retirement of long-standing Managing Director, Tim Pestell, Saniflo is delighted to announce the appointment of David Cook to the position with effect from 1st January 2024.

David joined Saniflo as Sales Director & MD Designate in May 2023 and has spent the last few months shadowing Tim, meeting customers and gradually taking the helm. He has joined at an exciting time in the company’s development as the commercial product range grows following the acquisition of Zehnder Pumps. It also comes as the Kinedo range of products continues to expand with the launch of Kinewall; a stunning new range of decorative bathroom wall panels.

 Prior to joining the company, David was Sales Director at Baxi Heating. He was there for 26 years having joined as an Area Contracts Manager in the Southeast of England and worked his way up the ladder as Divisional Sales Manager, Key Account Manager, Brand Manager – Main Boilers and more.  With common trade and consumer customers he very much understands the sector and has been able to hit the ground running. David’s aims and aspirations in his new role at Saniflo include building on the success of the previous incumbent, with a focus on the commercial pump range and Kinedo showering range.

“I am delighted to join the Saniflo team and make official my new role as Managing Director. Following in the successful footsteps of Tim, my aim is to increase Saniflo’s share of the commercial pump market, whilst also focussing on the Kinedo showering range. We have a great team here at Saniflo who are enthused to achieve the companies’ ambitions.”

CLICK HERE FOR THE SANIFLO WEBSITE

 

 

 

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UPFRONT COSTS MORE THAN DOUBLE THE ACTUAL CONSTRUCTION COSTS OF SCOTTISH ROAD

A staggering £246.7 million – more than half of the money spent on the project so far – has been handed over to cover “preparation costs”.

Transport bosses have paid design consultants and planners almost double what has been spent on actual construction to dual the A9.

We can reveal a staggering £246.7 million – more than half of the total money spent on the project so far – has been handed over to cover “preparation costs” including designers.

This figure dwarfs the £133 million spent on construction, £62 million spent on ground investigation and surveys, and £9 million on land purchases.

The latest costs were revealed following a freedom of information request to the Scottish Government.

Completion of the project to dual the stretch between Perth and Inverness has been delayed by 10 years until 2035, confirmed in a government statement before Christmas.

Project repeatedly delayed

Alex Neil, the former SNP minister who was responsible for committing to the works, warned it could now go more £1 billion over budget.

He previously told MSPs that a “realistic” and fully-costed 2025 target date for completion was set out by officials from the government agency Transport Scotland in May 2012, on his instruction.

Within a decade, officials were saying the date was not attainable.

The project has repeatedly been delayed, despite campaigners warning lives are being lost every year while deadlines are extended.

Laura Hansler, from the A9 Dual Action Group, said it beggars belief that so much has been spent on planning while so little work has been done.

She said:

“It seems ludicrous that so much money has already been spent on design and planning without a single shovel being in the ground.

“It’s a bit rich for them to go on about getting value for money when such vast amounts  are already being spent in this way.

“Bearing in mind that they have only delivered 11 miles in the past 16 years, how they think they’re going to deliver another 44 in the next five years, let alone the whole project by 2035, is completely beyond me.”

Setting a glacial pace

Earlier this year, members of the Civil Engineering Contractors Association accused the government of deliberately setting a “glacial” pace because of a lack of funding.

They claimed the civil engineering sector in Scotland has known for many years that the promise to dual the A9 by 2025 would not be met.

The group also blamed a “dated” bespoke contract which places all financial risk on the contractor for issues such as weather and ground conditions.

Scottish Conservative transport spokesman Graham Simpson said the SNP-Green government

“mismanagement” of infrastructure “seemingly knows no end”.

He added: “Instead of dualling the A9 from Perth to Inverness by 2025 as they promised, they have dualled less than 20% of the necessary sections, invested at rate that would take over a century to make up the necessary project budget, and spent twice as much on design consultants as on actual construction.

“Communities along the A9 have been crying out for concrete progress and they are angry that the SNP have so little to show after so long.

“Not only have they under-funded this key project, they have been shockingly inefficient with the funding they have actually put forward.”

SNP transport chief Màiri McAllan told MSPs that the cost of the project is now expected to be £3 billion, making it one of the most expensive in the history of the Scottish Parliament.

The Scottish Government first pledged to dual the long stretch of road shortly after taking power in 2007.

It will be at least another seven years until even half of the overall project has been completed.

Construction on the first section – the £35 million, 4.6 mile Kincraig to Dalraddy stretch – started in 2015 and was completed in 2017.

What does Transport Scotland say?

A Transport Scotland spokesman described dualling the A9 between Perth and Inverness as one of the biggest and most complex transport infrastructure projects in the country’s history.

He said it requires careful, in-depth planning and design to ensure the delivery of projects that bring benefits to local communities, businesses and road users living, travelling and working along the route.

The spokesman added:

“The up-front preparation costs on the A9 dualling are a normal aspect of delivering infrastructure projects of any scale.

“The design and assessment phase clearly must take place before construction.

“The Transport Secretary confirmed in Parliament the Scottish Government’s commitment to dualling the A9 between Perth and Inverness and set out a concrete plan, meaning that the Highlands can have confidence that A9 dualling will be delivered in full.

“When construction starts on Tomatin to Moy next year, under the delivery programme set out by the Cabinet Secretary, it will roll continually until the route between Perth and Inverness is fully dualled.”

 

Source: Press & Journal

 

 

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