National Grid Goes Carbon-Free With Hydrogen-Powered Substation Trial
The title of this post, is the same as that of this press release from National Grid.
These are the main bullet points.
- Hydrogen powered unit (HPU) quietly provided carbon-free electricity to National Grid’s Deeside Centre for Innovation
- Only emission is water
- HPUs could save an estimated 500,000 kg of carbon across all National Grid substation sites
I am an Electrical Engineer and I had never realised that all those electricity substations around the country need a backup electricity generator.
These four paragraphs describe the trial and the generator used.
A GeoPura 250kW hydrogen power unit (HPU) contained within a transportable shipping container measuring 7.2 m by 2.5 m was installed at DCI and produced the energy to power low-voltage equipment needed for National Grid’s innovation testing projects and site operations. The trial tested the capabilities and feasibility of HPUs as direct replacements for backup diesel generators across more than 250 National Grid substation sites, the data will now be analysed and shared later this year.
National Grid currently use diesel generators alongside batteries to provide backup power to a substation for key activities such as cooling fans, pumps, and lighting, enabling it to continue to perform its crucial role in the electricity transmission system.
These backup generators are rarely used and have less than a 1% chance of operating per year, however, on the rare occasion that backup power is required, changing from diesel to low-carbon emission alternatives have the potential to reduce carbon intensity by 90%* and save over 500,000 kg of carbon emissions.
The HPU at Deeside has power capabilities of up to 100 kW in continuous operation mode and up to 250 kW for 45 minutes and uses 100% green hydrogen. The unit is quieter and the hydrogen cannisters used to fuel the generators can be safely stored on site.
I have some thoughts.
Deeside Centre For Innovation
The Deeside Centre for Innovation (DCI), a state-of-the-art testing facility hosting a 400 kV modified substation, designed as a unique environment for development and trial of innovative technologies and practices.
I think there’s something rather cunning about the DCI, as it means that anybody with a good idea will probably approach National Grid for help with the testing.
Visit Deeside Centre for Innovation for more information.
GeoPura
GeoPura has a totally zero-emissions answer to how we’re going to generate, store and distribute the vast amount of energy required to decarbonise our global economies. Or so their web site says!
This page on GeoPura’s web site, gives several case studies of how they work.
They would appear to provide zero-carbon power in widespread locations for Winterwatch, Springwatch etc. for the BBC.
Tevva Starts First Mass Production Of Electric Lorries In UK
The title of this post, is the same as that of this article on Professional Engineering.
These are the first three paragraphs.
Tevva is building its 7.5 tonne vehicles at Tilbury in Essex after it received European Community Whole Vehicle Type Approval (ECWVTA), meaning it can start producing and selling in volume across the UK and Europe.
The start-up has already started delivering its first mass-produced lorries to customers including Travis Perkins and Royal Mail. It expects to sell up to 1,000 in 2023.
Described as “ideal” for last mile and urban delivery fleets, the electric truck offers up to 227km range from its 105kWh battery on a single charge. It will be followed later in 2023 by a 7.5 tonne hydrogen-electric alternative. The hydrogen range extender will reportedly increase the range up to 570km.
That seems like a good start to me; certification, orders for a thousand and generous ranges with or without a hydrogen extender.
In Equipmake Hybrid To Battery Powered LT11, I described Equipmake’s battery-electric New Routemaster bus.
Both the battery-electric Routemaster and the Tevva truck seem to have generous ranges, so has better battery technology been developed.
The Bowes Park And Bounds Green Out-Of-Station Interchange
After I’d taken the latest pictures in Bowes Park Station – 12th January 2023, I walked to Bounds Green station to go back South to the Angel.
I took these pictures on the way.
Note.
- The walk is level and could be done easily, if you were pushing a buggy, dragging a case or in a wheel-chair.
- There is a footbridge over the busy Bowes Road, which doesn’t have lifts. But you don’t need it to go between the stations.
- There is a light-controlled crossing outside Bounds Green station to cross Brownlow Road.
- The walk took me about six minutes.
These pictures show the escalators at Bounds Green station.
Could the central stairs be replaced by an inclined lift?
Would This Out-Of-Station Interchange Create An Easy Route Between Northern Piccadilly Line Stations And The Elizabeth Line?
Consider.
- Cockfosters, Oakwood and Arnos Grove stations have car parking.
- All stations on the Piccadilly Line from Bounds Green Northwards are well-connected by buses.
- Bounds Green station has escalators.
- Bowes Park station has stairs.
- Bowes Park station has a well-stocked cafe.
- Moorgate station has escalators and lifts to the Elizabeth Line.
For a perfect route, some things must be done.
The Frequency Of Trains On The Northern City Line
At the moment the trains through the station are two trains per hour (tph) between Moorgate and Stevenage.
But the frequency has been as high as four tph.
The frequency needs to be higher to cut waiting for a train.
Step-Free Access
This needs to be installed or improved at Bounds Green, Bowes Park and Moorgate stations.
Signage
The route between Bowes Park And Bounds Green stations needs better signage.
Conclusion
This Out-Of-Station Interchange could be made more use of.
A Road Scheme That Appears To Going Nowhere
This article on the BBC is entitled A57 Link Roads Mottram Bypass: Charity Seeks Judicial Review.
This is the sub-heading.
Environmental campaigners are seeking a judicial review of proposals designed to ease road congestion between Manchester and Sheffield.
And these are the first two paragraphs.
Plans for the A57 Link Roads Mottram Bypass scheme were boosted in November when Transport Minister Huw Merriman granted a development consent order.
But countryside charity the CPRE said there was no evidence building a new road “moves away a traffic problem”.
I remember this area well from the 1960s, when I was studying at Liverpool University and my parents lived in Felixstowe.
- There was no motorway across the Midlands between Coventry and Stafford and the alternative of the A5 was a nose-to-tail crawl.
- The M62 was still in the design phase.
So I took to using this cross-country route.
- A45 between Felixstowe and Huntingdon.
- A1 to Worksop, which was mainly dual-carriageway.
- A57 to Manchester, through Sheffield and Glossop, which was and still is single-track.
- A580 to Liverpool.
I think my best time was about five hours in a 1954 Morris Minor.
I feel, I must have gone through Mottram in Longdendale, judging by the map on the BBC article.
It is interesting to read the Wikipedia entry for the Longdendale Bypass, which starts like this.
The Longdendale Bypass (also known as the A57/A628 Mottram-in-Longdendale, Hollingworth & Tintwistle Bypass) is a long-planned road scheme in England by the Highways Agency. The aim is to alleviate traffic congestion on the A57 road/A628 road/A616 road routes that presently pass through the villages. There is both support and opposition for this long-planned scheme which will pass through the valley of Longdendale and part of the Peak District National Park.
The scheme was approved by the Highways Agency in 2014, so politicians have not exactly been quick off the mark.
These are some choice phrases from the Wikipedia entry.
- It is used by a relatively large number of heavy goods vehicles.
- Supporters of the scheme say that the A628 is one of the most congested A-road routes in the country.
- There is no viable alternative to a bypass.
- A survey in 2010 found that the junction of the A57 and M67 was the most congested in Manchester.
It is a disaster and the intervention by the CPRE will further delay a solution.
Conclusion
It is problems like this, that lead me to one solution.
On the one hand, you improve the railways and on the other you bring in universal road charging.
Hopefully passengers and freight will find a happy equilibrium.
But voters wouldn’t like it and any Government, that brought it in would lose the next election to a yet-to-be-formed Motorists Party.
The Anonymous Widower 