The Problem Of Waste Plastic And Why Pyrolysis Oil Might Just Contain The Answer
The title of this post, is the same as that of this article on the Chemical Engineer.
These three paragraphs introduce the article.
One of the few technologies that can break down unrecyclable post-consumer waste plastic, pyrolysis is fast becoming a potential recycling route for companies trying to reduce their waste output.
The world produces around 450m t/y of plastic, but only 9% is recycled, with most waste ending up in landfill. Pyrolysis, which involves heating the plastic at extremely high temperatures in the absence of oxygen, breaks down the molecules to produce pyrolysis oil or gas. The oil can then be used to develop new products.
George Huber, a professor of chemical engineering at the University of Wisconsin-Madison, is leading a research team that is investigating the chemistry of pyrolysis oil and its use in polyolefin recycling.
This is a quote from George Huber
Waste plastic should be viewed as a resource we can use to make plastics and other chemicals. We should not be landfilling or burning it, we should be reusing the carbon in waste plastics.
I very much agree with what he said.
These are my thoughts.
Pyrolysis
The Wikipedia entry for pyrolysis starts with this paragraph.
The pyrolysis (or devolatilization) process is the thermal decomposition of materials at elevated temperatures, often in an inert atmosphere.
This paragraph describes the technique’s use in the chemical industry.
The process is used heavily in the chemical industry, for example, to produce ethylene, many forms of carbon, and other chemicals from petroleum, coal, and even wood, or to produce coke from coal. It is used also in the conversion of natural gas (primarily methane) into hydrogen gas and solid carbon char, recently introduced on an industrial scale. Aspirational applications of pyrolysis would convert biomass into syngas and biochar, waste plastics back into usable oil, or waste into safely disposable substances.
I came across pyrolysis in my first job after graduating, when I worked at ICI Runcorn.
ICI were trying to make acetylene in a process plant they had bought from BASF. Ethylene was burned in an atmosphere, that didn’t have much oxygen and then quenched in naphtha. This should have produced acetylene , but all it produced was tonnes of black soot, that it spread all over Runcorn.
I shared an office with a guy, who was using a purpose-built instrument to measure acetylene in the off-gas from the burners.
When he discovered that the gas could be in explosive limits, ICI shut the plant down. The Germans didn’t believe this and said, that anyway it was impossible to do the measurement.
ICI gave up on the process and demolished their plant, but sadly the German plant blew up.
I would assume we have progressed with pyrolysis in the intervening fifty years.
University of Wisconsin-Madison
The University of Wisconsin-Madison is a top-ranked American University and is part of my daily life, as the Warfarin, that stops me having another stroke was developed at the University in the 1940s.
Conclusion
The article is a must-read and I feel that my past experience says, that George Huber and his team could be on to something.
I wish them the best of luck.
National Grid Shares Proposals For Green Electricity Projects In Lincolnshire And West Norfolk, Needed To Boost Home-Grown Energy Supplies And Progress Towards Net Zero
The title of this post, is the same as that of this press release from National Grid.
These four bullet points, act as sub-headings.
- National Grid is inviting communities in East Lindsey, Boston and South Holland in Lincolnshire, and King’s Lynn and West Norfolk, to view proposals for two new primarily offshore electricity infrastructure projects.
- National Grid will consult communities from 23 April – 17 June to introduce the proposed project and ask for local peoples’ opinions.
- Eastern Green Link 3 (EGL 3) and Eastern Green Link 4 (EGL 4) will be able to transport enough clean energy generated in Scotland to power up to four million homes in the Midlands and South of England.
- The projects form part of The Great Grid Upgrade, the largest overhaul of the grid in generations, with new infrastructure across England and Wales helping the UK to meet its net zero ambitions, reduce its reliance on fossil fuels and contribute to lower energy bills over the long-term.
These five paragraphs outline the two projects.
National Grid is inviting communities to comment on early proposals for two green electricity infrastructure projects which will help deliver the UK’s energy security strategy and net zero targets.
The eight-week initial consultation, which begins on 23 April, shares proposals for Eastern Green Link 3 (EGL 3) and Eastern Green Link 4 (EGL 4) projects – two new, primarily subsea high voltage direct current (HVDC) electricity links, with associated infrastructure, between Scotland and England.
National Grid Electricity Transmission (NGET) is jointly developing EGL 3 with SSEN Transmission (SSEN) and EGL 4 with SP Energy Networks (SPEN).
EGL 3 would run from Peterhead, Aberdeenshire, under the North Sea via marine cables to a potential landfall location on the Lincolnshire coastline, either at Theddlethorpe or Anderby Creek. EGL 4 would run from Westfield, Fife, also via marine cables under the North Sea to the same landfall location as EGL 3.
After making landfall, both projects’ cables will run underground for approximately 100km to two proposed converter stations in the Walpole, King’s Lynn and West Norfolk, area. Underground cables would then connect the converter stations to the transmission network via a new proposed substation, also within the Walpole area.
Note.
- These would appear to be early proposals.
- National Grid appear to be planning and consulting on two interconnectors at once.
- There would appear to be a lot of underground cable on land. But then the cables will be dug into good Fenland soil.
- All the electrical gubbins seem to be in the Walpole area.
These paragraphs invite people to comment.
Throughout our initial consultation, we are holding a series of face-to-face events to consult on the electrical infrastructure required in England.
Our consultation events are being held across the project area. Information about our proposals will be on display and copies of maps and technical documents will be available to view. Members of the project team will be available to talk through our proposals and answer any questions.
National Grid have also announced dates of when public information events are being held.
- Tuesday 30 April 2024 – 2pm-7pm – Dunes Complex, Central Promenade, Mablethorpe, LN12 1RG
- Wednesday 1 May 2024 – 2pm-7pm – Anderby Village Hall, Sea Road, Anderby, Skegness, PE24 5YD
- Thursday 9 May 2024 – 12:30pm – 6pm – Alford Corn Exchange, 9 Market Place, Alford, LN13 9EB
- Monday 13 May 2024 – 2pm-7pm – Leverington Village Hall, Gorefield Rd, Leverington, Wisbech, PE13 5AT
- Wednesday 15 May 2024 – 2pm-7pm – Eastville, Midville and New Leake Village Hall, Station Rd, Eastville, PE22 8LS
- Thursday 16 May 2024 – 2pm-7pm – Poachers Country Hotel, Swineshead Road, Kirton Holme, PE20 1SQ
- Monday 20 May 2024 – 2pm-7pm – Walpole Community Centre, Summer Close, Walpole St Andrew, PE14 7JW
- Wednesday 29 May 2024 – 2pm-7pm – The Holbeach Hub, Boston Rd South, Holbeach, PE12 7LR
- Wednesday 5 June 2024 – 2pm-7pm – Burgh le Marsh Village Hall, Jacksons Lane, Burgh le Marsh, Skegness, PE24 5LA
I would have hoped, that some of the venues would have been easier to get to by public transport.
I have some thoughts and observations.
What Will Be The Capacity Of Green Link 3 And Green Link 4?
I can find references to the capacity of Eastern Green Links 1-4 and it appears that all four have a capacity of 2 GW.
A Map Of Green Link 3 And Green Link 4
I have found this map of Green Link 3 and Green Link 4.
National Grid are going to be busy, as they’re also building Green Link 1 and Green Link 2.
Will Green Link 3 And Green Link 4 Share A Route Between The Coast And Walpole?
There is only one green HVDC onshore cable on the map. But surely laying two 2 GW cables in the same trench will cost less, than digging two cable routes.
Looking at the three converter stations would appear to confirm that Green Link 3 and Green Link 4 share a route.
Will Landfall Be At Theddlethorpe Or Anderby Creek?
This Google Map shows the coast between Theddlethorpe and Anderby Creek.
Note.
- The decommissioned Theddlethorpe gas terminal is indicated by the red arrow.
- The seaside resort of Mablethorpe lies between the two possible landing sites.
- Anderby Creek is in the South-East corner of the map.
This second Google Map shows the Theddlethorpe Gas Terminal and the North of Mablethorpe.
Note.
- The decommissioned Theddlethorpe gas terminal is indicated by the red arrow.
- Mablethorpe beach appears to be on a high quality.
Both sites would appear to be strong possibilities.
Both sites have plenty of space, but the Theddlethorpe gas terminal is a large brownfield site.
The Anderby Creek site would probably be a shorter underground cable across Lincolnshire.
The Triton Knoll Wind Farm
The Wikipedia entry for the Triton Knoll wind farm starts with these two paragraphs.
Triton Knoll Wind Farm is an 857 MW round 2 offshore wind farm 33 kilometres (21 mi) off the coast of Lincolnshire, in the North Sea, England.
RWE Npower Renewables were awarded the lease to the development area in 2003. The offshore elements of the wind farm of up to 1200MW power gained planning consent in 2013; RWE reduced the scope of the wind farm to 900MW or under in 2014, to reduce cost per MW.
Note.
- The wind farm was commissioned in January 2022.
- The wind farm cables make landfall at Anderby Creek.
- They then travel underground to Bicker Fen substation.
This Google Map shows Bicker Fen and Anderby Creek.
Note.
- Bicker Fen substation is in the South-West corner of the map and is indicated by a red arrow.
- Anderby Creek is in the North-East corner of the map.
- The cable is underground.
- This page on the Murphy Group website, describes the work the company did to install the cables.
- It appears from the Murphy document, that there are six cables between Anderby Creek and Bicker Fen.
This Google Map shows Anderby Creek.
Could the scar across the land to the West of Anderby Creek, be the connection to the offshore Triton Knoll wind farm?
I think it is! And I also think that it can carry more than just the 857 MW Triton Knoll wind farm!
I am suspicious, that one of Baldrick’s ancestors has been at work and the Triton Knoll export cable system could be used to connect Green Link 3 and Green Link 4 to Bicker Fen and Walpole substations.
This would surely allow Scottish wind power to be sold to Denmark and then sold onward to Germany.
The VikingCCS Project
The VikingCCS project is a carbon capture and storage project, that is proposed to be based at the decommissioned Theddlethorpe gas terminal.
The VikingCCS project has a web site.
Would the use of the Theddlethorpe gas terminal mean that it is more likely that Green Link 3 and Green Link 4 will make a Southern landfall at Anderby Creek?
Will There Be A Connection To Viking Link?
The Viking Link is a 1400 MW at 525 KV electricity interconnector between Bicker Fen in Lincolnshire and Revsing in Jutland, Denmark.
This Google Map, shows the location of Bicker Fen, about halfway between Boston and Sleaford.
This second map shows the position of the current Walpole substation with respect to the Wash.
Note.
- Bicker Fen is in the North-West corner of the map.
- The current Walpole substation is marked by the red arrow.
- King’s Lynn is in the South-East corner of the map.
I suspect, if National Grid wanted to connect Green Link 3 and Green Link 4 to the Viking Link, then this would be possible.
If the Viking Link were to be connected to Green Link 3 and Green Link 4, this would allow surplus Scottish renewable energy to be sent to Denmark and on to Germany.
Green Link 3, Green Link 4 And Viking Link Appear To Be Underground In Lincolnshire
I can’t find any trace of overhead cables for the Viking Line in Lincolnshire and the press release says this about Green Link 3 and Green Link 4.
After making landfall, both projects’ cables will run underground for approximately 100km to two proposed converter stations in the Walpole, King’s Lynn and West Norfolk, area.
The connection to the Triton Knoll wuind farm is also underground.
It does appear that National Grid, are going for a Nimby-friendly approach for cables between Walpole and the coast.
Hopefully putting the cables underground will save money in legal arguments and fees.
Could London Drivers Be Charged On A Cost Per Mile Basis?
This article on CarWow is entitled Transport for London Investing £150 million In Technology Capable Of Enforcing Pay-Per-Mile Road Charging.
These reasons are given for the new system.
- Transport for London developing new ANPR technology
- Set to be used for Ulez and congestion charging for now
- Could be expanded in the future to include pay-per-mile road charging
- Estimated project cost of £150 million
In addition, this paragraph gives another reason.
A new platform for existing road user charging schemes, such as Ulez and the Congestion Charge, is being developed by Transport for London to replace the outsourced system currently in place as the contract is due to expire in 2026.
I can understand, that if it is brought in house, that this might create more jobs in London, rather than somewhere far away.
Speeding
If you read the article on CarWow, nothing is said about speeding.
But surely, if a sophisticated computer system knew you were at A and B at certain times, it could calculate your speed.
Coupled with a 20 mph speed limit, it could be a big money earner.
It also gets Sadiq Khan off the hook with pay-per-mile charging. He just introduces fines for people, who break the law by speeding.
Conclusion
I don’t drive, so it doesn’t bother me.
But I would advise anyone, who does, to think long and hard about who they vote for.
Rail Minister Marks Completion Of £150m Hope Valley Railway Upgrade
The title of this post is the same as that of this article on Rail Magazine.
These first two paragraphs summarise the work.
More reliable journeys are promised on the Hope Valley line between Manchester and Sheffield after a £150 million upgrade was completed in early April.
Over the last three years, the existing platform at Dore & Totley station on the south side of Sheffield has been extended to cope with six-coach trains. Meanwhile the second platform has been rebuilt and commissioned (after it was removed in the 1980s), two mechanical signal boxes have been abolished and a new one-kilometre freight loop laid in the Peak District. At Hathersage, a pedestrian crossing has also been removed and replaced with a footbridge.
These are my thoughts.
Dore And Totley Station
The Rail Magazine article says this about the improvements at Dore and Totley station.
Replacing two tracks through Dore & Totley removes a single-track bottleneck that often saw Sheffield to Manchester express services held up by slower stopping services and cement trains destined for Earles Sidings. A nine-day shutdown of the route in March was needed to finish the work.
The new platform sits between the Midland Main Line and the Hope Valley line, so can only be reached via the new footbridge or lifts. As well as the usual ‘blister paving’ slabs marking the edge of the platform, other tactile paving has been laid to help people with visual impairments find their way around the station.
This OpenRailwayMap shows the new layout of tracks at Dore and Totley station.
Note.
- The four tracks at the North of the map go to Sheffield station.
- The Eastern pair of tracks are the Midland Main Line and they go to the South-East corner of the map for Chesterfield and the South.
- The Western pair of tracks are the Hope Valley Line and they go to the South-West corner of the map for Manchester.
- The blue lettering in the middle of the map indicates Dore and Totley station.
- There is a single track curve between the Midland Main Line and the Hope Valley Line, which is mainly used by freight trains.
This secondOpenRailwayMap shows Dore and Totley station in greater detail.
The big improvement is that the Hope Valley Line is now double instead of single track, which must eliminate a lot of delays.
These pictures show the station in July 2020.
The pictures clearly show the single track and platform at Dore and Totley station.
Dore South Curve
Dore South Curve links the Southbound Midland Main Line with the Westbound Hope Valley Line.
This OpenRailwayMap shows the curve.
There is a crossover in the South-West corner of the map, so with careful signalling, trains can use the Dore South Curve in both directions.
Bamford Loop
This is a freight loop between Bamford and Hathersage stations.
This OpenRailwayMap shows the loop.
Note.
- The Hope Valley Line goes diagonally across the map.
- Manchester is to the North-West.
- Sheffield is to the South-East.
- Bamford station is in the North-West corner of the map.
- Hathersage station is just off the South-East corner of the map.
- The loop is on the Northern side of the Hope Valley Line.
The loop will most likely be used by trains going to Sheffield or Chesterfield.
Hathersage Footbridge
This Google Map shows Hathersage station.
Note.
- Dore Lane and the B 6001 appear to pass under the railway.
- There appears to be what could be foundations just to the West of the platforms at Hathersage station.
- From pictures found by Google the bridge appears to be a simple steel structure.
I shall have to go and take pictures.
Fast Trains Between Manchester And Nottingham
In the Wikipedia entry for the Hope Valley Line, this is said.
Nottinghamshire County Council and the Department for Transport have investigated the possibility of adding another service that does not call at Sheffield in order to improve the journey time between Nottingham and Manchester. Stopping (and changing direction) in Sheffield, the fastest journey is 110 minutes (in 2019), but the council has estimated bypassing Sheffield would cut the time to 85 minutes. Suggested improvements on a 2+1⁄2-mile (4 km) stretch near Stockport may reduce journey times by 2–3 minutes.
Consider.
- According to Google, the driving time between the two cities is 128 minutes and the motorway route is via the M1 and M62.
- If nearly half-an-hour could be saved between Manchester and Nottingham could be a big saving in journey time.
- Manchester Piccadilly is likely to be rebuilt for High Speed Two and a fast route via Nottingham could be a viable alternative.
- Both Manchester and Nottingham have good local tram and train networks.
- As the electrification of the Midland Main Line progresses, the route will be increasingly suitable for 100 mph battery-electric trains.
A Manchester and Nottingham express service looks to be an easy service to implement after the Hope Valley Line has been improved.
Hourly Stopping Trains Between Manchester And Sheffield
The Wikipedia entry for the Hope Valley Line gives these details for the stopping service between Manchester Piccadilly and Sheffield.
- Trains are hourly.
- Trains call at Reddish North, Brinnington, Bredbury, Romiley, Marple, New Mills Central, Chinley, Edale, Hope, Bamford, Hathersage, Grindleford and Dore & Totley.
- But some services do not call at some or all of Edale, Bamford, Hathersage, Grindleford and Dore & Totley giving some 2-hour gaps between services at these stations.
Let’s hope that some of the extra capacity is used to provide a regular service at all stations on the Hope Valley Line.
As in a few years, it will have electrification at both ends, this route could be very suitable for battery-electric trains.
Completion Date
It appears that the first day, when passengers will be able to use the new upgraded tracks and stations will be Thursday, the 2nd of May.
Conclusion
The improvements, certainly seem to allow extra and improved services through on the Hope Valley Line.
I also feel that in a few years, services will be run by battery-electric trains.
ITM Power Seals PEM Electrolyser Deal With Hygen
The title of this post, is the same as that of this article on gasworld.
These three paragraphs give details of the deal.
ITM Power has struck a partnership with Hygen Energy to become the preferred supplier for Proton Exchange Membrane (PEM) electrolysers for major hydrogen projects within the UK and across Europe.
Hygen, a leading developer, producer and asset owner of low-carbon hydrogen production on the continent, focusing on the decarbonisation of mobility, construction and hard-to-electrify industries and power, is targeting 200 Megawatt (MW) of electrolyser projects across the continent.
The two-phase collaboration will see 50 MW of Neptune Plug and Play electrolysers across several projects, many of which will be based on UK government HAR2 or similar funding programmes, followed by 150 MW of larger-scale modular electrolysers. Each project will be subject to a Final Investment Decision (FID).
Note.
- This page on the iTM Power web site gives details of the Neptune electrolyser.
- Neptune appears to be a 2 MW electrolyser, so the first phase could be around 25 electrolysers.
- This news item on the iTM Power web site is entitled iTM Power And Sumitomo Complete Installation Of First If Its Kind Demonstration Electrolyser Un Japan.
Things seem to be looking up for iTM Power.
Conclusion
I can see a time in the not to distant future, where a large number of small-to-medium size electrolysers will be mopping up surplus electricity to create hydrogen.
How Hydrogen Will Power The Green Construction Eevolution
The title of this post, is the same as that of this news item from Ryze Hydrogen.
These two paragraphs introduce the news item.
According to the International Energy Agency buildings operations and construction emissions account for more than one-third of global energy-related emissions, significantly contributing to environmental degradation, with heavy machinery and standby power solutions relying heavily on fossil fuels.
Yet here at Ryze we know the industry stands on the brink of a green revolution, as clean energy solutions lead the charge towards decarbonisation.
The news item, is a must-read for anybody involved in construction.
Recently, a gas leak killed the roadside tree outside my house. I wrote about the incident in It Looks Like The Gas Leak Has Killed The Tree Outside My House.
What I didn’t say, was that when they cleaned up the mess, I had an eight-wheeled diesel truck with a grab, working outside my house for a couple of hours, spewing fumes everywhere.
Hopefully, green construction is friendlier to the neighbours and the workers on site.
High Speed Two is using green construction for this reason in sensitive locations.
Very Light Rail Trial For Heathfield Branch?
The title of this post, is the same as that of an article in the May 2024 Edition of Modern Railways.
This is the first four paragraphs.
Investigations are ongoing as to whether the disused Heathfield branch line in Devon could be used as a test route for the Revolution Very Light Rail (RVLR) vehicle.
Heathfield Rail Link Association (HRLA) says a survey has been completed along the four-mile line from Newton Abbot, which was last used by timber trains in 2017 and hasn’t seen a regular passenger service since 1959.
The work, by Lampitt Rail, has been completed for Eversholt Rail, one of the firms behind RVLR, a hybrid vehicle, which aims to help reduce costs on existing branch lines and those earmarked for reopening.
A spokesman for Eversholt said the line is one of more than 200 potential opportunities for RVLR ahead for 2026, when it’s hoped tests will start on branch lines around the country using three new battery prototypes.
These are my thoughts and observations.
The Heathfield Branch
This OpenRailwayMap shows the Heathfield branch.
Note.
- The former site of Heathfield station is indicated by the blue arrow.
- The yellow track is the Heathfield branch.
- The orange track is the Cornwall Main Line, that goes through Newton Abbot station to Plymouth and Penzance stations.
This second OpenRailwayMap shows the track layout Newton Abbot station.
As there are three platforms, I suspect that matters can be arranged to turn an occasional train from the branch.
How Will The Revolution VLR Be Charged?
The Modern Railways article says this about charging.
Eversholt Rail and partner firm Transport Design International have stated they will build three new battery-powered vehicles for the 2026 tests, which will need rapid charging points, made up of two rails in-between the running lines which would contact a shoe hanging from the train. HRLA is working with UK Power Networks to find locations for these chargers, including at Newton Abbot.
It sounds very much like the Vivarail/GWR Fast Charge equipment.
What Will Be The Range Of The Revolution VLR?
The range of the Revolution VLR has not been stated.
But this is stated in the Modern Railways article.
Heathfield Rail Link Association (HRLA) says a survey has been completed along the four-mile line from Newton Abbot.
So will the train be able to do a round trip on one charge or just a single journey?
Or could this route be a strong possibility, as the Revolution VLR has the range to do a round trip on one charge?
Study Highlights Increased Risk Of Second Cancers Among Breast Cancer Survivors
The title of this post, is the same as that of this news story from the Cambridge University.
This is the sub-heading.
Survivors of breast cancer are at significantly higher risk of developing second cancers, including endometrial and ovarian cancer for women and prostate cancer for men, according to new research studying data from almost 600,000 patients in England.
These are the first three paragraphs of the story.
For the first time, the research has shown that this risk is higher in people living in areas of greater socioeconomic deprivation.
Breast cancer is the most commonly diagnosed cancer in the UK. Around 56,000 people in the UK are diagnosed each year, the vast majority (over 99%) of whom are women. Improvements in earlier diagnosis and in treatments mean that five year survival rates have been increasing over time, reaching 87% by 2017 in England.
People who survive breast cancer are at risk of second primary cancer, but until now the exact risk has been unclear. Previously published research suggested that women and men who survive breast cancer are at a 24% and 27% greater risk of a non-breast second primary cancer than the wider population respectively. There have been also suggestions that second primary cancer risks differ by the age at breast cancer diagnosis.
I have a few thoughts.
The Data
The story says this about the data.
To provide more accurate estimates, a team led by researchers at the University of Cambridge analysed data from over 580,000 female and over 3,500 male breast cancer survivors diagnosed between 1995 and 2019 using the National Cancer Registration Dataset. The results of their analysis are published today in Lancet Regional Health – Europe.
A large number of cases were analysed and with these types of analysis, more is definitely better.
I would hope that this study will be repeated in a few years, when more data is available.
The Death Of My Wife
This happened to my late wife.
At about 55 in 2004, my wife developed breast cancer. Strangely, it was in the same position, where a car air-bag had bruised her breast, when it went off in an accident, a few years before.
Chemotherapy was recommended and she tried one round at home, but she couldn’t get on with it.
So she eventually had a long course of radiotherapy in Harley Street going up every day on the train. She was also doing as many court cases as she could to pay for it all.
It appeared everything had worked well and in the Autumn of 2007, she was given the all clear for the breast cancer.
But in October 2007, she was diagnosed with a squamous cell carcinoma of the heart.
She died in December 2007 at just 59.
My wife’s second cancer and her death seems to fit the pattern of the patients in the news story.
My Wife’s Genetic Background
This is rather bare, as she was adopted. Although, I do have her plaits from, when the cut them off at 18, as she’d kept them and I found them after she died.
But she didn’t come from a deprived background.
I Am Coeliac
If I have one regret, it’s that I didn’t encourage her to go gluten-free after the first cancer.
It might have boosted her immune system to help.
Conclusion
Anybody, who has breast cancer must beware a second attack of cancer.
Uf it can kill my fit 59-year-old wife, it can kill anyone.
BW Ideol Unveils Mass Production-Ready Floating Wind Foundation
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
France-based BW Ideol has unveiled its standardised floating foundation product and a blueprint for mass production that could drive costs down across projects.
This is the first paragraph.
With over 22 GW already awarded in Scotland, around 8 GW in the US, and several GW currently being awarded or in the tendering phase elsewhere in the world, the floating wind is now entering an industrialization phase, said BW Ideol.
It looks like the French have come up with a solution that’s needed.
These are previous posts about BW Ideol.
- BW Ideol And Holcim To Explore Use of Low-Carbon Concrete In Floating Offshore Wind
- BW Ideol, ABP To Explore Serial Production Of Floating Wind Foundations At Port Talbot
There is also this video of proposed serial production of BW Ideol floaters at the Port of Ardersier.
This Google Map show the area of Scotland to the North-East of Inverness Airport.
Note.
- Inverness Airport indicated by the red arrow.
- Ardersier village in the middle of the map on the bay.
- Fort George is at the North end of the bay.
The Port of Ardersier is the large slab of concrete in the North-East corner of the map, the Carse of Ardersier marked below it.
BW Ideol are claimining they can build one floater a week or one GW a year.
Wrightbus Secures Further German Order For 46 Hydrogen Buses
The title of this post, is the same as that of this press release from Wrightbus.
These paragraphs outline the deal.
World-beating zero-emission bus manufacturer Wrightbus today announced a milestone deal to provide 46 hydrogen buses to Germany – taking a demo bus from Belfast to showcase its reliability and range.
The buses ordered by Cottbusverkehr GmbH will serve the city of Cottbus, the second largest city in the state of Brandenburg, and and in the western part of the district of Spree-Neiße.
It follows a landmark announcement by the German government to implement a €350 million scheme to support the production of renewable hydrogen.
Wrightbus is Europe’s fastest-growing bus manufacturer and follows the company’s rapid rise since it was bought out of administration in 2019. It was named Northern Ireland’s fastest-growing company by Growth Index this week – employing 1,650 people and producing 22 buses a week.
The Cottbus order for the Kite Hydroliner buses follow deals in Germany with West Verkehr, Regionalverkehr Köln GmbH (RVK), and Saarbahn GmbH, with more European orders in the pipeline.
If Northern Irish hydrogen buses are selling well to the Germans, why are there so few in the UK.
These pictures show the UK version of the German buses in Crawley.
They are excellent buses.
The Anonymous Widower 