SSE And Centrica Lifted As UK Moves Wind And Solar Farms To Fixed-Price Contracts
The title of this post, is the same as that of this article on Proactive Investor.
These two paragraphs add more detail.
Shares in SSE PLC (LSE:SSE), Centrica and several renewable energy investment companies rose after the UK government confirmed plans to move older wind and solar farms onto fixed-price contracts, or else be hit with higher windfall taxes.
SSE, which owns windfarms and hydroelectric power plants, saw its share climb 3.3% to 2,610p on Tuesday, while fellow FTSE 100-listed energy producer Centrica PLC (LSE:CNA), which owns British Gas, and FTSE 250-listed biomass burner Drax Group (LSE:DRX) were up 2.3% and 1.8%.
In World’s Largest Wind Farm Attracts Huge Backing From Insurance Giant, I posted an article, about why insurance companies invest in renewables.
I suspect someone has come up with an idea to make wind farms more attractive for long term investors.
The new mechanism are called Wholsale Contracts for Different and have this aim.
The move is aimed at breaking the link between electricity prices and gas in the UK, as wholesale power prices are currently set based on the gas price, despite renewables generating a growing share of power.
The proposed wholesale CfDs would target legacy assets
This can only be good for the UK, as we have so many long term renewables.
I also wonder, whether they will make Highview Power’s liquid air batteries a worthwhile investment?
Is This Why Purists Say The Midland Main Line Must Be Electrified?
In How Far Will A Class 897 Train Travel Without Using The Electrification?, I showed that the Class 897 train, can go for 120 miles on its internal power sources.
I also showed that the Hitachi Class 80X trains with batteries can do the same.
But if you look at distance on the Midland Main Line, some are greater than 120 miles.
- St. Pancras and Chesterfield – 146.1 miles
- St. Pancras and Derby – 128.3 miles
- St. Pancras and Doncaster – 157.3 miles
- St. Pancras and Leeds – 187.2 miles
- St. Pancras and Nottingham – 126.4 miles
- St. Pancras and Sheffield – 160.0 miles
So to get all the way to Chesterfield, Derby, Doncaster, Leeds, Nottingham or Sheffield from St. Pancras, a train with a longer range is needed.
Conservative thinking means electrification, as we know it works.
You might also say, that the electrification on the Midland Main Line, just sort of peters out South of Leicester.
But thinking about it!
- The electrification on the East Coast Main Line doesn’t cross the Forth Bridge.
- The electrification on the West Coast Main Line finishes at Dunblane.
- The electrification on the South Wales Main Line finishes at Cardiff.
- Few branch lines in East Anglia are electrified.
- The East-West Line is not to be electrified.
Did the accountants prune too hard?
They may have done!
- But we do need a a zero-carbon train for routes longer than 120 miles.
- And so do many other routes across the world.
- The more you turn it round in your mind, the more you need a zero-carbon fuel with all the flexibility, range and ease of refuelling of diesel.
In my mind the only fuel that can do this is hydrogen.
Conclusion
If we want to run zero-carbon services over very long distances, we will need to use hydrogen power.
I also think, that my logic here, will apply to buses and coaches, so any needing a range over a certain size will need hydrogen.
As the purists won’t have hydrogen at any price, this means they won’t accept anything other than full electrification or battery-electric.
But bigger batteries are heavier and self-defeating, so electrification is the only way.
No Panic At The Pumps … South Koreans Just Stop Driving On Wednesdays
The title of this post, is the same as that of this article on The Times.
This is the sub-heading.
President Lee Jae-myung has urged the public to ‘save every drop of fuel’ and introduced a number-plate rotation to keep drivers off the road
These first three paragraphs deeply illustrate the differences between the energy situation in North and South Korea.
From the lookout point atop Mount Dora, in the heart of the demilitarised zone that has separated the peninsula since 1953, you can clearly see where South Korea ends and North Korea begins.
The trees that proliferate across Korea’s undulating topography come to an abrupt halt. On the land that sits beyond, a farmer can be seen guiding an ox pulling a plough.
Sealed off from the world economy for 73 years, communist North Korea has resorted to cutting down much of its vegetation to burn for fuel. Democratic South Korea, by contrast, has established deep global trading ties that allow the country to import vital natural resources it cannot produce domestically.
North Korean communism certainly can’t be considered green.
I find these two paragraphs extremely significant.
South Korea may have to import almost all of its crude oil, but the country plays a huge role in refining it into petrol, diesel and jet fuel before shipping it around the world. This means that demand from overseas for Korea’s refined products is greater than ever, which has forced the government to step in. The country’s Ministry of Trade, Industry and Energy has implemented mandatory caps on refined petroleum products.
Of all South Korea’s refined products, kerosene, or jet fuel, is the most in demand. The country is one of the biggest exporters of jet fuel in the world. The US, for instance, relies on it for 70 per cent of its total jet fuel imports.
They could also be problematical for the country, as they will surely need to replace these jet fuel exports with exports of sustainable aviation fuel (SAF).
Most viable processes, that I’ve seen need the following ingredients.
- Lots of hydrogen or masses of GWhs of electricity to make it.
- Some carbon atoms, which can even be captured from the air or a gas-fired power station.
- Some form of Fischer-Tropsch process to force the atoms to make sustainable aviation fuel.
There are several companies that can do this, with British ones seeming to often to be connected to Oxford University.
There is also this Anglo-Korean connection over hydrogen.
I asked Google AI, who are investors in innovative hydrogen production company; HiiROC, which is a spin-out of the University of Hull, and received this answer.
HiiROC, a UK-based developer of “turquoise” hydrogen technology, is backed by a consortium of major industrial and financial players, including Centrica, Melrose Industries, HydrogenOne Capital Growth, Hyundai, Kia, Wintershall Dea, VNG, and Cemex Ventures. The company has raised over £40 million to develop its thermal plasma electrolysis technology.
Note the presence of two of the biggest Korean companies ; Hyundai and Kia.
HiiROC is also five times more efficient than traditional electrolysis.
Google AI says this about South Korean offshore wind.
South Korea is aggressively developing its offshore wind sector, targeting 14.3 GW to 15 GW of installed capacity by 2030, with over 116 projects and 44 GW of capacity under development. The country aims for a 2030 renewable energy share of 20-30%, leveraging floating technology for massive projects like the 3.2 GW Jindo project.
It appears to me, that South Korea will replace their market share of the jet fuel market with sustainable aviation fuel (SAF).
I’m also sure, that if the Koreans need to produce more hydrogen to make more SAF to power the world’s aircraft, Centrica will help them to rent some of our empty seas.
I can see the Koreans, with a little help from their friends, including the UK, dominating the SAF market.
New Optimisation Agreement For 70 MW / 160 MWh BESS In Sweden
The title of this post is the same as that of this press release from Centrica.
This is the sub-heading.
Centrica Energy, the energy trading and optimisation arm of Centrica plc, has signed an optimisation agreement with Ånge Storage Solutions AB, a project company jointly established by Delta Capacity, a Swiss-based developer of utility-scale battery storage systems, and Wood & Co., a leading European investment bank and asset manager, for a 70 MW / 160 MWh battery project in Ånge, Sweden, scheduled to be commissioned in Q2 2026.
These three paragraphs add more detail.
Once operational, the Ånge project will be the largest BESS currently in operation in the Nordics, underlining the strong partnership between the companies and the project’s clear strategic significance and market impact. The project represents a major step forward for grid flexibility in Sweden, supporting the country’s rapidly growing renewable energy capacity while strengthening system stability in the SE2 bidding zone.
Under the agreement, Centrica Energy will act as optimiser for the project, providing 24/7 in-house trading and optimisation services. Leveraging advanced forecasting, real-time market benchmarking and AI-enhanced trading algorithms, Centrica Energy will optimise the battery across wholesale electricity markets and ancillary services, dynamically capturing value across multiple revenue streams.
The agreement on the Ånge project kicks off the partnership between Centrica Energy and Delta Capacity, underlining the companies’ shared ambition to accelerate flexible energy solutions across the Nordics.
It seems that Centrica are doing some serious programming, which mirrors the offbeat engineering, that was hinted at in Centrica Tackles Difficult Terrain To Deliver Sustainable Solar Solution For Derbyshire Manufacturer.
You can’t do anything but like Centrica’s robust attitude and their determination to get things done.
I also wonder, if Centrica are putting their expertise and technical excellence alongside the money and risk of others!
You can argue it was like that with Artemis in the last thirty years of the last century. One quarter million pound computer and software package would be planning and controlling the building of a multi-billion pound project.
I feel now, that I can say that now the Channel Tunnel is part of my history.
From the words of the press release, they seem to have developed a very-sophisticated hybrid-battery-control system, where types with expertise-honed on the trading floor or even the battlefield, could be intimately involved in the decisions.
As a check on my use of battlefield, I asked Google AI”if ex military weapons officers good operators on a city trading floor?” and received this reply.
Ex-military weapons officers—and military officers more broadly—can make excellent operators on a city trading floor, as their skill sets in leadership, pressure management, and risk assessment are highly transferable and increasingly sought after by financial institutions.
Key Reasons Military Officers Succeed as Traders
Decision-Making Under Extreme Pressure: Operational officers are accustomed to making critical, split-second decisions with limited information, which mirrors the environment of a volatile trading floor.
Risk Management & Discipline: The military teaches meticulous planning, risk mitigation, and strict adherence to procedures. In trading, this translates into managing margin, controlling losses, and following a strict, repeatable trading strategy.
High Mental Stamina and Resilience: The ability to stay calm and focused when others are losing their composure is a key trait that veterans bring, helping them survive high-stress trading scenarios.
Adaptability: The ability to respond to changing circumstances on the battlefield translates into managing portfolios in rapidly shifting market conditions.
Transferable Skills Checklist
Strategy & Logistics: Background in understanding supply chain imbalances (supply/demand).Communication: Ability to convey orders clearly and concisely.
Integrity: High level of discipline and accountability.
Potential Challenges and Considerations
While they possess strong psychological skills for trading, ex-military personnel often face a steep learning curve regarding technical financial knowledge and specific market terminology. Furthermore, the transition from a highly structured hierarchy to a meritocracy—where the only measure of success is profit/loss—requires a change in mindset.
Industry Adoption
Banks and trading firms in both the UK and US have recognized the value of these skills, with firms like Citibank and various prop firms establishing veteran-focused programs to hire and train former military personnel.
Conclusion
If ex-military weapons officers can adapt their ability to assess risks and manage operations to financial data, their natural inclination to stay calm under pressure and operate with discipline makes them top candidates for trading roles.
How Do Alstom Fuel Their Hydrogen Trains?
I have not seen this question answered, so out of curiosity, I asked Google AI and received this answer.
Alstom fuels their hydrogen trains, specifically the Coradia iLint, using high-pressure gaseous hydrogen stored in tanks on the roof. The hydrogen combines with oxygen via fuel cells to generate electricity, which powers the electric traction motor, with only water and heat emitted. The trains refuel at specialized hydrogen stations in roughly 15 minutes.
Key Aspects of Alstom’s Hydrogen Fueling System:
Fueling Station: The trains are powered by specialized hydrogen filling stations, such as the Linde station in Bremervörde, Germany, which supplies gaseous hydrogen.
Refueling Process: The process is designed to be a “drop-in” replacement for diesel, with a filling time similar to that of diesel trains, providing a range of over 1,000 km.
Fuel Cell Technology: Inside the train, a fuel cell module (typically located on the roof) separates hydrogen molecules into protons and electrons, creating a flow of electricity.
Energy Storage: The system uses lithium-ion batteries to store excess energy from the fuel cells and energy recovered from braking.
Hydrogen Source: While some hydrogen is currently produced through conventional methods (steam reforming), there is a strong shift towards using green hydrogen produced from renewable energy on-site.
The Coradia iLint has a top speed of 140 km/h and serves non-electrified lines as a zero-emission alternative to diesel.
Centrica Tackles Difficult Terrain To Deliver Sustainable Solar Solution For Derbyshire Manufacturer
The title of this post is the same as that of this press release from Centrica.
This is the sub-heading.
Centrica Business Solutions has successfully completed a bespoke solar farm for Carpenter Ltd, a Glossop based manufacturer, overcoming significant terrain challenges to help the business take a major step towards a sustainable future.
These two paragraphs add some more detail.
- Built on a 14.62% sloped bank – a location once considered unsuitable for development – the project required careful planning, specialist machinery, and adaptive engineering techniques to ensure safe, efficient installation in mud-heavy winter months. Most solar farms are installed on flat ground; this project demanded a fully customised approach.
- The new solar array comprises 1,666 panels generating 1,025 MWh of renewable energy per year. This will help Carpenter Ltd cut carbon emissions by 116,150 kg CO₂ in the first year alone, reduce energy costs, and strengthen local economic resilience by supporting sustainable manufacturing jobs in the region.
This is a picture of the site from Centrica.
Google AI says the array is around a MW.
How many other difficult solar installations can be developed using good old-fashioned construction and engineering techniques?
Hexicon Sells UK TwinHub Floating Wind Project After CfD Termination
The title of this post, is the same as that of this article on Renewables Now.
This is the sub-heading.
Floating wind developer Hexicon AB (STO:HEXI) announced it has divested its 32-MW TwinHub offshore wind project in the UK’s Celtic Sea waters, which recently had its contract for difference (CfD) terminated.
These first three paragraphs add some details.
The Swedish firm said it had entered into and completed a sales and purchase agreement (SPA) related to the TwinHub project company, Wave Hub Ltd. The buyer is an unnamed “leading global provider of advanced maritime and offshore engineering solutions.” Financial details were not provided.
Hexicon bought Wave Hub Ltd in 2021, when the site was permitted for wave energy, and later repurposed it for a floating offshore wind project. The scheme secured a 15-year CfD in the fourth allocation round in 2022, which was a first for a development of this type.
Earlier this month, the UK government confirmed that the CfD for TwinHub had been terminated.
It appears that the new owners will be continuing the project.
Getting To Know More About TwinHub
I like the design of the TwinHub and this link will give you all my posts on the technology.
This link will give you all my
What Offshore Wind Turbine Components Can Be Transported By RORO Ferries?
I asked Google AI, the title of this post and received this answer.
Roll-on/Roll-off (RORO) ferries, specifically specialized vessels like the Rotra class (Rotra Vente, Rotra Mare, Rotra Futura), are used to transport major, oversized offshore wind turbine components. These vessels allow large parts to be rolled directly on and off the deck using hydraulic ramps, mitigating the need for heavy-lift cranes in some cases.
Wind Turbine Blades: Modern RORO vessels can transport massive rotor blades—sometimes over 100 meters long—stowed in tiers (up to 12 or more blades per trip).
Nacelles: RORO vessels can carry multiple complete nacelles for large-scale direct-drive wind turbines.
Tower Sections: These vessels can accommodate large tower sections, often transporting multiple sections at once.
Hubs: Hub components can be transported via RORO, especially when loaded onto specialized trucks.
Drivetrains and Transformers: Internal components and large drivetrain assemblies are transported in the holds.
Floating Substructures/Substructures: In addition to the turbine itself, specialized RORO systems can transport components of floating substructures, such as secondary steel, inverters, and mooring equipment.
Advantages of RORO for Wind Components
Reduced Handling: Eliminates the need for cranes to lift heavy items, reducing the risk of damage during transport.
High Efficiency: Allows rapid loading and unloading of numerous large items simultaneously.
Protection: Specialized RORO vessels often feature telescopic roofs to protect sensitive nacelles from saltwater spray.
Efficiency for Large Projects: Specifically designed for handling large-scale offshore wind projects, such as the North Sea developments.
Specialized vessels, such as the Rotra Futura and Rotra Horizon, are designed to handle even larger, heavier components for next-generation offshore wind farms, and they often include cranes to complement their RORO loading method.
This article on offshoreWIND.biz is entitled RoRo Offshore Vessel Rotra Futura Hits the Water, and gives a full description of the vessel and her sister; Rotra Horizon.
This is the sub-heading.
The first of two offshore wind Roll-on/Roll-off (RoRo) vessels, the Rotra Future, designed to transport wind turbine components, has been launched at Jiangsu Zhenjiang Shipyard in China.
These four paragraphs give details of the design, financing, construction and ownership of the two vessels.
Concordia Damen has collaborated with Amasus, deugro Denmark, Siemens Gamesa, and DEKC Maritime in the development and construction of two RoRo vessels, namely Rotra Futura and Rotra Horizon.
The vessels, of which the first one was launched recently at the shipyard in China, are designed for the transport of large, and ever growing, wind turbine components.
The design of the two RoRo vessels builds on the previous ships in the Rotra concept, the Rotra Mare and Rotra Vente, which were also developed by Concordia Damen and have been operating since 2016.
These vessels are designed with a RO/RO (Roll-On/Roll-Off) system and an innovative ramp, allowing for the safe and efficient transport of larger loads.
The Anonymous Widower 