Aura Power Secures £10 Million Funding From Novuna
The title of this post, is the same as that of this article on Solar Power Portal.
These two paragraphs introduce the deal.
Aura Power has announced the successful closing of a £10 million debt facility with Novuna Business Finance. Novuna is a part of Mitsubishi HC Capital UK PLC, designed to support projects from early development through to the operational phase.
Bristol-based Aura Power is developing an active pipeline of utility-scale solar PV and battery energy storage of about 12GW in the UK, Europe and North America. The funding will help progress global development for Aura, covering expenditures like grid payments, planning fees and legal land costs.
These two paragraphs describe some of Aura’s projects.
In December 2023, Aura was granted planning permission for a 100MW/400MWh battery energy storage (BESS) project in Capenhurst, Cheshire. It was the third UK project to receive planning permission last year, alongside Aura’s 49.9MW Horton Solar Farm located in East Devon and its 49.9MW Hawthorn Pit Solar Farm in Durham.
Aura has been active within the solar and battery industries, with a pipeline in development in excess of 20GW. Last week (2 May), following an appeal, the developer secured planning permission for an Essex solar farm that will have an export capacity of 30 MW.
Nearly, forty years ago, I started a finance company in Ipswich with a friend. Our financing was mainly directed towards truck leasing for companies moving containers to and from the Port of Felixstowe.
Before, I committed my money to that venture, I built a large mathematical model of the proposed business. I found, that there were some unique financial properties to leasing quality trucks, that meant losing large sums of money were difficult.
I wouldn’t be surprised that leasing battery energy storage (BESS) systems have a lot of things going for them, if you have the right contract.
This may explain, why there a large number of companies in the market of providing grid batteries.
- At the top end; Centrica, Rolls-Royce and SSE will supply you with one.
- Funds like Gore Street and Gresham House and others allow you to invest in batteries.
- At the other end of the market are companies like Aura Power.
I suspect, that as with truck-leasing company, the financial flows are very stable and investor-friendly, if you get the model right.
UK’s Green Power Industry Receives Surprise £10bn Pledge
The title of this post, is the same as that of this article in the Guardian.
This is the sub-heading.
Potential investment by NatPower would create largest portfolio of battery storage projects in Britain
These five paragraphs outline the proposed investment.
Britain’s under-pressure green power industry has received a surprise fillip after a renewables developer pledged to plough £10bn into what would become the largest portfolio of battery storage projects in the country.
NatPower, a UK startup that is part of a larger European energy group, is poised to submit planning applications for three “gigaparks”, with a further 10 to follow next year.
Battery storage projects are seen as a key part of the jigsaw to decarbonise Britain’s power grid, allowing electricity generated by wind turbines and solar panels to be stored for use when weather conditions are still or not sunny.
The NatPower investment would lead to the construction of 60 gigawatt hours of battery storage, with solar and wind projects also in the pipeline.
The two gigaparks would be located in the north of England, with a further site in the west of the country planned later this year. The projects would be built on industrial land, and also through leasing deals with farmers.
Note.
- To gauge the scale of this development; the largest energy storage development in the UK at present is SSE Renewable’s massive Coire Glas pumped storage hydro in the Highlands of Scotland, which is a 1.5 GW/30 GWh monster, that is budgeted to cost £1.5 billion.
- NatPower has a web site, which has an opening video, which is all landscape, sun, water and wind, that would be worthy of an epic from Hollywood or by Eisenstein.
- NatPower’s investment of £10 billion, buys them 60 GWh of storage and if it’s a proportionate amount of capacity to Coire Glas, perhaps around 3GW or around the capacity of Hinckley Point C.
I have a few thoughts.
Is It All A Hoax?
Those who were alive and sober in 1977, may well remember the April Fools’ Day Hoax of the Guardian of that year, which concerned a fake supplement in the paper promoting the island of San Serriffe.
The story has its own Wikipedia entry.
The web site; http://www.sanserriffe.com, doesn’t seem to be accessible.
Today’s story seems genuine, although some will smell a rat.
First Look Inside £2.2bn Silvertown Tunnel
The title of this post, is the same as that of this article on the BBC.
These are the first five paragraphs.
For the first time, Transport for London has invited journalists inside what is one of the most controversial infrastructure projects in the capital.
The Silvertown Tunnel is 1.4km (just under one mile) long and stretches from Silvertown in Newham to the Greenwich Peninsula.
Inside the tunnel, it is extremely wide. A lot bigger than other tunnels like the supersewer or Crossrail. Boring was finished a few weeks ago.
Transport for London (TfL) says the scheme will address queues at the Blackwall Tunnel and reduce pollution. But it has faced fierce opposition from those who think it will do the total opposite and increase pollution and congestion.
And the big question is – even with mitigation – can a road tunnel ever be green?
Note.
- There is a good picture, showing the width of the tunnel.
- It is very wide and can’t be much narrower than the four-lane Queensway Tunnel, which was opened under Mersey in 1934.
These are my thoughts.
I Am Against The Tunnel Being Built
My main reason I am against the Silvertown Tunnel is that Transport for London’s mathematical modelling of and rerouting of buses past my house has been some of the worst I’ve seen. I talk about the bus problems I now have in Is The Nightmare On The Buses Going To Get Worse?
So until the two tunnels; Blackwall and Silvertown are complete and open with tolling, I won’t trust any of Transport for London’s pronouncements.
I also feel that as the Silvertown Tunnel will allow trucks to pass though, there will be times, when they will cut through the East End to get to the Motorways going North.
But now, it’s more or less finished, we will probably need to use it.
How Is The Tunnel Being Paid For?
The Wikipedia entry for the Silvertown Tunnel has a section called Costs, where this is said.
In 2012, the cost was stated to be £600m. A consultation in 2015 stated that the cost of construction was estimated to be £1bn. In March 2020, the cost was increased again, to £1.2 billion. Operation, maintenance and financial costs of the tunnel over 25 years is expected to cost another £1bn.
The £2.2 billion will be repaid by tolls on both tunnels. Effectively, it’s a Private Finance Initiative or PFI.
Can A Road Tunnel Ever Be Green?
This is the question the BBC asked in the last paragraph of my extract.
Although, I am very much against this tunnel, I do believe this tunnel can be green.
- Suppose, the tunnels were made free for zero-carbon vehicles, that were powered by batteries, hydrogen or possibly ammonia.
- This might nudge vehicle owners and operations to go zero-carbon.
This extra number of zero-carbon vehicles would help to clean up London’s air.
I wonder which will be the preferred route for trucks associated with construction to go to and from sites in Central London?
- These trucks are major polluters in Central London.
- There are sensible moves to make construction sites zero-carbon.
If the Silvertown Tunnel didn’t have tolls for zero-carbon trucks, then surely this would nudge, this sizeable group of trucks to go zero-carbon to the benefit of everyone in Central London.
The only problem with making zero-carbon vehicles toll-free, is that it probably ruins the finances of the tunnels, from the point of view of the investors.
Conclusion
I can see lots of conflict starting over the operation of this tunnel.
Smart Train Lease Aims ‘To Make Renting Trains As Easy And Simple As Renting A Car’
The title of this post, is the same as that of this article on Railway Gazette International.
These four paragraphs outline the scheme.
Siemens Mobility has established a leasing subsidiary that would enable train operators to use its Mireo Smart battery, hydrogen and electric multiple-units without needing to make long-term investment commitments.
Smart Train Lease GmbH would make available at short notice multiple-units already approved for operation. These could be short or medium-term leases, with services such as maintenance available as part of the package. The aim is to provide operators with an economical way to quickly and flexibly expand their fleets and try out more sustainable traction technologies.
‘We want to make renting trains as easy and simple as renting a car, and thus help accelerate the mobility transition’, the leasing company’s CEO Benjamin Dobernecker explained on February 14.
Smart Train Lease will initially operate in Germany, although it plans to expand throughout Europe in the medium term.
I like this idea and I think it will work.
Metier Management Systems And Artemis
When four of us started Metier Management Systems in 1977 to sell our mini-computer-based project management system; Artemis, we generally rented or leased our systems, although we did sell some as the years progressed.
- For a fixed fee per month, a company got a project management computer and all the software.
- The fixed fee included installation, first line support, training and software updates.
- We could also supply extra training and project management consultancy at appropriate rates.
- The only extra costs to the client were the electricity to power the hardware and the paper to put in the printer.
- We also allowed clients to convert leases into outright sales.
This simple sales model appealed to a lot of our clients.
- The cost of the system was easy to budget.
- Many of our clients were happy with leasing or renting computer equipment.
- As the system was desk-sized, it easily fitted the average office.
But the leasing model was very advantageous to us.
- Most of our clients were large high-value quality organisations like big oil companies, nationalised industries and engineering consultancies.
- Our Finance Director and our Bank Manager at Lloyds Bank devised a plan, whereby we bundled a number of high-quality leases together and sold the bundle to Lloyds Bank’s leasing company.
The money we received gave us a healthy cash flow.
- The cash flow was then used to fund Research and Development and to finance more sales.
- If say someone like BP or Shell should phone up or send a fax, wanting a system immediately, we were generally able to fulfil their request.
I am sure that Siemens Mobility will be using a similar model.
They will aim to have trains in stock to fulfil clients needs.
So if Deutsche Bahn phone up saying have you got a three-car battery-electric train that works with 15 KVAC and has a range of 100 kilometres for next Monday, Siemens Mobility can generally say yes.
What helps is that the modular Mireo Smart multiple unit comes in battery, hydrogen and electric versions.
Extras could include full servicing a driver.
So Siemens Mobility will plug the train together and deliver it.
How Would Siemens Use The Leasing Model In Great Britain?
Consider.
- There are a lot of routes that need to be decarbonised in Great Britain.
- Many of these routes have electrification at one or both ends.
- Often these routes terminate in a bay platform.
- On most of these routes a two-, three-, four- or five-car train will be sufficient capacity.
- In the Desiro City, Siemens have a train, that is acceptable to Great Britain.
- If routes in Great Britain are to be electrified, they must be electrified with 25 KVAC overhead wires.
- Trains would be 100 mph, so they wouldn’t be limited as to routes.
- A Mireo-B has a range of between 80-100 kilometres or 49.7-74.6 miles.
I am sure Siemens Desiro City or its European equivalent; Mireo can be developed into a family of trains suitable for GB!
- The basic train would be two driving cars.
- Length would be increased by coupling trailer cars between the two driving cars.
- Hydrogen power would be in one of the trailers.
- Batteries would be under an appropriate number of cars.
Battery trains would be able to use a simple automatic charger, similar to the one, that I described in GWR Trialling Transformative Ultra-Rapid Charging Train Battery.
An Example – Mid-Cornwall Metro
This map shows the Mid-Cornwall Metro.
Consider.
- Newquay and Par is 20.8 miles.
- Falmouth Docks and Par is 30.8 miles.
- Newquay and Falmouth Docks is 51.6 miles.
- The maximum speed between Par and Newquay is around 30 mph
- The maximum speed between Par and Falmouth Docks is around 50-70 mph
- There are twelve intermediate stations.
- There is a reverse at Par station.
- Charging would be easy to install at Falmouth Docks, Newquay and Par.
- In Par Station – 10th February 2024, I suggested that Par station could be fully-electrified, so that expresses could have a Splash-and-Dash on their way to London and Penzance. If all platforms at Par were electrified the Mid-Cornwall Metro trains could charge from the electrification, as they reversed.
There are two main ways that the Mid-Cornwall Metro might operate.
- There would be chargers at Newquay and Falmouth Docks and trains would shuttle the 51.6 miles between the two stations.
- There would only be charging at Par and trains would after charging at Par go alternatively to Newquay and Falmouth Docks.
The first might need smaller batteries and the second would only need one charger.
An Example – Uckfield Branch
The Uckfield branch is in Southern England.
- It is not electrified between Hurst Green Junction and Uckfield, which is 24.7 miles.
- There are eight intermediate stations.
- The line can accommodate ten-car trains.
There is space at Uckfield station for a charger.
Charging would be at Uckfield station and North of Hurst Green Junction, where it will use the existing electrification.
Conclusions
This leasing/rental model will surely encourage train operators to replace diesels with appropriate zero-carbon alternatives on routes that need to be decarbonised.
West London Orbital: Line Could Be Reused For Passengers
The title of this post is the same as that of this article on the BBC.
This is the sub-heading.
A railway line that stopped serving passengers in 1902 could be brought back into use as a route called the West London Orbital.
These are the first three paragraphs.
The Dudding Hill loop runs from Acton to Cricklewood and currently only takes freight trains.
Transport for London (TfL) published a strategic document in 2021 saying it would be “a catalyst for relieving road congestion in west London”.
It is estimated by TfL more than 11 million people a year would use it.
This is also said.
Sharma Tatler, the deputy leader of Brent Council, called the plan “a no-brainer”.
I agree with that.
These are my thoughts.
Finding The Money
Money will be needed for the following.
- To build and update the stations on the route.
- To acquire the new trains needed.
- To bring the track and signalling up to the required standard.
Note.
- It appears that around a dozen freight trains use the route on a typical day.
- Hopefully, Network Rail can come up with an affordable plan for the track and signalling, as the route is used by freight trains at the present time.
- I would envisage that the trains used would be a version of the current Class 710 trains used on the Overground. These could probably be leased.
I wouldn’t be surprised that the cost of the stations, will be the major part of the building of the line.
Building the stations is probably, the easiest place to bring in private finance. Especially, if stations incorporated housing or other developments.
On a train going to the North a few years ago, I met two infrastructure funders from L & G (in Standard Class), who were going to lend a company 50 billion to develop a large residential housing site. We got talking and I asked them if they would develop a mythical branch line with a good station site at the end. (Think Felixstowe!) I asked if they’d fund housing and possibly the trains. They said yes!
So I suspect that the West London Orbital could also be funded in the same way, as there are a few stations to build and upgrade. Much needed housing could be built on top or nearby.
I would also deck-over Neasden Depot and build housing in town blocks on top.
I believe that the West London Orbital could be funded.
Electrification
The Wikipedia entry for the West London Orbital describes the route like this.
The route would run for approximately 11 miles (17 km) from West Hampstead and Hendon at the northern end to Hounslow at the western end via Brent Cross West, Neasden, Harlesden, Old Oak Common, South Acton and Brentford.
Note.
- There is 25 KVAC overhead electrification at the Northern end of the route between West Hampstead Thameslink and Hendon stations.
- The Dudding Hill Line between the Midland Main Line and Acton Wells Junction is not electrified.
- The North London Line between Acton Wells Junction and Acton Central station is electrified with 25 KVAC overhead wires.
South of Acton Central station, the electrification gets complicated as this OpenRailwayMap shows.
Note.
- Acton Central station is in the North-East corner of the map.
- Brentford station is in the South-West corner of the map.
- The red track is electrified with 25 KVAC overhead and it is used North of Acton Central station.
- Mauve track is electrified with British Rail third rail.
- Ptnk track is electrified with London Underground third rail.
- Black track is not electrified.
- West London Orbital trains between West Hampstead Thameslink and Hounslow will use the direct route between Acton Central and Brentford.
- West London Orbital trains between Hendon and Kew Bridge terminate at the South-Eastern point of the triangular junction.
It seems that trains will be needed that can use both types of electrification and none.
New Trains
Because of the requirement of the trains to be able to use both types of electrification and be self-powered, the trains will either have hydrogen or battery power to augment electric traction.
Hendon and Hounslow is 11.3 miles and this will be longer than any service distances, so I suspect that a battery-electric train could handle the route.
In this article in Global Rail News from 2011, which is entitled Bombardier’s AVENTRA – A new era in train performance, gives some details of the Aventra’s electrical systems. This is said.
AVENTRA can run on both 25kV AC and 750V DC power – the high-efficiency transformers being another area where a heavier component was chosen because, in the long term, it’s cheaper to run. Pairs of cars will run off a common power bus with a converter on one car powering both. The other car can be fitted with power storage devices such as super-capacitors or Lithium-ion batteries if required. The intention is that every car will be powered although trailer cars will be available.
Unlike today’s commuter trains, AVENTRA will also shut down fully at night. It will be ‘woken up’ by remote control before the driver arrives for the first shift
This was published over ten years ago, so I suspect Bombardier (or now Alstom) have refined the concept.
Bombardier have not announced that any of their trains have energy storage, but I have my suspicions, that both the Class 345 and Class 710 Aventra trains use super-capacitors or lithium-ion batteries, as part of their traction system design.
- I was told by a Bombardier driver-trainer that the Class 345 trains have an emergency power supply. When I said “Batteries?”, He gave a knowing smile.
- From the feel of riding on Class 710 trains, as a Control Engineer, I suspect there is a battery or supercapacitor in the drive system to give a smoother ride.
I also feel that the Aventra has been designed, so that it can accept power from a large variety of sources, which charge the battery, that ultimately drives the train.
Pension Power Backing For New Battery Energy Storage Plant
The title of this post, is the same as that of this article on Nation.Cymru.
These paragraphs outline the project,
A new battery energy storage plant at the site of a decommissioned power station will be funded by Welsh pensioners.
The plan for the facility at the former Uskmouth B Power Station at the Gwent Wetlands on the edge of Newport, was approved by the city council’s planning committee this January.
The batteries will store excess power during times of “excess supply” and then put that electricity back into the grid when demand is higher.
The Greater Gwent Pension Fund, which manages the retirement savings of more than 65,000 members from Blaenau Gwent, Caerphilly, Monmouthshire Newport and Torfaen councils as well as 52 other active employers in the Gwent region, has revealed it is investing in the project.
According to their Wikipedia entry, the Uskmouth power stations have had rather a chequered history and both appear to be currently non-productive.
- The original coal-fired Uskmouth A has been demolished and the site is now occupied by an 832 MW gas-fired CCGT power station. Currently, it is in a ‘dormant’ state, after its owner entered administration.
- The original coal-fired Uskmouth B has been converted and now can generate 363 MW on a mixture of biomass and waste plastic. Uskmouth B is currently being demolished.
This press release from Quinbrook Infrastructure Partners is entitled Quinbrook To Build Large-Scale Battery Storage Project At Uskmouth, South Wales.
This is the sub-heading.
Uskmouth will be one of the largest storage projects in the UK and will directly support the UK’s energy transition.
These first two paragraphs outline the project.
Quinbrook Infrastructure Partners (“Quinbrook”), a specialist investment manager focused on renewables, storage and grid support infrastructure has acquired the exclusive development rights for one of the UK’s largest battery storage projects to date.
The planned 230MW / 460MWh Battery Energy Storage System (“BESS”), will be located at the site of the former Uskmouth coal fired power station in south Wales (“Project Uskmouth”) and will seek to utilise existing power transmission infrastructure and provide a new lease of life to the area. Uskmouth was acquired from Simec Atlantis Energy Limited (“SAE”). Quinbrook has partnered with Energy Optimisation Solutions Limited (“EOS”) in the origination and development of Project Uskmouth, which represents a major anchoring project in the planned re-development and regeneration of the Uskmouth site into a Sustainable Energy Park that will support innovative future industry. Quinbrook considers these types of regeneration projects as key to making meaningful contributions to delivery of the Government’s Levelling Up ambitions.
Note.
- The battery can supply 230 MW for two hours.
- It looks like the battery will replace the older of the two power stations and work with the relatively-modern 832 MW gas-fired CCGT power station.
- Will they act as backup to renewables?
As there are very few renewables in the area, will this work with the wind farms being developed in the Celtic Sea or are Quinbrook anticipating wind farms South of Newport in the Bristol Channel?
I have a few thoughts.
Will Uskmouth Work With Hinckley Point C?
This Google Map shows the relative locations of Uskmouth and Hinckley Point C.
Note.
- Uskmouth is just South of Newport, in the North-East corner of the map.
- I estimate that Uskmouth and Hinckley Point C are 24.7 miles apart.
A cable across the Bristol Channel would surely increase the energy security of South Wales.
Will There Be Wind Farms In The Bristol Channel?
I feel that this is inevitable.
This document on the Welsh Government web site is entitled Future Potential For Offshore Wind In Wales, was written by The Carbon Trust.
This paragraph is the document’s assessment of wind farms in the Bristol Channel.
Despite high energy demand and good infrastructure, environmental conditions in the Bristol Channel
makes this area challenging for offshore wind development. In addition to lower average wind speeds,
the Bristol Channel has complex seabed, including areas of hard rock, and is exposed to strong tidal
currents from the Severn Estuary. Seabed conditions and tidal currents were the main drivers behind
cancellation of the Atlantic Array project and it is considered unlikely that a developer would look to
revive this site in the near-term, particularly given competition with other more favourable UK sites.
That doesn’t seem very promising.
But this is the document’s assessment of wind farms in the Pembrokeshire Atlantic area.
Exposure to the prevailing south-westerly Atlantic wind and swells means that the waters off
Pembrokeshire have excellent wind speeds, often exceeding 10 m/s, but also a harsher wave
environment than elsewhere in Wales. Significantly, water depths quickly increase to over 50m,
suggesting that floating foundations are likely to be required, particularly if projects are located
further from shore, which is likely given constraints from environmental impact and seascape near to
the Pembrokeshire Coast National Park.Grid infrastructure is constrained for thermal generation but should not be a barrier to new
renewables. The Greenlink interconnector could also support the addition of new capacity. The region
has good port infrastructure at Milford Haven and Pembroke Dock, which is already actively pursuing
upgrades to future proof the port for potential offshore wind deployment.
That is a lot more promising.
- Some demonstration wind farms are under development.
- Hopefully, the steel would be available at Port Talbot.
- I can see this area, having almost 50 GW of floating wind.
I do feel though, that once the sea off Pembrokeshire is full of wind farms, that developers will turn their attention to the more difficult waters of the Bristol Channel.
Is The Uskmouth BESS A Good Investment?
The Nation.Cymru article discusses this and what they say is well worth reading.
My feelings are that the BESS will be very busy balancing electricity on the South Wales Coast and to and from Ireland using the 500 MW Greenlink Interconnector, which opens this year.
These electrical systems are relatively easy to model and I suspect Quinbrook wouldn’t be investing, if the BESS was not going to generate a substantial income.
H2 Green Steel Raises More Than €4 billion In Debt Financing For The World’s First Large-Scale Green Steel Plant
The title of this post, is the same as that of this press release from H2 Green Steel.
This is the sub-heading.
H2 Green Steel signs definitive debt financing agreements for €4.2 billion in project financing and increases the previously announced equity raised by €300 million. Total equity funding to date amounts to €2.1 billion. The company has also been awarded a €250 million grant from the EU Innovation Fund. H2 Green Steel has now secured funding of close to €6.5 billion for the world’s first large-scale green steel plant in Northern Sweden.
These three paragraphs describe the company and outlines the financing.
H2 Green Steel is driving one of the largest climate impact initiatives globally. The company was founded in 2020 with the purpose to decarbonize hard-to-abate industries, starting by producing steel with up to 95% lower CO2 emissions than steel made with coke-fired blast furnaces. The construction of the flagship green steel plant in Boden, with integrated green hydrogen and green iron production, is well under way. The supply contracts for the hydrogen-, iron- and steel equipment are in place. A large portion of the electricity needed has been secured in long-term power purchase agreements, and half of the initial yearly volumes of 2.5 million tonnes of near zero steel have been sold in binding five- to seven-year customer agreements.
Today H2 Green Steel announces a massive milestone on its journey to accelerate the decarbonization of the steel industry, which is still one of the world’s dirtiest. The company has signed debt financing of €4.2 billion, added equity of close to €300 million and been awarded a €250 million grant from the Innovation Fund. Funding amounts to €6.5 billion in total.
H2 Green Steel has signed definitive financing documentation for €3.5 billion in senior debt and an up-to-€600 million junior debt facility:
Note.
- I first wrote about H2 Green Steel about three years ago in Green Hydrogen To Power First Zero Carbon Steel Plant.
- The Wikipedia entry for Boden in Northern Sweden, indicates it’s a coldish place to live.
- In that original post, H2 Green Steel said they needed €2.5 billion of investment, but now they’ve raised €4 billion, which is a 60 % increase in financing costs in just three years.
Is this Sweden’s HS2?
The Future Of Green Steelmaking
The finances of H2 Green Steel look distinctly marginal.
I have a feeling that green steel, as the technology now stands is an impossible dream.
But I do believe that perhaps in five or ten years, that an affordable zero carbon method of steel production will be developed.
You have to remember, Pilkington developed float glass in the 1950s and completely changed an industry. Today, we’d call that a classic example of disruptive innovation.
The same opportunity exists in steelmaking. And the rewards would be counted in billions.
Wales Puts Another Pumped Storage Hydroelectric Power Station Into Play
This page on World Energy is entitled Fortune Hydro AG and Voith Acquire 450 MW Dorothea Lakes Pump Storage.
This paragraph introduced the article.
Fortune Hydro AG, in collaboration with Voith Small Hydro, has acquired the 450 MW Dorothea Lakes Pump Storage project as part of an £800 million (US$1 billion) strategic investment in renewable energy in the UK.
It looks to me that this was a good buy in July 2023, as after last week, when I wrote Price Framework Paves Way For Vast Electricity Storage Scheme, in response to a UK Government announcement about funding pumped storage hydroelectricity.
These two paragraphs give more details of the project.
Located in Snowdonia, Northern Wales, this green storage facility presents a unique opportunity to integrate wind, solar and hydroelectric power, Fortune Hydro said. The Dorothea Lakes site was one of the largest slate quarries in Europe and the largest in North Wales.
Electricity produced by solar and wind during low demand can be stored until demand is there. This storage allows balancing of the production cycle in the large solar and wind farms in the north against the demand cycle of consumers and businesses in central and southern UK. It will generate up to 600 jobs and bring economic development and new business opportunities to the local community, the company said.
This map shows the location of Dorothea Lakes.
Note.
- Dorothea Lakes is indicated by the red arrow.
- The Menai Strait between Bangor and Caernarfon is at the top of the map.
- It is certainly in a convenient place, with all the wind farms off the North Wales Coast.
At 450 MW, it’s about a third the size of Electric Mountain, so I suspect it could hold about 3 GWh of electricity.
Bedford Depot’s Massive Solar Roof Helps Thameslink On Way To Net Zero
The title of this post, is the same as that of this article on RailUK.
These four paragraphs give full details of the project.
Work has begun installing one of Bedford’s biggest solar arrays – on the roof of Govia Thameslink Railway’s (GTR’s) train depot, in Cauldwell Walk.
Almost 1,000 photovoltaic panels (932) will generate 322 MWh of electricity a year – enough to power 120 homes every year, saving more than 66 tonnes of CO2e. They form part of GTR’s commitment to become carbon ‘net zero’ for all its energy needs by 2050.
The solar roof – one of four at different depots across GTR’s vast 11 county network – is being installed by not-for-profit community climate action group Energy Garden.
When it comes online in the New Year, Energy Garden will sell half the solar electricity to GTR to power the depots and plough profits from selling what’s left over into community development projects – Energy Garden already works with more than 50 community groups.
This Google Map shows the location of Bedford Cauldwell Park TMD with respect to Bedford station.
Note.
Bedford station is at the top of the map.
Bedford Cauldwell Park TMD is marked by the red arrow.
This second map shows the depot to an enlarged scale.
Note.
- The map appears to show several roofs, that could be candidates for solar panels.
- At least one shed sells cars. Do they sell electric ones?
As the rail depot appears to be the largest building of its type in the centre of Bedford, in the future will it be serving as a advert for Energy Garden?
This project sounds like a good idea.
And I like the way it’s financed.
Pipeline Of UK Energy Storage Projects Grows By Two-Thirds Over Last 12 Months
The title of this post, is the same as that of this press release from RenewableUK.
These four paragraphs summarise the data.
A new report released today by RenewableUK shows that the pipeline of energy storage projects which are operational, under construction, consented or being planned has increased by more than two-thirds over the last year in terms of capacity.
Batteries play a key role in our modern flexible energy system, helping grid operators to finely balance the supply of electricity to meet demand at all times.
Our EnergyPulse Energy Storage report shows that the total pipeline of battery projects has increased from 50.3 gigawatts (GW) a year ago to 84.8GW, an increase of 68.6% (34.5GW).
Operational battery storage capacity has grown to 3.5GW, and the capacity of projects under construction has reached 3.8GW. A further 24.5GW has been consented, 27.4GW has been submitted in the planning system and 25.7GW is at an early stage of development but yet to be submitted. This chart shows the total UK battery portfolio in megawatts (MW).
Note.
- I find the bare statistics very heartening, as how often do you find any industry, that will be positive for the future of the planet, that increases in size in a year by 68.6 %.
- Having been involved a couple of times in my life, with funding high growth markets, I suspect that in part this growth is happening, because banks, insurance and other financial companies are prepared to fund schemes that are proposed.
It is worth reading the press release in full, as it flags up are several interesting points.
The Anonymous Widower 