Iberdrola Preparing Two East Anglia Offshore Wind Projects For UK’s Sixth CfD Round
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
ScottishPower Renewables, Iberdrola’s company in the UK, is getting the East Anglia One North and East Anglia Two offshore wind projects ready for the upcoming auction round for Contracts for Difference (CfD).
These three paragraphs give more details.
This is according to project updates Iberdrola published as part of its financial results for 2023.
Iberdrola says “good progress is being made in the key engineering and design work” for the two projects and, while they were not presented in the UK’s fifth CfD Allocation Round (AR5), preparations are being made to take part in Allocation Round 6 (AR6).
The two offshore wind farms are part of the GBP 6.5 billion (around EUR 7.6 billion) East Anglia Hub project, which also includes East Anglia Three, currently in construction and expected to start delivering electricity in 2026. The 1.4 GW East Anglia Three was awarded Contract for Difference in July 2022.
It is now possible to build a table of Iberdrola’s East Anglian Hub.
- East Anglia One – 714 MW – Commissioned in 2020.
- East Anglia One North – 800 MW – To be commissioned in 2026.
- East Anglia Two – 900 MW – To be commissioned in 2026.
- East Anglia Three – 1372 MW – To be commissioned in 2026.
Note.
- East Anglia One is the largest windfarm in Iberdrola’s history
- These four wind farms are connected to the shore at Bawdsey on the River Deben.
These wind farms are a total of 3786 MW.
In addition there are RWE’s three Norfolk wind farms.
- Norfolk Boreas – 1386 MW – To be commissioned in 2027.
- Norfolk Vanguard East – 1380 MW – To be commissioned before 2030.
- Norfolk Vanguard West – 1380 MW – To be commissioned before 2030.
These wind farms are a total of 4146 MW, with a grand total of 7932 MW.
What Will Happen To The Electricity?
Consider.
- It is a lot of electricity.
- The good people of Norfolk are already protesting about the cables and pylons, that will connect the electricity to the National Grid.
- The good people of Suffolk will probably follow, their Northern neighbours.
- The wind farms are owned by Spanish company; Iberdrola and German company; RWE.
I wonder, if someone will build a giant electrolyser at a convenient place on the coast and export the hydrogen to Europe by pipeline or tanker.
- The ports of Felixstowe, Great Yarmouth and Lowestoft could probably handle a gas tanker.
- The Bacton gas terminal has gas pipelines to Belgium and The Netherlands.
In addition, there are various electricity interconnectors in use or under construction, that could send electricity to Europe.
- National Grid’s Lion Link to the Netherlands.
- NeuConnect to Germany from the Isle of Grain.
Whoever is the UK’s Prime Minister in 2030 will reap the benefits of these East Anglian and Norfolk wind farms.
In addition.
- The Hornsea wind farm will have tripled in size from 2604 MW to 8000 MW.
- The Dogger Bank wind farm will have grown from 1235 MW to 8000 MW.
- There is 4200 MW of wind farms in Morecambe Bay and around England.
They would be so lucky.
Wrightbus Hydrogen Coach Planned For 2026
The title of this post, is the same as that of this article in Bus&Coach Buyer.
This is the sub-heading.
Wrightbus‘ planned hydrogen coach is expected to be in production by 2026.
These are the first three paragraphs.
Jean-Marc Gales, Wrightbus CEO, told B&CB that a prototype model intended to demonstrate the powertrain is expected towards the end of the year.
Jean-Marc said: “The concept is ready, the predevelopment work has been done, so we are confident we can launch it in 2026.”
He says the vehicle is aimed at operators that do long distance coach journeys. “Hydrogen coaches can do up to 1,000km range and in five to ten years we will see a much higher proportion of hydrogen coaches than electrical,” he said.
Jean-Marc Gales also said this about the design challenge.
Jean-Marc said: “If you build a hydrogen coach, it’s a technical tour de force. Coach operators require six to ten cubic metres of luggage space. You need at least 50 to 60 seats and disability access and enough packaging space to put the tanks and the hydrogen cooling system and the fuel cells in. But we can do it, we have the technical expertise with fuel cells; we have the best engineers on the market for fuel cell buses. We have millions of miles with electrical and fuel cell vehicles in service since we launched them.
I haven’t ever used coaches much, but in the UK, there are some well-established long-distance markets.
These are some typical driving distances.
- Plymouth and Sunderland – 334 miles – 537 km.
- Brighton and Liverpool – 216 miles – 347 km.
- London and Edinburgh – 332 miles – 534 km.
- London and Paris – 213 miles – 343 km.
- London and Gdansk – 804 miles – 1294 km.
Note.
- Away football and fans of other sports use coaches and a 1,000 km range would certainly be needed to get Plymouth supporters to all away matches and back.
- The London and Scottish Market has been strong all my life.
- London and Gdansk would be an interesting trip in a coach. If you need one, look for Sinbad Coaches.
I certainly believe that Jean-Marc Gales and Wrightbus, are developing the technology for a worthwhile market.
Newquay Station – 9/10th February 2024
These pictures show Newquay station.
Note.
- It is a small one-platform station.
- It has a few facilities.
- It is located on the main street in the centre of the town.
This Google Map shows Newquay station.
Newquay station appears to have a very long platform.
- This page on Railway Data gives a length of 242 metres.
- It should accommodate a nine-car Class 802 train.
- The station is also close to the beach.
It looks to me that Newquay station is ready for a big surfing festival.
I have a few thoughts.
Adding A Second Platform
These pictures show the space alongside the current single track. At least for a five-car train.
Note.
- I would expect that adding a second platform could be easily done by a competent and experienced construction company.
- There would need to be new track and a set of points, so that a train could use either platform.
- Signalling would be added, so both platforms could be used, either separately or at the same time.
I also expect that the Tregoss Loop would need to be commissioned before the second platform.
Adding Charging For Battery-Electric Trains
Consider.
In GWR Trialling Transformative Ultra-Rapid Charging Train Battery, I talked about the installation of the Vivarail/GWR Fast Charge system at West Ealing station.
In Decarbonising The Mid-Cornwall Metro, I talked about using the Vivarail/GWR Fast Charge system or hydrogen to decarbonise the Mid-Cornwall Metro.
This picture shows the Vivarail/GWR Fast Charge system at West Ealing station.
I feel there would be no problem fitting one of these in one or both of the platforms at Newquay.
But I do feel that the best way to decarbonise services to Newquay, would be to fully-electrify Par station with 25 KVAC overhead wires.
- Mid-Cornwall Metro services would charge their batteries using a pantograph, every time that they reversed in the station.
- Long distance battery-electric services through the station would top up their batteries during a stop at the station.
- Locomotives with batteries will be increasingly used on freight services and charging may be needed for the locomotives used from china clay trains.
Note.
- Par and Falmouth Docks is 30.8 miles.
- Par and Newquay is 20.8 miles.
- Par and Penzance is 44.8 miles
- Par and Plymouth is 34.7 miles.
- Par and Truro is 19 miles.
Par would appear to be a station, that could be easy to electrify and is conveniently placed in the heart of services through Cornwall.
I See My First Modern 100 % Electric Truck
Where I live in Hackney, you see a lot of electric vans. Even the local deli has one.
But until yesterday, I don’t think I’ve seen a 100 % full-size electric truck, other than the famous Harrods delivery vans, which I can remember from the 1960s.
This was a sideview of the truck I saw.
Sadly, because I was trying to catch a bus, in the roadworks I described in How Not To Organise A Piss-Up In A Brewery, I was unable to take any more pictures.
This press release from Wincanton is entitled Wincanton Announces Multimillion-Pound Investment In Electric Vehicles For IKEA.
These three paragraphs give the full story.
Wincanton, a leading supply chain partner for UK business, today announces that it has made a multimillion-pound investment in electric vehicle technology to provide home delivery services for IKEA.
The investment has seen Wincanton purchase 30 electric home delivery vehicles, comprising of 10 16-tonne trucks and 20 vans, to support IKEA’s goal of reaching 100% zero emission last mile deliveries by 2025.
The new fleet is expected to save Wincanton 1,000 tonnes of carbon emissions each year, across just over 10,000 journeys per annum. The vehicles, supplied by Renault Trucks and Ford, will carry deliveries to the homes of IKEA customers across Greater London and the Southeast of England from Spring 2023.
I do feel though, that we’d see more zero-carbon trucks, if London could get its act together with hydrogen.
Decarbonising The Mid-Cornwall Metro
Although the Mid-Cornwall Metro will probably run initially using what diesel multiple units, after a year or so, the route will be converted to zero-carbon operation.
Newquay To Falmouth Docks
This map shows the Mid-Cornwall Metro.
These are current timings.
- By train can take almost three hours with changes at Par and Truro.
- By car should take 45 minutes to drive the 24.4 miles according to Google.
Note.
- The train timings are for a typical British Rail-era Diesel Multiple Unit on the branches and something smarter between Truro and Par.
- A Day Return ticket would cost £8.90 without a Railcard.
- If there was a through train, that meant you didn’t have to change trains, I estimate that the time could be as low as one hour and 35 minutes.
I feel that most travellers, who had access to a car, would use that to travel between Newquay and Truro.
Newquay To Falmouth Docks By Electric Train
I have ridden in three battery-electric trains.
- Class 379 train – Manningtree and Harwich in passenger service.
- Class 230 train – Vivarail demonstration
- Class 777 train- Liverpool Central and Headbolt Lane in passenger service.
Note.
- All were mouse-quiet.
- There was no detectable difference, when running on battery power in the trains.
It is my view that battery-electric trains are no second-class solution.
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.
Newquay To Falmouth Docks By Hydrogen-Powered Train
There is only one hydrogen-powered train in service and that is the Alstom Coradia iLint, which is running in Germany.
I feel it is very much an interim design, as Alstom has taken a diesel-mechanical Lint train and swapped the diesel for a hydrogen-powered electricity generator and an electric motor.
But Alstom are putting together a hydrogen-powered train based on an Aventra.
Note.
- The train is three cars.
- I would envisage performance of the hydrogen train would be very similar to that of a similar battery-electric train.
- I wouldn’t be surprised that refuelling of the train would not be a problem, as with all the china clay working nearby, there may well be developments to use hydrogen in the industry to decarbonise the mining.
The Mid-Cornwall Metro and Alstom’s Hydrogen Aventra could be ideal for each other.
Conclusion
I believe, that although the Mid-Cornwall Metro will start operation with diesel multiple units, it will be running in a zero-carbon mode within a few years.
Hydrogen Refuelling Site Could Attract Businesses To City – Meeting Told
The title of this post, is the same as that of this article on Yahoo News.
These are the first three paragraphs.
A hydrogen fuelling station planned for Bradford could play a key part in attracting new businesses to the city – councillors have been told.
The HyBradford facility is due to open on a former gas storage site off Bowling Back Lane in 2025, and late last year the scheme received millions worth of Government funding.
It is hoped the scheme will make Bradford a leader in the new, greener energy at a time when many companies are looking to wean themselves off fossil fuels.
What sort of businesses will the City attract?
- In Cadent’s Hydrogen-Hybrid Solar Toilet, I talked about how the sun and hydrogen backup are used to provide quiet, zero-carbon facilities for a building site.
- In Cummins Agrees To Integrate Its Hydrogen ICE Technology Into Terex® Advance Trucks, I talked about hydrogen-powered ready-mixed concrete trucks. These will help to reduce pollution levels on building sites and city streets and a local electrolyser would allow ready-mixed concrete suppliers to be located conveniently, where major contracts are in city centres.
- In £77 Million Investment For UK Heavy Duty And Commercial Vehicle Projects, I talked about a series of hydrogen transport projects being developed with Government and industry money. One project was one by Ford to develop a hydrogen-powered Transit van, which will be trialled by Ocado. If these catch on, then we will need more convenient electrolysers.
Bradford could be the first city, where companies try out ideas, that need a reliable supply of hydrogen.
It should also be noted that Bradford and Leeds are about fifteen miles apart, so Bradford’s electrolyser will probably be an ideal location for any business based in the Leeds/Bradford area.
Energy / Sullom Voe Terminal To Be Connected To The Grid By The End Of Next Year
The title of this post, is the same as that of this article on Shetland News.
This is the sub-heading.
POWER supply to the Sullom Voe Terminal is set to be provided by two 43-kilometre underground power lines from the Gremista substation by the end of next year.
These four paragraphs outline some of EnQuest’s plans.
The on-site gas-fired power station, operated by Equans, is due to be switched off in the fourth quarter of 2025 as it no longer meets stringent carbon emission standards.
EnQuest, the operator of the terminal, gave an update on its plans for the 1,000-acre site during a Shetland suppliers forum held at Mareel on Wednesday morning.
The company was keen to present itself as one that is seeking collaborative working with the local businesses and the community as Sullom Voe transitions from an oil terminal to a green energy hub.
The company is in the middle of a “right-sizing” project that involves some significant decommissioning of equipment no longer needed to make space for long-term aspiration such as carbon capture and storage, green hydrogen production and offshore electrification.
Note.
- Two underground cables will be coming from Gremista to Sullom Voe.
- Up to seven wind turbines could fit on the site to produce power needed for green hydrogen production.
- Shetland is set to be connected to the UK national grid later this year thanks to a new 600MW HVDC subsea transmission link which will run to Caithness.
- The Sullom Voe power station, once switched off, could be “repurposed” to continue producing energy using clean fuels.
- EnQuest are certainly doing a comprehensive job on the transition.
- It looks to be a well-thought out plan to convert existing oil and gas infrastructure to a modern green asset.
This Google map shows Gremista to Sullom Voe.
Note.
- Sullum Voe is at the top of the map.
- Gremista is marked by the red arrow.
- It looks like the cable could take mainly a straight North-South route.
This second Google map shows Sullum Voe
Note.
- The Sullum Voe terminal is at the top of the map.
- Sullum Voe is a 1,000-acre site.
- In the South-West corner is the closed Scatsta airport.
This third Google map shows Lerwick.
Gremista is marked by the red arrow.
I do have some thoughts.
Scatsta Airport
Consider.
- It takes takes over three hours on a bus between Lerwick and Sullum Voe
- Scatsta Airport only closed in 2020.
Is there an opportunity for an air taxi between Lerwick and Scatsta?
The Economic Case For Hydrogen In Domestic Heating
The title of this post, is the same as that of this article on The Chemical Engineer.
The Wikipedia entry for The Chemical Engineer has this introductory paragraph.
The Chemical Engineer is a monthly chemical engineering technical and news magazine published by the Institution of Chemical Engineers (IChemE). It has technical articles of interest to practitioners and educators, and also addresses current events in world of chemical engineering including research, international business news and government policy as it affects the chemical engineering community. The magazine is sent to all members of the IChemE and is included in the cost of membership. Some parts of the magazine are available free online, including recent news and a series of biographies “Chemical Engineers who Changed the World”, although the core and the archive magazine is available only with a subscription. The online magazine also has freely available podcasts.
It is a source on the Internet, where anything non-scientifically correct will be unlikely to appear.
The article has two introductory sub-headings.
Despite its thermodynamic disadvantages, global energy technology specialist Thomas Brewer believes hydrogen has an economic and efficient role in domestic heating. It forced him to deviate from his usual mantra of ‘efficiency above all else’ to get there, though
The work of decarbonisation by chemical engineers is about how we can cost effectively enable our organisations’ transition away from fossil fuels. This requires foresight. A decision chemical engineers make on a project with a 20-year lifespan will still be operational in 2045, when in most global locations, internal combustion engine (ICE) vehicles will probably be in the minority and grid electricity will be mostly renewable.
This is the first actual paragraph.
It is unsurprising, therefore, that chemical engineers are researching and debating the prospects of the future of energy availability from renewables, and the likely role and cost of hydrogen. There is much public noise surrounding the conversation about heat pumps vs hydrogen for domestic heating. I have noticed how few articles are written from an unbiased perspective, how very few reports talk about the whole solution, and authors avoid quantifying the financial impact of their proposed solution. I couldn’t find an unbiased study with any financial logic, so, I built a model to assess the options, for my own interests. I found the results so intriguing that I wanted to share them.
In other words, let the data do the talking and accept what it tells you.
These are some extracts from the article.
On Curtailment
The article says this on curtailment of wind energy, because you are generating too much.
Efficient electrical energy storage is expensive, which has traditionally led renewable system designers to include curtailment as a part of their design. Curtailment involves oversizing the wind supply to be higher than the grid connection to reduce the need for as much energy storage, and deliberately wasting the occasional electrical excess. The system design becomes an economical balance between oversizing the renewable generation and paying for additional electrical storage. Within the UK grid in 2023, curtailment is a small factor. As electrification and wind power become more mainstream, the financial decision between investing in excess wind vs electrical storage will lead curtailment to become a more significant factor.
Curtailment is to me a practice, that should be consigned to the dustbin of history.
To eliminate it, as much storage as is needed storage must be provided.
Eliminate Naked Flames In The Kitchen
The article says this about eliminating naked gas flames (natural gas or hydrogen) in the kitchen.
Figure 1 shows that the recommended standard of hydrogen gas installation if removing kitchen gas cooking would result in less injuries than the existing natural gas installation if cooking were converted to induction heating. Kitchen leaks are more likely than boiler leaks due to the number of valves and connections, regardless of the gas type. NOx emissions in the home because of naked flames in the kitchen are also of concern to the health of the occupants and hydrogen naked flames have a higher NOx emission than natural gas; another reason to eliminate naked flame cooking.
When I was financing the development of what became the Respimat inhaler, I did my due scientific diligence and found research from a Russell Group University, that naked flames (including smoking) were a cause of asthma, especially in children.
My recommendation is that, at an appropriate time in the near future, you replace your gas cooker with an electric one. My ginger-haired Glaswegian friend, who is a chef, who’s had Michelin stars would recommend an electric induction cooker.
Pumped Storage
The article says this about building more pumped storage.
The pumped storage assumption is based on the SSE proposal for Coire Glas, a 30 GWh £1.5bn storage system in Scotland which will more than double the UK’s current pumped storage capacity. The capital cost of this pumped storage system is about £50/kWh which will be delivered at about 80% efficiency. Pumped storage is a good balance between low cost and high efficiency. However, it requires natural resources. The Mott MacDonald report, Storage cost and technical assumptions for BEIS (Department for Business, Energy and Industrial Strategy) suggests the equivalent of four Coire Glas-scale installations in the UK by 2050. The model optimistically assumes that ten more similar additional Coire Glas-size pumped storage schemes could be installed.
This page on the Strathclyde University web site, gives these GWh figures for the possible amounts of pumped-storage that can be added to existing hydroelectric schemes.
Strathclyde’s total for extra storage is over 500 GWh.
Distributed Batteries
The article says this about distributed batteries.
A distributed battery assumption could be configured with multiple 10 kWh batteries which typically cost about £3,000 installed, near or in homes with a heat pump. This could be coupled with larger battery storage systems like the £30m Chapel Farm 99 MWh battery installation near Luton, commissioned in 2023. The small battery systems at each home are similar to the proposed virtual power plants using electric vehicle battery capacity to help balance the grid. Placing these batteries at locations with grid limitations could reduce the costs of upgrading the grid system. This is a more expensive energy storage scheme than pump storage and for the purposes of the model it is assumed that battery storage schemes are limitless. In both cases cited, the cost is £300/kWh. Battery efficiency varies significantly with temperature, and typically ranges from about 90% to 97%. As the system design needs to be focused on the coldest periods, the model is optimistically assuming 93% efficiency, which would require many of the batteries to be in a heated environment.
New lower-cost alternative batteries are also being developed.
Hydrogen Generation
The article says this about hydrogen generation.
Alternatively, the electricity generated from wind energy could be used in the electrolysis of water to produce hydrogen. While the fully installed electrolysis equipment costs about £2,100/kW, hydrogen storage in specially built cylinders is relatively cheap at about £23/kWh. The model, however, assumes salt mine storage which the US DoE in their report, Grid Energy Storage Technology Cost, calculate at a total system cost for hydrogen of $2/kWh. Electrolysis is the least efficient energy storage option, with a conversion efficiency of 75%, including compression. The waste heat from this conversion loss is useful for industrial heating, or in a district heating system. This has been ignored for simplicity.
Pumped storage, distributed batteries and hydrogen electrolysers distributed all over the UK, will mop up all the spare electricity and release it to heat pumps and for charging cars as necessary.
The hydrogen will be used for heating, to decarbonise difficult-to-decarbonise industries and provide fuel for hydrogen-powered vehicles, railways and shipping.
Curtailment will be a thing of the past.
The UK Offshore Wind Potential
The article says this about the UK offshore wind potential.
The UK government target for wind generation by 2030 is 50 GW. The UK offshore wind potential is reliable and available and has been estimated to be as high as 2,200 GW. There are, however, a few low wind periods that can last for several days.
I am not going to argue with 2,200 GW, but I will say that a lot of that will be used to generate hydrogen offshore.
Conclusions
This is the article’s main conclusion.
A wind-based supply for heating will mean that large quantities of potentially unused electricity will be available for more than 90% of the year, for potentially very low cost. While this could appear wasteful, it provides further synergistical opportunities for the decarbonisation of other interruptible energy duties, such as production of hydrogen for road transport or supplying heat via heat pumps for interruptible industries.
The sensitivity analysis shows that these conclusions are robust even with significant variation in the assumptions on equipment cost, efficiency, and other electricity source options.
This is also said about the most cost-effective solution.
A cost-effective national heat pump-only solution is about £500bn (50%) more expensive than a hydrogen-only boiler solution. The most cost-effective system is a combination of the two, £100bn cheaper than the hydrogen-only solution, and £600bn cheaper than the heat pump-only solution.
A cost-effective national heat pump-only solution has a system efficiency 40% lower than the hydrogen-only solution, requiring more than 750 GW of installed wind capacity. A hydrogen boiler solution requires less than 500 GW but the most efficient system, however, is a combination of the two.
The conclusions mean that everybody will be able to use the most appropriate solution for their circumstances for both heating their housing or powering their vehicles, as there will be massive supplies of affordable electricity and hydrogen.
How Will Everything Be Paid For?
Just as Germany and others built its industry on cheap Russian gas, it will now choose to use the plentiful and reliable UK electricity and hydrogen to rebuild its industry.
ScottishPower Makes Hydrogen Aviation Pact
The title of this post, is the same as that of this article on reNEWS.biz.
These two paragraphs outline the project.
ScottishPower has partnered with ZeroAvia to explore the development of green hydrogen supply solutions for key airports, with the aim of seeing the decarbonisation of air travel take off.
The collaboration will allow the companies to explore the hydrogen infrastructure for airports to support hydrogen-electric flight and other potential uses.
There is no point of having zero-carbon hydrogen-electric aircraft without the ability to refuel them.
This picture comes from ScottishPower’s original press release.
I can see a system like this having applications in industries like buses, farming, heavy transport and mining.





















































