The Anonymous Widower

Airbus, Rolls-Royce, EasyJet Headline Formation Of UK Hydrogen Alliance

The title of this post, is the same as that of this article from Future Flight.

These two paragraphs outline the story.

A group of leading companies in the UK aviation and renewable energy sectors including EasyJet, Rolls-Royce, and Airbus has established the Hydrogen in Aviation (HIA) alliance to accelerate the delivery of zero-carbon aviation, the companies said Tuesday. HIA, whose partners also include Ørsted, GKN Aerospace, and Bristol Airport, said decarbonization efforts involving hydrogen should assume more urgency at a time when sustainable aviation fuel and batteries have drawn so much of the sector’s attention.

Working with government, local authorities, and the aviation and hydrogen sectors, the group plans to draw on members’ expertise to propose “a clear and deliverable pathway” to achieving hydrogen-powered aviation. Efforts center on clearing a pathway for preparing the needed infrastructure as well as policy, regulatory, and safety frameworks.

This Airbus infographic describes the aircraft in Airbus’s ZEROe project.

Discover the three zero-emission concept aircraft known as ZEROe in this infographic. These turbofan, turboprop, and blended-wing-body configurations are all hydrogen hybrid aircraft.

These are my thoughts.

Do The ZEROe Turboprop And The ZEROe Turbofan Have Similar Hydrogen Systems?

This is Airbus’s summary of the design of the ZEROe Turboprop

Two hybrid-hydrogen turboprop engines, which drive eight-bladed propellers, provide thrust. The liquid hydrogen storage and distribution system is located behind the rear pressure bulkhead

This screen capture taken from an Airbus video, shows a rear view of the plane.

Note the sizeable cone-shaped rear end to the fuselage with no windows.

This is Airbus’s summary of the design of the ZEROe Turbofan

Two hybrid hydrogen turbofan engines provide thrust. The liquid hydrogen storage and distribution system is located behind the rear pressure bulkhead.

This screen capture taken from an Airbus video, shows the plane.

ZEROeTurbofan

Note how there are no windows at the back of the fuselage, as the hydrogen tank doesn’t need them.

It looks to me, that similar cone-shaped tanks for hydrogen, customised for each aircraft could be placed behind the rear bulkhead.

There would probably be space for any pumps needed to distribute the hydrogen to the engines.

All the stored hydrogen and its gubbins could be safely sealed behind the rear bulkhead.

I am fairly certain that the ZEROe Turboprop and the ZEROe Turbofan will have similar hydrogen systems.

Do The ZEROe Turboprop And The ZEROe Turbofan Have Auxiliary Power Units?

The auxiliary power unit or APU in an aircraft that provides energy for functions other than propulsion.

In Airbus To Trial In-flight Auxiliary Power Entirely Generated By Hydrogen, I wrote about Airbus’s development of APU’s based on fuel cells and running on hydrogen.

This surely could be a way to go.

  • A battery could store power.
  • Fuel cells are proving to be reliable.
  • The plane would have two independent electrical systems.

Power would always be available for the cockpit, flying controls and to restart the engines, just as it is in any airliner today.

Do The ZEROe Turboprop And The ZEROe Turbofan Have The Same Cockpit?

The cockpits of the A 320 neo and the A 320 ceo seem to have a similar profile, but the cockpit of the ZEROe Turbofan seems to have been reprofiled.

In ZEROe – Towards The World’s First Zero-Emission Commercial Aircraft, I showed these front on views of the cockpits of the ZEROe Turboprop and ZEROe Turbofan.

I questioned if the two cockpits were related.

  • A single cockpit for both aircraft would surely ease manufacture, maintenance and pilot training.
  • I’m no aerodynamicist, but it certainly looks that the new cockpit will reduce drag and fuel consumption.

This common cockpit concept was used for the Boeing 757 and the Boeing 767 in the 1980s, so it is not a new concept.

Although the cockpit, appears to be being used in the ZEROe for the first time, I would expect it is already under development and might feature in any later version of the A 320 neo.

Do Airbus Have A Preferred Development Order?

Consider.

  • My product development experience indicates that the development of the ZEROe Blended-Wing Body will involve more flight testing and aerodynamic checks than the other two aircraft, so I would make it the last aircraft to enter service.
  • The ZEROe Turboprop appears to be a development of the ATR 72.
  • The ZEROe Turbofan appears to be a development of an A 320 neo.
  • The ZEROe Turboprop and ZEROe Turbofan would appear to have similar designs of cockpit, hydrogen systems and auxiliary power units.
  • It looks to me that either of the ZEROe Turboprop or ZEROe Turbofan could be developed first.

I would develop the ZEROe Turboprop first, as it is the smaller aircraft.

Why Bristol Airport?

This page on the Airbus web site is entitled Airbus In The United Kingdom, where this is the first paragraph.

Building on a proud 100-year British aviation heritage, Airbus is part of the very fabric of the UK – which is one of the company’s four home markets, alongside France, Germany and Spain. Its 11,000-strong UK workforce is part of a global family of 125,000 employees.

This is said under Commercial Aircraft.

The sites at Filton and Broughton design, test and manufacture the wings for all Airbus’ A320 family, A330 and A350 commercial aircraft, directly sustaining more than 8,000 full-time jobs and hundreds of apprenticeships.

A220 family wings are designed and built by Spirit AeroSystems in Belfast, Northern Ireland.

Broughton has a proud tradition of aerospace manufacturing dating back 80 years, having supplied the RAF with vital aircraft during the Second World War. Employing almost 5,000 people, Broughton is a global centre of excellence for manufacturing and delivers over 500 wing sets per year for the A320 family, A330 and A350. Airbus has invested more than £2 billion in the Broughton plant over the past 10 years.

Core activities at Filton, where an additional 3,000 people work, are the design, engineering and support for Airbus wings, fuel systems and landing gear systems. Teams also work on aerodynamics research, development and test facilities, including our future zero-emissions programme, ZEROe, while wings for the A400M transporter are assembled on site.

It would appear that Filton in Bristol, is a very important part of Airbus’s operations in the UK.

  • It appears to have major responsibility for all Airbus wings except the smallest.
  • It has a large responsibility with respect to the ZEROe family of aircraft.
  • Filton Airfield is now closed.
  • Filton can do substantial assembly if required.

So was it just a logical decision to phone up Bristol Airport and ask, if they’d like to join the project?

In addition.

  • Bristol Airport has a 2000 metre East West asphalt runway.
  • The airport can handle a Boeing 787 Dreamliner and Airbus A330.
  • It is the eighth busiest airport in the UK.
  • It is a busy general aviation airfield.
  • There is plenty of electricity in the area and Hinckley Point C will open down the road in a couple of years.

Bristol Airport is probably typical of many provincial airports around the world.

Why EasyJet?

These paragraphs from the Future Flight article help to explain.

“There is no doubt that the UK has the potential to become a world leader in hydrogen aviation, which could bring with it a £34 billion per annum boost to the country’s economy by 2050, but in order to capture this opportunity, rapid change is needed and the time to act is now,” said Johan Lundgren, CEO of EasyJet and HIA’s first chairman.

“We must work together to deliver the radical solutions required for a hard-to-abate industry like aviation so we can protect and maximize the benefits that it brings to the UK economy and society and that we know British consumers want to be preserved.”

Under its Zero-E program, Airbus aims to bring to market the first hydrogen-powered narrowbody commercial airplane by 2035. Separately, a partnership between Rolls-Royce and EasyJet signed last year saw the companies test hydrogen fuel in gaseous form in an adapted AE2100-A turbine, the engine that powers the Saab 2000 regional airliner. The November 2022 test, which used hydrogen produced in the Orkney Islands by the European Marine Energy Centre using renewable energy, marked the first run of a modern engine using hydrogen.

EasyJet seems to be enthusiastic about hydrogen and their CEO will be the HIA’s first chairman.

EasyJet also has a series of routes from Bristol Airport.

  • Alicante – 907 miles
  • Amsterdam – 326 miles
  • Athens – 1592 miles
  • Antalya – 1981 miles
  • Barcelona – 733 miles
  • Basel/Mulhouse – 530 miles
  • Belfast–City – 259 miles
  • Belfast–International – 269 miles
  • Berlin – 694 miles
  • Bilbao – 559 miles
  • Bodrum – 1772 miles
  • Bordeaux – 462 miles
  • Catania – 1295 miles
  • Chania – 1719 miles
  • Copenhagen – 694 miles
  • Corfu – 1356 miles
  • Dalaman – 1981 miles
  • Dubrovnik – 1155 miles
  • Edinburgh – 316 miles
  • Enfidha – 1241 miles
  • Faro – 1026 miles
  • Fuerteventura – 1687 miles
  • Funchal – 1473 miles
  • Geneva – 536 miles
  • Gibraltar – 1060 miles
  • Glasgow – 317 miles
  • Gran Canaria – 1749 miles
  • Grenoble – 556 miles
  • Heraklion – 1768 miles
  • Hurghada – 2526 miles
  • Ibiza – 887 miles
  • Innsbruck – 693 miles
  • Inverness – 429 miles
  • Isle of Man – 203 miles
  • Kefalonia – 1451 miles
  • Kos – 1770 miles
  • Kraków – 991 miles
  • La Rochelle – 366 miles
  • Lanzarote – 1649 miles
  • Larnaca – 2126 miles
  • Lisbon – 925 miles
  • Lyon – 529 miles
  • Madrid – 755 miles
  • Málaga – 1020 miles
  • Marrakesh – 1393 miles
  • Marseille – 662 miles
  • Menorca – 863 miles
  • Milan–Malpensa – 682 miles
  • Murcia – 945 miles
  • Mykonos – 1670 miles
  • Nantes – 251 miles
  • Naples – 1085 miles
  • Newcastle upon Tyne – 256 miles
  • Nice – 704 miles
  • Olbia – 929 miles
  • Palma de Mallorca – 859 miles
  • Paphos – 2087 miles
  • Paris–Charles de Gaulle – 285 miles
  • Paris–Orly – 290 miles
  • Pisa – 808 miles
  • Porto – 755 miles
  • Prague – 746 miles
  • Preveza/Lefkada – 1421 miles
  • Pula – 885 miles
  • Reykjavík–Keflavík – 1121 miles
  • Rome–Fiumicino – 968 miles
  • Rovaniemi – 1436 miles
  • Salzburg – 745 miles
  • Santorini – 1726 miles
  • Sharm El Sheikh – 2507 miles
  • Sofia – 1359 miles
  • Split – 927 miles
  • Tenerife–South – 1766 miles
  • Toulouse – 569 miles
  • Turin – 645 miles
  • Venice – 798 miles
  • Zakynthos – 1484 miles

Note.

  1. There are nine routes under 400 miles, which might enable a round trip without refuelling in a ZEROe Turboprop.
  2. There are nine routes under 800 miles, which might enable a round trip without refuelling in a ZEROe Turbofan.
  3. There are only four routes over 2000 miles, which might make a single trip difficult in a ZEROe Turbofan.
  4. Bristol and Toulouse is a convenient 569 miles for Airbus and its employees, customers and contractors.

It does appear that, EasyJet’s routes fit the 1000 mile range of a ZEROe Turboprop and the 2000 mile range of a ZEROe Turbofan exceedingly well.

Conclusion

Bristol will be important in the development of Airbus’s three ZEROe aircraft.

 

 

 

 

September 8, 2023 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , , | Leave a comment

Offshore Wind Could Secure Scottish Green Hydrogen Potential – Report

The title of this post, is the same as that of this article on offshoreWIND.biz.

This is the sub-heading.

New and existing offshore wind farms could help generate large amounts of green hydrogen and support the UK and EU meet their net zero targets, if the necessary infrastructure can be put in place, according to a new report commissioned by Crown Estate Scotland.

This page on the Crown Estate Scotland gives the full report.

The report contains a lot of interesting information.

September 6, 2023 Posted by | Energy, Hydrogen | , , | Leave a comment

Malta Months Away from First Offshore Wind Tender, Identifies Six Floating Wind Areas

The title of this post, is the same as that of this article on offshoreWIND.biz.

This is the sub-heading.

Malta’s Ministry for the Environment, Energy and Enterprise has issued a draft National Policy for the Deployment of Offshore Renewable Energy for public consultation and has demarcated six floating offshore wind development areas located beyond the country’s 12-nautical-mile territorial waters and into its potential Exclusive Economic Zone (EEZ).

These are the first three paragraphs.

According to the Ministry, an international call for expressions of interest will be launched after the public consultation and the subsequent updating of the policy document, while a Strategic Environmental Assessment (SEA) will be prepared at the same time. The completion of a plan-level SEA will help further narrow down the preliminary areas and pinpoint the preferred locations for offshore renewable installations.

The six areas, as well as the rest of Malta’s potential EEZ, have been deemed most suitable for floating offshore wind and solar technologies and, according to the policy, the government has taken into account the possibility of having projects that combine the two technologies.

Looking at other offshore and marine renewables, the government has determined that, although not precluded, wave and tidal energy potential for Malta is considered very limited.

Note.

  1. Malta has no domestic resource of fossil fuels and no gas distribution network.
  2. Renewable energy on Malta has one of the lowest shares in the European Union.
  3. Malta has four operational electricity plants , with a total capacity of 537.8 MW.
  4. There is a 200 MW interconnector to Sicily.
  5. Malta has run a pilot project to assess floating solar power.
  6. The article embraces solar power, but dismisses wave and tidal power.

As the article says that Malta has 25 GW of offshore wind potential, I suspect that Malta will attract bids for the offshore wind licences around the island from some of the world’s largest, experienced and most well-respected offshore wind companies.

I do have a few thoughts.

A Large Generation Capacity

If Malta develops its full 25 GW of offshore wind potential, it will have more than enough electricity for its normal use.

This could mean.

  • Malta could have all the electricity needed to run air-conditioners everywhere.
  • Malta could export electricity to Sicily.
  • Malta could become a hydrogen production centre.
  • I also suspect, it could mean that Malta would need some energy storage.

I’ll look at the last two points, in the next two sections.

Hydrogen Production

In the last year or so I’ve written several posts about Offshore Hydrogen Production and Malta would it seems be an ideal location to develop this industry.

  • Hydrogen could be used for transport on the island.
  • Hydrogen could replace imports of gas.
  • Hydrogen could be exported by tanker.
  • Lhyfe and other companies are developing offshore hydrogen production.

I don’t think, there would be a problem recruiting engineers to develop the industry.

Energy Storage

Because of the large generation capacity around Malta, even with substantial hydrogen production, I am sure there will be a need for some energy storage around the island.

In UK Cleantech Consortium Awarded Funding For Energy Storage Technology Integrated With Floating Wind, I described a technique called Marine Pumped Hydro, which is being developed by the STORE Consortium.

  • Energy is stored as pressurised water in 3D-printed hollow concrete spheres fitted with a hydraulic turbine and pump.
  • The spheres sit on the sea-bed.
  • This page on the STORE Consortium web site, describes the technology in detail.
  • The technology is has all been used before, but not together.

I think it is excellent technology and the UK government has backed it with £150,000 of taxpayers’ money.

I also believe that Marine Pumped Hydro or something like it, could be the solution to the intermittency of wind farms.

It could be ideal to use in the seas around Malta.

Conclusion

Malta could be a renewable energy hub in the middle of the Mediterranean.

I think the Malta renewable energy developments, will show how various technologies can work together.

September 4, 2023 Posted by | Energy, Energy Storage, Hydrogen | , , , , , , , , , | Leave a comment

Sun-Powered Rooftops Could Generate Two Nukes Of Electricity…If England Follows Peterborough’s Lead

The title of this post, is the same as that of this press release from the Energy and Climate Intelligence Unit.

This is the sub-heading.

Household and commercial rooftop solar could save £450 million on bills.

These are the first two paragraphs.

If all English constituencies matched Peterborough, which has the highest proportion of homes with rooftop solar photovoltaic (PV) panels, the country’s solar capacity could be increased by around 7GW (gigawatts), new analysis from the Energy and Climate Intelligence Unit (ECIU) has found.

The nuclear power station Hinkley C will have a capacity of around 3.2GW, so the capacity rooftop solar on domestic properties could be more than the capacity of two new nuclear power stations.

It is an interesting thought.

I should say, that I have rooftop solar and it generates more electricity, than I ever thought it would.

I find this an interesting paragraph.

In addition, industry analysis shows that the capacity potential of solar on the roofs of commercial properties, such as warehouses, is 15GW. Combined, Peterborough levels of domestic solar and industry estimates for commercial solar could deliver an additional 22GW capacity, which is the equivalent of the capacity of almost 7 nuclear power stations. However, industry has reported that it is currently difficult to get commercial roof top developments connected to the grid, with waits up to a decade or more, and it can be costly.

22 GW is a lot of electricity, but I do feel, that with innovation that probably uses energy storage devices, the connection problems can be solved.

In Denny Bros Completes Solar Scheme At Bury St Edmunds Factory, I wrote about what one company in Suffolk has done with their roofs.

The technology already exists, so how long will it be before a company offers an electrolyser to convert excess electricity into hydrogen, which is used for transport, heating or an industrial process?

In Government Hydrogen Boost To Help Power Kimberly-Clark Towards 100% Green Energy Target, I talked about how Kimberly-Clark are partially switching from natural gas to green hydrogen.

September 1, 2023 Posted by | Energy, Energy Storage, Hydrogen | , , , | 8 Comments

TransPennine Express To Stop Using Loco-Hauled Push-Pull Trains In December

The title of this post, is the same as that of this article on Railway Gazette.

This is the sub-heading.

TransPennine Express has confirmed that it will cease using its push-pull sets of Class 68 locomotives and MkVa coaches, previously designated Nova 3 sets, from the December 2023 timetable change.

These are my thoughts.

The Nova 3 Trains

Currently, the Nova 3 trains are made up from the following.

Note.

  1. There have been complaints about the noise of the Class 68 locomotives at Scarborough and also at Marylebone with Chiltern Railways.
  2. The Class 68 locomotives could be switched to freight duties.
  3. The coaches are capable of 125 mph.
  4. A maximum of thirteen sets can be created.
  5. I suspect CAF wouldn’t object to being asked to build some more Mark 5a coaches and driving van trailers.
  6. The current fleet has a spare locomotive and a spare driving van trailer to allow for servicing.

All locomotives and coaches are a maximum of seven years old, so will have plenty of life left.

The Class 93 Locomotive

Rail Operations Group have ordered ten Class 93 locomotives, with twenty options, which have an impressive specification.

  • Built by Stadler in Valencia.
  • Same family as a Class 68 and 88 locomotive.
  • Electric, diesel and battery power
  • 110 mph operating speed
  • Ability to pull passenger and freight trains.
  • Delivery scheduled for 2023.

I believe that if the Class 68 diesel locomotive of a Nova 3 train, were to be replaced with a Class 93 locomotive, a very useful train would be created.

  • It would be ten mph faster, than a Nova 3 train.
  • It could use the diesel engine and the batteries to bridge gaps in electrification.
  • By adding extra carriages it could be tailored to the needs of a route.
  • In Vegetable Oil Fuelling Chiltern Railways Trains In UK First, I discuss how it might be possible to run all these locomotives on HVO to cut emissions.
  • It could be quieter.

Could it be a simple way to reduce carbon emissions on a route?

The Successor To The Class 93 Locomotive

Stadler keep innovating in their designs for locomotives and are already building hydrogen-powered multiple units.

I can see Stadler coming up with a hydrogen-powered locomotive, with the following specification.

  • In the same family as Class 68, 88 and 93 locomotives.
  • Ability to do everything that Class 68, 88 and 93 locomotives can do.
  • Ability to use 25 KVAC overhead electrification, where it exists.
  • Ability to be able to be fitted with third-rail equipment, so it can use 750 VDC third-rail electrification, where it exists.
  • At least a 110 mph operating speed.
  • Range of at least 200 miles on hydrogen.

Stadler would sell a lot of these locomotives to decarbonise railways all over the world.

Possible Routes

These are possible routes for a rake of Mark 5a coaches hauled by a Class 93 locomotive or its zero-carbon successor.

Hull Trains

Consider.

  • Hull Trains is an open access operator.
  • Hull Trains currently have a fleet of five Class 802 trains, each of which have five-cars.
  • A Class 93 locomotive has a power of 900 kW on diesel, whereas the Class 802 train has 2100 kW.
  • The Class 802 train has nearly ten percent more capacity.
  • In Ten-Car Hull Trains, I saw two Class 802 trains working as a pair. Does this indicate they have a capacity problem?
  • Between Hull and the East Coast Main Line is only 36.1 miles and  isn’t very challenging and I suspect could probably be easily handled by a Class 93-hauled rake of Mark 5a coaches.
  • Adding extra coaches would not be difficult and would probably be less costly than with the more complex Class 802 trains.
  • Hull Trains need to have a plan to decarbonise.
  • HVO could be used to cut down emissions.

A Class 93-hauled rake of Mark 5a coaches could be an intermediate step  to full decarbonisation with a hydrogen locomotive.

Would other operators of Class 802 trains like to increase their fleets, by adding Hull Trains’s five Class 802 trains?

TransPennine Express

Consider.

  • TransPennine Express currently have four different fleets of trains, so it must cause problems with the allocation of drivers.
  • The Class 397 trains are confined to the West Coast Main Line.
  • So that leaves the bi-mode Class 802 trains and the diesel Class 185 trains to work the TransPennine routes.

The Wikipedia entry for the Class 802 train, gives more details of the plans for the Class 802 trains.

During October 2021, it was announced that TransPennine Express, Hitachi, and Angel Trains had agreed to convert one of the former’s Nova 1 trainsets into a battery hybrid train on a trial basis with the aim of supporting the technology’s further development. If successful, Hitachi and Angel Trains have proposed the retrofitting of the entire fleet. In January 2022, reports emerged that the Nova 1 fleet was operating under diesel power even when operating on entirely electrified sections of the East Coast Main Line on account of the insufficient power supplies present along the line; national railway infrastructure owner Network Rail is reportedly set to complete upgrades to the power supplies within two years.

The fleet is also set to benefit from the rollout of electrification under the Transpennine route upgrade scheme. The company’s management has noted that, in the event of largescale electrification being funded and implemented, the Class 802s could have some of their engines removed to reduce roughly 15% of their weight and thus raise their efficiency. Furthermore, Leo Goodwin, TPE’s managing director, has observed that while the Class 802s have an initial maximum speed of 125 mph (201 km/h), they have the capability of being modified for operating at 140 mph (230 km/h) if infrastructure upgrades were to permit such speeds at a future date.

Could an augmented fleet of battery-electric Class 802 trains handle the bulk of the TransPennine routes, with the shorter and unelectrified ones still being handled by the Class 185 trains?

These shorter routes are.

  • Leeds and Huddersfield
  • Manchester Piccadilly and Huddersfield
  • York and Scarborough

Plans only exist to electrify Leeds and Huddersfield.

I suspect a few more battery-electric Class 802 trains would be needed.

Great Western Railway

Could a Class 93-hauled rake of Mark 5a coaches be used as a replacement for the GWR Castles or short-formation InterCity125s?

  • They both have four passenger coaches.
  • They are both 125 mph trains.
  • A Class 68 locomotive could be used on routes without electrification.
  • HVO could be used to cut down emissions.
  • The Mark 5a coaches would probably be quieter, as they only have one diesel engine.

A Class 93-hauled rake of Mark 5a coaches could be an intermediate step  to full decarbonisation with a hydrogen locomotive.

Alternatively, five-car Class 802 trains could be used as replacements for GWR Castles.

Great Western Railway also have the problem of decarbonising services between Bristol/Gloucester and Weymouth/Southampton/Portsmouth.

Great Western Railway look like they’re needing some innovative thinking.

I also suspect a few more battery-electric Class 802 trains would be needed for other routes.

Transport For Wales Rail

Transport for Wales Rail run a Premier Service between Holyhead and Cardiff using Class 67 locomotives and Mark 4 coaches.

According to the Wikipedia entry for Transport for Wales Rail, they have seven sets of 4/5 coaches to run this service.

If Transport for Wales Rail wanted to decarbonise this route, they would need to replace the locomotives for a zero-carbon unit.

Perhaps, their best solution, would be to wait until a suitable hydrogen-powered locomotive is available and buy seven rakes of new coaches with driving van trailers.

Grand Union

Grand Union has a detailed Wikipedia entry, where this is the first paragraph.

Grand Union is a prospective open access operator who are proposing to operate train services in the United Kingdom from England to Wales and Scotland. Grand Union is headed by Ian Yeowart, who founded previous open access operators Alliance Rail Holdings and Grand Central before selling both to Arriva.

That seems a sound foundation.

  • They have permission to run trains between Paddington and Carmarthen starting in December 2024.
  • They have also applied to run trains between Euston and Stirling.
  • They are now backed by Spanish companies; Serena Industrial Partners and Renfe.
  • They are proposing to use nine Mark 4 coaches hauled by Class 93 locomotives.

Consider.

  • CAF has a factory in Wales.
  • CAF has sold trains to Transport for Wales.
  • The Mark 5a coaches will definitely be available by December 2024.
  • Mark 5a coaches could easily be arranged as a rake of eight coaches and a driving van trailer.
  • Grand Union is backed by Spanish companies.

I wouldn’t be surprised if Grand Union were to use sets of CAF-built Mark 5a coaches for their Carmarthen service. And later for their Stirling service.

A Class 93-hauled rake of Mark 5a coaches could be an intermediate step  to full decarbonisation with a hydrogen locomotive.

Grand Central

Consider.

  • Grand Central is another open access operator.
  • Grand Central has a mixed fleet of twelve five-car diesel trains.
  • These trains run under electrification on the East Coast Main Line.
  • According to the Wikipedia entry for Grand Central trains, they have plans for expansion across the North and to and from London.
  • Grand Central need to have a plan to decarbonise.
  • HVO could be used to cut down emissions.

A Class 93-hauled rake of Mark 5a coaches could be an intermediate step  to full decarbonisation with a hydrogen locomotive.

South Western Railway

South Western Railway have an excellent fleet of new or nearly new trains, with the exception of the diesel Class 158 and Class 159 trains, that work services between Waterloo and Exeter trains via Basingstoke and Salisbury.

  • Waterloo and Exeter is 172 miles.
  • Only the 47.7 miles between Waterloo and Basingstoke is electrified with 750 VDC third-rail electrification.
  • Train lengths vary between five and eight cars.
  • The current trains date from around 1990 and must need replacing soon.

I wouldn’t be surprised that if after a rebranding with new trains, this could be a popular route.

A version of Hitachi’s ubiquitous bi-mode Class 802 could be used.

But.

  • They would need to be ordered and built.
  • The third-rail gear, would need to be developed and tested.
  • Passengers would be travelling for over two and a half hours with underfloor diesel engines.

An alternative could be a Class 68-hauled rake of Mark 5a coaches.

  • These trains would be available after release from TransPennine Express.
  • They would run in TransPennine Express formation.
  • Length could be adjusted by adding or removing coaches, if required.
  • The noise is all in the locomotive, which is isolated from the passengers.

At some point in the future, the route could be decarbonised by swapping the locomotive for a hydrogen-electric locomotive with the ability to handle third-rail electrification.

ScotRail

ScotRail have a similar problem to Great Western Railway with their short-formation InterCity125s.

  • They have 52 Class 43 locomotives and 120 Mark 3 coaches, which is probably enough for 24 trains.
  • Scotland has substantial amounts of electrification.
  • I feel that a Class 68-hauled rake of Mark 5a coaches would be a more than adequate replacement.
  • Class 93 locomotives could be used where routes are partially electrified.
  • Scotland is not going to be short of green hydrogen.

When a suitable hydrogen-electric locomotive is available, these trains can be decarbonised.

CrossCountry

CrossCountry have a fleet consisting of the following trains.

  • 5 – 2+7 InterCity125 trains
  • 7 – two-car Class 170 trains
  • 22 – three-car Class 170 trains
  • 34 – four-car Class 220 trains
  • 4 – four-car Class 221 trains
  • 20 – five-car Class 221 trains

Note.

  1. The fleet is all diesel.
  2. I’ll ignore the Class 170 trains in this analysis.
  3. The Class 220 and 221 trains often work in pairs to provide the required capacity.

So how could these trains be decarbonised?

  • The InterCity125s and the Class 220 and 221 trains could be replaced by a locomotive-hauled rake of Mark 5a coaches of an appropriate length.
  • Motive power could be provided by an appropriate Class 68 or 93 locomotive.

When a suitable hydrogen-electric locomotive is available, these trains can be fully decarbonised.

Decarbonisation Of UK Main Line Services

It is generally assumed that the railways of the UK will need to fully decarbonise if the UK and the constituent nations are going to meet their decarbonisation targets.

I believe that my analysis shows that decarbonisation of main line passenger services can be achieved by the purchase of two types of trains.

  • Five-car bi-mode Class 802 trains or similar.
  • Locomotive-hauled rakes of Mark 5a coaches of an appropriate length.

Note.

  1. The Class 802 trains would be mainly to augment existing Hitachi fleets.
  2. Some Class 802 trains would be fitted with batteries instead of diesel generators to handle gaps in the electrification.
  3. The rakes of coaches would be powered by an appropriate locomotive.
  4. The lengths of the rakes of coaches would be adjusted to meet the demand of each service.

Initially, the following locomotives would be used.

  • Class 68 locomotives would be used on unelectrified lines.
  • Class 93 locomotives would be used on full or partially electrified lines.

When the hydrogen-electric locomotives become available, these would take over the routes, which couldn’t be decarbonised by full electrification or by using a Class 93 locomotive.

 

 

 

 

August 31, 2023 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , | 7 Comments

How Bradford Residents Can Share Hydrogen Power Site Views

The title of this post, is the same as that of this article on the Bradford Telegraph and Argus.

These paragraphs give details of the consultation.

Developers will be holding their main consultation event will be held at Ingus Hall at Kala Sangam, St Peters House.

It will take place between 3pm to 7pm on Tuesday, September.

A further event specifically for local residents living near Bowling Back Lane is being held on Monday, September 11.

This press release from Hygen, which is entitled Bradford Hydrogen Production Facility Shortlisted For Government Funding, gives more details about the project.

I shall be going.

August 28, 2023 Posted by | Energy, Hydrogen, Transport/Travel | , , , | Leave a comment

Is This The Way We’ll Drive Hydrogen-Powered Vehicles?

In Hydrogen Business Model / Net Zero Hydrogen Fund: Shortlisted Projects Allocation Round 2022, I listed all the hydrogen electrolyser projects on the shortlist for Government funding, if they pass the due diligence.

One project is from two companies H2 Energy and Trafigura, who are building a business model in West Wales, where you lease a hydrogen-powered truck for the same price as a diesel truck. You only pay for the miles you drive.

Their business model is explained  in this must-watch Youtube video.

Consider.

  • Hydrogen-powered vehicles have a long range.
  • Fuelling time would be short compared to charging an electric truck.
  • Are hydrogen-powered vehicles easy and low-cost to service?
  • Cost of driver would be the same for operators.
  • Would it be easier to recruit drivers for a hydrogen fuel-cell truck?
  • Would cleaning costs be less for a hydrogen fuel-cell truck?
  • Do the trucks come with sophisticated route planning software to cut mileage?

But as the video states, the upfront cost of the vehicle is higher.

I suspect the companies have driven the prices down, so that everybody gets an acceptable deal.

I wish the two companies all the best in their venture.

As I used to be half-owner of a vehicle leasing company, I feel that if the two companies can make a success of this hydrogen-powered truck leasing business, then I feel the model could be applied to the leasing of hydrogen-powered cars and other vehicles.

It could be a new way to buy your car.

August 19, 2023 Posted by | Hydrogen, Transport/Travel | , , , , | 1 Comment

Hydrogen Business Model / Net Zero Hydrogen Fund: Shortlisted Projects Allocation Round 2022

The title if this post, is the same as this notice from the Department of Energy Security and Net Zero.

These are the the first three paragraphs.

The shortlist contains the following electrolytic hydrogen projects, totalling 408MW of capacity across England, Scotland and Wales.

Projects that have not been shortlisted for this allocation round are encouraged to submit updated bids for the second allocation round – see more details.

We expect to award contracts totalling up to 250MW of capacity from HAR1, subject to affordability and value for money. We aim for contracts to be awarded in Q4 2023, with first projects becoming operational in 2025.

Note.

  1. A rough calculation says that 408 MW of electrolysers could product about 177 tonnes of hydrogen per day.
  2. It’s not long to the fourth quarter of 2023, when hopefully we shall know more.

These are the seventeen shortlisted projects.

Aldbrough Hydrogen Pathfinder

Aldbrough Hydrogen Pathfinder is being developed by SSE Thermal in Yorkshire.

This paragraph outlines the operation of the Aldbrough Hydrogen Pathfinder.

The concept would see green power sourced from grid through Renewable PPAs, in compliance with the Low Carbon Hydrogen Standard. Hydrogen would then be produced via a 35MW electrolyser before being stored in a converted salt cavern and then used in a 100% hydrogen-fired turbine, exporting flexible green power back to grid at times of system need. In future, hydrogen storage will also benefit offtakers in other sectors, for example in industry, heat or transport.

Initial storage at Aldbrough could be as high as 320 GWh.

I went to see their presentation in June and wrote about my visit in Did I See The UK’s Hydrogen-Powered Future In Hull Today?.

Barrow Green Hydrogen

Barrow Green Hydrogen is being developed by Carlton Power in North West England.

The Barrow Green Hydrogen project has its own web site, where this is the introductory paragraph.

Barrow Green Hydrogen is an industry leading project, that will use renewable energy to produce green hydrogen fuel which will decarbonise industry, and in the future, transport and heating. The development will have an initial capacity of 35 MW, which will produce enough hydrogen to heat the equivalent of 14,000 homes. The project has the potential to expand to several hundred megawatts.

There is also a section, that is entitled; Why Barrow?, where this is said.

Barrow-in-Furness is ideally located because the area has several industrial sites, which are able to take green hydrogen without extensive modification to decarbonise their operations, which otherwise rely on natural gas. Further to this, it is well placed to serve commercial applications in other areas of Cumbria, once the project is scaled up and these applications become hydrogen ready. The site in Barrow is also well positioned to use renewable electricity from existing installations and will also enable additional new generation capacity to be installed.

In Government Hydrogen Boost To Help Power Kimberly-Clark Towards 100% Green Energy Target, I explain how this hydrogen hub will supply one of Kimberly-Clark’s factories with hydrogen to replace natural gas.

 

Bradford Low Carbon Hydrogen

Bradford Low Carbon Hydrogen is being developed by Hygen in Yorkshire.

These paragraphs from this press release on the Hygen web site outline the operation of Bradford Low Carbon Hydrogen.

A partnership between gas distributor Northern Gas Networks (NGN) and clean energy pioneers Hygen Energy (Hygen) and Ryze Hydrogen for an ambitious low carbon hydrogen production and dispensing facility in the heart of Bradford has been shortlisted for government funding.

NGN, the gas distributor for the North East, Cumbria and much of Yorkshire, is carrying out the project in a Joint Venture with the two companies.

The project will be built on NGN’s decommissioned gas storage site of Bowling Back Lane in the heart of Bradford. It will deliver one of the UK’s largest low carbon hydrogen production facilities with a clear objective of using renewable energy to power an electrolyser which will produce clean hydrogen. The site will also have on-site refuelling for hydrogen vehicles, EV charging, and a low carbon technology education centre. Residents and businesses in West Yorkshire will be able to use the refuelling facilities, with Ryze distributing hydrogen to industrial users across the region.

Note.

  1. The press release has an excellent visualisation of the project.
  2. Using a site that was previously used for gas storage, must give advantages in designing the project and its operational procedures.
  3. If anybody knows the capacity, please tell me!

It looks like a hydrogen facility for all of Bradford, its citizens and its businesses.

Cheshire Green Hydrogen

Cheshire Green Hydrogen is being developed by Progressive Energy Net Zero in North West England.

This press release from HyNet NorthWest gives these details.

HyNet partner, Progressive Energy, Statkraft and Foresight, will be working together to jointly develop a suite of green (‘electrolytic’) hydrogen projects in the North West of England.

This includes the proposed 28 megawatt (MW) Cheshire Green Hydrogen project which will use renewable electricity from Frodsham wind farm in Cheshire. This will generate green hydrogen which will supply low carbon hydrogen via the HyNet project’s planned pipeline.

The initial phase of 100MW of projects will reduce carbon dioxide emissions from industry by up to 180,000 tonnes.

The initial capacity will be 28 MW.

Commercial Scale Demonstrator

Commercial Scale Demonstrator is being developed by ERM Dolphyn in Scotland.

There is not much specific information on the ERM Dolphyn web site.

Cromarty Hydrogen Project

Cromarty Hydrogen Project is being developed by Pale Blue Dot Energy in Scotland.

This paragraph describes the Cromarty Hydrogen Project.

The facility would have a maximum output of up to 50 megawatt (MW) although this is likely to be limited in the first instance to around 30MW and be able to produce up to 20,000 kg of green hydrogen per day. The facility will have multiple electrolysers feeding on-site low pressure storage containers. The hydrogen will then be compressed onto tube trailers for transportation off-site to customers. It is our intention to use low or zero carbon fuels for the hydrogen transport vehicles wherever possible.

There is a lot of information on the web site.

Gigastack

Gigastack is being developed by Phillips 66 in North East England.

The Gigastack web site appears to be lacking in updates.

Gordonbush Hydrogen Project (GBH2)

Gordonbush Hydrogen Project is being developed by SSE Renewables in Scotland.

The proposed development is introduced like this.

The proposed development comprises a green hydrogen production facility. This would be located within the existing infrastructure of Gordonbush Wind Farm.

At this stage, the detailed design has not been fully developed and a level of refinement of the scheme is expected prior to submission of the planning application.

As with much of what SSE Renewables does, it seems a very professional project.

Green Hydrogen 1, 2 And 3

I’ll discuss these three projects together.

  • Green Hydrogen 1 is being developed by RES and Octopus Renewables in Scotland.
  • Green Hydrogen 2 is being developed by RES and Octopus Renewables in Wales.
  • Green Hydrogen 3 is being developed by RES and Octopus Renewables in South East England.

RES and Octopus Renewables have formed a joint company called Hyro.

On the Hyro web site, this is said on the opening page.

Market Leaders Coming Together For Decarbonisation

HYRO is a joint venture between Octopus Energy Generation and RES

RES is the world’s largest independent renewable energy developer – having delivered 23GW of generation in 11 countries.

Octopus Energy Generation is one of Europe’s largest investors in renewable energy. The team manages over 3GW of green power assets worth £5bn across 11 countries. It’s the generation arm of Octopus Energy Group, the global energy tech pioneer, using technology to unlock a customer focused and affordable green energy revolution.

That’s not a bad opening statement.

In Government Hydrogen Boost To Help Power Kimberly-Clark Towards 100% Green Energy Target, I explain how Green Hydrogen 2 and 3 will supply two of Kimberly-Clark’s factories with hydrogen to replace natural gas.

The initial capacity of Green Hydrogen 2 and 3 will be 50 MW. So will Green Hydrogen 1, 2 and 3 all be 25 MW electrolysers?

I wouldn’t be surprised to see Hyro doing more deals with large natural gas users.

H2 Production Plant at High Marnham

H2 Production Plant at High Marnham is being developed by J G Pears in the East Midlands of England.

J G Pears is the driver here and the About page of their web site is a must-read.

This section describes their approach.

From our humble beginnings, we have grown to become one of the largest businesses in the UK animal by-products sector. We’ve achieved this thanks to constant innovation and investment plus a relentless focus on building relationships with customer and partner businesses.

Innovation, investment and customer focus.

We actively look for new and better ways to work, and invest continuously in new ideas and processes. We plan everything we do around the twin goals of making our operations as clean and green as possible and delivering products and services that meet customer needs.

And this section details their story.

We started as a family business, and we’re still a family business. But today, our family now includes a group of companies, customers and suppliers worldwide, and a large workforce across our various sites.

The story starts in 1972, with the Pears family developing a livestock farming business in and around Penistone, South Yorkshire.

As time went on, the family farming business diversified into animal by-product and food waste collection services. More recently we added two by-product processing facilities to the Group’s activity portfolio. This ensures complete control of our end to end collection and processing services.

The original family farm in Penistone is still very much part of the business, continuing our farming heritage and housing the Group’s head office.

They’ve recently added a combined heat and power plant (CHP).

These two paragraphs describe how they use the CHP.

The CHP plant generates renewable energy by providing steam and electricity to our existing businesses as well as exporting its excess electrical power to the National Grid.

This biomass-fired CHP plant will use meat and bone meal (MBM) to replace over 90% of the fossil fuels used in the current business processes. MBM is a sustainable alternative with a calorific value of the same magnitude as coal, meaning that more than 150,000 tonnes of carbon dioxide will be saved per year. MBM can also be sourced more locally than the fuels currently used, which in turn reduces carbon emissions from transport and transport kilometres.

It’s a new one on me, to use meat and bone meal to replace coal.

Their services and products are worth a look.

The company are certainly proof of the old Yorkshire saying of “Where there’s muck there’s brass!”

HyBont

HyBont is being developed by Marubeni Europower on Wales.

Hybont has a comprehensive web site, where this is said about the concept.

We are developing plans for a green hydrogen production and refuelling facility at Brynmenyn Industrial Estate, partially powered by a solar farm at Bryncethin.

A wide number of uses for the hydrogen, including vehicle fuelling are proposed.

HyGreen Teesside

HyGreen Teesside is being developed by BP Alternative Energy Investments in North East England.

HyGreen Teesside has a comprehensive web site, where this is said about the project.

HyGreen Teesside aims to be one of the biggest green hydrogen production facilities in the UK. Green hydrogen is made by electrolysing water using power from low carbon energy sources such as solar or wind.

Located in Teesside, HyGreen Teesside is targeting 80MWe of green hydrogen capacity by 2025 – and targeting growth to 500 MW by 2030, delivering up to 5% of the UK government’s hydrogen target of 10GW by 2030.

It is eventually going to be a large electrolyser.

Langage Green Hydrogen

Langage Green Hydrogen is being developed by Carlton Power in South West England.

Langage Green Hydrogen has a comprehensive web site, where this is said about the project.

Langage Green Hydrogen is an industry leading project, that will use renewable energy to produce green hydrogen fuel which will decarbonise industry, and in the future, transport and heating. The development will have an initial capacity of 10 MW, which will produce enough hydrogen to heat the equivalent of 14,000 homes. The project is part of the wider Langage Energy Park.

 

Note.

 

Quill 2

Quill 2 is being developed by INOVYN ChlorVinyls in North West England.

There is very little about Quill 2 on the Internet.

Personally, I find that a pity, as I used to work on what is now INOVYN’s Runcorn site.

Tees Green Hydrogen

Tees Green Hydrogen is being developed by EDF Renewables Hydrogen in North East England.

This page on the EDF Renewables web site gives this spotlight for Tees Green Hydrogen.

Tees Green Hydrogen, will be a pioneering project, using the green electricity from nearby Teesside Offshore Wind Farm along with a new solar farm, which EDF Renewables UK intends to construct near Redcar, to power its hydrogen electrolyser. The project will supply local business customers with hydrogen to support decarbonisation efforts and a significant reduction in industrial pollution.

There is also an informative animation.

This is said about the capacity.

In its initial phase, the electrolyser will have a 7.5MW capacity. It is hoped that work could begin on site in 2024, with the facility operational by 2026. Future phases will seek to deliver up to 300MW in Teesside before 2030.

Quel énorme!

Trafford Green Hydrogen

Trafford Green Hydrogen is being developed by Carlton Power in North West England.

This is the introduction on the project web page.

Trafford Green Hydrogen is an industry leading project, that will use renewable energy to produce green hydrogen fuel for industry, transport and heating. The development will have an ultimate capacity of 200MW, which will be sufficient to take around 8,000 petrol cars off the road annually. The initial phase will be 20MW.

Carlton are also developing two other projects;

West Wales Hydrogen Project – Phase 1

West Wales Hydrogen Project – Phase 1 is being developed by H2 Energy and Trafigura in Wales.

The best source of information is this must-watch Youtube video.

The company appears to be able to lease you a hydrogen truck on a pay per mile basis, at the same price as a diesel truck.

Get the finance right for your customers and yourself and everybody will be happy.

Whitelee Green Hydrogen

Whitelee Green Hydrogen is being developed by Scottish Power in Scotland.

The Whitelee wind farm is described like this on this web page.

Whitelee is the UK’s largest onshore windfarm, located on Eaglesham Moor just 20 minutes from central Glasgow. Its 215 turbines generate up to 539 megawatts of electricity, enough to power over 350,000 homes*.

With more than 130 kilometres of trails to explore, on foot, by cycle or by horse, with free parking and free entry to our onsite Visitor Centre, Whitelee is a great destination for a day out with the whole family.

I wrote about this project in Whitelee Green Hydrogen Facility To Power Public Transport.

Conclusion

These projects will create a lot of green hydrogen.

These are my highlights.

  • J G Pears, who have developed an animal by-products business with a distinct green agenda.
  • Kimberly-Clark planning three hydrogen plants in Cumbria, Kent and North Wales to decarbonise their paper products business.
  • The up to 300 MW Tees Green Hydrogen being developed by EDF Renewables.
  • The H2 Energy and Trafigura hydrogen truck business in West Wales.

Don’t forget to watch the video for the last project.

 

 

 

August 19, 2023 Posted by | Energy, Hydrogen | , , , , , , , , , , , , , , , , , , , , , , , , , | 2 Comments

Government Hydrogen Boost To Help Power Kimberly-Clark Towards 100% Green Energy Target

The title of this post, is the same as that of this press release from Kimberly-Clark.

These five paragraphs describe how Kimberly-Clark is decarbonising their manufacture of household products.

Three green hydrogen projects that Kimberly-Clark is developing with energy industry partners have won places on the UK Government’s Hydrogen Business Model Strategy (HBMS) shortlist.

The scheme will kickstart the UK’s low carbon hydrogen economy by funding a first-round allocation of 250MW of electrolytic hydrogen projects across England, Scotland and Wales.

Kimberly-Clark, the parent company of leading household brands including Andrex®, Kleenex®, Huggies®, WypAll® and Scott®, expects to reduce its natural gas consumption in the UK by 61% when these three projects are operational at the end of 2025, subject to final government contract.

The three hydrogen projects selected by The Department for Energy Security and Net Zero (DESNZ) include a green hydrogen hub in Barrow-in-Furness. Being developed in partnership with Carlton Power, the Barrow Green Hydrogen hub will power Kimberly-Clark’s Cumbria manufacturing facility.

The other two projects are being developed in partnership with HYRO, a joint venture between Octopus Energy Generation and renewable energy company RES, and will see green hydrogen supplied to Kimberly-Clark’s manufacturing facilities in Flint, North Wales, and Northfleet in Kent. In total, the three schemes are expected to provide a total of 50MW of green hydrogen.

Will toilet paper and tissues be softer, if they are made with hydrogen?

I won’t change the products, I use, as I already use Andrex and Kleenex.

 

August 18, 2023 Posted by | Energy, Hydrogen | , , , , , , , | 4 Comments

Chiltern Railways Seeks Proposals For Low-Emission Multiple-Unit Fleet

The title of this post, is the same as that of this article on Railway Gazette.

These are the first three paragraphs.

Chiltern Railways is seeking proposals for the supply of between 20 and 70 new or converted ‘low-emission’ multiple units.

The operator has called for ‘established’ rolling stock manufacturers, owners and modifiers to propose vehicles which would provide a ’meaningful’ reduction in the emissions and external noise compared to its existing diesel multiple-units, particularly in urban areas.

The envisaged five-year framework agreement has an estimated value of up to £400m, including supply and maintenance of the fleet, refuelling infrastructure and any depot modifications.

I have my thoughts.

Chiltern’s Rolling Stock

Chiltern Railways have two different types of rolling stock; diesel multiple units and rakes of coaches haled by diesel locomotives.

Chiltern’s Diesel Multiple Units

Chiltern has these diesel multiple units.

  • Class 165 diesel trains – 28 x two-cars – 56 cars
  • Class 165 diesel trains – 11 x three-cars – 33 cars
  • Class 168 diesel trains – 9 x two-cars – 18 cars
  • Class 168 diesel trains – 9 x three-cars – 27 cars
  • Class 168 diesel trains – 10 x four-cars – 40 cars

Note.

  1. The trains were built between 1990 and 2004.
  2. The Class 165 trains are 75 mph units, whereas the Class 168 trains are 100 mph units.
  3. These total to 67 trains and 174 cars.
  4. This is an average train length of 2.6 cars.

Could a fleet of three-car low-emission 100 mph trains fit Chiltern’s requirements?

  • They could work in pairs for six-car units for Birmingham Moor Street and Oxford.
  • There may be a need for some four-car units.

But how will they be powered?

  • Pure diesel will surely give out too many emissions!
  • Would an mtu Hybrid PowerPack lower emissions enough?
  • Could hydrogen-power be used, either with fuel-cells or a hydrogen internal combustion engine?

In Alstom And Eversholt Rail Sign An Agreement For The UK’s First Ever Brand-New Hydrogen Train Fleet, I wrote about Alstom’s proposed Hydrogen Aventra.

A version of these trains could be ideal, if Children could source the fuel economically.

Chiltern’s Diesel-Hauled Rakes Of Coaches

Chiltern have four rakes of Mark 3 coaches hauled by Class 68 locomotives.

These could be replaced by pairs of three-car low-emission’ multiple units.

Conclusion

A fleet of seventy three-car ‘low-emission’ multiple units, powered by hydrogen could be an innovative solution to the trains to run Chiltern’s services.

 

 

 

August 8, 2023 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , | 3 Comments

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