Industry Calls For 10 GW Of Offshore Hydrogen In German National H2 Strategy
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Offshore wind and hydrogen developers and organisations in Germany have called on the federal government to set clear targets for offshore hydrogen in the update of the country’s National Hydrogen Strategy, with an additional 10 GW of offshore electrolysis capacity to be added by 2035.
These two paragraphs add detail the story and name those who are behind it.
On 26 May, several companies and industry organisations signed an appeal sent to the German Federal Government that highlights offshore hydrogen’s advantage of adding large-scale capacities and asks that a target of an additional 10 GW of offshore hydrogen by 2035 be added to both the country’s hydrogen strategy and the area development plan.
The parties that signed the appeal include the German offshore wind-to-hydrogen initiative AquaVentus, offshore wind and hydrogen players BP, Siemens Gamesa, Gasunie, Copenhagen Infrastructure Partners (CIP), EnBW, Equinor, and Lhyfe, as well as industry organisations WAB and the Federal Association of Offshore Wind Farm Operators (BWO), among others.
These two paragraphs describe an area to be developed for the first offshore hydrogen production.
As reported in January, in the country’s new area development plan for offshore wind, Germany’s Federal Maritime and Hydrographic Agency (BSH) also outlined the first offshore hydrogen area in the North Sea.
The area, SEN-1, spans over 100 square kilometres in the North Sea and will allow for an electrolysis capacity of up to 1 GW to be tested and connected with a hydrogen pipeline.
Note.
- 1 GW if electricity should create about 435 tonnes of hydrogen per day.
- That amount of hydrogen could be stored as liquid in a sphere with a radius of 11.35 metres.
Could Hydrogen Trains Be Used As Pathfinders?
I must admit, I have a soft-spot for hydrogen transport, but I suppose most people look back on their first real job with a certain affection.
The only new hydrogen train under development for the UK Is the Alstom Hydrogen Aventra, which was announced in this press release in November 2021 and is entitled Alstom And Eversholt Rail Sign An Agreement For The UK’s First Ever Brand-New Hydrogen Train Fleet.
Little is known about these trains, except what is in the original press release.
- Ten trains have been ordered.
- Each will be three-cars.
- Contracts will be signed in 2022, which didn’t happen.
Nothing is said about the following important features.
- What will be the operating speed?
- What will be the range on a fill of hydrogen?
- Will the trains have a pantograph, so they can be run on electrified lines with 25 KVAC overhead electrification?
All are important to train operating companies, who along with the Department for Transport need to be able to plan.
What Do I Mean By A Pathfinder?
I will look at the service between Reading and Basingstoke.
- It is 15.4 miles long.
- There are four stops, which will soon be five, with the addition of Reading Green Park.
- The line is partly-electrified.
- The service is only hourly and probably needed to be two trains per hour (tph).
- It is currently run by diesel trains.
In a decarbonised railway, there are only two options for running this line.
- Use hydrogen trains.
- Electrify and use electric trains.
Note.
- The cost of the two options will be different.
- If the hydrogen and electric trains are both quality trains, the passenger experience will be similar.
- To run two tph, track and signalling modifications will be needed.
- These modifications would also allow a two tph diesel service.
- There is no way to accurately determine, how many passengers would use a two tph hydrogen and electric service.
So suppose the following plan were to be enacted.
- Upgrade the track and signalling to allow a two tph service.
- Run the two tph service with diesel trains.
- Install hydrogen infrastructure for the route. In this case, it would probably be at the nearby Reading depot.
- Run the two tph service with hydrogen trains.
Hopefully on the completion of some months of successful running of the hydrogen trains, the number of passengers to be expected will have been predicted to a better accuracy than UK railways normally manage.
Then the decision between hydrogen and electric trains can be taken.
If hydrogen trains are the decision, the trains could stay in service, but if electrification is the solution, then once the electric service is operating, the hydrogen trains would move on to the next line to be decarbonised.
Why The Alstom Hydrogen Aventra’s Need To Be Able To Use Electrification
If you look at routes, where hydrogen trains could be used as Pathfinders, they could include, some partially-electrified routes.
- Reading and Bedwyn
- Reading and Oxford
- Reading and Gatwick
- London Bridge and Uckfield
- Ashford and Eastbourne
- Preston and Blackpool South
- Wisbech and Cambridge
- Dereham and Norwich
- Basingstoke and Exeter
- Romsey and Salisbury
- York and Scarborough
This list includes both routes with both types of electrification; 25 KVAC overhead and 750 VDC third rail.
But if the electrification is there and not used, the exercise will be labelled as greenwashing, by some.
Zero/Low-Emission Locomotive Global Roundup
The title of this post, is the same as that of this article on Railway Age.
This is the introduction.
By 2050, in accordance with the Paris Climate Agreement, zero-emission locomotives may have completely replaced conventional diesel-powered equipment on the railways of the world.
Current development of zero-emission switcher locomotives, combined with practical operating experience, increases this likelihood in the foreseeable future.
It will be increasingly possible to determine the optimal type or types of zero- or low- emission locomotives to replace conventional diesel units.
They then give a roundup, which includes American, Canadian Chinese, French, Indian and Polish locomotives.
There was no mention of Clean Air Power‘s conversion of a Class 66 locomotive to dual-fuel operation, that I wrote about in Clean Air Power Adds Hydrogen To Class 66 Fuel Mix.
Japanese Companies To Invest GBP 14.2 Billion In UK’s Offshore Wind, Green Hydrogen
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Japanese giants Marubeni Corporation, Sumitomo Corporation, and Sumitomo Electric Industries have committed to investing a total of GBP 14.2 billion (approximately EUR 16.3 billion) in offshore wind and green hydrogen projects, and the offshore wind supply chain in the UK
These two paragraphs add a bit of context and flesh to the deal.
Ahead of the UK Prime Minister’s business reception in Tokyo on 18 May, the UK government announced that leading Japanese businesses have committed to invest GBP 17.7 billion (approx. EUR 20.3 billion) in businesses and projects across the UK.
Of this, GBP 14.2 billion has been committed by Marubeni, Sumitomo and Sumitomo Electric for projects in offshore wind, green hydrogen and offshore wind supply chain.
SSE’s Berwick Bank Wind Farm will have a capacity of 4.1 GW and is budgeted to cost just short of £18 billion. Doing a quick calculation, indicates that £14.2 billion would only finance £3.23 GW of offshore wind.
But the Japanese say they will invest in offshore wind, green hydrogen and offshore wind supply chain. Investing in the offshore wind supply chain, would surely attract more money as the developers placed orders for foundations, floaters, electrical gubbins and support vessels.
Note.
- In Japanese Giant Sumitomo Heavy Invests In Liquid-Air Energy Storage Pioneer, I wrote about Sumitomo’s investment in English energy storage. company; Highview Power.
- Electrolyser company; iTM Power has also sold a 1.4 MW electrolyser to Sumitomo and signed an agreement over American sales with another Japanese company.
I can see other similar co-operative deals being developed. Possible areas could be cables, transformers and support vessels.
ULEZ: Impact Of Mayor’s Expansion Questioned
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
One in six cars registered in outer London did not meet Ultra Low Emission Zone (ULEZ) standards last year, according to figures from the Society of Motor Manufacturers and Traders
These paragraphs outline the analysis.
The data was released following a Freedom of Information request by the BBC to Transport for London (TfL).
It comes amid a dispute over whether existing data used by City Hall and TfL is accurate.
However, London Mayor Sadiq Khan said the newly released data was unreliable.
From the end of August, all those driving vehicles within Greater London that do not meet ULEZ pollutant limits will face a £12.50 daily charge or a £180 fine.
I’m sure that any Professor of Statistics from London’s universities or an expert from the Royal Statistical Society, could give a definitive answer on the statistics.
But then Khan is a lawyer and will hide behind the law in this case, by claiming he is both judge and jury.
If Khan really cared about London’s air, he would have a hydrogen policy, which would enable London’s local cement, construction and refuse trucks to be replaced or converted to hydrogen, so that the city’s air improved.
It would also make it easier to introduce more hydrogen-powered buses.
Companies like Tesco and Marks & Spencer, who regularly run trucks into London, should be encouraged to convert their delivery trucks to zero-carbon, by adjustment of the ULEZ charges.
The ULEZ has been badly thought out and needs to be realigned with what is practical and reduces the pollution.
Articles From The Engineer
I generally read articles from The Engineer once a week.
Here’s a few that are worth reading.
12th Feburuary 2023 – Hydrogen Ambulance Set For London
A project led by hydrogen fuel specialists ULEMCo is aiming to deliver the UK’s first zero emission hydrogen ambulance later this year
There is an interesting discussion, as to whether hydrogen or battery ambulances are better. Range and hotel power issues seem to favour hydrogen.
11th May 2023 – Bramble Energy Secures £12m For Hydrogen Bus
Bramble Energy has joined forces with Equipmake, Aeristech and Bath University to develop a new hydrogen double-deck bus integrating its printed circuit board fuel cell (PCBFC) technology
Bramble Energy can create bespoke fuel cell stacks in a ‘matter of days at scale and low-cost’.
12th May 2023 – Cornish Geothermal Project Leads Government Heat Scheme
The UK’s first deep geothermal heat network is one of seven new projects to receive funding as part of a new government programme to decarbonise buildings across England.
The full list of projects to receive support today via the Green Heat Networks Fund is detailed.
17th May 2023 – Ricardo Joins Pan-European Hydrogen Shipping Consortium
UK engineering firm Ricardo is set to play a key role in the sustainable HYdrogen powered Shipping (sHYpS) project being funded by the EU’s Horizon Europe programme.
One thing that is disclosed in the article, is that Ricardo have a new 400kW hydrogen fuel cell test chamber at the company’s UK headquarters.
Cara Delevingne Champions Fossil Free Hydrogen In Dazzling Beauty Campaign
The title of this post, is the same as that of this article on Hydrogen Fuel News.
This is the sub-heading.
The eco-conscious Delevingne teamed up with Vattenfall to raise awareness about clean energy.
This is the first paragraph.
The English model and actress is no stranger to beauty campaigns, having experience as the face of Burberry, Chanel, and Yves Saint Laurent, but her latest campaign with Swedish multinational energy company Vattenfall, aims to raise awareness of clean power using fossil free hydrogen compared to burning fossil fuels.
There is also this video.
I suppose she was paid well for it and after her BBC series; Planet Sex With Planet Sex With Cara Delevingne, we all know she’s game for many things, but you wouldn’t catch me jumping into water like that, as I can’t swim, despite endless attempts to learn.
Vauxhall-Maker Says UK Needs To Change Its Brexit Deal
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
One of the world’s biggest carmakers has called on the government to renegotiate part of the Brexit deal or risk losing parts of its car industry
These four paragraphs explain the problem.
Stellantis, which makes Vauxhall, Peugeot, Citroen and Fiat had committed to making electric vehicles in the UK.
But it has now said it is no longer able to meet Brexit trade rules on where parts are sourced.
The government is “determined” that the UK will remain competitive in car manufacturing, a spokesperson said.
Stellantis called on the government to come to an agreement with the EU to keep rules as they are until 2027.
Because, there is not enough battery capacity in the UK and possibly the EU, everything has gone pear-shaped.
I think there are three possible solutions.
- Build more battery factories.
- Change the regulations.
- Develop hydrogen internal combustion engines.
Note.
- Could a battery factory be built fast enough? I doubt it!
- Could the regulations be changed? Possibly!
- Could hydrogen internal combustion engines be developed quickly enough? Ask Cummins, JCB, Ricardo and Toyota.
It is highly likely that there will be much higher demand for batteries, than anybody expects, as innovators develop more applications.
Chiltern Electrification Alternatives Studied
The title of this post, is the same as that of this article on Railway Gazette.
These are the first two paragraphs.
Chiltern Railways is working to present the Department for Transport with options for a fleet renewal programme, with London Marylebone being the only non-electrified London terminal and pressure for the withdrawal of diesel trains continuing to mount, particularly from local residents.
Industry insiders report that this could see at least the 39 two and three-car Class 165 diesel multiple-units replaced.
Note.
- The Class 165 trains were built in 1990-1992 and refurbished around the turn of the century.
- Chiltern Railways have 28 two-car and 11 three-car Class 165 trains.
- Chiltern Railways also have ten similar two-car, nine three-car and nine four-car Class 168 trains.
- In addition, Great Western Railway has 20 two-car and 16 three-car Class 165 trains, and 23 Class 166 trains.
- The Class 165 and Class 166 trains are 90 mph units, whereas the Class 168 trains are 100 mph units.
As Chiltern’s study would appear to rule out electrification, could all of these trains be replaced with an appropriate number of a new class of 100 mph zero-carbon independently-powered multiple units?
In Alstom And Eversholt Rail Sign An Agreement For The UK’s First Ever Brand-New Hydrogen Train Fleet, I talked about a proposed hydrogen train fleet.
These trains are described as three-car in Alstom’s press release.
- Most Aventras are 100 mph trains.
- They could easily be lengthened to four cars by the addition of an extra car.
- It may even be possible, that these trains could be fitted with a pantograph for working on electrified lines.
The only problem, I can envisage, is that a two-car version might not have enough space for the hydrogen and electrical gubbins.
Chiltern’s Locomotive-Hauled Mark III Stock
Greater Anglia have replaced locomotive-hauled Mark III stock with multiple units and it appears to have been successful.
Could Chiltern’s locomotive-hauled Mark III stock be replaced by six-car hydrogen-powered Aventras, with a long-distance interior?
Other Routes
Alstom and Eversholt Rail announced their agreement in November 2021.
Since then, I have written these posts, where the proposed Alstom Hydrogen Aventra could have an application.
- Adding Buxton And Manchester Piccadilly To The Bee Network
- ‘Castle’ HSTs To Be Withdrawn By Great Western Railway
- Proposals Submitted To Create Darlington To Dales Rail Link
- Alstom Hydrogen Aventras And Teesside
- Alstom Hydrogen Aventras And The Reopened Northumberland Line
- Alstom Hydrogen Aventras And Extension Of The Birmingham Cross-City Line
- Alstom Hydrogen Aventras And Great Western Branch Lines Between Paddington And Oxford
- Alstom Hydrogen Aventras And The Uckfield Branch
Note.
- A two-car version would surely increase the number of applications.
- A 110 mph capability would allow the trains to mix it with high speed trains on fast lines.
- Bombardier proposed a 125 mph bi-mode Aventra. Could this be achieved with hydrogen power?
I feel the eight applications, I listed, could be the start of something a lot bigger.
Conclusion
Alstom and Eversholt Rail Group appear to have done their research.
Toyota And VDL Groep To Convert Heavy-Duty Vehicles Into Hydrogen Fuel Cell Trucks
The title of this post, is the same as that of this article on Hydrogen Fuel News.
This is the first paragraph.
Toyota Motor Europe (TME) and Dutch VDL Groep have teamed up to covert VDL’s existing heavy-duty trucks into hydrogen fuel cell trucks using Toyota’s fuel cell modules, with a goal to accelerate decarbonizing the road logistics sector while also breaking into Europe’s zero-emission heavy duty H2 trucks market.
Note.
- According to their Wikipedia entry, VDL Groep seem to manufacture buses, coaches, chassis modules and vehicle components.
- In Ricardo Supports Toyota To Develop Its First UK-Based Hydrogen Light Commercial Vehicle, I wrote about conversion of the Toyota Hilux to hydrogen.
- There are a large number of companies all over the world, who will convert vehicles to hydrogen.
- It could be argued that Wrightbus and Alexander Dennis, have designed hydrogen buses, that could be conversions of existing designs.
- Cummins are selling diesel engines, that can be converted to hydrogen.
Could these points indicate, that one of the main routes to the decarbonisation of the heavier end of the commercial vehicle sector will be conversion of existing vehicles to hydrogen fuel?
And will this lead to smaller conversion kits to decarbonise vehicles like Land Rovers, Range Rovers, larger BMWs, Jaguars and Mercedes?
If you consider, that when I was growing up in the 1950s, you rarely saw a small diesel vehicle and how diesel came to grab a large market share, due to good engineering and some misguided tax changes from Gordon Brown, I don’t think it is unreasonable to believe that good engineering and perhaps well-thought out tax changes could create an affordable route to decarbonise a large proportion of vehicles.
If I was still driving and lived away from dreaded ULEZs, then I would be keeping my reliable diesel Jaguar estate.
The Anonymous Widower 