Rolls-Royce Successfully Tests First Pure Methanol Marine Engine – Milestone For More Climate-Friendly Propulsion Solutions
The title of this post, is the same as that of this press release from Rolls-Royce.
These four bullet points act as sub-headings.
- World first: first high-speed 100 percent methanol engine for ships successfully tested
- Cooperation: Rolls-Royce, Woodward L’Orange and WTZ Roßlau are developing sustainable propulsion technology in the meOHmare research project
- Green methanol: CO2-neutral, clean and safe marine fuel
- Dual-fuel engines as a bridging technology on the road to climate neutrality
Rolls-Royce has successfully tested the world’s first high-speed marine engine powered exclusively by methanol on its test bench in Friedrichshafen. Together with their partners in the meOHmare research project, Rolls-Royce engineers have thus reached an important milestone on the road to climate-neutral and environmentally friendly propulsion solutions for shipping.
“This is a genuine world first,” said Dr. Jörg Stratmann, CEO of Rolls-Royce Power Systems AG. “To date, there is no other high-speed engine in this performance class that runs purely on methanol. We are investing specifically in future technologies in order to open up efficient ways for our customers to reduce CO2 emissions and further expand our leading role in sustainable propulsion systems.”
Rolls-Royce’s goal is to offer customers efficient ways to reduce their CO2 emissions, in-line with the ‘lower carbon’ strategic pillar of its multi-year transformation programme. The project also aligns with the strategic initiative in Power Systems to grow its marine business.
These are some questions.
Why Methanol?
Rolls-Royce answer this question in the press release.
Green methanol is considered one of the most promising alternative fuels for shipping. If it is produced using electricity from renewable energies in a power-to-X process, its operation is CO2-neutral. Compared to other sustainable fuels, methanol is easy to store, biodegradable, and causes significantly fewer pollutants.
“For us, methanol is the fuel of the future in shipping – clean, efficient, and climate-friendly. It burns with significantly lower emissions than fossil fuels and has a high energy density compared to other sustainable energy sources,” said Denise Kurtulus.
Note that Denise Kurtulus is Senior Vice President Global Marine at Rolls-Royce.
Could Methanol-Powered Engines Be Used In Railway Locomotives?
Given, there are hundreds of railway locomotives, that need to be decarbonised, could this be handled by a change of fuel to methanol?
I asked Google AI, the question in the title of this section and received the following answer.
Yes, methanol-powered engines can be used in railway locomotives, but they require a modification like high-pressure direct injection (HPDI) technology to be used in traditional compression ignition (CI) diesel engines. These modified engines typically use methanol as the primary fuel with a small amount of diesel injected to act as a pilot fuel for ignition, a process known as “pilot ignition”. Research and simulations have shown that this approach can achieve performance and thermal efficiencies close to those of standard diesel engines
From the bullet points of this article, it looks like Rolls-Royce have this pilot ignition route covered.
How Easy Is Methanol To Handle?
Google AI gave this answer to the question in the title of this section.
Methanol is not easy to handle safely because it is a highly flammable, toxic liquid that can be absorbed through the skin, inhaled, or ingested. It requires rigorous safety measures, proper personal protective equipment (PPE), and good ventilation to mitigate risks like fire, explosion, and severe health consequences, including blindness or death.
It sounds that it can be a bit tricky, but then I believe with the right training much more dangerous chemicals than methanol can be safety handled.
How Easy Is Green Methanol To Produce?
Google AI gave this answer to the question in the title of this section.
Producing green methanol is not easy; it is currently more expensive and capital-intensive than traditional methods due to high production costs, feedstock constraints, and the need for specialized infrastructure. However, new technologies are making it more feasible, with methods that combine renewable energy with captured carbon dioxide and renewable hydrogen to synthesize methanol.
Production methods certainly appear to be getting better and greener.
Which Companies Produce Methanol In The UK?
Google AI gave this answer to the question in the title of this section.
While there are no major, existing methanol production companies in the UK, Proman is planning to build a green methanol plant in the Scottish Highlands, and other companies like Wood PLC and HyOrc are involved in the engineering and construction of methanol production facilities in the UK. Several UK-based companies also act as distributors or suppliers for products, such as Brenntag, Sunoco (via the Anglo American Oil Company), and JennyChem.
It does appear, that we have the capability to build methanol plants and supply the fuel.
How Is Green Methanol Produced?
Google AI gave this answer to the question in the title of this section.
Green methanol is produced by combining carbon dioxide and hydrogen under heat and pressure, where the hydrogen is created using renewable electricity and the carbon dioxide is captured from sustainable sources like biomass or industrial emissions. Two main pathways exist e-methanol uses green hydrogen and captured carbon dioxide, while biomethanol is made from the gasification of biomass and other organic waste.
Note.
- We are extremely good at producing renewable electricity in the UK.
- In Rolls-Royce To Be A Partner In Zero-Carbon Gas-Fired Power Station In Rhodesia, I discuss how carbon dioxide is captured from a power station in Rhodesia, which is a suburb of Worksop.
In the Rhodesia application, we have a Rolls-Royce mtu engine running with carbon-capture in a zero-carbon manner, producing electricity and food-grade carbon-dioxide, some of which could be used to make methanol to power the Rolls-Royce mtu engines in a marine application.
I am absolutely sure, that if we need green methanol to power ships, railway locomotives and other machines currently powered by large diesel engines, we will find the methods to make it.
What Are The Green Alternatives To Methanol For Ships?
This press release from Centrica is entitled Investment in Grain LNG, and it gives hints as to their plans for the future.
This heading is labelled as one of the key highlights.
Opportunities for efficiencies to create additional near-term value, and future development options including a combined heat and power plant, bunkering, hydrogen and ammonia.
Bunkering is defined in the first three paragraphs of its Wikipedia entry like this.
Bunkering is the supplying of fuel for use by ships (such fuel is referred to as bunker), including the logistics of loading and distributing the fuel among available shipboard tanks. A person dealing in trade of bunker (fuel) is called a bunker trader.
The term bunkering originated in the days of steamships, when coal was stored in bunkers. Nowadays, the term bunker is generally applied to the petroleum products stored in tanks, and bunkering to the practice and business of refueling ships. Bunkering operations take place at seaports and include the storage and provision of the bunker (ship fuels) to vessels.
The Port of Singapore is currently the largest bunkering port in the world. In 2023, Singapore recorded bunker fuel sales volume totaling 51,824,000 tonnes, setting a new industry standard.
Note.
- After Rolls-Royce’s press release, I suspect that methanol should be added to hydrogen and ammonia.
- I don’t think Centrica will be bothered to supply another zero-carbon fuel.
- I can see the Isle of Grain providing a lot of fuel to ships as they pass into London and through the English Channel.
- Centrica have backed HiiROC technology, that makes hydrogen efficiently.
I can see the four fuels ammonia, hydrogen, LNG and methanol competing with each other.
What Are The Green Alternatives To Methanol For Railway Locomotives?
The same fuels will be competing in the market and also Hydrotreated Vegetable Oil (HVO) will be used.
The Thoughts Of Chris O’Shea
This article on This Is Money is entitled Centrica boss has bold plans to back British energy projects – but will strategy pay off?.
The article is basically an interview with a reporter and gives O’Shea’s opinions on various topics.
Chris O’Shea is CEO of Centrica and his Wikipedia entry gives more details.
These are his thoughts.
On Investing In Sizewell C
This is a paragraph from the article.
‘Sizewell C will probably run for 100 years,’ O’Shea says. ‘The person who will take the last electron it produces has probably not been born. We are very happy to be the UK’s largest strategic investor.’
Note.
- The paragraph shows a bold attitude.
- I also lived near Sizewell, when Sizewell B was built and the general feeling locally was that the new nuclear station was good for the area.
- It has now been running for thirty years and should be good for another ten.
Both nuclear power stations at Sizewell have had a good safety record. Could this be in part, because of the heavy engineering tradition of the Leiston area?
On Investing In UK Energy Infrastructure
This is a paragraph from the article
‘I just thought: sustainable carbon-free electricity in a country that needs electricity – and we import 20 per cent of ours – why would we look to sell nuclear?’ Backing nuclear power is part of O’Shea’s wider strategy to invest in UK energy infrastructure.
The UK certainly needs investors in UK energy infrastructure.
On Government Support For Sizewell C
This is a paragraph from the article.
Centrica’s 500,000 shareholders include an army of private investors, many of whom came on board during the ‘Tell Sid’ privatisations of the 1980s and all of whom will be hoping he is right. What about the risks that deterred his predecessors? O’Shea argues he will achieve reliable returns thanks to a Government-backed financial model that enables the company to recover capital ploughed into Sizewell C and make a set return.
I have worked with some very innovative accountants and bankers in the past fifty years, including an ex-Chief Accountant of Vickers and usually if there’s a will, there’s a solution to the trickiest of financial problems.
On LNG
These are two paragraphs from the article.
Major moves include a £200 million stake in the LNG terminal at Isle of Grain in Kent.
The belief is that LNG, which produces significantly fewer greenhouse gas emissions than other fossil fuels and is easier and cheaper to transport and store, will be a major source of energy for the UK in the coming years.
Note.
- Centrica are major suppliers of gas-powered Combined Heat and Power units were the carbon dioxide is captured and either used or sold profitably.
- In at least one case, a CHP unit is used to heat a large greenhouse and the carbon dioxide is fed to the plants.
- In another, a the gas-fired Redditch power station, the food-grade carbon dioxide is sold to the food and construction industries.
- Grain LNG Terminal can also export gas and is only a short sea crossing from gas-hungry Germany.
- According to this Centrica press release, Centrica will run low-carbon bunkering services from the Grain LNG Terminal.
I analyse the investment in Grain LNG Terminal in Investment in Grain LNG.
On Rough Gas Storage
These are three paragraphs from the article.
O’Shea remains hopeful for plans to develop the Rough gas storage facility in the North Sea, which he re-opened in 2022.
The idea is that Centrica will invest £2 billion to ‘create the biggest gas storage facility in the world’, along with up to 5,000 jobs.
It could be used to store hydrogen, touted as a major energy source of the future, provided the Government comes up with a supportive regulatory framework as it has for Sizewell.
The German AquaVentus project aims to bring at least 100 GW of green hydrogen to mainland Germany from the North Sea.
This map of the North Sea, which I downloaded from the Hydrogen Scotland web site, shows the co-operation between Hydrogen Scotland and AquaVentus
Note.
- The yellow AquaDuctus pipeline connected to the German coast near Wilhelmshaven.
- There appear to be two AquaDuctus sections ; AQD 1 and AQD 2.
- There are appear to be three proposed pipelines, which are shown in a dotted red, that connect the UK to AquaDuctus.
- The Northern proposed pipeline appears to connect to the St. Fergus gas terminal on the North-East tip of Scotland.
- The two Southern proposed pipelines appear to connect to the Easington gas terminal in East Yorkshire.
- Easington gas terminal is within easy reach of the massive gas stores, which are being converted to store hydrogen at Aldbrough and Rough.
- The blue areas are offshore wind farms.
- The blue area straddling the Southernmost proposed pipe line is the Dogger Bank wind farm, is the world’s largest offshore wind farm and could eventually total over 6 GW.
- RWE are developing 7.2 GW of wind farms between Dogger Bank and Norfolk in UK waters, which could generate hydrogen for AquaDuctus.
This cooperation seems to be getting the hydrogen Germany needs to its industry.
It should be noted, that Germany has no sizeable hydrogen stores, but the AquaVentus system gives them access to SSE’s Aldbrough and Centrica’s Rough hydrogen stores.
So will the two hydrogen stores be storing hydrogen for both the UK and Germany?
Storing hydrogen and selling it to the country with the highest need could be a nice little earner.
On X-energy
These are three paragraphs from the article.
He is also backing a £10 billion plan to build the UK’s first advanced modular reactors in a partnership with X-energy of the US.
The project is taking place in Hartlepool, in County Durham, where the existing nuclear power station is due to reach the end of its life in 2028.
As is the nature of these projects, it involves risks around technology, regulation and finance, though the potential rewards are significant. Among them is the prospect of 2,500 jobs in the town, where unemployment is high.
Note.
- This is another bold deal.
- I wrote in detail about this deal in Centrica And X-energy Agree To Deploy UK’s First Advanced Modular Reactors.
- Jobs are mentioned in the This is Money article for the second time.
I also think, if it works to replace the Hartlepool nuclear power station, then it can be used to replace other decommissioned nuclear power stations.
On Getting Your First Job
These are three paragraphs from the article.
His career got off to a slow start when he struggled to secure a training contract with an accountancy firm after leaving Glasgow University.
‘I had about 30, 40 rejection letters. I remember the stress of not having a job when everyone else did – you just feel different,’ he says.
He feels it is ‘a duty’ for bosses to try to give young people a start.
I very much agree with that. I would very much be a hypocrite, if I didn’t, as I was given good starts by two companies.
On Apprenticeships
This is a paragraph from the article.
‘We are committed to creating one new apprenticeship for every day of this decade,’ he points out, sounding genuinely proud.
I very much agree with that. My father only had a small printing business, but he was proud of the apprentices he’d trained.
On Innovation
Centrica have backed three innovative ideas.
- heata, which is a distributed data centre in your hot water tank, which uses the waste heat to give you hot water.
- HiiROC, which is an innovative way to generate affordable hydrogen efficiently.
- Highview Power, which stores energy as liquid air.
I’m surprised that backing innovations like these was not mentioned.
Conclusion
This article is very much a must read.
45 schools Benefit From Rail Safety Resources Supported By Lumo And Hull Trains
The title of this post, is the same as that of this article on The Shields Gazette.
This is the sub-heading.
The UK’s leading open access rail operators, Lumo and Hull Trains, are celebrating supporting the delivery of vital rail safety resources to 45 schools across the UK over the past year.
These three paragraphs add more detail.
In association with the Rail Safe Friendly Programme, the operators’ involvement has led to a social value impact of over £724,000, directly educating thousands of young people.
The programme is dedicated to spreading the vital message of rail safety among young people, educators and parents in schools across the UK. Lumo and Hull Trains have supported the important initiative for the past two years, with their support renewed for a third.
As part of the partnership, Lumo took over the Metrocentre’s ‘mini express train’ to highlight the issue of rail safety to families and children visiting the shopping centre during the school holidays in 2024. The project secured industry recognition at the recent Corporate Engagement Awards.
It’s not just in the UK, that this type of excellent engagement is being setup.
This train is the world’s first hydrogen-powered train to enter passenger service, between Hamburg and Cuxhaven in Germany.
When I rode the train, a German schoolboy told me, that their school had given them safety lessons about hydrogen.
Unlocking Efficiency With Cryogenic Cooling Of GaN Traction Inverters
The title of this post, is the same as this insight on the Ricardo web site.
This is the introduction.
As the mobility sector accelerates toward zero-carbon propulsion, hydrogen fuel cell systems (HFCS) are emerging as a cornerstone technology for aviation, marine, and long-haul road transport. Among the most promising innovations in this space is the use of liquid hydrogen (LH₂) not only as a fuel source but also as a cryogenic coolant for electric powertrains. This dual-purpose approach offers transformative potential in system efficiency, packaging, and weight reduction—especially when paired with Gallium Nitride (GaN) semiconductors.
It is a very simple concept, but it appears to give worthwhile efficiency gains.
This was the article’s conclusion.
Ricardo’s cryogenic GaN inverter concept represents a bold leap toward ultra-efficient, lightweight, and integrated hydrogen propulsion systems. While challenges remain in materials, packaging, and reliability, the experimental results are compelling. With efficiencies nearing 99.8% and mass reductions over 50%, cryogenic cooling could redefine the future of electric mobility.
As the hydrogen economy matures, innovations like this will be pivotal in delivering clean, scalable, and high-performance solutions across all mobility sectors.
I very much suggest, that you take the time to read the whole insight.
Using The Concept In a Liquid Hydrogen Carrier
This Wikipedia entry describes the design and operation of an ocean-going liquid hydrogen carrier.
This is a paragraph.
Similar to an LNG carrier the boil off gas can be used for propulsion of the ship.
Ricardo’s concept would appear to be advantageous in the design of liquid hydrogen carriers and I would expect, it could also be applied to the design of LNG carriers.
I would not be surprised to see liquid hydrogen and LNG carriers were the first application of Ricardo’s concept.
This Wikipedia entry describes the Suiso Frontier, which is the world’s only liquid hydrogen carrier.
I believe that Ricardo’s concept could lead to the construction of a more of these ships. Will they mean that liquid hydrogen carriers will deliver hydrogen from sunny climes to places like Europe, Japan, Korea and Canada.
The concept would also enable efficient small liquid hydrogen carriers, that could deliver hydrogen on routes like the North of Scotland to Germany.
Using The Concept In A Railway Locomotive
I could see freight locomotives being designed as a large liquid hydrogen tank with appropriately-sized fuel cells and added electrical gubbins.
- They would be self-powered and would not require any electrification.
- They would be much quieter than current diesels.
- They could pull the heaviest freight trains, between Europe and Asia.
- They could even pull passenger trains, if an electrical hotel supply were to be arranged.
- They could be designed with very long ranges.
But above all they would be zero-carbon.
Note that I’ve written about long freight routes before.
- China, Russia And The EU’s Intermarium Bloc
- How To Move 100,000 Containers A Year Between Germany And China
- Georgia, Azerbaijan and Iran Discuss New Freight Corridor To link India And Europe
- Finland And Norway To Explore Building Arctic Rail Link
- A New Gateway To China: Europe Prepares For The Launch Of Baku–Tbilisi–Kars Railway
I believe that a long-distance liquid-hydrogen locomotive, that was based on the Ricardo concept, would be ideal for some of these routes.
A Specialised Hydrogen Delivery Train
In April 2022, I wrote The TruckTrain, where this is a simple description of the concept.
The Basic Design Concept
The leaflet on their web site describes the concept.
This visualisation at the bottom of the leaflet shows four TruckTrains forming a train carrying twelve intermodal containers, each of which I suspect are 20 feet long.
I believe that the TruckTrain concept could be converted into a hydrogen delivery train.
- It would be an appropriate length.
- It would be powered by the on-board hydrogen.
- The hydrogen would be stored as liquid hydrogen.
It would be able to go most places on the UK rail network.
Conclusion
Ricardo’s concept could revolutionise the use of hydrogen.
My 78-Year-Old Legs Are More Reliable Than The New Chinese Buses On London’s 141 Bus Route
So we all know what we’re talking about, here’s a few pictures.
Note.
- The buses seem to have no serious faults from a passenger point of view.
- One middle-aged lady on the plump side, said she didn’t like the buses.
- The aisle between the front seats doesn’t seem to be built for large people.
- The seats are reasonably comfortable.
- One morning, I stood on a long journey and I felt the road-holding wasn’t as good as a New Routemaster.
- On several buses, the interior route display has not been working.
- As I don’t wear a watch, I find a non-working display annoying.
- I haven’t been upstairs yet.
- As picture numbers three and four show, the bus looks a bit pokey at the back downstairs.
But I am very suspicious about the buses’s reliability or ability to handle the route, which is fairly long.
Take this morning, when I was coming home from London Bridge station.
- There was only a 43 bus at the shared stop with the 141 bus.
- As the routes are identical until Old Street station, I took the 43 bus to Moorgate station.
- At Moorgate station, I took a 76 bus, which gets me within walking distance of where I live.
- Someone said, that a 141 bus would mean a wait of ten minutes.
- In the end my 78-year-old legs delivered be home.
I didn’t see a 141 bus going my way on my journey.
I have seen behaviour like this several times, since some Chinese electric buses were introduced on to the route.
As a graduate Electrical and Control Engineer, it looks to me, that there is one of two problems with these buses.
- The batteries aren’t large enough for the route.
- Not enough time is allowed for charging the batteries at the end of the route.
This page on the Wrightbus website is entitled Wrightbus Electroliner ‘Most Efficient Double-Deck Battery-Electric Bus’, and it contains this paragraph, which probably explains their philosophy and ambition.
We have already gained a strong reputation for our hydrogen double deck but we want to lead the world in zero-emissions full stop. Wrightbus has the best brains in the business when it comes to technology and our StreetDeck Electroliner puts us squarely at the front of the pack. We haven’t weighed the bus down with a high battery volume just so we can say it’s got the most power or range; instead, we’ve made it the most efficient vehicle on the road by combining optimum power with a class-leading rapid charge, meaning our electric bus spends more time on the road than any other.
It also probably sets a very high bar, which the Chinese can only achieve by adding battery volume and making their buses pokey.
To be fair to the buses, the 141 route is probably nearly 20 miles long.
In Sutton Station To Gatwick Airport By Hydrogen-Powered Bus, I wrote about what it says in the title.
In that post, I said this about hydrogen buses running on the 141 route.
Wrightbus Hydrogen Buses For My Local Bus Route 141
Consider.
- The 141 bus route is my local bus, which gets me to Moorgate, Bank, London Bridge and Manor House.
- The length of the full route is twenty miles and it takes about an hour to go from London Bridge station to Palmers Green.
- The route is currently run by older Wrightbus hybrid diesel-electric buses.
- I suspect that modern hydrogen buses could last almost all day on one fill of hydrogen, with perhaps a top-up at lunchtime.
They would have no difficulty handling the route and would greatly increase the customers current rock-bottom satisfaction.
I am sure, they would improve the horrendous reliability of the route.
I also wonder, if Wrightbus have another solution.
In UK Among Tri-Axle Zero-Emission Wrightbus StreetDeck Prospects, I talk about Wrightbus’s new Tri-Axle Zero-Emission Wrightbus StreetDeck bus and how it would be ideal for the 141 bus route.
- The 141 bus route is the old 641 trolleybus route, so all clearances are generous.
- The tri-axle design can probably carry a better-optimised battery.
- There used to be two bus routes on the route and now there is only one, so more capacity is needed.
- The 141 bus route bridges the gap between the Northern section of the Piccadilly Line and the Elizabeth Line, Bank and London Bridge.
- The new air-conditioned Piccadilly Line trains, will increase the passengers on the line.
- There will be a lot more housing built in Enfield, at the Northern end of the Piccadilly Line and more bus capacity will be needed between Manor House and the City of London.
Some of TfL’s rerouting of buses in North London, was a crime against mathematics.
Rolls-Royce To lead EU’s New Clean Aviation project UNIFIED To Transform And Decarbonise Aviation
The title of this post the same as that of this press release from Rolls-Royce.
These two opening paragraphs add a few details.
Rolls-Royce has been selected by the European Union’s Clean Aviation programme to lead one of 12 groundbreaking new projects aiming to decarbonise aviation. These initiatives, which include new aircraft concepts and innovative propulsion technologies, will receive funding of about €945 million.
The Clean Aviation Joint Undertaking (CAJU) is the European Union’s leading research and innovation programme for transforming aviation towards a sustainable and climate neutral future.
I asked Google AI about the European Union’s Clean Aviation programme and received this reply.
The European Union’s Clean Aviation programme, part of the Horizon Europe research initiative, is a public-private partnership aimed at developing disruptive, climate-neutral aviation technologies, including hydrogen-powered, hybrid-electric, and ultra-efficient aircraft, to achieve net-zero emissions by 2050. Launched in 2022, it has a budget of €4.1 billion (€1.7 billion from the EU, €2.4 billion from private partners) and focuses on technologies that will be integrated into a new generation of short- to medium-range aircraft with a target entry into service by 2035. Key goals include a 30% reduction in CO2 emissions and energy efficiency compared to 2020 standards for new aircraft by 2030, with a long-term objective of climate-neutral aviation by 2050.
Note.
- Only someone like Trump would think that the key goals in the last sentence were not worthwhile.
- €4.1 billion in the right place could be a very good start.
- There is a Clean Aviation web site.
The press release says this about the UNIFIED project.
UNIFIED – Ultra Novel and Innovative Fully Integrated Engine Demonstrations
The UNIFIED consortium is led by Rolls-Royce and contains key industrial, academic and research partners across France, Germany, the Netherlands, Norway, Spain and the United Kingdom. Subject to successful completion of grant preparation, the project will enable ground testing of an UltraFan® technology demonstrator at a short to medium range thrust class for future narrowbody aircraft and also enable the preparation of key activities towards future flight test of the UltraFan architecture.
I am not surprised Ultrafan is mentioned.
The Wikipedia entry for the Rolls-Royce Trent has a section about the UltraFan, which starts with these two paragraphs.
The UltraFan is a geared turbofan with a variable pitch fan system that promises at least 25% efficiency improvement. The UltraFan aims for a 15:1 bypass ratio and 70:1 overall pressure ratio.
The Ultrafan keeps the Advance core, but also contains a geared turbofan architecture with variable-pitch fan blades. The fan varies pitch to optimise for each flight phase, eliminating the need for a thrust reverser. Rolls-Royce planned to use carbon composite fan blades instead of its usual hollow titanium blades. The combination was expected to reduce weight by 340 kg (750 lb) per engine.
Note.
- 25 % is a very good efficiency improvement.
- No thrust reverser.
- A saving of 340 kg. in weight per engine.
It should also be noted that October 2028, will see the hundredth anniversary of Henry Royce sketching the R-type engine in the sand on the beach in Sussex.
The R-type was the engine that won the Schneider Trophy outright and enabled Rolls-Royce’s engineers to design the unrivalled Merlin engine that powered Hurricanes, Spitfires, Mosquitos, Mustangs and Lancasters in World War Two.
MoU Signed To Develop Scottish Highlands As Offshore Wind And Renewables Hub
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
The Inverness and Cromarty Firth Green Freeport (ICFGF) has signed a Memorandum of Understanding (MoU) with the UK and Scottish governments and The Highland Council, creating a formal framework for cooperation in developing the Highlands as a major international hub for the offshore wind and renewable energy sector
This is the first paragraph.
The agreement is said to unlock GBP 25 million (approximately EUR 29 million) in funding from the UK government, which ICFGF plans to use to support the delivery of significant infrastructure projects and its partner ports.
These are some points from the rest of the article.
- Inverness and Cromarty Firth Green Freeport aims to bring up to 11,300 jobs to the Highlands.
- Significant investments we’ve already include the Sumitomo subsea cable plant at Nigg and the Haventus energy transition facility at Ardersier.
- Over the next 25 years, ICFGF is expected to attract over GBP 6.5 billion of investment.
- The Green Freeport includes three tax sites: Cromarty Firth, which includes Port of Nigg, Port of Cromarty Firth, and Highland Deephaven.
- Ardersier Energy Transition Facility has secured a GBP 100 million joint credit facility to create nationally significant infrastructure for industrial-scale deployment of fixed and floating offshore wind.
- It has placed contracts with more than 110 local firms as part of the development.
These investments will setup the long-term future of Inverness and the Highlands of Scotland.
The Inverness and Cromarty Firth Green Freeport (ICFGF) has this web site, with these messages on the home page.
Europe’s strategic hub for renewable energy
Transforming the Highland economy and delivering national energy security
Conclusion
This area will become one of the most vibrant places in Europe.
How Will The UK Power All These Proposed Data Centres?
On Wednesday, a cardiologist friend asked me if we have enough power to do Trump’s UK AI, so I felt this post might be a good idea.
Artificial Intelligence Gave This Answer
I first asked Google AI, the title of this post and received this reply.
The UK will power proposed data centres using a mix of grid-supplied low-carbon electricity from sources like offshore wind and through on-site renewable generation, such as rooftop solar panels. Data centre operators are also exploring behind-the-meter options, including battery storage and potential future nuclear power, to meet their significant and growing energy demands. However, the UK’s grid infrastructure and high energy prices present challenges, with industry calls for grid reform and inclusion in energy-intensive industry support schemes to facilitate sustainable growth.
Google also pointed me at the article on the BBC, which is entitled Data Centres To Be Expanded Across UK As Concerns Mount.
This is the sub-heading.
The number of data centres in the UK is set to increase by almost a fifth, according to figures shared with BBC News.
These are the first three paragraphs.
Data centres are giant warehouses full of powerful computers used to run digital services from movie streaming to online banking – there are currently an estimated 477 of them in the UK.
Construction researchers Barbour ABI have analysed planning documents and say that number is set to jump by almost 100, as the growth in artificial intelligence (AI) increases the need for processing power.
The majority are due to be built in the next five years. However, there are concerns about the huge amount of energy and water the new data centres will consume.
Where Are The Data Centres To Be Built?
The BBC article gives this summary of the locations.
More than half of the new data centres would be in London and neighbouring counties.
Many are privately funded by US tech giants such as Google and Microsoft and major investment firms.
A further nine are planned in Wales, one in Scotland, five in Greater Manchester and a handful in other parts of the UK, the data shows.
While the new data centres are mostly due for completion by 2030, the biggest single one planned would come later – a £10bn AI data centre in Blyth, near Newcastle, for the American private investment and wealth management company Blackstone Group.
It would involve building 10 giant buildings covering 540,000 square metres – the size of several large shopping centres – on the site of the former Blyth Power Station.
Work is set to begin in 2031 and last for more than three years.
Microsoft is planning four new data centres in the UK at a total cost of £330m, with an estimated completion between 2027 and 2029 – two in the Leeds area, one near Newport in Wales, and a five-storey site in Acton, north-west London.
And Google is building a data centre in Hertfordshire, an investment worth £740m, which it says will use air to cool its servers rather than water.
There is a map of the UK, with dots showing data centres everywhere.
One will certainly be coming to a suitable space near you.
Concerns Over Energy Needs
These three paragraphs from the BBC article, talk about the concerns about energy needs.
According to the National Energy System Operator, NESO, the projected growth of data centres in Great Britain could “add up to 71 TWh of electricity demand” in the next 25 years, which it says redoubles the need for clean power – such as offshore wind.
Bruce Owen, regional president of data centre operator Equinix, said the UK’s high energy costs, as well as concerns around lengthy planning processes, were prompting some operators to consider building elsewhere.
“If I want to build a new data centre here within the UK, we’re talking five to seven years before I even have planning permission or access to power in order to do that,” he told BBC Radio 4’s Today programme.
But in Renewable Power By 2030 In The UK, I calculated that by 2030 we will add these yearly additions of offshore wind power.
- 2025 – 1,235 MW
- 2026 – 4,807 MW
- 2027 – 5,350 MW
- 2028 – 4,998 MW
- 2029 – 9,631 MW
- 2030 – 15,263 MW
Note.
- I have used pessimistic dates.
- There are likely to be more announcements of offshore wind power in the sea around the UK, in the coming months.
- As an example in Cerulean Winds Submits 1 GW Aspen Offshore Wind Project In Scotland (UK), I talk about 3 GW of offshore wind, that is not included in my yearly totals.
- The yearly totals add up to a total of 58,897 MW.
For solar power, I just asked Google AI and received this answer.
The UK government aims to have between 45 and 47 gigawatts (GW) of solar power capacity by 2030. This goal is set out in the Solar Roadmap and aims to reduce energy bills and support the UK’s clean power objectives. The roadmap includes measures like installing solar on new homes and buildings, exploring solar carports, and improving access to rooftop solar for renters.
Let’s assume that we only achieve the lowest value of 45 GW.
But that will still give us at least 100 GW of renewable zero-carbon power.
What will happen if the wind doesn’t blow and the sun doesn’t shine?
I have also written about nuclear developments, that were announced during Trump’s visit.
- Centrica And X-energy Agree To Deploy UK’s First Advanced Modular Reactors
- Is Last Energy The Artemis Of Energy?
- National Grid And Emerald AI Announce Strategic Partnership To Demonstrate AI Power Flexibility In The UK
- Nuclear Plan For Decommissioned Coal Power Station
- Raft Of US-UK Nuclear Deals Ahead Of Trump Visit
- Rolls-Royce Welcomes Action From UK And US Governments To Usher In New ‘Golden Age’ Of Nuclear Energy
This is an impressive array of nuclear power, that should be able to fill in most of the weather-induced gaps.
In Renewable Power By 2030 In The UK, I also summarise energy storage.
For pumped storage hydro, I asked Google AI and received this answer.
The UK’s pumped storage hydro (PSH) capacity is projected to more than double by 2030, with six projects in Scotland, including Coire Glas and Cruachan 2, potentially increasing capacity to around 7.7 GW from the current approximately 3 GW. This would be a significant step towards meeting the National Grid’s required 13 GW of new energy storage by 2030, though achieving this depends on policy support and investment.
There will also be smaller lithium-ion batteries and long duration energy storage from companies like Highview Power.
But I believe there will be another source of energy that will ensure that the UK achieves energy security.
SSE’s Next Generation Power Stations
So far two of these power stations have been proposed.
Note.
- Both power stations are being designed so they can run on natural gas, 100 % hydrogen or a blend of natural gas and hydrogen.
- Keadby will share a site with three natural gas-powered power stations and be connected to the hydrogen storage at Aldbrough, so both fuels will be available.
- Ferrybridge will be the first gas/hydrogen power station on the Ferrybridge site and will have its own natural gas connection.
- How Ferrybridge will receive hydrogen has still to be decided.
- In Hydrogen Milestone: UK’s First Hydrogen-to-Power Trial At Brigg Energy Park, I describe how Centrica tested Brigg gas-fired power station on a hydrogen blend.
- The power stations will initially run on natural gas and then gradually switch over to lower carbon fuels, once delivery of the hydrogen has been solved for each site.
On Thursday, I went to see SSE’s consultation at Knottingley for the Ferrybridge power station, which I wrote about in Visiting The Consultation For Ferrybridge Next Generation Power Station At Knottingley.
In the related post, I proposed using special trains to deliver the hydrogen from where it is produced to where it is needed.
Could HiiROC Be Used At Ferrybridge?
Consider.
- HiiROC use a process called thermal plasma electrolysis to split any hydrocarbon gas into hydrogen and carbon black.
- Typical input gases are chemical plant off gas, biomethane and natural gas.
- Carbon black has uses in manufacturing and agriculture.
- HiiROC uses less energy than traditional electrolysis.
- There is an independent power source at Ferrybridge from burning waste, which could be used to ower a HiiROC system to generate the hydrogen.
It might be possible to not have a separate hydrogen feed and still get worthwhile carbon emission savings.
Conclusion
I believe we will have enough electricity to power all the data centres, that will be built in the next few years in the UK.
Some of the new power stations, that are proposed to be built, like some of the SMRs and SSE’s Next Generation power stations could even be co-located with data centres or other high energy users.
In Nuclear Plan For Decommissioned Coal Power Station, I describe how at the former site of Cottam coal-fired power station, it is proposed that two Holtec SMR-300 SMRs will be installed to power advanced data centres. If the locals are objecting to nuclear stations, I’m sure that an SSE Next Generation power station, that was burning clean hydrogen, would be more acceptable.
The Anonymous Widower 