The Anonymous Widower

ITM Power Raises £250 million

The title of this post, is the same as that of this media release from ITM Power.

There is a also a sub-title.

Manufacturing Expanded To 5GW Per Annum By 2024

ITM Power are certainly going large.

Given the number of plans for electrolysers published around the world, a 5GW annual production is by no means over ambitious.

October 15, 2021 Posted by | Energy, Energy Storage, Hydrogen | , | Leave a comment

Shetland Blasts Off Into Space Race As Britain’s First Rocket Launch Pad Skyrora

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

This second paragraph, explains what Skyrora are doing.

Skyrora, a technology company with its headquarters in Edinburgh, has agreed a deal for scores of rocket launches over the next decade from a site on Unst, the most northerly of the Shetland islands.

This Google Map shows the most Northerly part of Unst.

There’s not really much there, except birds, trees and the most northerly house in Britain.

Enlarging to the West of the house, gives this second Google Map.

Note the Remote Radar Head Saxa Vord, which has a Wikipedia entry as RAF Saxa Voe.

  • It is now a fully-operational radar station again, after closure in 2006.
  • It is at the same latitude as St. Petersburg and Anchorage.
  • In 1992, it measured a wind speed of 197 mph, before the equipment blew away.

The Wikipedia entry is worth a read, as it gives a deep insight into radar and its tracking of Russian intruders in the Cold War.

This third Google Map shows a 3D closeup of the radar.

No staff are based at Saxa Vord, although maintenance staff do visit.

According to The Times, the space port will be at Lamba Ness, which is to the East of the most northerly house in Britain.

The peninsular in the South-East is marked Lamba Ness.

It may seem a very bleak place, but it could have one thing, that rocketry will need – rocket fuel!

In Do BP And The Germans Have A Cunning Plan For European Energy Domination?, I introduced Project Orion, which is an electrification and hydrogen hub and clean energy project in the Shetland Islands.

The project’s scope is described in this graphic.

Note

  1. Project Orion now has its own web site.
  2. A Space Centre is shown on the Island of Unst.
  3. There is an oxygen pipeline shown dotted in blue from the proposed Sullom Voe H2 Plant to the Fish Farm and on to the Space Centre.
  4. I suspect if required, there could be a hydrogen pipeline.

The Space Centre on Unst could be fuelled by renewable energy.

Who Are Skyrora?

They have a web site, which displays this mission statement.

Represents a new breed of private rocket companies developing the next generation of launch vehicles for the burgeoning small satellite market.

The Times also has this paragraph.

At the end of last year, the company also completed trials of the third stage of its Skyrora XL rocket, including its orbital transfer vehicle which, once in orbit, can refire its engines 15 times to carry out tasks such as acting as a space tug, completing maintenance or removing defunct satellites.

The company seems to have big ambitions driven by innovation and a large range of ideas.

Conclusion

I shall be following this company.

 

October 12, 2021 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , , | Leave a comment

UK National Grid In Talks To Build An Energy Island In The North Sea

The title of this post, is the same as that of this article on the New Scientist.

This is the first paragraph.

UK company National Grid has revealed it is in talks with two other parties about building an “energy island” in the North Sea that would use wind farms to supply clean electricity to millions of homes in north-west Europe.

These are my thoughts.

An Artificial Island on the Dogger Bank

The idea of the North Sea Wind Power Hub in the area of the Dogger Bank has been around for a few years and has a comprehensive Wikipedia entry.

Wikipedia says that it would be an artificial island on the Dutch section of the Dogger Bank and the surrounding sea could eventually host up to 110 GW of wind turbines.

North Sea Wind Power Hub Programme

The Dutch and the Danes seems to have moved on and there is now a web site for the North Sea Wind Power Hub Programme.

The home page is split into two, with the upper half entitled Beyond The Waves and saying.

The incredible story of how the Netherlands went beyond technical engineering as it had ever been seen before. Beyond water management. To secure the lives of millions of inhabitants.

I have met Dutch engineers, who designed and built the Delta Works after the North Sea Floods of 1953 and I have seen the works all over the country and it is an impressive legacy.

And the lower half of the home page is entitled North Sea Wind Power Hub and saying.

Today, climate policy is largely national, decoupled and incremental. We need a new approach to effectively realise the potential of the North Sea and reach the goals of the Paris Agreement. We take a different perspective: harnessing the power of the North Sea requires a transnational and cross-sector approach to take the step-change we need.

Behind each half are two videos, which explain the concept of the programme.

It is a strange web site in a way.

  • It is written totally in English with English not American spelling.
  • The project is backed by Energinet, Gasunie and TenneT, who are Danish and Dutch companies, that are responsible for gas and electricity distribution networks in Denmark, Ger,many and The Netherlands.
  • There are four sections to the web site; Netherlands, Germany, Denmark and North Sea.

It is almost as if the web site has been designed for a British company to join the party.

Hubs And Spokes In North Sea Wind Power Hub Programme

If you watch the videos on the site, they will explain their concept of hubs and spokes, where not one but several energy islands or hubs will be connected by spokes or electricity cables and/or hydrogen pipelines to each other and the shore.

Many electrical networks on land are designed in a similar way, including in the UK, where we have clusters of power stations connected by the electricity grid.

The Dogger Bank

The Dogger Bank is a large sandbank in a shallow area of the North Sea about 100 kilometres off the east coast of England.

Wikipedia says this about the geography of the Dogger Bank.

The bank extends over about 17,600 square kilometres (6,800 sq mi), and is about 260 by 100 kilometres (160 by 60 mi) in extent. The water depth ranges from 15 to 36 metres (50 to 120 ft), about 20 metres (65 ft) shallower than the surrounding sea.

As there are Gunfleet Sands Wind Farm and Scroby Sands Wind Farm and others, on sandbanks in the North Sea, it would appear that the engineering of building wind farms on sandbanks in the North Sea is well understood.

The Dogger Bank Wind Farm

We are already developing the four section Dogger Bank Wind Farm in our portion of the Dogger Bank and these could generate up to 4.8 GW by 2025.

The Dogger Bank Wind Farm has its own web site, which greets you with this statement.

Building the World’s Largest Offshore Wind Farm

At 4.8 GW, it will be 45 % larger than Hinckley Point C nuclear power station, which is only 3.3 GW. So it is not small.

The three wind farms; Dogger Bank A, B and C will occupy 1670 square kilometres and generate a total of 3.6 GW or 0.0021 GW per square kilometre.

If this density of wind turbines could be erected all over the Dogger Bank, we could be looking at nearly 40 GW of capacity in the middle of the North Sea.

Interconnectors Across The North Sea

This Google Map shows the onshore route of the cable from the Dogger Bank Wind Farm.

Note.

  1. Hull and the River Humber at the bottom of the map.
  2. The red arrow which marks Creyke Beck sub station, where the cable from the Dogger Bank Wind Farm connects to the UK electricity grid.
  3. At the top of the map on the coast is the village of Ulrome, where the cable comes ashore.

The sub station is also close to the Hull and Scarborough Line, so would be ideal to feed any electrification erected.

I would assume that cables from the Dogger Bank Wind Farm could also link the Wind Farm to the proposed Dutch/Danish North Sea Wind Power Hub.

Given that the cables between the wind farms and Creyke Beck could in future handle at least 4.8 GW and the cables from the North Sea Wind Power Hub to mainland Europe would probably be larger, it looks like there could be a very high capacity interconnector between Yorkshire and Denmark, Germany and The Netherlands.

It almost makes the recently-opened North Sea Link to Norway, which is rated at 1.4 GW seem a bit small.

The North Sea Link

The North Sea Link is a joint project between Statnett and National Grid, which cost €2 billion and appears to have been delivered as planned, when it started operating in October 2021.

So it would appear that National Grid have shown themselves capable of delivering their end of a complex interconnector project.

Project Orion And The Shetlands

In Do BP And The Germans Have A Cunning Plan For European Energy Domination?, I introduced Project Orion, which is an electrification and hydrogen hub and clean energy project in the Shetland Islands.

The project’s scope is described in this graphic.

Note that Project Orion now has its own web site.

  • Could the Shetlands become an onshore hub for the North Sea Power Hub Programme?
  • Could Icelink, which is an interconnector to Iceland be incorporated?

With all this renewable energy and hydrogen, I believe that the Shetlands could become one of the most prosperous areas in Europe.

Funding The Wind Farms And Other Infrastructure In The North Sea

In World’s Largest Wind Farm Attracts Huge Backing From Insurance Giant, I described how Aviva were funding the Hornsea wind farm.

I very much believe that City of London financial institutions will be able to finance a lot of the developments in the North Sea.

After all National Grid managed to find a billion euros in a sock drawer to fund their half of the North Sea Link.

Electrifying The North Sea: A Gamechanger For Wind Power Production?

The title of this section, is the same as that of this article on Engineering and Technology Magazine.

This article in the magazine of the IET is a serious read and puts forward some useful facts and interesting ideas.

  • The EU is targeting offshore wind at 60 GW by 2030 and 300 GW by 2050.
  • The UK is targeting offshore wind at 40 GW by 2030.
  • The article explains why HVDC electricity links should be used.
  • The major players in European offshore wind are the UK, Belgium, the Netherlands, Germany, and Denmark.
  • The foundations for a North Sea grid, which could also support the wider ambitions for a European super-grid, are already forming.
  • A North Sea grid needs co-operation between governments and technology vendors. as well as technological innovation.
  • National Grid are thinking hard about HVDC electrical networks.
  • By combining HVDC links it can be possible to save a lot of development capital.
  • The Danes are already building artificial islands eighty kilometres offshore.
  • Electrical sub-stations could be built on the sea-bed.

I can see that by 2050, the North Sea, South of a line between Hull and Esbjerg in Denmark will be full of wind turbines, which could generate around 300 GW.

Further Reading

There are various articles and web pages that cover the possibility of a grid in the North Sea.

I shall add to these as required.

Conclusion

I am coming to the conclusion that National Grid will be joining the North Sea Wind Power Hub Programme.

  • They certainly have the expertise and access to funding to build long cable links.
  • The Dogger Bank wind farm would even be one of the hubs in the planned hub and spoke network covering the North Sea.
  • Only a short connection would be needed to connect the Dogger Bank wind farm, to where the Dutch and Danes originally planned to build the first energy island.
  • There may be other possibilities for wind farm hubs in the UK section of the North Sea. Hornsea Wind Farm, which could be well upwards of 5 GW is surely a possibility.
  • Would it also give access to the massive amounts of energy storage in the Norwegian mountains, through the North Sea Link or Nord.Link between Norway and Germany.

Without doubt, I know as a Control Engineer, that the more hubs and spokes in a network, the more stable it will be.

So is National Grid’s main reason to join is to stabilise the UK electricity grid? And in turn, this will stabilise the Danish and Dutch grids.

 

October 9, 2021 Posted by | Energy, Energy Storage, Hydrogen | , , , , , , , , , , , , , , , , , | 5 Comments

Freight On The East West Main Line

This page on the East West Main Line Partnership web site, describes their ambitions towards freight.

This is said.

The freight and logistics sector is one of the largest contributors to carbon emissions. Greater use of rail for freight and logistics provides additional resilience for the business community, while also acting on the need to achieve net zero.

Whilst not part of East West Rail, removing the bottlenecks on the Felixstowe to Midlands
corridor remains an immediate strategic priority for three sub-national transport bodies (England’s Economic Heartland, Transport East and Midlands Connect wrote to the Chancellor in this regard in July 2020).

However, the design and operation of the East West Main Line should take into account and contribute to the delivery of the requirements of the national rail freight strategy. In due course Great British Railways will have a statutory duty to consider the needs of rail freight and to take those needs into account in planning the future of the rail network.

It is therefore important that the East West Main Line is designed and delivered with the capability of supporting rail freight services without the need for additional works. In this regard due consideration must be given to ensuring that the impact on local communities of rail freight movements is minimised.

I have my thoughts.

Cutting Carbon Emissions In The Freight Sector

The obvious way to do this, would be to electrify every line in the country and purchase a new fleet of electric freight locomotives.

But the problems with this are the expense, disruption and timescale, it would take to replace all the locomotives and put up electrification on every line that might possibly be used by freight trains and  locomotives.

A solution is needed now, not in ten years.

But there are already solutions being demonstrated or developed that will cut carbon emissions from locomotives.

  • Stadler bi-mode Class 88 locomotives are already hauling freight trains and cutting emissions by using electric power where possible. But there are only ten of these locomotives.
  • The thirty Stadler tri-mode Class 93 locomotives on order for Rail Operations Group could or well be a game-changer. It is already known, that they will be able to cruise at 100 mph using electrification, so they will be able to mix it with the expresses on the Great Eastern Main Line. I suspect that these locomotives have been designed to be able to haul freight trains out of the Port of Felixstowe, by juggling the power sources.
  • In Freightliner Secures Government Funding For Dual-Fuel Project, I describe how Clean Air Power are converting a Class 66 locomotive to run on both diesel and hydrogen. This could be a very fruitful route, especially, if the diesel-electric Class 66 locomotives could be fitted with a pantograph to use electrification where it exists.
  • I have been very impressed with the work Wabtec have done to convert a large American diesel-electric locomotive into a battery electric locomotive. I wrote about it in FLXdrive ‘Electrifies’ Pittsburgh. In Could Class 66 Locomotives Be Converted Into Battery-Electric Locomotives?, I concluded that it might be possible to convert Class 66 locomotives into battery-electric locomotives using Wabtec’s technology.
  • In Powered By HVO, I talk about DB Cargo’s use of HVO to cut carbon emissions.

I am also sure that there are probably other solutions to decarbonise freight locomotives under development.

I would hope that over the next few years the amount of diesel fuel used in the freight sector will decrease significantly.

Improved Freight Routes

Currently, freight trains to and from Felixstowe take one of these routes.

  1. Via London – Using the Great Eastern Main Line, North London Line or Gospel Oak and Barking Line, and the West Coast Main Line.
  2. Via Nuneaton – Going via Bury St. Edmunds, Ely, Peterborough and Leicester before joining the West Coast Main Line at Nuneaton.
  3. Via Peterborough – Going via Bury St. Edmunds, Ely and Peterborough before taking the East Coast Main Line or the Great Northern and Great Eastern Joint Line via Lincoln.

The first two routes routes have capacity problems, whereas the third route has been improved by the use of the Great Northern and Great Eastern Joint Line.

Problems on the first two routes include

  • The Great Eastern Main Line is only dual-track.
  • The Great Eastern Main Line and the routes through London are at full capacity.
  • The route via Nuneaton does not have much electrification.

The East West Main Line will open up a new route directly across the country for some services, that currently go via the London or Nuneaton routes.

  • Felixstowe and Birmingham
  • Felixstowe and Glasgow
  • Felixstowe and Liverpool
  • Felixstowe and Manchester

These services could use the East West Main Line to connect with the West Coast Main Line at Bletchley, if the track were to be modified.

In addition services between Felixstowe and South Wales and the West Country could use the East West Main Line to Oxford and then join the Great Western Main Line at Didcot.

The East West Main Line could reduce the number of freight trains on these routes.

  • Great Eastern Main Line
  • North London Line
  • Gospel Oak and Barking Line
  • Peterborough and Leicester Line

The first three lines are certainly at capacity.

The Newmarket Problem

In Roaming Around East Anglia – Coldhams Common, I talked about previous plans of the East West Rail Consortium, who were the predecessor of the East West Main Line Partnership for the rail line between Chippenham Junction and Cambridge through Newmarket.

In this document on their web site, this is said.

Note that doubling of Warren Hill Tunnel at Newmarket and
redoubling between Coldham Lane Junction and Chippenham Junction is included
in the infrastructure requirements. It is assumed that most freight would operate
via Newmarket, with a new north chord at Coldham Lane Junction, rather than
pursuing further doubling of the route via Soham.

I have a feeling that if this plan were to be pursued, the Racing Industry in Newmarket wouldn’t be too keen on all the freight trains passing through the town.

Knowing the town and the racing industry and horses, as I do, I suspect that there will need to be serious noise mitigation measures through the town.

One would probably be a noise limit on the trains passing through, which might be very difficult for long freight trains, even if hauled by a much quieter battery-electric or hydrogen-powered locomotive.

Were the East West Main Line Partnership thinking of Newmarket, when they wrote the last sentence of the web page for freight.

In this regard due consideration must be given to ensuring that the impact on local communities of rail freight movements is minimised.

Newmarket is a unique town with a strong character and you shouldn’t take the town on lightly.

Related Posts

Birth Of The East West Main Line

Freight On The East West Main Line

Route Map Of The East West Main Line

 

 

 

October 8, 2021 Posted by | Hydrogen, Sport, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , | 2 Comments

Fortescue Future Industries Invests In Dutch Thin-Film Solar And H2 Firm HyET

I missed this article, when it was published, so I’m publishing it now!

The title of this post, is the same as that of this article on Renewables Now.

These two paragraphs outline the deal.

Australia’s Fortescue Future Industries (FFI) has taken a 60% stake in Dutch company High yield Energy Technologies (HyET) Group to assist in its ambition to supply 15 million tonnes of green hydrogen globally by 2030.

The green energy company of Fortescue Metals Group Ltd (ASX:FMG) has also provided the majority of financing for the expansion of the Dutch solar photovoltaic (PV) factory of HyET Solar.

Andrew Forrest certainly seems to be splashing the cash.

I first wrote about the hydrogen innovation of the HyET Group in December 2020 in New Device Separates Hydrogen From Natural Gas When The Two Gases Are Blended In Pipelines.

I finished that post, with this simple sentence.

This invention could change the world!

In the UK, there is a project called HyDeploy, which aims to blend twenty percent hydrogen into the UK’s natural gas.

  • At this level, all boilers, appliances and processes would work without major changes.
  • A significant amount of carbon emissions would be saved.
  • Gas imports would be reduced.

Could HyET’s technology be used to piggyback a hydrogen delivery network alongside the UK’s gas network?

It might even be possible to attach hydrogen filling stations direct to the gas network.

October 8, 2021 Posted by | Energy, Hydrogen | , , , , , , | Leave a comment

Anglesey Hydrogen Can Bridge UK’s Energy Gap Says Economics Expert

The title of this post, is the same as that of this article on the University of Bangor web site.

This is the sub title.

Anglesey can become a UK leader in hydrogen energy technology, cleaning up the transport sector and creating high quality jobs across North Wales, according to a leading Welsh economic expert.

The University of Bangor is a respected university, that goes back to the nineteenth century.

But for Liverpool giving me an unconditional offer, as Bangor was one of the universities on my UCCA form, I could have studied in the North-West corner of Wales.

After a resume of where we are with hydrogen in the world, Dr. Edward Jones of Bangor University outlines how North West Wales can be turned into a hydrogen hub, to join similar hubs at Deeside in Flintshire and at Milford Haven in Pembrokeshire.

This is a paragraph of the article.

Dr Jones believes hydrogen could also hold the key to powering transport in future through a Welsh invention from the 19th century (the hydrogen fuel cell was developed in Swansea by William Grove in 1842).

William Grove was an interesting lawyer and scientist.

Dr. Jones would appear to be very much in favour of using hydrogen to take Wales forward to being zero-carbon in 2050.

I have written a few posts about the transformation of Anglesey and North West Wales, as Wales moves towards this goal. I also have some other thoughts of my own.

Holyhead Hydrogen Hub

This is happening and I wrote about it in Holyhead Hydrogen Hub Planned For Wales.

High Speed Two To Holyhead

I believe this could be a way to create a zero-carbon route between London and Dublin in under five hours and I wrote about it in Could High Speed Two Serve Holyhead?.

  • London and Holyhead in a battery-equipped High Speed Two Classic-Compatible train should be under three hours.
  • A single High Speed Two Classic-Compatible train would run between London and Holyhead, with a passenger capacity of around five hundred. It would probably split and join with another service at Crewe.
  • Discontinuous electrification would be provided along the North Wales Coast Line.
  • The trains could call at Old Oak Common, Birmingham Interchange, Chester, Crewe, Llandudno Junction and Bangor.

A High Speed catamaran would speed passengers between Holyhead and Dublin in under two hours.

Hydrogen-Powered Catamarans From Holyhead

The dynamics of a diesel-powered high speed catamaran are well-proven, with some large craft transporting passengers and vehicles on sea crossings all over the world.

Type “hydrogen-powered high speed catamaran” into Google and you get several hits to research and development projects, but no-one appears to have taken a large high speed craft and converted it to hydrogen.

But I do believe that someone somewhere is developing a hydrogen-powered catamaran with something like the following specification.

  • 200 passengers
  • 100-mile range
  • 60 knot operating speed.

The HSC Francisco is a high speed craft that plies between Buenos Aires and Montevideo carrying over a thousand passengers and a hundred cars at 58 knots. It is powered by gas-turbine engines running on liquified natural gas.

I believe I’m not asking for the impossible.

Anglesey Airport As A Zero-Carbon Airport

Anglesey Airport uses part of RAF Valley and has hosted services to Cardiff.

This Google Map shows the runways of RAF Valley.

Note.

  1. The longest runway 14/32 is over two thousand metres long.
  2. Rhosneigr station in the South East corner of the map.
  3. The facilities of Anglesey Airport to the North-East of the runways.

The railway forms the border of the airport, as this second Google map shows.

The railway is straight as it passes the Airport and there would be space for a two-hundred metre bi-directional step-free platform for passengers for the Airport.

Airbus are proposing a hydrogen-powered ZEROe Turbofan.

If you think it looks familiar, I believe that Airbus are proposing to develop the aircraft out of the current Airbus A320neo.

  • The capacity will be up to 200 passengers.
  • The range will be up to 2000 miles.
  • Dublin and Anglesey Airports are just 71.5 miles apart.
  • The cruising speed of Mach 0.78 would be irrelevant on this route, as it would probably fly a route to minimise noise.

The plane would probably be able to do several trips between Anglesey and Dublin without refuelling.

As the Port of Holyhead is developing a hydrogen infrastructure, I suspect that to provide hydrogen refuelling at Anglesey Airport would be possible.

I believe that by combining hydrogen-powered aircraft with battery-electric trains, some difficult sea crossings can be made carbon-free.

I believe that Anglesey Airport could be key to a zero-carbon London and Ireland service.

  • Airbus are also proposing a 100-seat ZEROe Turboprop.
  • Belfast, Cork, Derry and Shannon would also be in range.

Flights could also continue to and from Cardiff.

Reopening The Anglesey Central Railway

This has been proposed as a Beeching Reversal project.

I wrote about it in Reopening The Anglesey Central Railway.

It could be reopened as a zero-carbon railway.

Conclusion

There is a lot of scope to use hydrogen in North West Wales and Anglesey.

 

 

 

 

 

 

 

 

October 7, 2021 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , , , , , , | Leave a comment

Linde Commits To Green Hydrogen For Trucks And Becomes H2Accelerate Member

The title of this post, is the same as that of this article on Hydrogen Fuel News.

  • Linde have already installed more than two hundred hydrogen filling stations around the world.
  • Now, it appears they intend to install a lot more.

Could this give a big stimulus to more hydrogen trucks, buses and other road vehicles?

It should probably be noted that Linde are a shareholder in ITM Power and have ordered several large electrolysers from the Sheffield company.

October 5, 2021 Posted by | Hydrogen, Transport/Travel | , , , | Leave a comment

Panasonic Launches 5 kW Type Pure Hydrogen Fuel Cell Generator

The title of this post, is the same as that of this press release from Panasonic.

This is the first paragraph.

Panasonic Corporation today announced that it has developed a pure hydrogen fuel cell generator, which generates power through chemical reaction with high-purity hydrogen and oxygen in the air. The generator will be launched on October 1, 2021 for commercial use in Japan.

Features include.

  • 5 kW basic unit scalable as needed.
  • A hot water unit can be added to use the waste heat.
  • Ability to run during a power outage.
  • Remote operation.

I can envisage a log of uses for a useful generator like this and I will be interested to see how equipment like this is used in the future.

But there will be many generators in all sizes from many different manufacturers that will be released in the next few years to fulfil a lot of different applications.

We will also see lots of innovative ways to distribute hydrogen to various agricultural, industrial and office locations.

October 4, 2021 Posted by | Energy, Hydrogen | , | 1 Comment

On-Train Hydrogen Storage Development Agreement

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

This is the first paragraph.

Alstom and automotive technology company Plastic Omnium have signed a memorandum of understanding to collaborate on ‘high-end’ hydrogen storage systems for on-train applications, with a dedicated team established to manage the technical and commercial development of ‘innovative and competitive’ equipment.

This sounds like hydrogen tanks will be efficiently designed and produced for trains and locomotives.

The designs for these important areas will probably lead to better hydrogen tanks for any application that needs one.

September 30, 2021 Posted by | Design, Hydrogen | , , , | 2 Comments

UK’s Tevva Uses Submarine Tech To Power Electric Trucks

The title of this post, is the same as that of this article on The Times of Israel.

The article is from April 2017 and starts with this paragraph.

Startup founded by Asher Bennett, brother of Israel’s education minister, aims to provide digital, emission-free vehicles.

This paragraph gives details of the man behind the company and their first sales.

Meanwhile, one UK company — Tevva Motors — has already got its first orders for repowering the trucks of delivery giants UPS, DHL and Switzerland’s Kuehne+Nagel with its components, including the batteries and motor, according to Tevva’s 48-year-old Israeli founder Asher Bennett. Bennett is the older brother of former entrepreneur turned right-wing politician Naftali Bennett, who is Israel’s education minister.

Since the article was written, Naftali Bennett has become Israel’s Prime Minister.

This paragraph explains how the trucks work.

The trucks Tevva repowers as well as those the company is planning to build from scratch next year at its new facility in Chelmsford are fully digital. “Every piece of information on our trucks is on the cloud,” Bennett said. The software and algorithms developed by the company automatically calculate the most efficient use of the battery and instruct the range extender when to kick in, without any input from the driver.

We’re already starting to see trains using similar techniques.

But as a time-expired Control Engineer, I would go a similar route.

It is a fascinating article, that deserves a full read.

September 28, 2021 Posted by | Hydrogen, Transport/Travel | , , , , , | 1 Comment

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