The Anonymous Widower

New LNER Fleet To Have Joint Line Capability

The title of this post, is the same as that of an article in the January 2024 edition of Modern Railways.

This is the text of the article.

LNER’s new fleet of CAF tri-mode trains, for which an order was confirmed in November, has been specified with the capability  to operate via the Joint Line via Spalding and Lincoln in case of closures on the East Coast Main Line between Peterborough and Doncaster.

CAF will supply 10×10-car trains with overhead electric, battery and diesel capability, financed by Porterbrook. The inclusion of diesel engines as part of the winning bid, rather than a straightforward battery-electric  unit, has surprised some observers, but LNER’s specification was that the fleet should have sufficient self-powered capability to cover the length of the joint line, which is approximately 90 miles. This is currently to be  considered to be beyond the scope of battery-power alone, although as the technology evolves diesel engines could be replaced by batteries. The configuration of diesel engines and batteries within the sets has yet to be decided.

LNER frequently uses the Joint Line as a diversionary route, both during planned engineering work and at times of disruption, but only its bi-mode Azumas are currently able to traverse it under their own power (electric sets have been hauled by a diesel locomotive, but this is now a very rare occurrence). The new CAF fleet will replace the InterCity 225 electric fleet, and the self-power capability will provide valuable resilience to LNER to divert via non-electrified routes.

While the ‘225s’ are currently confined to services between King’s Cross and Leeds/York, if the enhanced December 2024 timetable goes ahead as currently planned (see story above) they will operate north of York once again on some of the hourly services which will terminate at Newcastle. However, LNER is having to limit the use of the sets  before the Class 91 locomotives and Mk 4 coaches come due for major overhauls: the decision to retain 12 locos and eight rakes of coaches was based on the intended timescale for replacing the fleet at the time, but confirming the order for the new CAF tri-modes has taken longer than anticipated, largely due to delays in receiving Government approval to place the order.

This article has got me thinking.

The InterCity225 Trains Need Replacing Urgently

The Modern Railways article states that the need to replace the InterCity 225s is getting urgent, as more than the Azumas will be needed for the December 2024 timetable and the InterCity 225s are getting to the end of their economic life.

As LNER have been doing reasonably well lately, a cock-up caused by lack of trains at Christmas 2024 would be the last thing they need.

Currently, LNER have enough Mark 4 coaches for eight trains, so ordering ten new CAF tri-mode trains will allow for a small amount of extra services.

The CAF tri-mode trains were only ordered in November 2023, so getting them delivered for December 2024 would be tight.

As I write this on the 31st December 2023, trains from King’s Cross to Leeds included.

  • 5 x InterCity225
  • 5 x 10-car Azuma
  • 7 x 9-car Azuma
  • 2 x 5-car Azuma

So there were InterCity 225s running on that day.

A Few Distances Around Lincolnshire

I believe that because of offshore wind, interconnectors and other renewable energy developments, that Lincolnshire will become an energy powerhouse, supporting the East Midlands and also exporting electricity and hydrogen to Europe through pipelines and interconnectors.

Because of this and other developments, I believe that rail passenger traffic to and around the county will increase significantly.

These are a few selected distances.

  • Doncaster and Cleethorpes – 52.1 miles
  • Grantham and Skegness – 58.2 miles
  • Lincoln and Doncaster – 36.8 miles
  • Lincoln and Newark – 16.8 miles
  • Lincoln and Peterborough – 54.8 miles
  • Lincoln and Cleethorpes – 47.2 miles

Note.

  1. This means that the length of the Joint Line, which between Werrington Junction and where it rejoins the East Coast Main Line to the South of Doncaster is no more than ninety miles. This ninety mile distance was assumed in the Modern Railways article.
  2. Peterborough and Cleethorpes via Lincoln is ninety-two miles.
  3. I estimate that around four miles could be easily electrified at Werrington, which would reduce these two distances by four miles.
  4. Newark and Cleethorpes via Lincoln is sixty-four miles.

It looks like if a battery-electric train had a range of 92 miles and there was charging at Cleethorpes and Skegness, Lincolnshire could have a first class zero-carbon rail service.

CAF Tri-Mode Trains And The Joint Line

This is the first sentence in the Modern Railways article.

LNER’s new fleet of CAF tri-mode trains, for which an order was confirmed in November, has been specified with the capability  to operate via the Joint Line via Spalding and Lincoln in case of closures on the East Coast Main Line between Peterborough and Doncaster.

Note.

  1. The Modern Railways article states the Joint Line is approximately 90 miles.
  2. As I stated earlier with some strategically placed electrification at Werrington and South of Doncaster, this distance without electrification can probably be shortened by a few miles.

It looks like any service run by a CAF tri-mode train will be able to use the Joint Line.

Hitachi Class 801 Trains And The Joint Line

Unless the Joint Line is electrified or the all-electric Class 801 trains are fitted with batteries of a sufficient size the Class 801 trains will not be able to use the Joint Line.

Hitachi Class 800/802 Trains And The Joint Line

If currently, the Class 800/802 trains can handle the Joint Line on their diesel engines, they can continue to do this.

Hitachi Class 803 Trains And The Joint Line

Unless the Joint Line is electrified or Class 803 trains are fitted with batteries of a sufficient size the Class 803 trains will not be able to use the Joint Line.

Hitachi Class 80x Trains With Batteries And The Joint Line

Note that Lumo’s Class 803 trains are already fitted with an emergency battery for hotel power. So Hitachi must have information on how their batteries perform in service.

This press release from Hitachi, which is entitled Hitachi And Eversholt Rail To Develop GWR Intercity Battery Hybrid Train – Offering Fuel Savings Of More Than 20% announced the start of Hitachi’s battery-electric program in December 2020.

This is a paragraph.

The projected improvements in battery technology – particularly in power output and charge – create opportunities to replace incrementally more diesel engines on long distance trains. With the ambition to create a fully electric-battery intercity train – that can travel the full journey between London and Penzance – by the late 2040s, in line with the UK’s 2050 net zero emissions target.

Hitachi have now published this page on their web site, which is entitled Intercity Battery Trains.

The page has this sub-heading.

Accelerate the decarbonisation of intercity rail with batteries

These are the first two paragraphs.

A quick and easy application of battery technology is to install it on existing or future Hitachi intercity trains. Hitachi Rail’s modular design means this can be done without the need to re-engineer or rebuild the train and return them to service as quickly as possible for passengers.

Replacing one diesel engine with just one battery reduces emissions by more than 20% and offers cost savings of 20-30%. Our intercity battery powered trains can cover 70km on non-electrified routes, operating at intercity speeds at the same or increased performance.

It appears to be a masterful application of an old electrical or software engineer’s trick.

In the 1960s, I spent time in two summer holidays building transistorised control systems in a rolling mills to replace obsolete control systems that used thermionic valves and relays.

Are Hitachi just replacing a diesel power pack with a battery pack, that has the same power and control functionality?

In The Data Sheet For Hitachi Battery Electric Trains, I looked at Hitachi’s published data sheet, which has these bullet points.

  • 750kW peak power
  • Weight neutral
  • At least 20% lower CO2 emissions
  • 70km on non-electrified routes
  • 20% reduction in whole life maintenance costs
  • Up to 30% fuel cost savings
  • Zero emissions in and out of stations
  • Charge on the move
  • 10 year life span

Note.

  1. 750 kW peak power, is around the power of the diesel-engine, that will be replaced.
  2. I wouldn’t be surprised that powerwise, the battery pack looks like a diesel engine.
  3. Weight neutral means that acceleration and performance will be unchanged. I suspect this means that current timetables can be achieved.
  4. Batteries are easier to maintain than diesels.
  5. It is stated that a train can be fully-decarbonised.

I have a feeling these trains are no ordinary battery-electric trains.

This paragraph, that I quoted earlier gives details on battery range.

Replacing one diesel engine with just one battery reduces emissions by more than 20% and offers cost savings of 20-30%. Our intercity battery powered trains can cover 70km on non-electrified routes, operating at intercity speeds at the same or increased performance.

If one battery can give seventy kilometres or 43.5 miles, what distances would be possible in the various Hitachi Class 80x trains on the UK rail network?

  • Five-car Class 800 – Three diesel engines
  • Nine-car Class 800 – Five diesel engines
  • Five-car Class 801 – One diesel engine
  • Nine-car Class 801 – One diesel engine
  • Five-car Class 802 – Three diesel engines
  • Nine-car Class 802 – Five diesel engines
  • Five-car Class 803 – One battery
  • Five-car Class 805 – Three diesel engines
  • Seven-car Class 807 – No diesel engine or battery
  • Five-car Class 810 – Four diesel engines

Note.

  1. The Class 801 trains have one diesel engine for emergency use.
  2. The Class 803 trains have one battery for emergency use.
  3. The Class 807 trains appear to be built for top speed and acceleration and have no unnecessary weight.

In The Data Sheet For Hitachi Battery Electric Trains, I came to the conclusion, that if all diesel engine packs are be replaced by batteries, the train has a range of around 117-121 miles.

If my calculation is correct, I believe that Hitachi battery-electric trains will be capable of using the Joint Line, if all diesel engines are replaced by battery packs.

Surely, if a number of Hitachi trains could use the Joint Line in addition to the ten CAF tri-mode trains, this would minimise disruption to passengers and increase revenue on days, when the East Coast Main Line was closed for engineering works or an incident.

Will The Hitachi Class 80x Trains With Batteries Or The CAF Tri-Mode Trains Have The Longer Range Without Electrification?

Consider.

  • Cleethorpes could be the problem, as it is 64 miles from Newark and 92 miles from Peterborough and a round trip without charging at Cleethorpes for a battery-electric might be a trip to far.
  • But a tri-mode train like that from CAF with an on-board diesel, should have the range.
  • More range for a tri-mode train, just needs bigger fuel tanks.
  • I also suspect Cleethorpes has the equipment to refuel a diesel train, as all services to the station are diesel powered.

The article also says this.

The inclusion of diesel engines as part of the winning bid, rather than a straightforward battery-electric  unit, has surprised some observers, but LNER’s specification was that the fleet should have sufficient self-powered capability to cover the length of the joint line, which is approximately 90 miles. This is currently to be  considered to be beyond the scope of battery-power alone, although as the technology evolves diesel engines could be replaced by batteries.

Could it be that some of LNER’s routes like Aberdeen, Cleethorpes and Inverness have longer running without electrification, than Hitachi’s trains with batteries can achieve. Perhaps, this is why they lost the order?

Pairs Of Hitachi Class 80x Trains With Batteries And The Joint Line

I suspect if one five-car train with batteries can handle the Joint Line, then a pair could also handle it, if the train’s control system allowed it.

Will The Joint Line Be Slower Than The East Coast Main Line?

Consider.

  • The Joint Line is not the slowest line in the country and large sections of the route, have a top speed of 60 mph or higher.
  • It is surprisingly straight.
  • There are some slower sections, through Lincoln and Sleaford.
  • The average speed between Peterborough and Lincoln of local trains is about 50 mph.
  • The average speed between Doncaster and Lincoln of local trains is about 48 mph.

I suspect that the expresses, should be able to achieve 60 mph between Peterborough and Doncaster, with a small amount of track improvement.

This would mean the following times between Doncaster and Peterborough.

  • Via the Joint Line – 90 minutes
  • Via East Coast Main Line – 50 minutes

It looks like forty minutes will be added to journey times.

Would There Be Any Point In Running Some Services Via The Joint Line?

Consider.

  • Lincoln has one train per two hours (tp2h) to and from King’s Cross.
  • A King’s Cross and Doncaster service could use the Joint Line and call at Peterborough, Spalding, Sleaford, Lincoln Central, Gainsborough Lea Road and Doncaster.
  • If it terminated at Harrogate, Leeds or York, it could ease congestion on the East Coast Main Line between Peterborough and Doncaster.
  • Lincoln is making a name for itself as a University town.
  • Lincolnshire is getting more important with respect to renewable energy and innovative food production.
  • The frequency would be at least one tp2h.
  • If needed, Lincoln Central could be electrified to charge passing trains.
  • The service could also go via Cambridge to provide East Anglia and its technological powerhouse with better connections to and from the North.

It would all depend on where extra rail services are needed.

Could Cleethorpes And Grimsby Town Have A Service From King’s Cross?

In Azuma Test Train Takes To The Tracks As LNER Trials Possible New Route, I discuss how in June 2023, LNER ran a test train to Cleethorpes and Grimsby Town.

  • With all the energy development going on in North-East Lincolnshire, I suspect that a service between King’s Cross and Cleethorpes via Lincoln, Market Rasen, Barnetby and Grimsby Town could be viable.
  • I suspect that the energy developments could find recruitment difficult and say a one tp2h service to Peterborough might ease the problem.
  • Whether it ran to Lincoln via Newark and the East Coast Main Line or via Spalding and Sleaford would be down to predicted traffic.
  • The distance via Newark would be 64 miles or 128 miles return.
  • The distance via Peterborough would be 92 miles or 184 miles return.
  • These distances would probably mean that a battery-electric train would need charging at Cleethorpes.

So would it be better if the Cleethorpes trains were to be run by CAF tri-mode trains.

Could Cleethorpes Services Be Paired With The York Service?

The current King’s Cross and Lincoln service uses the same path as a York service.

  • Both services leave King’s Cross at six minutes past the hour.
  • York trains leave at odd hours.
  • Lincoln trains leave at even hours.

If the York service used the Joint Line and the Lincoln service were to be extended to Cleethorpes, Lincoln would receive an hourly service.

  • One service could go via Newark and the other via Peterborough, Spalding and Sleaford.
  • A path on the East Coast Main Line would be saved.
  • The service to York could go via Leeds.
  • The York service could be extended to Middlesbrough, Scarborough or Sunderland.
  • I suspect that timings to Cleethorpes and York could be a similar six-hour round trip.
  • CAF tri-mode trains would be needed for the Cleethorpes services.
  • Either train type could work the York services.

There are various possibilities to improve the train service been London and Lincolnshire.

What Will Be The Maximum Range Of The CAF Tri-Mode Trains?

When determining this, LNER would probably have taken into account all current and every possible service, that they might run in the future, which was not fully electrified.

These would include.

  • London King’s Cross and Aberdeen – 91.4 miles
  • London King’s Cross and Bradford Interchange via Shaftholme junction – 47.8 miles
  • London King’s Cross and Cleethorpes via Newark and Lincoln – 64 miles
  • London King’s Cross and Cleethorpes via Peterborough, Spalding and Lincoln – 92 miles
  • London King’s Cross and Harrogate via Leeds – 18.3 miles
  • London King’s Cross and Inverness– 151.1 miles
  • London King’s Cross and Hull via Temple Hirst junction – 36.1 miles
  • London King’s Cross and Lincoln – 16.8 miles
  • London King’s Cross and Middlesbrough via Northallerton – 20.3 miles
  • London King’s Cross and Scarborough via York – 42.1 miles
  • London King’s Cross and Sunderland via Northallerton – 47.4 miles

They would also have taken in possible diversion routes.

  • London King’s Cross and Carlisle via Leeds – 86.8 miles
  • London and Edinburgh – 400 miles
  • London King’s Cross and Newcastle via Northallerton and Durham Coast Line – 59.6 miles

Note.

  1. The distance is the length without electrification.
  2. London King’s Cross and Carlisle is a possible diversion route, if between Leeds and Edinburgh is blocked.
  3. A London King’s Cross and Edinburgh capability might be needed, if there was something like a serious weather problem, bringing down the overhead wires.
  4. London King’s Cross and Newcastle via Northallerton and Durham Coast Line is a possible diversion route, if between Northallerton and Newcastle is blocked.

LNER’s longest route without electrification is to Inverness and it is 151.1 miles between Stirling and Inverness.

London King’s Cross and Cleethorpes via Peterborough, Spalding and Lincoln could be longer, if it were to be run as a return trip of 184 miles.

LNER will probably have specified the range they need on the longest route they run or might run in the future, as there is no point in buying a fleet of trains and then finding that they can’t handle all your routes. They would also include all possible emergency routes, just as they’ve already included the Joint Line.

Out of curiosity I asked Professor Google how far a diesel train could run on a full tank of diesel and got this answer.

According to the traction manual for 158/159 stock each coach has a 400 gallon tank or 1818 Ltr. £2500 at the filling station.

The manual also says that that is enough fuel to travel Waterloo to Exeter and back twice over. Which is 688 miles exactly. Guess there is spare in there for shunting and idling at terminus. Still an mpg of 1.7.

It looks to me, that if a humble Class 158/159 train has a range of nearly 700 miles, then LNER can probably have virtually any distance they want for their new trains.

These journeys will probably all be possible.

  • Between London King’s Cross and Edinburgh – 400 miles
  • A round trip between Stirling and Inverness – 302.2 miles
  • A round trip between Peterborough and Cleethorpes – 184 miles

Professor Google also gives the diesel range of a Class 800 train as 650 miles.

Conclusion

It looks to me, that LNER, Lumo and FirstGroup have a serious plan to decarbonise their network.

All services, that can be decarbonised by replacing diesel generator units, with electrical battery packs.

LNER’s longer routes will use the new CAF trains.

These will be fully decarbonised at a later date.

 

 

 

 

January 1, 2024 Posted by | Transport/Travel | , , , , , , , , , , , | Leave a comment

What Will Be The Power Unit In LNER’s New CAF Tri-Mode Trains?

There is a short article in the January 2024 Edition of Modern Railways, that is entitled New LNER Fleet To Have Joint Line Capability.

This is said about the diesel engines in the new CAF tri-mode trains.

CAF will supply 10×10-car trains with overhead electric, battery and diesel capability, financed by Porterbrook. The inclusion of diesel engines as part of the winning bid, rather than a straightforward battery-electric  unit, has surprised some observers, but LNER’s specification was that the fleet should have sufficient self-powered capability to cover the length of the joint line, which is approximately 90 miles. This is currently to be  considered to be beyond the scope of battery-power alone, although as the technology evolves diesel engines could be replaced by batteries. The configuration of diesel engines and batteries within the sets has yet to be decided.

As the paragraph says that the diesel engines can be replaced by batteries and the trains are from CAF’s modular Civity family, it sounds like CAF are using a modular power system.

The CAF Class 195, 196 and 197 diesel multiple units, that are used in the UK,  use mtu Railcar Power Packs, which are shown on this web page.

mtu are a Rolls-Royce subsidiary.

mtu also make a Hybrid Power Pack, which is shown on this web page.

This is the sub-title on the web page.

Individual hybrid drive with a modular design

Underneath is this sub-heading.

It takes revolutionary thinking to develop a smart rail drive system like the Hybrid PowerPack. Find out what makes mtu different, and why our Hybrid PowerPack brings added value to operators while benefiting passengers and the environment alike.

These paragraphs describe the mtu Hybrid PowerPack.

The Hybrid PowerPack was developed from the successful mtu underfloor drives: Tried and tested mtu PowerPacks were modified and equipped with additional components and functionalities in order to integrate hybrid technology. The mtu hybrid concept consists of a modular kit with a variety of drive elements. It satisfies all existing railway standards and can be arranged according to customer specifications.

Thanks to its compact design and the use of power-dense electrical machines, the Hybrid PowerPack can be easily integrated in the existing installation space under the floor, both in new rail vehicles or for repowering. mtu EnergyPacks – the energy storage – can be positioned at various places in the vehicle: on the roof or underfloor. The modular design creates great flexibility for operators who are planning new diesel hybrid vehicles or want to convert existing vehicles.

Based on specifications for the hybrid train and the profile of the planned routes, mtu can simulate the lifecycle costs (capital, maintenance and operating costs) of specific projects. This means that a variety of drive options can be defined even before the design stage. Together with you, we then determine an optimal concept based on your needs.

Note.

  1. mtu Hybrid PowerPacks can be used in new rail vehicles or for repowering.
  2. It looks to me, that the total of 161 of Class 195, 196 and 197 trains, that will soon be all in service in the UK may well have been designed to be converted to hybrid power using mtu Hybrid PowerPacks.
  3. In Would You Buy A Battery Energy Storage System From Rolls-Royce?, I talk about how mtu EnergyPacks are also used for battery storage.
  4. In fact, mtu EnergyPacks could be the secret ingredient to both systems.

This looks like a typical Rolls-Royce product, that pushes the design to the full.

I will be very surprised if LNER’s new CAF tri-mode trains are not powered by mtu Hybrid PowerPacks.

I have a few thoughts.

CAF Are Going For A Proven Solution

CAF are going for a proven power solution, that they will also need for 161 trains in the UK.

Integration of systems like these can be difficult but CAF are using another company to combine diesel, electric and battery power in an efficient way.

I also feel that mtu Hybrid PowerPacks have a big future and Rolls Royce mtu will do what it takes to make sure they dominate the market.

Decarbonising The Trains

I suspect given Rolls-Royce’s philosophy, that the diesel engines will run on sustainable fuels from delivery.

But as the extract from the Modern Railways article says, the space used by diesel engines can be used for batteries.

Follow The Money

Consider.

  1. Porterbrook and Rolls-Royce are both based in Derby.
  2. Porterbrook are a rolling stock leasing company, who own a lot of rolling stock, that could be converted to hybrid trains, using mtu Hybrid PowerPacks.
  3. Porterbrook are financing  LNER’s new CAF tri-mode trains.

I wouldn’t be surprised if Porterbrook and Rolls-Royce have done a lot of due diligence on these trains.

Other Train Operators Will Follow

LNER’s new CAF tri-mode trains may be a bespoke design for LNER, but other train operators will need a similar train.

  • CrossCountry need a replacement low-carbon fleet.
  • ScotRail need a replacement fleet for their Inter7City services.
  • Great Western Railway need a replacement fleet for their GWR Castles.
  • Grand Central need a replacement low-carbon fleet.
  • TransPennine Express need new trains.
  • Open Access Operator Grand Union Trains will need trains.

I think CAF are gong to be busy.

Conclusion

The more I read about Rolls-Royce and its engineering, the more I’m impressed.

 

January 1, 2024 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , | 7 Comments

Eurostar Cancels All Today’s Trains After Tunnel Floods

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

This is the sub-heading.

Eurostar has cancelled all of Saturday’s services to and from London St Pancras due to flooding in a tunnel under the River Thames, throwing new year travel into chaos.

These are the first two paragraphs.

This morning, Eurostar said it hoped later services could run but it has now cancelled all 41 trains.

All Southeastern’s high-speed services to Ebbsfleet, which use the same line, have also been cancelled.

I know the tunnel shouldn’t flood, but Eurostar don’t seem to have an adequate emergency plan to keep things moving, when it does.

The plan would obvious depend on where and what the problem was, but if something goes wrong at the London end of High Speed One, then surely the remaining infrastructure should be used to run an emergency service.

With flooding in the tunnel between Stratford International and Ebbsfleet International, trains could only run as far as Ebbsfleet, but surely an hourly shuttle could be run between Ebbsfleet and both Brussels and Paris.

The problem would surely be getting travellers between St. Pancras and Ebbsfleet International.

  • There can be no trains between Central London and Ebbsfleet International, as the tunnel is flooded and can’t be used.
  • Rail replacement buses would be difficult to organise at such short notice.
  • I doubt rail replacement buses could be run from St. Pancras station, as traffic is generally solid in the area of the station at all times.

The nearest station to Ebbsfleet International is Northfleet station, which has four trains per hour (tph) to and from London; two each to St. Pancras and Charing Cross.

I have walked between Ebbsfleet International and Northfleet stations, but in times of disruption, I’m sure buses operating a shuttle would be better.

The Wikipedia entry for Northfleet station, explains, why the pedestrian link has not been built, in this paragraph.

The station is very close to Ebbsfleet International station (the NNE entrance is only 334 yards (305 m) from Northfleet’s station), but passengers (using public transport) will find it far easier to access Ebbsfleet International from Gravesend or Greenhithe, as these stations are more accessible and offer easy access to Fastrack bus services. The walking route between the two stations is 0.6 miles (1 km) or 0.8 miles (1.3 km) and a suitable pedestrian link has not been built because of funding issues and objections from Land Securities.

Perhaps after the pantomime this Christmas, the connection will be improved.

So4’s Law will probably mean, that if it is built, it will only be used by travellers and those working at Ebbsfleet International station for whom it is more convenient.

 

December 30, 2023 Posted by | Transport/Travel | , , , , , , , , , | 2 Comments

Firm Develops Jet Fuel Made Entirely From Human Poo

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

This is the sub-heading.

A new aviation company has developed a type of jet fuel made entirely from human sewage.

These are the first three paragraphs.

Chemists at a lab in Gloucestershire have turned the waste into kerosene.

James Hygate, Firefly Green Fuels CEO, said: “We wanted to find a really low-value feedstock that was highly abundant. And of course poo is abundant.”

Independent tests by international aviation regulators found it was nearly identical to standard fossil jet fuel.

It certainly seems to have a lot going for it.

I have some other thoughts.

What About Disposable Nappies?

I wrote Are Disposable Nappies A Wasted Resource?, about making hydrocarbon fuels from disposable nappies.

Should Disposable Nappies Be Collected Separately?

My food waste is collected separately in a special bin. Hackney Council say this is what happens to food waste.

Food waste from households in Hackney is sent to an anaerobic digestion facility in south east England, where it’s turned into renewable energy to power homes and biofertiliser to be spread on local farmland to grow crops.

Surely, a similar or appropriate process could be used for disposable nappies.

Biomethane From Sewage Works

In Centrica Signs UK Biomethane Agreement With Yorkshire Water And SGN Commercial Services, I wrote about how Centrica have found a way to distribute biomethane from sewage works using the UK’s gas grid.

Could Firefly take the solids and Centrica the biomethane?

Given that water companies are regularly blamed for spilling sewage could there be an opportunity for a large sewage works to be a major producer of green fuels for agriculture, aviation, industry and road transport.

December 27, 2023 Posted by | Energy, Transport/Travel | , , , , , , , | 1 Comment

‘Rollercoasters In My Back Yard’: Welcome To Universal Studios Bedford

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

This is the sub-heading.

Britain’s answer to Orlando could be a 480-acre world boasting big rides, bigger films and 7m visitors a year. Some locals are far from enchanted

These three paragraphs introduce the story.

Picture the scene: It’s a snowy Christmas Eve, 2030, at King’s Cross station. Dozens of families from across the UK and Europe gather as the station speakers announce: “The train now leaving platform 9¾ is the Hogwarts Express, calling at the Wizarding World of Harry Potter. And Bedford.”

The stuff of JK Rowling’s fiction? Perhaps not.

For, if all goes to plan, a featureless 480 acres of industrial and agricultural land a short broomstick’s ride from downtown Bedford will, by the end of the decade, become one of the world’s most spectacular theme parks.

I have a few thoughts.

Eden Project Morecambe

Eden Project Morecambe will be the first of a new generation of theme parks in the UK.

The new Eden Project is to be developed at Morecambe, which is close to Lancaster. As Lancaster will be an High Speed Two  terminus, Eden Project North could be connected to HS2 by a high tech shuttle like the Luton DART. So the Eden Project North will also attract day trippers from a large proportion of England and the South of Scotland.

I believe increasingly we will see theme parks, bringing in their visitors on futuristic public transport systems.

The Location Of Universal Studios Bedford

This map from Universal Destinations & Experiences shows the location of the site of the proposed Universal Studios Bedford.

Note.

  1. The site is shown by yellow shading.
  2. The blue lines are major roads.
  3. The pink lines are railways.
  4. The rail link running to the West of the site is currently the Marston Vale Line, which is being developed into the East West Railway between Oxford and Cambridge via Milton Keynes.
  5. The East West Railway will also connect to Ipswich, Norwich and Reading.
  6. The rail link running to the East of the site is the Midland Main Line, which links St. Pancras station with Derby, Nottingham and Sheffield.

The site certainly has excellent transport connections.

Expanding Rail Connections At Universal Studios Bedford

I believe that in these days of climate change, that theme parks and other attractions like sports stadia and shopping centres will develop their rail connections.

Universal Studios Bedford could have two stations.

  •  Kempston Hardwick on the East West Railway.
  • Their own station on the Midland Main Line.

Note.

  1. Both stations could be connected by a futuristic people mover transporting visitors around the site.
  2. Using current train times, trains would take thirty minutes between the theme park and St. Pancras for Eurostar to and from Europe.
  3. Thameslink’s trains could shuttle visitors to and from Luton Airport.

It should also be noted that several of Southern England’s most visited sites are just a train ride away.

Easy Places To Visit

These attractions would be easy to visit.

  • Bicester Village – Direct train from Kempston Hardwick after 2024.
  • Cambridge – Direct train from Kempston Hardwick after 2030.
  • London – Direct train from the new station after it’s built.
  • Oxford – Direct train from Kempston Hardwick after 2024.
  • Woburn Safari Park – Direct train from Kempston Hardwick after 2024.

Note.

All trains would be electric or battery-electric powered.

I have assumed that rail services between Oxford and Bedford open in 2024.

I have assumed that rail services between Oxford and Cambridge open in 2030.

Conclusion

This is an interesting idea, which is at an excellent location. But will the locals like it?

 

 

December 24, 2023 Posted by | Transport/Travel, World | , , , , , , , , , , , , | 4 Comments

Extra Capacity On The Elizabeth Line At Tottenham Court Road Station

When I go to Oxford Street, I generally use the Elizabeth Line from Moorgate.

  • If I need the Western end of Oxford Street, I use the Western entrance of Bond Street station.
  • If I need John Lewis or Leon in Hanover Square, I use the Eastern entrance of Bond Street station.
  • If I need the Eastern end of Oxford Street or Marks & Spencer at the Pantheon, I use the Western entrance of Tottenham Court Road station.
  • If I need Tottenham Court Road or the British Museum, I use the Eastern entrance of Tottenham Court Road station.

Today, as I was going to Marks & Spencer at the Pantheon, I used the Western entrance of Tottenham Court Road station.

It wasn’t very busy and the tunnels and escalators were easily coping with Christmas shoppers.

But if Crossrail 2 ever gets built, Tottenham Court Road station could be the only interchange between the Elizabeth Line and Crossrail 2.

So I was pleased to see that someone had had the foresight to leave space for a fourth escalator at the Western entrance of Tottenham Court Road station.

I took these pictures as I returned.

A fourth escalator could easily be fitted on the right of the escalator on which I descended.

December 23, 2023 Posted by | Transport/Travel | , , , , , , , | Leave a comment

Bedford Depot’s Massive Solar Roof Helps Thameslink On Way To Net Zero

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

These four paragraphs give full details of the project.

Work has begun installing one of Bedford’s biggest solar arrays – on the roof of Govia Thameslink Railway’s (GTR’s) train depot, in Cauldwell Walk.

Almost 1,000 photovoltaic panels (932) will generate 322 MWh of electricity a year – enough to power 120 homes every year, saving more than 66 tonnes of CO2e. They form part of GTR’s commitment to become carbon ‘net zero’ for all its energy needs by 2050.

The solar roof – one of four at different depots across GTR’s vast 11 county network – is being installed by not-for-profit community climate action group Energy Garden.

When it comes online in the New Year, Energy Garden will sell half the solar electricity to GTR to power the depots and plough profits from selling what’s left over into community development projects – Energy Garden already works with more than 50 community groups.

This Google Map shows the location of Bedford Cauldwell Park TMD with respect to Bedford station.

Note.

Bedford station is at the top of the map.

Bedford Cauldwell Park TMD is marked by the red arrow.

This second map shows the depot to an enlarged scale.

Note.

  1. The map appears to show several roofs, that could be candidates for solar panels.
  2. At least one shed sells cars. Do they sell electric ones?

As the rail depot appears to be the largest building of its type in the centre of Bedford, in the future will it be serving as a advert for Energy Garden?

This project sounds like a good idea.

And I like the way it’s financed.

December 22, 2023 Posted by | Energy, Finance, Transport/Travel | , , , , , , , | 2 Comments

Getlink To Enable The Doubling Of Direct High Speed Rail Services From The UK Over The Next 10 Years Via The Channel Tunnel

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

This is the sub-heading.

This doubling will be achieved by reducing the “time to market” from 10 to 5 years for operators who intend to launch new services between London and Cologne, London and Frankfurt, London and Geneva, London and Zurich.

These three paragraphs introduce the press release.

On 6 May 2024, Eurotunnel, a wholly owned subsidiary of Getlink, will celebrate 30 years since the opening of the Channel Tunnel and the introduction of the first LeShuttle and LeShuttle Freight rail services linking Folkestone (Kent)to Coquelles (Pas-de-Calais). This year will also mark the 30th anniversary of the first direct rail links between London and Paris, and London and Brussels.

Three decades after this pioneering step forward in Europe’s rail network, and in the wake of the development of the recently introduced link between London and Amsterdam, Eurotunnel is aiming to further accelerate the low-carbon mobility of people between the UK and continental Europe by doubling the number of new direct destinations from London via the Channel Tunnel over the next 10 years.

The reduction in the time needed to launch new services to just 5 years is the fruit of the work by Eurotunnel, the infrastructure manager and keystone of the cross-Channel high-speed links, in cooperation with partners from across the European ecosystem (infrastructure managers, authorities, manufacturers, regulators).

Getlink will use these four steps towards simplification.

  • Market research carried out by Eurotunnel to identify destinations.
  • Standardisation of Tunnel regulations with the relevant authorities.
  • Integration of tunnel specific criteria with manufacturers in their standard rolling stock offering.
  • Preparing cross-Channel connections with network operators and stations.

It will be so good to have more services between London and Europe.

December 20, 2023 Posted by | Transport/Travel | , , , , , , | 2 Comments

Great Western Railway Updates EHRT On Its Upcoming Operational Trial Of Fast Charge Tech

The title of this post, is the same as that of this article on Electric and Hybrid Rail Technology.

This is the sub-heading.

Great Western Railway’s senior program manager, Sonya Johns, speaks to Electric & Hybrid Rail Technology about the firm’s progress on developing ex-Vivarail Fast Charge technology for battery-powered trains, ahead of operational trials due to commence in 2024.

The article is a must-read as it describes the progress since First Group, acquired the assets and intellectual property of Vivarail and its Fast Charge battery train technology.

This paragraph describes the components of the Fast Charge technology.

The Fast Charge system consists of three key components: retractable charging shoe gear, which is mounted to the underframe of the train; short (4m) charging rails mounted between the underframe of the train; and the Fast Charge Battery Bank (FCBB) installed beside the track, acting as an energy buffer between the train and the grid.

This paragraph outlines the benefits of the system.

The Fast Charge system has several benefits, according to Johns, including high charging power, enabling the train to be recharged in around 10 minutes; a standard DNO connection, avoiding costly power supply upgrades; full automation, with no driver interaction required; low safety risk (the charging rails are never live unless fully covered by the train); and minimal disruption during installation, as the FCBB is manufactured offsite and the charging rails are attached to existing sleepers.

This sounds like a system, that has been designed by someone fed up with regulators saying no to innovative ideas.

Other points from the article include.

  1. The shoe gear has been designed to be easily installed on any rolling stock.
  2. The one-year trial of the Fast Charge technology and the Class 230 battery train on the West Ealing and Greenford line will commence in spring 2024.
  3. GWR will capture and analyze data during the trial to understand how the technology performs in different conditions.

The article finishes with this paragraph.

The work, according to GWR, is part of its commitment to reduce the carbon emissions of its train fleet with a view to removing all diesel-only traction from the network by 2040, in line with the Government’s Transport Decarbonisation Plan.

Adrian Shooter would have been pleased if he was here to see it.

 

December 20, 2023 Posted by | Energy, Transport/Travel | , , , , , , , , , | 2 Comments

Major Boost For Hydrogen As UK Unlocks New Investment And Jobs

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

These three bullet points, act as sub-headings.

  • Eleven new production projects will invest around £400 million up front over the next 3 years, growing the UK’s green economy

  • More than 700 jobs to be created, representing the largest number of commercial scale green hydrogen production projects announced at once anywhere in Europe

  • New certainty for industry as government sets out hydrogen ambitions, including future production, transport and storage rounds

These two paragraphs outline the investment.

Over 700 jobs will be created across the UK in a world-leading hydrogen industry from the South West of England to the Highlands of Scotland, backed by £2 billion in government funding over the next 15 years.

Energy Security Secretary Claire Coutinho today (Thursday 14 December) announced backing for 11 major projects to produce green hydrogen – through a process known as electrolysis – and confirmed suppliers will receive a guaranteed price from the government for the clean energy they supply.

Note.

  1. This represents the largest number of commercial scale green hydrogen production projects announced at once anywhere in Europe.
  2. It is green hydrogen produced by electrolysis.
  3. The projects appear to be distributed around the UK.
  4. 125 MW of new hydrogen for businesses will be delivered.

I detailed the shortlist in Hydrogen Business Model / Net Zero Hydrogen Fund: Shortlisted Projects Allocation Round 2022, which used this press release from the Government as source.

Projects And Topics

This notice from the Government lists the eleven successful projects.

Projects and topics mentioned in the notice include.

Bradford Low Carbon Hydrogen

I was very impressed, when I went to see the public exhibition of this project.

  • One of the reasons for building the electrolyser, is that Bradford has too many steep hills for electric buses, so will have to use more powerful hydrogen buses.
  • I also got talking to a Bradford councillor, who said that they were going to use hydrogen to attract businesses to the city.
  • It’s also rather large with a capacity of 24.5 MW.

The press release also gives this comment from Gareth Mills, Managing Director at N-Gen who said.

This is an important and exciting project, not just for Bradford, but also for the wider area and the community that lives here, so we are delighted to now have financial backing from government to allow us to start work on the site.

Bradford Council declared a climate emergency in 2019 and we believe this facility will play an important role in helping the area deliver on its climate change ambitions.

We know hydrogen can support decarbonising all energy types including transport, and producing green hydrogen is central to this, so we’re really excited to work with Hygen to deliver this development.

I very much feel that other large towns and cities will follow Bradford’s example.

Carlton Power

Carlton Power is a developer, who have been successful with bids for three hydrogen production projects.

The links go to the respective web sites.

The press release also gives this comment from Eric Adams, Carlton Power’s Hydrogen Projects Director who said.

We are delighted with today’s announcement from the Department for Energy Security and Net Zero (DESNZ).  Securing contracts for each project – totalling 55MW of capacity and an investment of c£100 million, and each with planning consent – is a major achievement and places Carlton Power among the leading British companies that are helping to build the hydrogen economy in the UK.

The press release also gives this comment from Keith Clarke, Founder and Chief Executive of Carlton Power who said.

We are supporting UK industry to decarbonise their operations, supporting the UK’s efforts to reach net zero and we are a catalyst for green investment and jobs into the UK regions.  Working with our financial partners, Schroders Greencoat, we can now work towards Final Investment Decisions for each scheme in the early part of next year and thereafter work to have the 3 enter commercial operation within 2 years.

Carlton Power seem pleased, they got all the projects, they wanted.

Cromarty Hydrogen Project

The Cromarty Hydrogen Project has a web site, where this is said about the background of the project.

This Proposed Development would form part of the North of Scotland Hydrogen Programme recognised in the Scottish Government’s Hydrogen Action Plan1 The North of Scotland Hydrogen Programme is a strategic programme in line with the Scottish Government’s resolve to achieve Net Zero greenhouse gas (GHG) emissions by 2045 and the UK Government’s ambition by 2050. The programme is aimed at developing hydrogen production hubs across the North of Scotland to supply hydrogen, initially to meet industrial and heavy goods vehicle (HGV) transport demand in the near term and then expand to cater to additional hydrogen demands in the future.

The Cromarty Hydrogen Project is the first project in the Scotland Hydrogen Programme. It originated from a collaboration between the Port of Cromarty Firth, ScottishPower, Glenmorangie, Whyte & Mackay and Diageo and the project originator, Storegga during the feasibility stage. This project is looking to develop a green hydrogen production hub in the Cromarty Firth region and revolves around the local distilleries forming the baseload demand for early phases of the project, which would enable them to decarbonise in line with their own ambitions and sector targets.

Note.

  1. In Cromarty Firth And Forth To Host First Green Freeports, I talk about how Cromarty Firth is going to be a green freeport.
  2. The electrolyser is a medium-sized one at 10.6 MW.
  3. Initially HGVs will take a large part of the output.

The distillers seem to be playing a large part. I assume it it’s because distilling needs a lot of heat to boil off all the water from a spirit.

The press release also gives this comment from Sarah Potts, Storegga’s Hydrogen Managing Director, who said.

After a lot of hard work by the integrated Storegga and ScottishPower project team, particularly over the past 18 months since the UK government launch of HAR1, I’m delighted that Cromarty has been selected by the UK government Department of Energy Security and Net Zero as one of 11 projects to be awarded a funding support contract. As an SME originating from North East Scotland, I believe Storegga is able to bring a unique perspective and ambition to deliver decarbonisation solutions for Scottish industry. We look forward to now being able to take the project forward to a final investment decision in 2024, with first production in 2026 and continuing to grow our hydrogen investments in the region.

The Cromarty Hydrogen Project appears to be a local project developed to satisfy a local need, but within Government policy.

Green Hydrogen 3

I wrote about this project in Government Hydrogen Boost To Help Power Kimberly-Clark Towards 100% Green Energy Target.

It is being developed by HYRO at Northfleet for Kimberly-Clark.

The press release also gives this comment from Alex Brierley, co-head of Octopus Energy Generation’s fund management team, who said.

This is a major milestone as this funding will enable HYRO to roll out green hydrogen projects at scale in hard-to-electrify industrial processes. Our first project will be working with Kimberly-Clark to flush away fossil fuels when manufacturing Andrex and Kleenex. We’ve got a big pipeline of projects to help even more industrial businesses decarbonise – and we’re on track to invest billions in this sector.

Note.

  1. Will Andrex become the bog-roll of choice for the supporters of Extinction Rebellion and Just Stop Oil?
  2. Octopus Energy seem to be getting their fingers into lots of projects.
  3. I suspect that Octopus Energy will need billions.

I very much like the way that Kimberly-Clark are going and it will be interesting, if they bring out a sales philosophy based on low-carbon manufacture.

Hydrogen Blending

The press release talks of hydrogen blending.

Ministers have also announced their decision to support hydrogen blending in certain scenarios – subject to an assessment of safety evidence and final agreement.

Currently, less than 1% of the gas in distribution networks is hydrogen. Under proposals, hydrogen could be blended with other gases in the network as an offtaker of last resort, working to reduce costs in the hydrogen sector by helping producers, and to support the wider energy system.

Hydrogen blending may help achieve the UK’s net zero ambitions, but would have a limited and temporary role as the UK moves away from the use of natural gas.

When I was a wet-behind-the-ears young engineer working on ICI’s hydrogen plant at Runcorn in the 1960s, one of the topics over coffee was how can ICI find more markets for the hydrogen they produce. I suspect a lot of the excess hydrogen went to raise steam in ICI’s power station. That wasn’t very efficient or profitable.

But suppose it is deemed safe to have up to 5 % of hydrogen in the natural gas supply. Then an electrolyser operator, would know they have an offtaker of last resort, which would in effect set a minimum price for the hydrogen.

  • I believe this could help their sales of hydrogen to heavy gas users, within easy reach by pipeline or truck of the electrolyser.
  • It might also attract businesses with a heavy energy usage or large carbon emissions to relocate close to an electrolyser.

Allowing hydrogen blending will also mean that no expensive hydrogen is wasted.

The government’s proposal on hydrogen blending is very sensible.

Hydrogen In Home Heating

The press release says this about using hydrogen for home heating.

Ministers have decided not to proceed with a hydrogen trial in Redcar, as the main source of hydrogen will not be available. The government recognises the potential role of hydrogen in home heating and will assess evidence from the neighbourhood trial in Fife, as well as similar schemes across Europe, to decide in 2026 whether and how hydrogen could help households in the journey to net zero.

I believe the ideal way to heat homes and other buildings depends on what is available at the building’s location.

Promising ideas are coming through, but I haven’t seen one that will suit my circumstances.

But something will come through and my engineering instinct says it will be powered by natural gas and the carbon will be captured. The system would probably work on a district-wide basis.

HyMarnham

HyMarnham is probably the most unusual of the projects.

It is a collaboration between J G Pears and GeoPura.

J G Pears describe themselves like this on their web site.

JG Pears is one of the UK’s leading processors of animal by-products and food waste. Pioneering environmentally-aware practices since we started out in 1972, we play a vital role in the agricultural and food industries.

GeoPura has this mission statement on their web site.

GeoPura has a totally zero-emissions answer to how we’re going to generate, store and distribute the vast amount of energy required to decarbonise our global economies. Clean fuels. Green fuels. We believe that renewable energy is the future.

It appears that a 9.3 MW electrolyser will be built on the site of the demolished High Marnham coal-fired power station, which is shown on this Google Map.

Note.

  1. The River Trent runs North-South across the map.
  2. There are two villages of High and Low Marnham in the middle of the map.
  3. The circles at the top of the map indicate the cooling towers of the demolished High Marnham power station.
  4. The High Marnham power station site is now owned by J G Pears.
  5. J G Pears Newark site is to the West of Low Marnham village.
  6. In the North-East corner of the map is the Fledborough viaduct, which crosses the River Trent.
  7. Network Rail’s High Marnham Test Track runs East-West across the map and uses the Fledborough viaduct to cross the Trent.

This second Google Map shows a close up of the former power station site.

Note.

  1. Network Rail’s High Marnham Test Track runs East-West across the map at the top.
  2. The remains of High Marnham power station can be clearly seen.
  3. The sub-stations that connected the power station to the grid are still in place.

This article on Energy-Pedia is entitled UK: HyMarnham Power’s Green Hydrogen Project Shortlisted for UK’s Net Zero Hydrogen Fund and contains this paragraph.

Harnessing the expertise of GeoPura and JG Pears, the site will be powered by 43 MW of new solar energy and utilises 8MW of electrolysers; establishing a long-term supply of low carbon hydrogen in the region.

Note that the electrolysers are now sized at 9.3 MW.

It looks to me like one or both companies wanted an electrolyser and J G Pears had the site, so engineers and executives of the two companies got together in a decent real ale pub, started thinking and the result is HyMarnham.

  • Electricity can come from the solar panels or the National Grid.
  • Excess solar electricity can be exported through the National Grid.
  • There is plenty of space on the site for a hydrogen filling station for vehicles.
  • There could even be a filling point for refueling hydrogen-powered trains on the High Marnham Test Track.

The Energy-Pedia article indicates that GeoPura and JG Pears would like to get started this year.

Could the partners install a small electrolyser linked to the National Grid, initially, so that Network Rail has the ability to test hydrogen trains?

InchDairnie Distillery In Scotland

I have just looked at the InchDairnie Distillery web site.

  • It looks a high class product.
  • The company is best described as Scotch Whisky Reimagined.
  • The company is based in Fife near Glenrothes.
  • They appear to have just launched a rye whisky, which they are aiming to export to Canada, Japan and Taiwan.

The press release says this about InchDairnie.

InchDairnie Distillery in Scotland, who plan to run a boiler on 100% hydrogen for use in their distilling process.

That would fit nicely with the image of the distillery.

I suspect the hydrogen will be brought in by truck.

But would a zero-carbon whisky be a hit at Extinction Rebellion and Just Stop Oil parties?

PD Ports In Teesside

The press release says this about PD Ports.

PD Ports in Teesside, who will use hydrogen to replace diesel in their vehicle fleet, decarbonising port operations from 2026

I’ve felt for some time, that ports and freight interchanges, where you have lots of cranes, trucks and other diesel-powered equipment running hither and thither, is a good application for hydrogen, as not only does it cut carbon-emissions, but it also provides cleaner air for the workforce.

PD Ports have a Wikipedia entry, where this is said about their operations.

As of 2013 PD Ports owns and operates the Ports of Tees and Hartlepool under the name Teesport. The company also operates the Hull Container Terminal at the Port of Hull, and provides stevedoring and warehousing services at the Port of Immingham; logistics and warehousing at the Port of Felixstowe, Scunthorpe, and Billingham; and operates a wharf on the Isle of Wight. The company also owns the short sea ports in Scunthorpe (Groveport), Howden (Howdendyke, River Ouse, Yorkshire), and Keadby (River Trent).

The company appears to be bigger, than just Teesport and this project could grow.

The hydrogen for this project in Teesport appears to come from Tees Green Hydrogen, which will be a 5.2 MW facility developed by EDF Renewables Hydrogen.

The press release also gives this comment from Sopna Sury, Chief Operating Officer Hydrogen RWE Generation, who said.

Today’s announcements on the first 2 hydrogen allocation rounds mark a significant milestone in the development of the UK hydrogen economy. They represent a shift from policy development to project delivery, giving industry more clarity on the route to final investment decisions. Alongside the wider policy publications, this demonstrates that the UK wants to be a leader in delivering the clean energy transition.

These early projects are vital not only in driving the production of electrolytic hydrogen but also in signalling the need to build-out the T&S infrastructure for its wider distribution.

As a company with ambitions to develop approximately 2 gigawatts of green hydrogen projects across all our markets, and to invest around 8 billion euros net in green technologies in the UK between 2024-2030, RWE looks forward to being part of building a thriving hydrogen ecosystem in the UK.

These are positive words from the German energy company; RWE.

Sofidel In South Wales

The press release says this about Sofidel.

Sofidel in South Wales, who will replace 50% of their current gas boiler consumption with hydrogen at their Port Talbot paper mill.

The Wikipedia entry for the Sofidel Group has this first paragraph.

Sofidel is an Italian multinational producer of tissue paper for sanitary and domestic use. The Sofidel Group was founded in 1966. It is one of the world leaders in the tissue paper market and the second largest producer in Europe behind Essity. The privately held company is owned by the Stefani and Lazzareschi families, has subsidiaries in 13 countries and more than 6,600 employees.

Note.

  1. From the Wikipedia entry, it looks like the company has a good record on sustainability and has set itself good objectives.
  2. Sofidel are nor far from Tata Steel, who could be another large hydrogen user.
  3. Port Talbot will be a support port for the wind farms in the Celtic Sea.
  4. This is a typical hydrogen application, which reduces emission of carbon dioxide.
  5. But like me, have the Italian owners of the company been impressed with some of the Italian food, I’ve eaten in South Wales?
  6. Are British sweeteners better than Italian ones?
  7. The hydrogen for this project appears to come from HyBont Bridgend, which will be a 5.2 MW facility developed by Marubeni Europower.

The press release also gives this comment from Mr Tomoki Nishino, President and CEO of Marubeni Europower Ltd, who said.

Marubeni team is very honoured to be selected as a recipient of Hydrogen Allocation Round 1. Recently in October 2023, Marubeni signed an MoU with the UK government whereby we have shown our plan to invest £10 billion (along with our partners) into UK green business. We truly hope that a combination of HAR1 funding and Marubeni’s investment help decarbonize UK through HyBont, especially in the South Wales region.

It all seems to be happening in Port Talbot.

Tees Green Hydrogen

Tees Green Hydrogen is a 5.2 MW project being developed by EDF Renewables on Teesside.

The project has a web site, which has this project description on the home page.

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 press release also gives this comment from Tristan Zipfel, Director of Strategy and Analysis at EDF Renewables UK, who said.

Today’s announcement is a huge leap forward for green hydrogen innovation which has the capacity to guarantee the long-term sustainability of industry in the North East. We are delighted that the government has given this vote of confidence in both EDF Renewables UK, Hynamics and the capacity of the region to be a world-leader in green technology and innovation.

The press release also gives this comment from Pierre de Raphelis-Soissan, CEO at Hynamics UK, who said.

This is a very important step towards realising the potential of Tees Green Hydrogen and making a ground breaking contribution to decarbonisation in the Tees Valley. The project is uniquely placed to be scalable in order that future demand can be met as hydrogen-based technology becomes the industrial norm.

Note.

  1. The project will be powered by both wind and solar.
  2. Hynamics is a subsidiary of EDF.
  3. I suspect that this project will supply PD Ports with hydrogen.

This project looks like it could be just a starter for 5.2 MW.

West Wales Hydrogen

West Wales Hydrogen is a 14.2 MW project being developed by H2 Energy and Trafigura in West 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.

I know it will work, as I used to own half a company that leased a lot of trucks in Ipswich.

  • My experience, also says the model would work with taxis, Transit-sized vans, company cars and vehicles like Defenders.
  • It would also work very well around Ipswich, like my company did.

The press release also gives this comment from Julien Rolland, CEO of H2 Energy Europe, who said.

We are very grateful for the support that the UK government has announced for our 20MW electrolytic hydrogen production facility, marking a significant milestone in our journey to develop South Wales’s first large-scale green hydrogen production plant. The facility will enable industry in South Wales to transition to using green hydrogen produced from renewable energy sources.

The green hydrogen produced at Milford Haven will be used to displace natural gas and other fossil fuels in industrial and chemical processes and contribute to the decarbonisation of the local industry. The interest that we’ve already received from local industry means we are already reviewing the opportunity to scale up the facility.

I can see this model being applied all over the UK.

Whitelee Green Hydrogen

Whitelee Green Hydrogen is a 7.1 MW project being developed by Scottish Power close to the Whitelee Wind Farm.

The Whitelee Wind Farm has a comprehensive Wikipedia entry, where this is said about the future of the wind farm.

In May 2009, the Scottish Government granted permission for an extension to the wind farm to produce up to a further 130 megawatts of power, which would increase the total generating capacity of Whitelee to 452 MW.

In 2010 a 75 turbine extension commenced, adding an additional 217 MW of capacity, enough to power the equivalent of over 124,000 homes. This brought the total generating capacity of the wind farm up to 539 MW. Additionally, the extension added a further 44 km of trails to the site. John Sisk and Son Limited and Roadbridge were jointly appointed as Principal Contractors for the site during construction with Alstom Limited erecting and commissioning the wind turbines. 

In August 2012 Scottish Power announced that it was applying for a further small extension of five turbines on the west of the existing site, adding 12 MW of capacity. This was refused by the DPEA on 19 Oct 2016.

A £21 million (US$29.35 million) 50MW/50MWh grid battery is being added to improve resource utilization, with plans for a 40 MW solar farm and a 20 MW hydrogen electrolyzer.

The press release also gives this comment from Peter Jones, Director of ScottishPower Green Hydrogen Business, who said.

The first wave of production facilities like Whitelee and Cromarty will demonstrate that zero-emission hydrogen can be delivered at commercial scale and drive the development of a viable market for the green fuel. 

It will also create highly skilled green jobs across the UK and quickly support a world leading supply chain.

It’s early days for this burgeoning market and government support is to be welcomed to help deliver a future green hydrogen economy.

With 539 MW of wind, 40 MW of solar and a 50MW/50MWh grid battery to drive a 7.1 MW electrolyser, this should prove to be a reliable source of green hydrogen.

My Thoughts

I have a few extra thoughts.

Coverage Is Rather Patchy

Some areas of the UK don’t seem to be well-served with green hydrogen from this funding.

  • East Suffolk with all those trucks going to and from the Port of Felixstowe. There’s certainly no lack of renewable energy.
  • Humberside with all its energy-hungry industries. There’s certainly no lack of renewable energy.
  • Hampshire with all those trucks going to and from the ports of Portsmouth and Southampton. But there is a lack of renewable energy.
  • Lincolnshire with all those trucks going to and from Immingham. There’s certainly no lack of renewable energy.
  • London with all those local trucks delivering building materials to sites all over the capital. But then the current Mayor doesn’t have a hydrogen policy.

I would assume, that some of these areas will be funded for hydrogen in the second round.

 

December 20, 2023 Posted by | Energy, Finance, Hydrogen, Transport/Travel | , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , | 3 Comments

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