The Anonymous Widower

Further Thoughts On BP’s Successful INTOG Bid

I have been searching the web and I feel BP’s successful INTOG bid may be different.

In 13 Offshore Wind Projects Selected In World’s First Innovation And Targeted Oil & Gas Leasing Round, I decided that BP’s bid, which only was for 50 MW of offshore wind would generate hydrogen and send it to shore through the Forties Pipeline System, which is owned by INEOS.

My reasons for feeling that it would generate hydrogen were as follows.

  • In the wider picture of wind in the North Sea, BP’s proposed 50 MW wind farm is a miniscule one. SSE Renewables’s Dogger Bank wind farm is over a hundred times as large.
  • A cable to the shore and substation for just one 50 MW wind farm would surely be expensive.
  • BP Alternative Energy Investments are also developing a 2.9 GW wind farm some sixty miles to the South.
  • It would probably be bad financial planning to put large and small wind farms so close together.

I still believe for these and other reasons, that there is no reason to believe that the proposed 50 MW wind farm is a traditional wind farm and most likely it will be paired with an appropriately-sized electrolyser producing around twenty tonnes of hydrogen per day.

But instead of being sent ashore by using the Forties Pipeline System, could this hydrogen be sent directly to the coast near Aberdeen, in its own personal hydrogen pipeline?

  • Using a variety of maps, I have estimated the distance at only around twenty miles.
  • With all the experience from BP and their suppliers, there must be a solution for a relatively short hydrogen pipeline.

I also found this scientific paper on ScienceDirect, which is entitled Dedicated Large-Scale Floating Offshore Wind To Hydrogen: Assessing Design Variables In Proposed Typologies, which talks about three different layouts.

  • Centralised Onshore Electrolysis
  • Decentralised Offshore Electrolysis
  • Centralised Offshore Electrolysis

All would appear to be feasible.

There is a lot of information in the scientific paper and it leads me to the conclusion, that hydrogen could be generated offshore and transferred by pipeline to storage on the shore.

The paper shows a design for a submarine hydrogen pipeline and schematics of how to design a system.

I believe that BP’s proposed system could deliver around twenty tonnes of hydrogen per day to the shore.

The system could be as simple as this.

  • A few large floating wind turbines would be positioned offshore, perhaps twenty miles from shore.
  • Perhaps 5 x 10 MW, 4 x 12 MW turbines or 3 x 16 MW could be used. Deciding would be one of those calculations, that combines accountancy, data, engineering and finance, which are great fun.
  • The offshore distance would be carefully chosen, so that complaints about seeing them from the shore would be minimised.
  • The generated electricity would be collected at a floating electrolyser, where hydrogen would be created.
  • The hydrogen would be pumped to the shore.
  • The floating electrolyser could also contain hydrogen storage.

I think there is large scope for innovation.

  • I can imagine drones and helicopters delivering equipment and personnel to service the electrolyser.
  • Underwater hydrogen storage could be developed.
  • A standard system could be developed for rolling out anywhere.
  • It could be placed in the sea, by a steelworks or other large hydrogen user.

In its own right the concept would develop new markets, which is one of the wind farm’s aims.

Could This Be The Route To Create Affordable Hydrogen For All?

BP would be failing their customers, employees and shareholders, if they weren’t developing a zero-carbon alternative to diesel and petrol.

Offshore hydrogen electrolysers strategically placed along the coastline, could provide a reliable hydrogen supply to a that sizeable proportion of the world’s population, who live near to the coast.

Could The Technology Be Adapted To Motorway And Large Service Stations?

This document on the UK Government web site, gives the mileage statistics of lorries (HGVs) and has this sub-heading.

In 2019 lorries travelled 17.4 billion vehicle miles, remaining broadly stable (increasing slightly by 0.3%) compared with 2018.

It breaks this figure down, by the class of road.

  • Motorways – 8.0 – 46 %
  • A Roads – 6.3 – 36 %
  • Rural Minor Roads – 0.9 – 5 %
  • Urban A Roads – 1.5 – 9 %
  • Urban Minor Roads – 0.7 – 4 %

Note that 82 % of HGV mileage is on Motorways or A roads. Anybody, who has ever driven a truck bigger than a Ford Transit over a distance of upwards of fifty miles, knows that trucks and vans regularly need to be fuelled up on the road. And that applies to the drivers too, who also by law must take a break, away from the cab.

Charging an electric truck could be a lengthy business and would require service stations to be connected directly to the nation grid and be fitted with a substantial number of heavy duty chargers.

One thing, that would be difficult with an electric truck, would be a Splash-and-Dash, if a truck was nearing the destination  and needed a small amount of charging to meet delivery schedules.

Because of the distances involved, the driving rules, the often tight schedules and the fast filling, I am convinced that there will be a large proportion of hydrogen-powered trucks and vans on the road and these will need a network of service stations where hydrogen is available.

Look at these overhead view of South Mimms Services, where the M25 and the A1(M) cross to the North of London.


I would envisage that at least four 10 MW wind turbines, which have a rotor diameter of around 160-190 metres could be dotted around and inside the site including inside the roundabout.

  • The electrolyser would be slightly smaller than that which would be used at Aberdeen.
  • Perhaps fifteen tons per day of hydrogen could be generated.
  • No hydrogen needed on the site would ever be brought in by truck.
  • Wind-generated electricity could also power the hotels, restaurants and the service station.
  • As the percentage of vehicles running on fossil fuels decreased, the air quality in the area of the service station, should increase.
  • How many people, who lived locally would switch to a hydrogen-powered runabout and fill it up perhaps once a week, when they passed?

Much of the technology needed to add a hydrogen option to a typical large service station has already been developed and some would also be needed to build BP’s 50 MW offshore wind farm with an electrolyser.





March 26, 2023 Posted by | Energy, Hydrogen | , , , , , , , , , , , | 1 Comment

Tevva Starts First Mass Production Of Electric Lorries In UK

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

These are the first three paragraphs.

Tevva is building its 7.5 tonne vehicles at Tilbury in Essex after it received European Community Whole Vehicle Type Approval (ECWVTA), meaning it can start producing and selling in volume across the UK and Europe.

The start-up has already started delivering its first mass-produced lorries to customers including Travis Perkins and Royal Mail. It expects to sell up to 1,000 in 2023.

Described as “ideal” for last mile and urban delivery fleets, the electric truck offers up to 227km range from its 105kWh battery on a single charge. It will be followed later in 2023 by a 7.5 tonne hydrogen-electric alternative. The hydrogen range extender will reportedly increase the range up to 570km.

That seems like a good start to me; certification, orders for a thousand and generous ranges with or without a hydrogen extender.

In Equipmake Hybrid To Battery Powered LT11, I described Equipmake’s battery-electric New Routemaster bus.

Both the battery-electric Routemaster and the Tevva truck seem to have generous ranges, so has better battery technology been developed.


January 13, 2023 Posted by | Hydrogen, Transport/Travel | , , , , | Leave a comment

Tevva Lands $57m For Electric And Hydrogen Trucks

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

This is the sub-title.

Tevva has secured $57m for its new London-based production facility to scale up manufacturing of its electric and hydrogen trucks.

It certainly looks like this well-connected company of Israeli origin, could be going places.

November 16, 2021 Posted by | Hydrogen, Transport/Travel | , , , | Leave a comment

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

Tevva Presents 7.5 Tonne Truck With Range Extender

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

This is the first paragraph.

The English company Tevva has presented a 7.5-tonne truck that is supposed to have a range of up to 250 kilometres in electric drive mode and a range of up to 500 kilometres with the FC range extender activated. Production of the Tevva truck is scheduled to start in July 2022.

I like the concept, as it appears to give a reasonable range.

  • The design team behind the truck have a good pedigree.
  • The trucks are of a size to handle a useful load.
  • Larger trucks will be produced later.
  • The trucks will be built in a factory in the London Freeport.

I think we’ll see a lot more larger battery-electric vehicles with hydrogen range extenders.

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

Walking From Finsbury Square To Liverpool Street Station

In Finsbury Square Car Park Becomes British Land Hub For Delivery Drivers, I wondered if


So today, I walked the route from Finsbury Square To Liverpool Street Station.


  1. The roads around Finsbury Square are probably the narrowest on the route between Finsbury Square and Liverpool Street station.
  2. Sun Street, Appold Street and Primrose Street are wide roads and didn’t strike me as too busy for eleven in the morning.
  3. The Old Cab Road is a high capacity route into Liverpool Street station between Platforms 10 and 11.

If Finsbury Square Car Park is be used to distribute parcels and light freight that is to be handled in Liverpool Street station, the roads between the car park and the station are more than adequate for an electric shuttle truck designed for the task.


  • I suspect that Finsbury Square Car Park would need remodelled access ramps.
  • There might be a need for a second entrance or exit on the East side of the site.
  • The gardens on top probably need a makeover.

I wouldn’t be surprised if British Land dug another floor or two beneath the car park.

August 27, 2021 Posted by | Transport/Travel | , , , , , | Leave a comment

DHL Teams With Volvo Trucks To Speed Up Transition To Fossil-Free Trucking

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

This is the introductory paragraph.

Electric buses, electric garbage trucks, and even electric construction equipment are becoming more and more commonplace in urban landscapes, but there’s still some debate over whether or not battery electric vehicles will take over open-road, long distance trucking any time soon. To help make the case that electric trucking is the way forward, DHL Freight and Volvo Trucks have partnered to speed up the introduction of heavy duty electric trucks to be used for regional transport throughout Sweden.

Read the article and see what you think.

The author takes the view that electric trucks may be able to handle heavy duty road transport and that would sideline expensive fuel cell trucks powered by hydrogen.

This is a paragraph.

If it’s successful, the move to battery electric trucking could be one of the final nails in the coffin of expensive hydrogen fuel cell projects like Nikola Trucks and Volvo’s own recently acquired Daimler truck division.

I  am not so sure, that he is right!

Recently, I wrote Holyhead Hydrogen Hub Planned For Wales and Felixstowe And Harwich Ports Submit Bid For ‘Freeport’ Status, where hydrogen hubs are proposed at the posts of Holyhead and Felixstowe.

  • This is a distance of 335 miles.
  • As trucks average 55 mph on motorways and dual carriageways, this journey would take six hours.
  • Six hours is the maximum time a truck driver can work without a break.
  • Tesla have said that their battery Semi Truck will have a range of 300 or 500 miles.

I feel that this rough calculation shows that both electric and hydrogen trucks could handle the Felixstowe and Holyhead route.

  • With the battery truck, the weight and size of the battery would probably reduce the payload.
  • Factors like cost of ownership, payload and drivers hours would probably play a big part in the choice.
  • Trucks would need to be refuelled at the start of the journey, if they’d just come off a ferry.
  • On Tesla’s figures, recharging a battery truck would take thirty minutes.

Once we start looking at practical journeys like say Cologne and Dublin, if you want to do it with one truck, it has to be hydrogen.

But a container between Felixstowe and Holyhead could probably be handled by an electric truck.

If you look at between Dover and Holyhead, that is 370 miles and at 55 mph, it would take almost seven hours. So the driver would need a break.


There will need to be extensive modelling to decide, what type of truck is best for a particular route, operator and cargo.

Daimler’s Philosophy

In Daimler Trucks Presents Technology Strategy For Electrification – World Premiere Of Mercedes-Benz Fuel-Cell Concept Truck, I examined Daimler’s strategy for hydrogen and electric trucks.

This is a summary of their philosophy.

  • Mercedes-Benz GenH2 Truck, a fuel-cell truck with a range of up to 1,000 kilometres and more for flexible and demanding long-haul transport – customer trials in 2023, start of series production in second half of this decade.
  • Mercedes-Benz eActros LongHaul, a battery-electric truck with a range of about 500 kilometres for energy-efficient transport on plannable long-haul routes – projected to be ready for series production in 2024.
  • Mercedes-Benz eActros, a battery-electric truck with a range of well over 200 kilometres for heavy urban distribution to go into series production in 2021.


  1. 500 kilometres is 310 miles,
  2. The Mercedes-Benz eActros LongHaul will be able to handle Dover or Felixstowe and Holyhead with a thirty minute driver break/battery charge somewhere in the Midlands.
  3. The Mercedes-Benz GenH2 Truck will be able to handle Dover or Felixstowe and Holyhead without refuelling.
  4. The Mercedes-Benz GenH2 Truck will be able to handle a 620 mile out-and-back journey from Dover or Felixstowe without refuelling. This would allow journeys to Birmingham, Derby, Leeds, Liverpool, Manchester, Nottingham and Sheffield

The flexibility built into Daimler’s philosophy is probably a sensible approach and ideal for truck journeys from Dover and Felixstowe.

Daimler would appear to have done a lot of modelling.



February 25, 2021 Posted by | Hydrogen, Transport/Travel | , , , , | Leave a comment