Green Volt On Track To Power UK Oil & Gas Platforms By Mid-2020s
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Flotation Energy and Vårgrønn have submitted a Marine Licence application for the Green Volt floating offshore wind farm.
These two paragraphs outline the project.
This consent application could allow the project to start generating power in the mid-2020s, making it the most advanced oil and gas decarbonisation project in the UK, the developers said.
Flotation Energy and Vårgrønn are applying for a lease for Green Volt under the Crown Estate Scotland’s Innovation and Targeted Oil and Gas (INTOG) round.
Green Volt wind farm already has a web site, which gives these details of the wind farm.
- It will be 50 miles off Peterhead.
- 300-500 MW
- Operational in 2027.
The offshoreWIND.biz article also says that the project has the potential to generate enough green power to electrify all major oil and gas platforms in the Outer Moray Firth area.
I can’t wait for the successful INTOG bids to be announced in April.
Engineers are creating exciting times.
Skegness Station To Benefit From A £3.3m Improvement Package
The title of this post, is the same as that of this article on Rail Technology Magazine.
I took these pictures of Skegness station, on a visit to the town in July last year, which I wrote about in A Trip To Skegness.
I feel that Skegness station would welcome some improvement.
The Rail Technology Magazine article says this about the project.
Upon completion of the project, customers will be able to utilise a number of enhanced facilities, including an improved accessible toilet with changing spaces, two new start-up offices, a community café and retail provisions. Upgrades will continue through improved access into the station for pedestrians and vehicles, offering integration with the surrounding community.
Work is hoped to start this year.
A Modern Zero-Carbon Train Service
If £3.3 million is going to be spent on Skegness station, would it not be a good idea to have better trains serving the station.
In A Trip To Skegness, I talked about updating the hourly Nottingham and Skegness service using Class 170 trains with Rolls-Royce MTU Hybrid PowerPacks.
I wonder if this route could be improved by fitting the Class 170 trains with Rolls-Royce MTU Hybrid PowerPacks?
- The hybrid technology would have a lower fuel consumption and allow electric operation in stations.
- The prototype hybrid is already working on Chiltern Railways in a Class 168 train.
- The Class 168 train is an earlier version of the Class 170 train and they are members of the Turbostar family.
- Rolls-Royce are developing versions of these hybrid transmissions, that will work with sustainable fuels.
- As we have a total of 207 Turbostar trainsets, these could be a convenient way of cutting carbon emissions on long rural lines.
- As Rolls-Royce MTU are also developing the technology, so their diesel engines can run on hydrogen, it is not outrageous to believe that they could be on a route to complete decarbonisation of this type of train.
I believe that we could see hydrogen-hybrid Class 170 trains, with a Rolls-Royce badge on the side.
But would it be possible to go the whole way using one of Stadler’s battery-electric trains?
Consider the service between Nottingham and Skegness.
- It is hourly.
- The route is run by 100 mph Class 170 trains.
- Nottingham and Grantham are 22.7 miles apart.
- Grantham and Skegness are 58.2 miles apart.
- Trains take four minutes to reverse at Grantham.
- Trains wait 20 minutes before returning at the two end stations.
- Trains reverse at Nottingham in a bay platform, which is numbered 2.
- Grantham is electrified.
- Nottingham station will be electrified in the next few years.
- Skegness station is next to the bus station in the middle of the town, so hopefully the electricity supply is robust enough to charge buses and trains.
Stadler make a train called an Akku.
- It is a member of the FLIRT family.
- It is a 100 mph train.
- I wrote Stadler FLIRT Akku Battery Train Demonstrates 185km Range, which means it could run between Nottingham and Skegness without intermediate charging.
This leads me to the conclusion that with charging systems at Nottingham and Skegness and taking a four-minute top-up at Grantham if needed, a FLIRT Akku could handle this route with ease.
Conclusion
Skegness is a town that needs leveling-up. A refurbished station and 100 mph electric trains to Grantham and London would be a good start.
UK And Welsh Governments To Explore New Rail Links Between South Wales And England
The title of this post, is the same as that of this press release from the UK Government.
These are the three bullet points.
- UK and Welsh governments today (2 February 2023) announce a new study to improve transport connectivity between south-east Wales and west of England
- the study, backed by £2.7 million of UK government funding, will look at options for new railway stations and rail services on the South Wales Main Line
- this project will focus on relieving congestion on the M4, a vital connector between south Wales and the rest of the UK
The stations are not named, but it is said that they could be between Cardiff and the Severn Tunnel.
The last paragraph changes direction a bit.
Lord Peter Hendy also proposed reviewing the route connecting north Wales to the north-west of England, better connectivity with HS2 and a package of railway improvements to increase connectivity and reduce journey times between Cardiff, Birmingham and beyond.
I find this development very interesting, but typical of the sensible approach one would expect from Lord Peter.
In Could High Speed Two Serve Holyhead?, I looked at the route and came to this conclusion.
London Euston and Holyhead could be a serious proposition.
With some development and a new fast ferry, it could also open up a practical zero-carbon route between Great Britain and Ireland.
Times of four and a half hours between London Euston and Dublin could be possible.
I suspect that time would appeal to green tourists, especially those in First with a good meal.
Climate Change: The Paper Mill Using Elephant Poo To Go Greener
The title of this post, is the same as that of this article on the BBC.
There is a video and these two paragraphs.
You might think of paper mills as being part of Victorian England but there is one just outside of London which is trying to change the way we think about and use paper.
Frogmore Paper Mill in Apsley, near Hemel Hempstead, is considered to be the birthplace of paper’s industrial revolution, housing the oldest mechanised paper mill in the world.
Frogmore Paper Mill sounds like a good place for a visit.
Cummins’ First Female Engineer Retiring After Nearly 40 Years In A Pioneering Role
The title of this post, is the same as that of this article on Commercial Carrier Journal.
The article was picked up by my Google Alert for the Cummins X15H, which is their new hydrogen internal combustion engine for large trucks.
This is the first paragraph.
Amy Boerger, Cummins vice president and general manager of on-highway for North America, is retiring in March following a nearly 40-year career. Srikanth Padmanabahn, president of Cummins’ engine business segment, said Boerger has been critical to the company’s success and leaves behind a legacy that will propel the company ahead. “She is a trusted partner and advisor and has strengthened many customer relationships that are more important than ever as they look to us for the solutions of today and tomorrow during this period of energy transition,” Padmanabahn said.
The article is an interesting long read for anybody, who is interested in the future of large diesel engines and the thinking of one of the world’s biggest players in the diesel engine industry.
This is an important paragraph.
“When we go to customers and they ask us ‘Hey, is electric for me?’ or ‘Is hydrogen for me?’ we try to steer them away from those questions,” said Samperio, who serves . “Instead, why don’t we start with the question on what are you trying to achieve. What are your goals? How do you operate? And then after we understand that, then we’ll be in a better position to say (whether) this technology fits your operation a little better or … that technology fits your operation a little better. That way, I think it allows us to just have a conversation more about what they’re trying to achieve rather than picking winners and losers.”
Samperio will be the lady’s successor.
Could Class 777 Trains Create A Metro Centred On Preston?
Preston station is a major station on the West Coast Main Line, that will be served by High Speed Two.
- Electric long distance services to and from Birmingham, Carlisle, Liverpool, London Euston, Manchester, Edinburgh and Glasgow serve the station.
- Electric and diesel local services fan out from the station to Barrow-in-Furness, Blackburn, Blackpool, Burnley, Colne, Liverpool, Manchester and Ormskirk.
- Other local services could be developed.
Could the local services be turned into a zero-carbon Metro centred on Preston station, that would possibly use a version of Merseyrail’s Class 777 trains?
The Routes
These routes could be part of the Metro.
Preston And Barrow-in-Furness
Consider.
- This route is 55.8 miles long.
- The service calls at Lancaster, Carnforth, Silverdale, Arnside, Grange-over-Sands, Kents Bank, Cark, Ulverston, Dalton and Roose
- The route is electrified between Preston and Carnforth.
- 28.1 miles of the route are without electrification.
Northern use Class 195 diesel trains on this route.
Preston And Blackpool North
Consider.
- This route is 17.5 miles long.
- The service calls at Kirkham & Wesham, Poulton-le-Fylde and Layton
- The route is fully-electrified.
Northern use Class 195, 319 and 331 trains on this route.
Preston And Blackpool South
Consider.
- This route is 19.9 miles long.
- The service calls at Salwick, Kirkham & Wesham, Moss Side, Lytham, Ansdell & Fairhaven, St Annes-on-the-Sea, Squires Gate and Blackpool Pleasure Beach
- The route is electrified between Preston and Kirkham & Wesham
- 12.1 miles of the route are without electrification.
Northern use diesel trains on this route.
Preston And Colne
Consider.
- This route is 29.1 miles long.
- The service calls at Lostock Hall, Bamber Bridge, Pleasington, Cherry Tree, Mill Hill, Blackburn, Rishton, Church & Oswaldtwistle, Accrington, Huncoat, Hapton, Rose Grove, Burnley Barracks, Burnley Central, Brierfield and Nelson.
- Colne is 165 metres above sea level.
- The route is not electrified.
Northern use diesel trains on this route.
This route could also be extended to Skipton in Yorkshire, which is something that was promised by Government a few years ago.
The extension to Skipton could be another 15 miles.
Preston And Fleetwood
Consider.
- This route is 20.9 miles long.
- The service could call at Salwick, Kirkham & Wesham and Poulton-le-Fylde
- The route is electrified between Preston and Poulton-le-Fylde
- This route would need to be reinstated.
6.6 miles of the route are without electrification.
Preston And Liverpool Lime Street via St. Helens
Consider.
- This route is 35.2 miles long.
- The service calls at Huyton, St Helens Central, Wigan North Western, Euxton Balshaw Lane and Leyland
- The route is fully-electrified.
Northern use Class 319 and 331 trains on this route.
Preston And Manchester Airport
Consider.
- This route is 35.2 miles long.
- The service calls at Heald Green, Manchester Piccadilly, Manchester Oxford Road, Deansgate, Salford Crescent, Bolton, Lostock, Horwich Parkway, Blackrod, Adlington (1tph), Chorley, Buckshaw Parkway and Leyland
- The route is fully-electrified.
Northern use Class 195 and 331 trains on this route.
Preston And Ormskirk
Consider.
- This route is 15.3 miles long.
- The service calls at Burscough Junction, Rufford and Croston.
- The route is not electrified.
Merseyrail have their eyes on this route.
Preston And Windermere
Consider.
- This route is 50.3 miles long.
- The service calls at Lancaster, Carnforth, Oxenholme Lake District, Kendal, Burneside and Staveley
- The route is electrified between Preston and Oxenholme Lake District.
- 10.2 miles of the route are without electrification.
Northern use Class 195 diesel trains on this route.
Class 777 Trains
Consider.
- According to Stadler’s specification for the Class 777 IPEMU, the battery-equipped Class 777 trains have a range of 55 km or 34.2 miles.
- But, according to New Merseyrail Train Runs 135km On Battery, these trains have done 135 km or 83.9 miles.
- As there is no third-rail electrification at Preston, but lots of 25 KVAC overhead electrification, the version of the Class 777 train for 25 KVAC overhead will need to be used.
- There is no way that any third-rail electrification can be installed.
One comment to my post; The Stadler Data Sheet For A Class 777 IPEMU, suggests that batteries can’t be used with the 25 KVAC variant of the Class 777 due to lack of space.
I will use a starting point for the Class 777 IPEMU, that can access 25 KVAC has a range of 40 miles, which is just under half of the demonstrated maximum range of the current trains.
Class 331 Trains With Batteries
CAF have proposed a battery-electric version of their Class 331 train.
The closely-related Class 195 diesel trains and Class 331 trains already work some of the routes through Preston.
In Thoughts On CAF’s Battery-Electric Class 331 Trains, I estimated the range of these trains and reckoned that they would be between 35 and 70 miles.
The South Wales Valley Lines Solution
In The Greening Of The Valleys, I describe how the South Wales Metro will use a mix of trains.
- Stadler Citylink tram-trains for local routes.
- Stadler FLIRTs for routes on the main lines.
So could a Metro centred on Preston be based on the same principle?
I’ll look at each line in order.
Preston And Barrow-in-Furness
Consider.
- This route is 55.8 miles long.
- 28.1 miles of the route are without electrification.
- Northern use Class 195 diesel trains on this route.
A Class 331 with a battery range of sixty miles could work this route, charging the batteries between Preston and Carnforth.
Preston And Blackpool North
Any train that could use 25 KVAC electrification could use this route.
Preston And Blackpool South
Consider.
- This route is 19.9 miles long.
- 12.1 miles of the route are without electrification.
- Northern use diesel trains on this route.
A Class 777 with a battery range of 24.2 miles could work this route, charging the batteries between Preston and Kirkham & Wesham.
Preston And Colne
Consider.
- This route is 29.1 miles long.
- Colne is 165 metres above sea level.
- The route is not electrified.
- Northern use diesel trains on this route.
A Class 777 with a battery range of 30 miles could work this route, charging the batteries at Preston and Colne.
It might be prudent to electrify the single track line between Gannow Junction and Colne, so that trains have enough power to climb the hill to Colne and reach Colne with a full battery.
The extension to Skipton would require a range of 30 miles or just fifteen miles, if the 25 KVAC at Skipton was used to recharge the trains.
Preston And Fleetwood
Consider.
- This route is 20.9 miles long.
- 6.6 miles of the route are without electrification.
A Class 777 with a battery range of 13.2 miles could work this route, charging the batteries between Preston and Poulton-le-Fylde.
Preston And Liverpool Lime Street via St. Helens
Any train that could use 25 KVAC electrification could use this route.
Preston And Manchester Airport
Any train that could use 25 KVAC electrification could use this route.
Preston And Ormskirk
Consider.
- This route is 15.3 miles long.
- The route is not electrified.
A Class 777 with a battery range of 30.6 miles could work this route.
Trains would charge on their home network.
Preston And Windermere
Consider.
- This route is 50.3 miles long.
- 10.2 miles of the route are without electrification.
- Northern use Class 195 diesel trains on this route.
A Class 331 with a battery range of 20.4 miles could work this route, charging the batteries between Preston and Oxenholme Lake District.
Electrification Between Preston and Skipton Via Colne
Earlier when discussing the service to Colne and Slopton, I said this.
It might be prudent to electrify the single track line between Gannow Junction and Colne.
But surely, as this would mean, that virtually the whole route between The West Coast Main Line at Preston and the East Coast Main Line would be electrified, it would be sensible to electrify between Preston and Gannow Junction.
If this electrification were to be made continuous, this would mean the following.
- There would be a fully-electrified line between Blackpool and Leeds, which could be worked by Class 331 trains.
- There could be a valuable diversion route to help, whilst the main transPennine routes were upgraded.
- Class 777 trains with batteries would only be needed on the Blackpool South and Fleetwood routes from Preston.
The battery range needed would be just 24.2 miles to handle the longer Blackpool South route.
HS2 Smashes Carbon Target
The title of this post, is the same as that of this article on Rail Engineer.
This is a must-read article which explains how the various companies building High Speed Two are progressing in making all of the work sites diesel-free.
GeoPura is mentioned in the article and on this page on GeoPura’s case studies, which is entitled HS2 Reveals Successful Results Of Hydrogen Generator Trial, full details of the trial are given.
An HS2 construction site in London has held successful trials for two zero-emissions hydrogen fuel cell-based electricity generators – cutting carbon and improving air quality for workers and the local community.
The two GeoPura 250kVA hydrogen power units (HPUs) were trialled over the last year at HS2’s Victoria Road Crossover Box in Ealing, as a direct replacement for diesel generators to power machinery on the site.
There is also this video from High Speed Two.
Note.
- The use of electric cranes, diggers, dump trucks.
- The red trailer with lots of small cylinders, which is used to supply hydrogen.
- HS2 are also using HVO and flywheels to store energy.
- The video is narrated by HS2’s Air Quality Manager. If every project had one of these, it must surely speed decarbonisation.
We need more electric construction.
Low Carbon Construction Of Sizewell C Nuclear Power Station
Sizewell C Nuclear Power Station is going to be built on the Suffolk Coast.
Wikipedia says this about the power station’s construction.
The project is expected to commence before 2024, with construction taking between nine and twelve years, depending on developments at the Hinkley Point C nuclear power station, which is also being developed by EDF Energy and which shares major similarities with the Sizewell plant.
It is a massive project and I believe the construction program will be designed to be as low-carbon as possible.
High Speed Two is following the low-carbon route and as an example, this news item on their web site, which is entitled HS2 Completes Largest Ever UK Pour Of Carbon-Reducing Concrete On Euston Station Site, makes all the right noises.
These three paragraphs explain in detail what has been done on the Euston station site.
The team constructing HS2’s new Euston station has undertaken the largest ever UK pour of Earth Friendly Concrete (EFC) – a material that reduces the amount of carbon embedded into the concrete, saving over 76 tonnes of CO2 overall. John F Hunt, working for HS2’s station Construction Partner, Mace Dragados joint venture, completed the 232 m3 concrete pour in early September.
The EFC product, supplied by Capital Concrete, has been used as a foundation slab that will support polymer silos used for future piling works at the north of the Euston station site. Whilst the foundation is temporary, it will be in use for two years, and historically would have been constructed with a more traditional cement-based concrete.
The use of the product on this scale is an important step forward in how new, innovative environmentally sustainable products can be used in construction. It also helps support HS2’s objective of net-zero construction by 2035, and achieve its goal of halving the amount of carbon in the construction of Britain’s new high speed rail line.
Note.
- Ten of these slabs would fill an Olympic swimming pool.
- I first wrote about Earth Friendly Concrete (EFC) in this post called Earth Friendly Concrete.
- EFC is an Australian invention and is based on a geopolymer binder that is made from the chemical activation of two recycled industrial wastes; flyash and slag.
- HS2’s objective of net-zero construction by 2035 is laudable.
- It does appear that this is a trial, but as the slab will be removed in two years, they will be able to examine in detail how it performed.
I hope the Sizewell C project team are following High Speed Two’s lead.
Rail Support For Sizewell C
The Sizewell site has a rail connection and it appears that this will be used to bring in construction materials for the project.
In the January 2023 Edition of Modern Railways, there is an article, which is entitled Rail Set To Support Sizewell C Construction.
It details how sidings will be built to support the construction, with up to four trains per day (tpd), but electrification is not mentioned.
This is surprising to me, as increasingly, big construction projects are being managed to emit as small an amount of carbon as possible. Sizewell C may be an isolated site, but in Sizewell B, it’s got one of the UK’s biggest independent carbon-free electricity generators a couple of hundred metres away.
The writer of the Modern Railways article, thinks an opportunity is being missed.
I feel the following should be done.
- Improve and electrify the East Suffolk Line between Ipswich and Saxmundham Junction.
- Electrify the Aldeburgh Branch Line and the sidings to support the construction or agree to use battery-electric or hydrogen zero-carbon locomotives.
Sizewell C could be a superb demonstration project for low-carbon construction!
Sizewell C Deliveries
Sizewell C will be a massive project and and will require a large number of deliveries, many of which will be heavy.
The roads in the area are congested, so I suspect rail is the preferred method for deliveries.
We already know from the Modern Railways article, that four tpd will shuttle material to a number of sidings close to the site. This is a good start.
Since Sizewell A opened, trains have regularly served the Sizewell site to bring in and take out nuclear material. These occasional trains go via Ipswich and in the last couple of years have generally been hauled by Class 88 electro-diesel locomotives.
It would be reasonable to assume that the Sizewell C sidings will be served in the same manner.
But the route between Westerfield Junction and Ipswich station is becoming increasingly busy with the following services.
- Greater Anglia’s London and Norwich services
- Greater Anglia’s Ipswich and Cambridge services
- Greater Anglia’s Ipswich and Felixstowe services
- Greater Anglia’s Ipswich and Lowestoft services
- Greater Anglia’s Ipswich and Peterborough services
- Freight services serving the Port of Felixstowe, which are expected to increase significantly in forthcoming years.
But the Modern Railways article says this about Saxmundham junction.
Saxmundham junction, where the branch meets the main line, will be relaid on a slightly revised alignment, retaining the existing layout but with full signalling giving three routes from the junction protecting signal on the Down East Suffolk line and two in the Down direction on the bidirectional Up East Suffolk line. Trap points will be installed on the branch to protect the main line, with the exit signal having routes to both running lines.
Does the comprehensive signalling mean that a freight train can enter or leave the Sizewell sidings to or from either the busy Ipswich or the quieter Lowestoft direction in a very safe manner?
I’m no expert on signalling, but I think it does.
- A train coming from the Lowestoft direction needing to enter the sidings would go past Saxmundham junction on the Up line. Once clear of the junction, it would stop and reverse into the branch.
- A train coming from the Ipswich direction needing to enter the sidings would approach in the wrong direction on the Up line and go straight into the branch.
- A train leaving the sidings in the Lowestoft direction would exit from the branch and take the Up line until it became single track. The train would then stop and reverse on to the Down line and take this all the way to Lowestoft.
- A train leaving the sidings in the Ipswich direction would exit from the branch and take the Up line all the way to Ipswich.
There would need to be ability to move the locomotive from one end to the other inside the Sizewell site or perhaps these trains could be run with a locomotive on both ends.
The advantage of being able to run freight trains between Sizewell and Lowestoft becomes obvious, when you look at this Google Map, which shows the Port of Lowestoft.
Note.
- The Inner Harbour of the Port of Lowestoft.
- The East Suffolk Line running East-West to the North of the Inner Harbour.
- Lowestoft station at the East side of the map.
I doubt it would be the most difficult or expensive of projects to build a small freight terminal on the North side of the Inner Harbour.
I suspect that the easiest way to bring the material needed to build the power station to Sizewell would be to do the following.
- Deliver it to the Port of Lowestoft by ship.
- Tranship to a suitable shuttle train for the journey to the Sizewell sidings.
- I estimate that the distance is only about 25 miles and a battery or hydrogen locomotive will surely be available in the UK in the next few years, that will be able to provide the motive power for the return journey.
In The TruckTrain, I wrote about a revolutionary freight concept, that could be ideal for the Sizewell freight shuttle.
In addition, there is no reason, why shuttle trains couldn’t come in from anywhere connected to the East Suffolk Line.
Zero-Carbon Construction
Sizewell C could be the first major construction site in the UK to use electricity rather than diesel simply because of its neighbour.
Conclusion
I shall be following the construction methods at Sizewell C, as I’m fairly sure they will break new ground in the decarbonisation of the Construction industry.
Offshore Wind Developers Answer Scotland’s Call For Innovation, Oil And Gas Decarbonisation
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Crown Estate Scotland has received a total of 19 applications for its Innovation and Targeted Oil and Gas (INTOG) offshore wind leasing process.
INTOG
Note that there are two sections to INTOG.
This document on the Crown Estate Scotland web site, is entitled INTOG – Public Summary and it defines the two sections.
Innovation:
- To enable projects which support cost reduction in support of commercial deployment of offshore wind including alternative outputs such as Hydrogen.
- To further develop Scotland as a destination for innovation and technical development which will lead to risk reductions and supply chain opportunity.
Applications in this section should be no more than 100 MW in capacity.
Targeted Oil and Gas:
- To maximise the role of offshore wind to reduce emissions from oil and gas production.
- To achieve target installed capacity in a way that delivers best value for Scotland, creating supply chain opportunity in alignment with Just Transition principles.
A rough estimate is that powering rigs by using offshore wind would increase gas production by around ten percent.
The Applications
The article says this about the applications.
Of the 19 applications, ten are for the Innovation part, while nine have been submitted for the TOG element.
It is expected that up to 500 MW will be awarded to innovation projects and around 4 GW for projects looking to decarbonise oil and gas assets.
The article also lists the known bidders.
Conclusion
I believe that there is going to be some outstanding applications for leases under the INTOG scheme.
I have already written about Cerulean Winds ambitious proposal in Cerulean Winds Is A Different Type Of Wind Energy Company, which could result in 6 GW of wind turbines installed amongst the oil and gas fields to provide electricity and decarbonise the platforms and rigs.
The Anonymous Widower 