Enabling The UK To Become The Saudi Arabia Of Wind?
The title of this post, is the same as that of a paper from Imperial College.
The paper can be downloaded from this page of the Imperial College web site.
This is a paragraph from the Introduction of the paper.
In December 2020, the then Prime Minister outlined the government’s ten-point plan for a green industrial revolution, expressing an ambition “to turn the UK into the Saudi Arabia of wind power generation, enough wind power by 2030 to supply every single one of our homes with electricity”.
The reference to Saudi Arabia, one of the world’s largest oil producers for many decades, hints at the significant role the UK’s energy ambitions hoped to play in the global economy.
Boris Johnson was the UK Prime Minister at the time, so was his statement just his usual bluster or a simple deduction from the facts.
The paper I have indicated is a must-read and I do wonder if one of Boris’s advisors had read the paper before Boris’s speech. But as the paper appears to have been published in September 2023, that is not a valid scenario.
The paper though is full of important information.
The Intermittency Of Wind And Solar Power
The paper says this about the intermittency of wind and solar power.
One of the main issues is the intermittency of solar and wind electricity generation, which means it cannot be relied upon without some form of backup or sufficient storage.
Solar PV production varies strongly along both the day-night and seasonal cycles. While output is higher during the daytime (when demand is
higher than overnight), it is close to zero when it is needed most, during the times of peak electricity demand (winter evenings from 5-6 PM).At present, when wind output is low, the UK can fall back to fossil fuels to make up for the shortfall in electricity supply. Homes stay warm, and cars keep moving.
If all sectors were to run on variable renewables, either the country needs to curb energy usage during shortfalls (unlikely to be popular with consumers), accept continued use of fossil fuels across all sectors (incompatible with climate targets), or develop a large source of flexibility such as energy storage (likely to be prohibitively expensive at present).
The intermittency of wind and solar power means we have a difficult choice to make.
The Demand In Winter
The paper says this about the demand in winter.
There are issues around the high peaks in heating demand during winter, with all-electric heating very expensive to serve (as
the generators built to serve that load are only
needed for a few days a year).Converting all the UK’s vehicles to EVs would increase total electricity demand from 279 TWh to 395 TWh. Switching all homes across the country to heat pumps would increase demand by a further 30% to 506 TWh.
This implies that the full electrification of the heating and transport sectors would increase the annual power needs in the country by 81%.
This will require the expansion of the electricity system (transmission capacity, distribution grids, transformers,
substations, etc.), which would pose serious social, economic and technical challenges.Various paths, policies and technologies for the decarbonisation of heating, transport, and industrial emissions must be considered in order for the UK to meet its zero-emission targets.
It appears that electrification alone will not keep us warm, power our transport and keep our industry operating.
The Role Of Hydrogen
The paper says this about the role of hydrogen.
Electrifying all forms of transport might prove difficult (e.g., long-distance heavy goods) or nigh impossible (e.g., aviation) due to the high energy density requirements, which current batteries cannot meet.
Hydrogen has therefore been widely suggested as a low-carbon energy source for these sectors, benefiting from high energy density (by weight), ease of storage (relative to electricity) and its versatility to be used in many ways.
Hydrogen is also one of the few technologies capable of
providing very long-duration energy storage (e.g., moving energy between seasons), which is critical to supporting the decarbonisation of the whole energy system with high shares of renewables because it allows times of supply and demand mismatch to be managed over both short and long timescales.It is a clean alternative to fossil fuels as its use (e.g., combustion) does not emit any CO2.
Hydrogen appears to be ideal for difficult to decarbonise sectors and for storing energy for long durations.
The Problems With Hydrogen
The paper says this about the problems with hydrogen.
The growth of green hydrogen technology has been held back by the high cost, lack of existing infrastructure, and its lower efficiency
of conversion.Providing services with hydrogen requires two to three times more primary energy than direct use of electricity.
There is a lot of development to be done before hydrogen is as convenient and affordable as electricity and natural gas.
Offshore Wind
The paper says this about offshore wind.
Offshore wind is one of the fastest-growing forms of renewable energy, with the UK taking a strong lead on the global stage.
Deploying wind turbines offshore typically leads to a higher electricity output per turbine, as there are typically higher wind speeds and fewer obstacles to obstruct wind flow (such as trees and buildings).
The productivity of the UK’s offshore wind farms is nearly 50% higher than that of onshore wind farms.
Offshore wind generation also typically has higher social acceptability as it avoids land usage conflicts and has a lower visual impact.
To get the most out of this resource, very large structures (more than twice the height of Big Ben) must be connected to the ocean floor and operate in the harshest conditions for decades.
Offshore wind turbines are taller and have larger rotor diameters than onshore wind turbines, which produces a more consistent and higher output.
Offshore wind would appear to be more efficient and better value than onshore.
The Scale Of Offshore Wind
The paper says this about the scale of offshore wind.
The geographical distribution of offshore wind is heavily skewed towards Europe, which hosts over 80% of the total global offshore wind capacity.
This can be attributed to the good wind conditions and the shallow water depths of the North Sea.
The UK is ideally located to take advantage of offshore wind due to its extensive resource.
The UK could produce over 6000 TWh of electricity if the offshore wind resources in all the feasible area of the exclusive economic zone (EEZ) is exploited.
Note.
- 6000 TWh of electricity per annum would need 2740 GW of wind farms if the average capacity factor was a typical 25 %.
- At a price of 37.35 £/MWh, 6000 TWh would be worth $224.1 billion.
Typically, most domestic users seem to pay about 30 pence per KWh.
The Cost Of Offshore Wind
The paper says this about the cost of offshore wind.
The cost of UK offshore wind has fallen because of the reductions in capital expenditure (CapEx), operational expenditure (OpEx), and financing costs.
This has been supported by the global roll-out of bigger offshore wind turbines, hence, causing an increase in offshore wind energy capacity.
This increase in installed capacity has been fuelled by several low-carbon support schemes from the UK government.
The effect of these schemes can be seen in the UK 2017 Contracts for Difference (CfD) auctions where offshore wind reached strike prices as low as 57.50 £/MWh and an even lower strike price of 37.35 £/MWh in 2022.
Costs and prices appear to be going the right way.
The UK’s Offshore Wind Targets
The paper says this about the UK’s offshore wind targets.
The offshore wind capacity in the UK has grown over the past decade.
Currently, the UK has a total offshore wind capacity of 13.8GW, which is sufficient to power more than 10 million homes.
This represents a more than fourfold increase compared to the capacity installed in 2012.
The UK government has set ambitious targets for offshore wind development.
In 2019, the target was to install a total of 40 GW of offshore wind capacity by 2030, and this was later raised to 50 GW, with up to 5 GW of floating offshore wind.
This will play a pivotal role in decarbonising the UK’s power system by the government’s deadline of 2035.
As I write this, the UK’s total electricity production is 31.8 GW. So 50 GW of wind will go a good way to providing the UK with zero-carbon energy. But it will need a certain amount of reliable alternative power sources for when the wind isn’t blowing.
The UK’s Hydrogen Targets
The paper says this about the UK’s hydrogen targets.
The UK has a target of 10 GW of low-carbon hydrogen production to be deployed by 2030, as set out in the British Energy Security Strategy.
Within this target, there is an ambition for at least half of the 10 GW of production capacity to be met through green hydrogen production technologies (as opposed to hydrogen produced from steam methane reforming using carbon capture).
Modelling conducted by the Committee on Climate Change in its Sixth Carbon Budget estimated that demand for low-carbon hydrogen across the whole country could reach 161–376 TWh annually by 2050, comparable in scale to the total electricity demand.
We’re going to need a lot of electrolyser capacity.
Pairing Hydrogen And Offshore Wind
The paper says this about pairing hydrogen and offshore wind.
Green hydrogen holds strong potential in addressing the intermittent nature of renewable generation sources, particularly wind and solar energy, which naturally fluctuate due to weather conditions.
Offshore wind in particular is viewed as being a complementary technology to pair with green hydrogen production, due to three main factors: a) the high wind energy capacity factors offshore, b) the potential for large-scale deployment and c) hydrogen as a supporting technology for offshore wind energy integration.
It looks like a match made in the waters around the UK.
The Cost Of Green Hydrogen
The paper says this about the cost of green hydrogen.
The cost of green hydrogen is strongly influenced by the price of the electrolyser unit itself.
If the electrolyser is run more intensively over the course of the lifetime of the plant, a larger volume of hydrogen will be produced and so the cost of the electrolyser will be spread out more, decreasing the cost per unit of produced hydrogen.
If the variable renewable electricity source powering the electrolyser has a higher capacity factor, this will contribute towards a
lower cost of hydrogen produced.Offshore wind in the UK typically has a higher capacity factor than onshore wind energy (up to 20%), and is around five times higher than solar, so pairing
offshore wind with green hydrogen production is of interest.
It would appear that any improvements in wind turbine and electrolyser efficiency would be welcomed.
The Size Of Wind Farms
The paper says this about the size of wind farms.
Offshore wind farms can also be larger scale, due to increased availability of space and reduced restrictions on tip heights due to planning permissions.
The average offshore wind turbine in the UK had a capacity of 3.6 MW in 2022, compared to just 2.5-3 MW for onshore turbines.
As there are fewer competing uses for space, offshore wind can not only have larger turbines but the wind farms can comprise many more turbines.
Due to the specialist infrastructure requirements for hydrogen transport and storage, and the need for economies of scale to reduce the costs of
production, pairing large-scale offshore wind electricity generation with green hydrogen
production could hold significant benefits.
I am not surprised that economies of scale give benefits.
The Versatility Of Hydrogen
The paper says this about the versatility of hydrogen.
Hydrogen is a highly adaptable energy carrier with numerous potential applications and has been anticipated by some as playing a key role in the future energy system, especially when produced through electrolysis.
It could support the full decarbonisation of “hard to decarbonise” processes within the UK industrial sector, offering a solution for areas which may be difficult to electrify or are heavily reliant on fossil fuels for high-temperature heat.
When produced through electrolysis, it could be paired effectively as an energy storage technology with offshore wind, with the potential to store energy across seasons with little to no energy degradation and transport low-carbon energy internationally.
The UK – with its significant offshore wind energy resources and targets – could play a potentially leading role in producing green hydrogen to both help its pathway to net zero, and potentially create a valuable export industry.
In RWE Acquires 4.2-Gigawatt UK Offshore Wind Development Portfolio From Vattenfall, I postulated that RWE may have purchased Vattenfall’s 4.2 GW Norfolk Zone of windfarms to create a giant hydrogen production facility on the Norfolk coast. I said this.
Consider.
- Vattenfall’s Norfolk Zone is a 4.2 GW group of wind farms, which have all the requisite permissions and are shovel ready.
- Bacton Gas terminal has gas pipelines to Europe.
- Sizewell’s nuclear power stations will add security of supply.
- Extra wind farms could be added to the Norfolk Zone.
- Europe and especially Germany has a massive need for zero-carbon energy.
The only extra infrastructure needing to be built is the giant electrolyser.
I wouldn’t be surprised if RWE built a large electrolyser to supply Europe with hydrogen.
The big irony of this plan is that the BBL Pipeline between Bacton and the Netherlands was built, so that the UK could import Russian gas.
Could it in future be used to send the UK’s green hydrogen to Europe, so that some of that Russian gas can be replaced with a zero-carbon fuel?
Mathematical Modelling
There is a lot of graphs, maps and reasoning, which is used to detail how the authors obtained their conclusions.
Conclusion
This is the last paragraph of the paper.
Creating a hydrogen production industry is a transition story for UK’s oil and gas sector.
The UK is one of the few countries that could produce more hydrogen than it consumes in hydrocarbons today.
It is located in the centre of a vast resource, which premediates positioning itself at the centre of the European hydrogen supply chains.
Investing now to reduce costs and benefit from the generated value of exported hydrogen would make a reality out of the ambition to become the “Saudi Arabia of Wind”.
Boris may or may not have realised that what he said was possible.
But certainly make sure you read the paper from Imperial College.
Thousands Pay More Tax In ‘Chaotic’ Yousaf Budget
The title of this post, is the same as that of this article in The Times.
It has this sub-heading.
Efforts to plug £1.5bn funding hole put Scotland at a disadvantage, say business leaders
I have a feeling that the rise in income tax will have unintended consequences.
The UK’s Current Hydrogen Plans
Last week, the UK Government announced grants for eleven big hydrogen projects, around the UK, with two in Scotland. The new Scottish electrolysers will be playing a large part in decarbonising the Scotch whisky industry and HGVs.
I wrote Major Boost For Hydrogen As UK Unlocks New Investment And Jobs to describe the investments scope and benefits.
The Government estimated that these grants will create 700 jobs, across the UK.
How many quality high-paid jobs will this funding create in Scotland? As two of the eleven projects are based in Scotland, it could be around 127 quality jobs.
More UK Hydrogen Plans Are On The Way
The Government also indicated that this was only the first stage of bringing hydrogen production to the UK, so I will expect more high-paid quality jobs will be created.
Projected UK Offshore Wind Power
This Wikipedia entry is a list of all installed, under-construction and proposed offshore wind farms in the UK.
Aggregating the new unbuilt wind farms says the following capacity will very likely be installed in the UK in the next few years.
- Scotland – 32, 750 MW.
- England – 25,558 MW
- Wales – 700 MW
As more proposals have been called for, particularly in the Celtic Sea, I don’t think it would be unreasonable to add perhaps another 10,000 MW.
Wind farms are also proposed for around the island of Ireland and in the waters of the Channel Islands.
Upgrading Of The National Grid
These three posts could well be forerunners of other posts, I will write in the next few months.
- National Grid Fast-Tracks Overhead Line Upgrade Project To Help Accelerate Connection Dates Of 175 Clean Energy Projects
- National Grid To Accelerate Up To 20GW Of Grid Connections Across Its Transmission And Distribution Networks
- National Grid’s London Power Tunnels Breakthrough Completes £1 Billion Project’s Tunnelling Activity
National Grid is increasing its capacity at a fast pace and will need a large number of quality engineers.
Crossrail And Electrical Engineers/Electricians
I suspect we’ll find, that when a report on the late delivery of Crossrail is published, an electrician shortage will get some of the blame.
I have friends, who are electricians. Because of the shortage of trained electricians, they were offered fortunes to work on Crossrail.
Do We Have Enough Engineers?
For all the reasons I have outlined, our path to net-zero will need a lot of trained electrical engineers and electricians and just as Crossrail showed, when there is a shortage of labour in a particular area, remuneration rises.
Electrical engineers and electricians in the British Isles will be able to pick and choose the jobs they take, just as they did with Crossrail and the other major projects being built at the same time.
Effects On Scotland
If you were an engineer, who had skills and could work on these projects, would you prefer to work on a project, where the tax rate was lower?
Scotland’s tax rise will harm their decarbonisation ambitions.
Surely, the Greens should have vetoed a tax increase, which will inevitably slow their progress to net-zero?
Or are Greens a tad short of the grey matter?
Conclusion
I believe the Scottish government has shot itself in the foot.
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.
- This represents the largest number of commercial scale green hydrogen production projects announced at once anywhere in Europe.
- It is green hydrogen produced by electrolysis.
- The projects appear to be distributed around the UK.
- 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.
- Barrow Green Hydrogen – 21 MW
- Langage Green Hydrogen – 7 MW
- Trafford Green Hydrogen – 10.5 MW
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.
- In Cromarty Firth And Forth To Host First Green Freeports, I talk about how Cromarty Firth is going to be a green freeport.
- The electrolyser is a medium-sized one at 10.6 MW.
- 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.
- Will Andrex become the bog-roll of choice for the supporters of Extinction Rebellion and Just Stop Oil?
- Octopus Energy seem to be getting their fingers into lots of projects.
- 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.
- The River Trent runs North-South across the map.
- There are two villages of High and Low Marnham in the middle of the map.
- The circles at the top of the map indicate the cooling towers of the demolished High Marnham power station.
- The High Marnham power station site is now owned by J G Pears.
- J G Pears Newark site is to the West of Low Marnham village.
- In the North-East corner of the map is the Fledborough viaduct, which crosses the River Trent.
- 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.
- Network Rail’s High Marnham Test Track runs East-West across the map at the top.
- The remains of High Marnham power station can be clearly seen.
- 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.
- From the Wikipedia entry, it looks like the company has a good record on sustainability and has set itself good objectives.
- Sofidel are nor far from Tata Steel, who could be another large hydrogen user.
- Port Talbot will be a support port for the wind farms in the Celtic Sea.
- This is a typical hydrogen application, which reduces emission of carbon dioxide.
- But like me, have the Italian owners of the company been impressed with some of the Italian food, I’ve eaten in South Wales?
- Are British sweeteners better than Italian ones?
- 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.
- The project will be powered by both wind and solar.
- Hynamics is a subsidiary of EDF.
- 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.
SSE Thermal Acquires 50% Stake In H2NorthEast Hydrogen Project
The title of this post is the same as that of this press release from SSE Thermal.
These are the first three introductory paragraphs.
SSE Thermal has become joint owner of a blue hydrogen project in Teesside which is set to play a major role in supporting a reliable decarbonised power system by 2035 and accelerating industrial decarbonisation.
The partnership with Kellas Midstream will see the companies jointly develop H2NorthEast, a hydrogen production facility with carbon capture and storage that could help to kickstart a hydrogen economy in the Tees Valley. The agreement is for an initial consideration of <£10m to Kellas Midstream with further contingent consideration due should the project reach a financial investment decision.
In its first phase, H2NorthEast could deliver up to 355MW of blue hydrogen production capacity from 2028 with plans to scale up to more than 1GW. Offtakers would include heavy industry and power generation, either through blending into existing assets or in new hydrogen-fired plants.
Note.
- Production of 355 MW of hydrogen could start in 2028.
- Several existing processes have been converted from gas-firing to hydrogen-firing or a blend of natural gas and hydrogen firing. See Lime Kiln Fuelled By Hydrogen Shown To Be Viable.
- Teesside has quite a few industries, like steel and chemicals that theoretically could be converted to hydrogen or a hydrogen blend.
I have some thoughts.
Carbon Capture And Storage
This paragraph in the press release talks about the carbon capture and storage.
With an anticipated minimum carbon capture rate of 97%, H2NorthEast meets both UK and EU low-carbon standards. Specifically, the hydrogen produced via H2NorthEast would be fully compliant with both the UK’s Low Carbon Hydrogen Standard and is expected to be aligned with the EU Taxonomy for sustainable activities.
If the plant can achieve a carbon capture rate of 97 %, that is very good and it appears to meet the required standards.
- I also feel, that if it is of a high purity, then that could be a bonus, as it could be used in food manufacturing and other processes, where high purity is needed.
- I feel SSE should endeavour to use as much of the carbon dioxide, as it can to produce valuable by-products, which could include cement substitutes, building blocks, plasterboard and animal feed.
- Carbon dioxide can also be fed to soft fruit, salad vegetables, tomatoes, flowers and other plants in giant greenhouses or vertical farms.
- Polyester yarn can also be made from carbon dioxide.
It is my belief that this list of products will grow in the next ten years and carbon dioxide of a high purity will become an important chemical feedstock.
Replacement of Blue Hydrogen With Green
If SSE Renewables were to build an electrolyser near to H2NorthEast, they could use that to replace the blue hydrogen.
- From an offtaker’s point of view green and blue hydrogen would be identical.
- It’s just that the green hydrogen doesn’t produce any carbon dioxide.
- I can see the complex being run to produce enough carbon dioxide to supply the users that need it and producing blue and/or green hydrogen accordingly.
Hopefully, the more uses that can be found for the carbon dioxide, the less of it will need to use long-term storage.
Expanding The Plant
As blue and green hydrogen plants create an identical product, the decision of whether to add an extra blue hydrogen or green hydrogen plant can be taken solely on financial grounds.
Conclusion
This looks like it could be a very sensible decision by SSE.
INEOS Inovyn Becomes Europe’s First Green Hydrogen ISCC PLUS Fully Certificated Producer
The title of this post, is the same as that of this press release from INEOS.
These two bullet points, act as sub-headings.
- INEOS Inovyn’s Antwerp hydrogen production, has been certified under the ISCC (International Sustainability & Carbon Certification) PLUS scheme.
- We become the first European company to have our renewable hydrogen fully audited with greenhouse gas data certification.
This paragraph describes how the hydrogen is produced.
Our Antwerp site produces hydrogen through Chlor-Alkali electrolysis – the electrolysis of brine producing chlorine, caustic soda/potash, sodium hypochlorite and hydrogen. The electricity used to produce this hydrogen comes directly from wind turbines off Belgium’s North Coast.
The Castner-Kellner process, that I worked on at ICI in the 1960s produced similar products.
Sun-Powered Rooftops Could Generate Two Nukes Of Electricity…If England Follows Peterborough’s Lead
The title of this post, is the same as that of this press release from the Energy and Climate Intelligence Unit.
This is the sub-heading.
Household and commercial rooftop solar could save £450 million on bills.
These are the first two paragraphs.
If all English constituencies matched Peterborough, which has the highest proportion of homes with rooftop solar photovoltaic (PV) panels, the country’s solar capacity could be increased by around 7GW (gigawatts), new analysis from the Energy and Climate Intelligence Unit (ECIU) has found.
The nuclear power station Hinkley C will have a capacity of around 3.2GW, so the capacity rooftop solar on domestic properties could be more than the capacity of two new nuclear power stations.
It is an interesting thought.
I should say, that I have rooftop solar and it generates more electricity, than I ever thought it would.
I find this an interesting paragraph.
In addition, industry analysis shows that the capacity potential of solar on the roofs of commercial properties, such as warehouses, is 15GW. Combined, Peterborough levels of domestic solar and industry estimates for commercial solar could deliver an additional 22GW capacity, which is the equivalent of the capacity of almost 7 nuclear power stations. However, industry has reported that it is currently difficult to get commercial roof top developments connected to the grid, with waits up to a decade or more, and it can be costly.
22 GW is a lot of electricity, but I do feel, that with innovation that probably uses energy storage devices, the connection problems can be solved.
In Denny Bros Completes Solar Scheme At Bury St Edmunds Factory, I wrote about what one company in Suffolk has done with their roofs.
The technology already exists, so how long will it be before a company offers an electrolyser to convert excess electricity into hydrogen, which is used for transport, heating or an industrial process?
In Government Hydrogen Boost To Help Power Kimberly-Clark Towards 100% Green Energy Target, I talked about how Kimberly-Clark are partially switching from natural gas to green hydrogen.
More Government Details Emerge On How Fleetwood’s Rail Link Will Be Restored – Using Tram-Train Technology
The title of this post, is the same as that of this article on the Blackpool Gazette.
This is the sub-heading.
New details have emerged about how the Government plans to restore the rail link between Fleetwood and Poulton using state-of-the-art tram-train technology.
These are points from the article, which mainly come from a letter to the local MP; Paul Maynard.
- In a letter to Mr Maynard, Rail Minister Huw Merriman has set out for the first time how the Government intends to restore the rail link.
- The Government is now looking at the finer details of a tram-train scheme and how the project can be funded.
- Tram-trains will be used for the link.
- The re-opened railway can be linked into the existing Blackpool to Fleetwood tramway, allowing services to run into the heart of Fleetwood.
- Services would operate twice hourly from Preston station to Poulton-le-Fylde over the existing heavy rail network, before joining a new light rail link between Poulton-le-Fylde and the Denham Way roundabout on Amounderness Way, calling at up to three new intermediate stops.
- From the roundabout, the services would continue on the existing Blackpool tram network towards Fleetwood town centre and Fleetwood ferry terminal.
- The Government is committed to the project.
These are my detailed thoughts.
The Route
The Blackpool Gazette article describes the route like this.
Services would operate twice hourly from Preston station to Poulton-le-Fylde over the existing heavy rail network, before joining a new light rail link between Poulton-le-Fylde and the Denham Way roundabout on Amounderness Way, calling at up to three new intermediate stops.
From the roundabout, the services would continue on the existing Blackpool tram network towards Fleetwood town centre and Fleetwood ferry terminal.
This map from OpenRailwayMap shows the route.
Note.
- Poulton-le-Fylde station is marked by the blue arrow in the South-East corner of the map.
- The pink line running up the coast is the Blackpool tramway.
- The Blackpool tramway terminates at Fleetwood Ferry at the top of the map.
This second OpenRailwayMap shows Fleetwood Ferry tram terminus.
Note.
- As before, the Blackpool tramway tracks are shown in pink.
- There is a lifeboat station and a ferry to the other side.
- The tracks allow a tram to come from the South, go round the loop and return to the South.
- I believe that both the Blackpool tramway and the Fleetwood tram-train will both reverse direction in the same way.
- No new infrastructure would be needed at the Fleetwood Ferry terminal, except for perhaps a few signs.
This third OpenRailwayMap shows the track from Fleetwood Ferry to the Lindel Road tram stop.
Note.
- As before, the Blackpool tramway tracks are shown in pink.
- Fleetwood Ferry is in the North-East corner if the map.
- Lindel Road tram stop is marked by the blue arrow in the South-West corner if the map.
This fourth OpenRailwayMap shows the Lindel Road tram stop area at a larger scale.
Note.
- As before, the Blackpool tramway tracks are shown in pink.
- Lindel Road tram stop is marked by the blue arrow.
- Running parallel to and to the East of the Blackpool tramway is Amounderness Way, which appears to have been built on the line of the railway to Fleetwood.
- Along the West side of Amounderness Way, a disused railway is indicated, which must be the closed railway to Fleetwood.
I believe that Network Rail or their engineers have found a route to connect the old branch line to the Blackpool tramway.
- The railway connecting the Blackpool tramway and the closed railway to Fleetwood, would only need to be single-track.
- There might be a convenient route, where all the land is owned by the Council.
- If the tram-trains were to be was fitted batteries, then there would be no need to electrify the line.
I suspect, that the connection would be to the South of Lindel Road tram stop.
- This would mean that the tram-train would serve a number of stops in the town centre.
- The tram-train could use the catenary of the Blackpool tramway.
- Connection and disconnection to the catenary could be done in the Lindel Road tram stop.
This Google Map shows the area of the Lindel Road tram stop and Denham Road.
Note.
- The Lindel Road tram stop in the North-West corner of the map, with the Blackpool tramway running NE-SW across the corner of the map.
- The roundabout and Amounderness Way on the East side of the map.
- Denham Way connecting the roundabout to Copse Road and the tram stop.
- On the fourth OpenRailwayMap it showed the original line of the railway was to the West of Amounderness Way.
So could the spur between the Lindel Road tram stop and the railway to Poulton-le-Fylde station take the following route?
- Just South of the tram stop the two tracks connect to a new single-track that goes East on the South side of Denham Way.
- The turn would be quite sharp, but trams and tram-trains have the articulation of a snake and can use tight turns and narrow formations.
- The crossing of Copse Road would be protected by traffic lights.
When the tram-train gets to the roundabout other end of Denham way, I think there are two choices.
- Turn sharp right and go South alongside the West side of Amounderness Way.
- Somehow cross Amounderness Way and go down the West side.
This Google Map Amounderness Way going South.
Note.
- Amounderness Way runs North-South down the map between two roundabouts.
- The large industrial area to the East of the road is labelled as SUEZ Recycling and Recovery.
- North-East of SUEZ is Fleetwood Marsh Nature Reserve.
- South-East of SUEZ is SUEZ Environmental Jameson Road Landfill and Lancashire County Council’s Fleetwood Household Waste Recycling Centre.
- There also seem to be a lot of large holiday caravans.
- There is a road running along the South-East of the large SUEZ site called Jameson Road.
The Wikipedia entry for the Fleetwood branch line, says this about the state of the branch.
Some of the line is now cleared of overgrowth because the northern track was not lifted from past Burn Naze Halt to just beyond Jameson Road Fleetwood. However, the road bridge was filled in below it. The junction, last used when goods trains took coal to Fleetwood Power Station, still exists. Looking over the road bridge on Jameson Road, the track to both north & south can still be seen through the undergrowth. In the 1990s, the new A585 The Amounderness Way bypass has been built on the former trackbed, although sufficient space still exists for a reinstated railway should it be required.
Note.
- It appears that enough space has been left at the Northern end to connect to the Blackpool tramway.
- It doesn’t seem to be in too bad a state.
- I suspect that rebuilding the branch has a similar degree of difficulty to rebuilding the Dartmoor Line to Okehampton, which is now operating successfully.
This gave me hope, that a single-track tramway could be built between Poulton-le-Fylde junction and the Lindel Road tram stop.
This Google Map shows the track meeting the filled in road bridge on Jameson Road.
Note.
- If that’s not a single-track railway and the filled-in bridge on Jameson Road, I’m a Dutchman.
- The railway can be followed on Google Maps for most of the way to Poulton-le-Fylde station.
- Google Maps also shows traces of railway to the North of the bridge on Jameson Road.
This Google Map shows the section of Amounderness Way from the North of the SUEZ Recycling and Recovery site to the Denham Way roundabout.
I suspect that the tram would go straight up the East side of ‘Amounderness Way.
But how would the tramway cross the road.
This Google Map shows Denham Way, the roundabout and Lindel Road tram stop.
I am fairly sure that a single-track bridge of some sort could connect Lindel Road tram stop with a single-track railway along the East side of Amounderness Way, to link up with the orphaned track South of Jameson Road.
This OpenRailwayMap shows Poulton-le-Fylde junction, where the former railway to Fleetwood, joins the Blackpool branch.
Note.
- Poulton-le-Fylde station is indicated by the blue arrow.
- The orange track is the Blackpool branch to Blackpool North station.
- Poulton-le-Fylde junction is to the West of the station.
- The track going North from the junction, is the disused track to Fleetwood.
- The map also shows a couple of level crossings.
I am fairly certain, that a single-track tramway could be built between Poulton-le-Fylde junction and the Lindel Road tram stop.
This OpenRailwayMap shows Poulton-le-Fylde junction and Poulton-le-Fylde station.
These pictures taken in 2018, show Poulton-le-Fylde station.
Note.
- It is a small station, that oozes quality.
- The tracks and electrification were all installed or renewed in the last few years.
- There is even a cafe and a lift to the street.
- The flower-beds in the middle of the platform, are at the Preston end of the station.
- As the tram-trains will stop in the station, they can raise and lower the pantograph in the station.
- Tram-trains and trains will share the appropriate platform.
The possibility can probably be arranged that an incoming train to Blackpool North will be able to drop passengers at a waiting tram-train for Fleetwood Ferry.
Will The New Fleetwood Branch Be Electrified?
There are various arguments for and against electrification between Poulton-le-Fylde station and the Lindel Road tram stop.
In favour, is that a continuous catenary can be run from end-to end, with 750 VDC electrification.
- An insulated section would be used at Poulton-le-Fylde station to separate the 750 VDC of the tramway and the 25 KVAC of the Blackpool branch.
- Standard tram-trains, like Sheffield’s Class 399 tram-trains could be used.
- Battery-electric tram-trains are probably more expensive.
Against electrification are.
- There would be no electrification between Poulton-le-Fylde station and the Lindel Road tram stop to install.
- There would be no need for any modifications to the catenary at Poulton-le-Fylde station and the Lindel Road tram stop.
- The filled in bridge mentioned in Wikipedia, might only need a tram-sized hole and not complete rebuilding to get the trams through.
- Occasional freight trains could probably be run, if required.
- Battery-electric tram-trains are proven technology.
It will definitely one for the accountants to decide.
The Tram-Trains
These are pictures of Stadler Citylink tram-trains in Sheffield.
Note.
- These Class 399 tram-trains were the first tram-trains to run in the UK, when they entered service in 2017.
- They were built by Stadler in Spain.
- They share the tracks in Sheffield happily with Sheffield’s other trams of a different type.
- At the time, Paul Maynard, who is the local MP, was the Parliamentary Under Secretary of State for Transport, so I suspect that explains, why the MP appears pleased with the choice of tram-trains and talks knowledgeably about them.
- There is also a battery electric version of these tram-trains, which has been ordered by the South Wales Metro.
- Blackpool’s tramway uses Bombardier Flexity 2 trams. However, it doesn’t seem, that there is a tram-train version of the Flexity 2.
- Merseyrail in the Liverpool area, are introducing a large fleet of Stadler trains, which will be running to Preston in a couple of years.
I suspect that these tram-trains will be built by Stadler and they could be fitted with batteries.
Tram-Train Frequency Between Fleetwood Ferry And Poulton-le-Fylde Station
The Blackpool Gazette article is definite, that the frequency of the tram-train will be two trains per hour (tph).
Consider.
- The Blackpool tramway operates a service of trams every 10-15 minutes between Starr Gate and Fleetwood Ferry, so the frequency will be increased by two tph North of Lindel Road tram stop.
- As heritage trams also share the route to Fleetwood, I suspect that at some busy times, the Fleetwood Ferry and Preston service could be reduced to hourly.
- But it does look to me, that the all-important terminal at Fleetwood Ferry has been well-designed and can handle the extra traffic.
- Looking at the timetable for the Blackpool tramway, trams take forty-one minutes between Fleetwood Ferry and the North Pier.
- As Poulton-le-Fylde station and North Pier tram stop, are probably similar distances from Fleetwood Ferry, I suspect that Poulton-le-Fylde station and Fleetwood Ferry would take thirty minutes or more.
- Real Time Trains indicates that electric trains to Blackpool North station take around 16-17 minutes between Poulton-le-Fylde and Preston stations, with diesel trains taking a couple of minutes more.
- Add in time for stops at Kirkham & Wesham, possibly another at Salwick and cleaning and crew changeover at Preston station, I suspect that a roundtrip from Preston to Fleetwood Ferry and back will take a very convenient two hours.
A two hour round trip and two tph, will mean four trains will be needed to work the timetable.
I can’t prove it, but I my gut feeling is that there there will be a passing loop somewhere between Poulton-le-Fylde station and the Lindel Road tram stop.
The passing loop would also give scope for operational flexibility.
Train Services Through Poulton-le-Fylde Station
Train services through Poulton-le-Fylde station are currently as follows.
- Avanti West Coast – London Euston and Blackpool North – 1 train per day (tpd)
- Northern – Liverpool Lime Street and Blackpool North – 1 tph
- Northern – Manchester Airport and Blackpool North – 2 tph
- Northern – York and Blackpool North – 1 tph
Note that all trains stop at Preston.
The Avanti West Coast service only calls Southbound, but I wouldn’t be surprised, if the Fleetwood tram-train is built, that Avanti West Coast started a Northbound service.
Could The Blackpool South Branch Be Served By Similar Tram-Trains?
In Beeching Reversal – South Fylde Line Passing Loop, I talked about improving the Blackpool South branch.
Objectives included.
- Two tph.
- Better trains.
- A passing loop that would enable the 2 tph.
Note.
- Pacers have been replaced with Class 150 trains.
- The route is electrified between Preston and Kirkham & Wesham station.
- 12.2 miles are without electrification.
It certainly would seem possible that if a battery-electric tram-train had sufficient range, it could handle the current route to Blackpool South station.
The trams would have a ninety-minute round trip between Preston an Blackpool South stations and two tph, will mean three trains will be needed to work the timetable.
The MP is quoted in the Blackpool Gazette article, as liking the concept of a tram loop to Blackpool from Preston.
Trams might go to Fleetwood, down the promenade and then take the Blackpool South branch beck to Preston.
It could obviously go the other way around the loop.
This Google Map shows the location of Blackpool South station.
Note.
At the West side of the map is the promenade, with tramway running North and South.
At the East side of the map is Blackpool South station.
The walking route between the tramway and the station is not arduous, but it is not a seamless transfer.
It might be better to make the connection at Blackpool Pleasure Beach, which is shown in this Google Map.
Note.
- The Pleasure Beach lies between the tramway and the promenade by the beach and the Blackpool South branch on the East side.
- There are two stops on the tramway and a station just to the South.
Perhaps, if the Pleasure Beach were redeveloping an area, they might leave provision for tram-trains to to sneak through to join the tramway going North.
But it’s a difficult problem, as there is not much space, that is undeveloped and the roads aren’t very wide.
This Google Map shows the North Pier and Blackpool North station.
Note.
- The North Pier is in the South-West corner of the map.
- Blackpool North station, which is Blackpool’s main station is in the North-East corner of the map.
- The tramway runs along the sea-front.
The North Pier and the station are linked by Talbot Road.
This Google Map shows Talbot Road and the development of a tram stop by Blackpool North station.
Note.
- To create the space a large Wilkinson’s store was demolished.
- Blaxkpool North station is just off the North-East corner of the map.
- The tram stop will have two platforms.
- There is a large diamond crossing on the approach to the tram stop, so operation is smooth and reliable.
- It looks like there will be substantial development around and possibly over the tram stop.
This Google Map shows Talbot Square, where the tram branch to Blackpool North station joins the main North-South tramway.
It is all very crowded and I believe this illustrates, why despite their close proximity, there is no rail connection between the Blackpool South branch and the Blackpool tramway.
There just isn’t the space to put in junctions like this and the tramway doesn’t go past Blackpool Airport, so the connection would have to be amongst the crowded houses on the sea front.
The Development Of Blackpool Airport
Aviation is changing and I believe a new breed of airliners and the airports to serve them, will be developed in the next few years.
- Zero-carbon aircraft are being developed and I believe some will have entered service by 2026.
- They will be powered directly by batteries or from green hydrogen.
- Some like the Eviation Alice are already entering a flight-test program, that will lead to certification.
- These airliners are likely to be smaller and quieter than current airliners, with typically a passenger capacity of around 19 passengers.
- They will often fly routes between smaller regional airports.
Blackpool Airport could be an ideal airport for these airliners.
- Offshore electricity and even hydrogen generated offshore will be easy to deliver to Blackpool Airport.
- It could have excellent transport connections with trams and trains.
- Blackpool Airport has good runways.
- Many take-offs will be over the sea.
- We will see airports converting to zero-carbon airports.
So why not Blackpool Airport?
These are distances between Blackpool Airport and other airports.
- Aberdeen – 238 miles
- Amsterdam Schipol – 340 miles
- Belfast City – 128 miles
- Cardiff – 165 miles
- Dublin – 134 miles
- Edinburgh – 150 miles
- Exeter – 211 miles
- Geneva – 661 miles
- Glasgow – 155 miles
- Haverfordwest – 157 miles
- Jersey – 318 miles
- Kirkwall – 358 miles
- London Gatwick – 220 miles
- London Heathrow – 192 miles
- London Southend – 219 miles
- Newcastle – 89 miles
- Paris Orly – 422 miles
- Isle of Man Ronaldsway – 68 miles
- Shannon – 254 miles
- Southampton – 208 miles
- Sumburgh – 427 miles
These distances fit nicely with the range of the nine-seater Eviation Alice electric aircraft, which is predicted to be 620 miles.
This Google Map shows Blackpool Airport.
Note.
- The East-West main runway, which is over 1,800 metres long, which will probably mean an easier takeoff into the wind, for much of the time.
- The acres of space.
- The Blackpool South branch running down the side of the airport, with Squires Gate station on the road past the Airport.
- But zoom in on the airport and some improvement and refurbishment needs to be done. Years of neglect and uncertainty has taken its toll.
This Google Map shows the North-West corner of the map at a greater scale.
Note.
- In the North-West corner of the map is Blackpool tramway’s depot and Starr Gate tram stop with its loop.
- The rail station is Squires Gate for Blackpool Airport.
- The smart green space to the East of the railway is Blackpool FC’s training ground.
- Below the training ground on the East side is Blackpool Airport.
- On the other side of the track from the Airport, it appears to be the local rubbish dump.
I wonder, if this is where the Blackpool tramway and the Blackpool South branch could be joined up.
- A joint two-platform station partly on Airport land would replace the current Squires Gate station.
- It could be connected to the Airport terminal by some form of shuttle or travellator.
- The trams would be connected to the Starr Gate loop by a line going along the front, as the tramway does in much of Blackpool, before cutting through the waste ground.
- Trains to Blackpool South station would use their current route.
This plan and probably lots of others could allow a Blackpool loop tram-train from Preston.
What would a zero-carbon airport do for Blackpool?
Did I See The UK’s Hydrogen-Powered Future In Hull Today?
I went from London to Hull today on Hull Trains for £50.80 return (with my Senior Railcard) to see SSE’s presentation for their Aldbrough Pathfinder Hydrogen project, which will feature a 35 MW green hydrogen electrolyser and 320 GWh of hydrogen storage in the thick layers of salt under East Yorkshire.
- Green electricity would come mainly from the part-SSE owned 8 GW Dogger Bank wind farm complex.
- According to their web site, Meld Energy are planning a 100 MW electrolyser, which would produce 13,400 tonnes of hydrogen per year.
Every large helps!
- It should be noted that the thick layers of salt stretch all the way to Germany, and as drilling and storage technology improves, the amount of hydrogen storage available will increase.
- I was also impressed by the ambition, competence and enthusiasm, of the SSE engineers that I met.
- As has been pointed out, HiiROC, who have backing from Centrica, Hyundai, Kia and others, are also in Hull!
I believe, that I saw our hydrogen-powered future in Hull today!
We need more hydrogen mega-projects like these! Perhaps in Aberdeen, Clydeside, Freeport East, Isle of Grain, Merseyside, Milford Haven and Teesside?
Denmark Launches World’s First Power-to-X Tender
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
The Danish Energy Agency (DEA) has invited bids to build and operate Power-to-X projects with a deadline for applications set to 1 September. Through the tender – the first of this kind in both Denmark and the world – the country has made available DKK 1.25 billion (approximately EUR 167.7 million) in state support for the production of Power-to-X in the form of green hydrogen.
This paragraph outlines the deal.
The tender is being held to procure hydrogen produced by using renewable energy sources and is part of Denmark’s goal to reach between 4 and 6 GW of electrolysis capacity by 2030 and its Power-to-X strategy, released in 2021, according to which the country’s offshore wind resources provide good conditions for the production of green hydrogen, which requires large amounts of green electricity.
These are the conditions.
- Only hydrogen that is produced from renewable energy sources and meets the EU’s documentation requirements for green PtX fuels is eligible for support.
- The winning bidder(s) must have the project(s) built to full capacity and start green hydrogen production within four years of signing the contract with the Danish Energy Agency.
The tender has been approved for state aid by the European Commission.
I can see all the large electrolyser builders getting their bids ready for what will be tough competition.
Green Hydrogen to Flow From Denmark To Germany From 2028
The title of this post, is the same as that of this article on Hydrogen Central.
These are the two introductory paragraphs.
Green hydrogen to flow from Denmark to Germany from 2028.
The climate minister, Lars Aagaard, and the German economy and climate minister, Vice Chancellor Robert Habeck, signed an agreement in Copenhagen to build a land-based hydrogen pipeline from Denmark to Germany, which will commence operations in 2028.
The article also says this about the hydrogen infrastructure to Germany.
An underground hydrogen pipeline from western Jutland will probably be used to transfer the hydrogen to northern Germany. The capacity of the new pipeline was not confirmed.
I can see the UK having the means to export hydrogen to Europe.
The Anonymous Widower 