Kawasaki’s Liquefied Hydrogen Carrier Departs To Pick Up First Cargo
The title of this post, is the same as that of this article on Green Car Congress.
This is the first paragraph.
Kawasaki Heavy Industries’ Suiso Frontier, the world’s first liquefied hydrogen carrier, has left Japan to pick up its first hydrogen cargo in Australia. A return to Japan is expected around late February.
As the cargo is only seventy-five tonnes of liquid hydrogen, I have my doubts about shipping hydrogen from Australia to Japan.
Late February is two months away, so this represents a production rate of 37.5 tonnes per month.
In Can The UK Have A Capacity To Create Five GW Of Green Hydrogen?, I said the following.
Ryze Hydrogen are building the Herne Bay electrolyser.
- It will consume 23 MW of solar and wind power.
- It will produce ten tonnes of hydrogen per day.
The electrolyser will consume 552 MWh to produce ten tonnes of hydrogen, so creating one tonne of hydrogen needs 55.2 MWh of electricity.
This would mean that if the Japanese built one Herne Bay-size electrolyser, then it would produce around three hundred tonnes of hydrogen in an average month.
The only possible use for this ship at the moment, is as a research project to identify the problems of the transportation of hydrogen over long distances by sea.
But we may need to use ships for the coastal transportation of hydrogen in the UK and to Europe.
Lhyfe’s Green Hydrogen To Power Deutsche Bahn Trains
The title of this post, is the same as that of this article on Renewables Now.
This is the first paragraph.
Deutsche Bahn AG has agreed to source about 30 tonnes of green hydrogen from French producer Lhyfe from 2024 onward to power its trains as the German railway operator seeks to reach climate neutrality by 2040.
The electrolyser will be built at Tuebingen.
In Can The UK Have A Capacity To Create Five GW Of Green Hydrogen?, I said the following.
Ryze Hydrogen are building the Herne Bay electrolyser.
- It will consume 23 MW of solar and wind power.
- It will produce ten tonnes of hydrogen per day.
The electrolyser will consume 552 MWh to produce ten tonnes of hydrogen, so creating one tonne of hydrogen needs 55.2 MWh of electricity.
I suspect that in my quote above from the article on Renewables Now, that the Tuebingen electrolyser will be producing thirty tonnes of hydrogen per day or just under 11,000 tonnes per year.
In that case it would be three times the size of the Herne Bay Electrolyser.
Work On Herne Bay Hydrogen Plant In Westbrook Lane To Start This Year
The title of this post is the same as that as this article on KentOnline.
Jo Bamford is quoted as saying that the first green hydrogen will be produced in the second half of 2022.
Do BP And The Germans Have A Cunning Plan For European Energy Domination?
The headline of this post may be slightly tongue in cheek, but I believe that a plan is being hatched.
Preamble
I’ll start with a preamble, where I’ll outline some of the factors behind what may be happening.
Decarbonisation
It is generally accepted by most people that there is a need to decarbonise everything we do.
And large oil companies like Shell, BP and others are starting to move in the same direction.
Hydrogen
Using hydrogen instead of fossil fuels is becoming one of the major routes to decarbonisation.
Hydrogen can be used for the following.
- Provide power for cars, buses, trucks, trains, locomotives and ships.
- Hydrogen can be used in steelmaking instead of coking coal.
- As a chemical feedstock to make ammonia, fertiliser and a large range of petrochemicals.
- I believe that hydrogen could be a viable fuel to power aircraft over thousands of miles.
Hydrogen will become the most common zero-carbon fuel.
Hydrogen And Natural Gas
In many applications hydrogen can replace natural gas, so for large users of natural gas, hydrogen offers a route to decarbonisation.
But hydrogen can also be mixed up to a level of around twenty percent in natural gas for partial decarbonisation of applications like space heating. Most industrial uses, boilers and appliances can be made to work very successfully with this mixture.
I grew up in the 1950s with coal gas, which according to Wikipedia had this composition.
- hydrogen 50%
- methane 35%
- carbon monoxide 10%
- ethylene 5%
- When we changed over in the 1970s, all my appliances were converted.
This is the UK government description of natural gas.
It contains primarily methane, along with small amounts of ethane, butane, pentane, and propane. Natural gas does not contain carbon monoxide. The by-products of burning natural gas are primarily carbon dioxide and water vapour. Natural gas is colourless, tasteless and odourless.
As with the conversion from coal-gas to natural gas, conversion from Natural gas to a hydrogen/natural gas mixture and eventually to hydrogen, will be a relatively painless process.
Note that carbon monoxide is a nasty poison and is not contained in either natural gas or hydrogen.
Green Hydrogen And Electrolysis Of Water
Green hydrogen is hydrogen produced exclusively from renewable energy sources.
Typically green hydrogen is produced by electrolysis of water using electricity produced by hydro, solar, tidal or wind.
The largest factory building electrolysers is owned by ITM Power.
- It is located in Rotherham.
- The factory has the capacity to build 1 GW of electrolysers in a year.
- Typical electrolysers have a capacity of several MW.
Ryze Hydrogen are building an electrolyser at Herne Bay, that will consume 23 MW of solar and wind power and produce ten tonnes of hydrogen per day.
Blue Hydrogen
‘Blue hydrogen is produced through a production process where carbon dioxide is also produced then subsequently captured via carbon capture and storage. In many cases the carbon dioxide is stored in depleted gas fields, of which we have plenty in the North Sea. Over the last few years, research has been ongoing into using the carbon dioxide. Applications in horticulture and agriculture, carbon structures and sustainable aviation fuel are being developed.
Shell have also developed the Shell Blue Hydrogen Process, where the carbon is extracted from methane as carbon dioxide and then stored or used.
CO2 In Greenhouse Horticulture
This paper from The Netherlands is called CO2 In Greenhouse Horticulture.
Read it and you might believe me, when I say, we’ll eat a lot of carbon in the form of tomatoes, salads and soft fruit. We’ll also buy flowers grown in a carbon-dioxide rich atmosphere.
Hydrogen As An Energy Transfer Medium
Every kilogram of natural gas when it burns releases energy, as it does in your boiler or gas hob. So it transfers energy in the form of gas from the gas well or storage tank to your house.
Electricity can also be transferred from the power station to your house using wires instead of pipes.
Hydrogen is being put forward as a means of transferring energy over hundreds of miles.
- Electricity is converted to hydrogen, probably using an electrolyser, which would be powered by zero-carbon electricity.
- The hydrogen is transferred using a steel pipe.
- At the destination, the hydrogen is either distributed to end-users, stored or used in a gas-fired power station, that has been modified to run on hydrogen, to generate electricity.
It sounds inefficient, but it has advantages.
- Long underwater cables have energy losses.
- Electrical connections use a lot of expensive copper.
- Re-use of existing gas pipes is possible.
- Oil and gas companies like BP and their contractors have been laying gas pipes on land and under water for decades.
If hydrogen has a problem as an energy transfer medium, it is that it us difficult to liquify, as this statement from Air Liquide illustrates.
Hydrogen turns into a liquid when it is cooled to a temperature below -252,87 °C. At -252.87°C and 1.013 bar, liquid hydrogen has a density of close to 71 kg/m3. At this pressure, 5 kg of hydrogen can be stored in a 75-liter tank.
To transport, larger quantities of hydrogen by ship, it is probably better to convert the hydrogen into ammonia, which is much easier to handle.
The Germans and others are experimenting with using liquid ammonia to power large ships.
Hydrogen As An Energy Storage Medium
The UK has a comprehensive National Transmission System for natural gas with large amounts of different types of storage.
This section of the Wikipedia entry is entitled Natural Gas Storage and lists ten large storage facilities in salt caverns and depleted onshore gas fields. In addition, several depleted offshore gas fields have been proposed for the storage of natural gas. Rough was used successfully for some years.
I can certainly see a network of hydrogen storage sites being developed both onshore and offshore around the UK.
Iceland
With its large amount of hydro-electric and geothermal energy, Iceland can generate much more electricity, than it needs and has been looking to export it.
The UK is probably the only country close enough to be connected to Iceland to buy some of the country’s surplus electricity.
There has been a proposal called Icelink, that would build an electrical interconnector with a capacity of around a GW between Iceland at the UK.
But the project seems to have stalled since I first heard about it on my trip to Iceland in 2014.
Could the engineering problems just be too difficult?
The Waters Around The Northern Parts Of Great Britain
Look at a map of the UK and particularly Great Britain and there is a massive area of water, which is not short of wind.
Between Norway, Denmark, Germany, The Netherlands, the East Coast of England, the Northern Coasts of Scotland and Iceland, there are only a few islands.
- Faroes
- Orkney
- Shetlands
To be complete we probably must include hundreds of oil and gas rigs and platforms and the Dogger Bank.
- Oil and gas companies probably know most there is to know about these waters.
- Gas pipelines connect the production platforms to terminals at Sullom Voe and along the East Coast from St. Fergus near Aberdeen to Bacton in Norfolk.
- Many of the oil and gas fields are coming to the end of their working lives.
I believe that all this infrastructure could be repurposed to support the offshore wind industry.
The Dutch Are Invading The Dogger Bank
The Dogger Bank sits in the middle of the North Sea.
- It is roughly equidistant from Norway, Denmark, the Netherlands and the UK.
- The Western part is in UK territorial waters.
- The Eastern part is mainly in Dutch territorial waters.
On the UK part, the Dogger Bank Wind Farm is being developed.
- The turbines will be between 78 and 180 miles from the shore.
- It could have a capacity of up to 5 GW.
- It would be connected to East Yorkshire or Teesside.
On their side of the Dogger Bank, the Dutch are proposing the North Sea Wind Power Hub.
- It is a collaboration between the Dutch, Germans, and Danes.
- There have been reports, that up to 110 GW of turbines could be installed.
- It will be connected to the Dogger Bank Wind Farm, as well as The Netherlands.
It is also planned that the connections to the Dogger Bank will create another interconnector between the UK and the Continent.
The Shetland Islands
The Shetland Islands are the only natural islands with a large oil and gas infrastructure in the waters to the North of Great Britain.
They have a large gas and oil terminal at Sullom Voe.
- Oil is transported to the terminal by pipelines and tanker.
- Oil is exported by tanker.
- Gas is imported from oil and gas fields to the West of the islands through the West of Shetland Pipeline.
- The gas-fired Sullom Voe power station provide about 80 MW of power to the islands.
This document on the APSE web site is entitled Future Hydrogen Production In Shetland.
It describes how the Shetland Islands can decarbonise and reposition themselves in the energy industry to be a major producer of hydrogen.
It gives these two facts about carbon emissions in the Shetlands Islands and Scotland.
- Annual per capita CO2 emissions in the Shetland Islands are 17 tonnes.
- In Scotland they are just 5.3 tonnes.
By comparison, the UK average is 5.55 and Qatar is 37.29.
Currently, the annual local market for road, marine and domestic fuel calculated
at around £50 million.
These are the objectives of the Shetland’s plan for future hydrogen production.
- Supply 32TWh of low carbon hydrogen annually, 12% of the expected UK total requirement, by 2050
- Provide more than 3GW of wind generated electrical power to Shetland, the UK grid, generating green hydrogen and electrification of the offshore oil and gas sector
- Enable all West of Shetland hydrocarbon assets to be net zero by 2030 and abate 8Mt/year CO2 by 2050
- Generate £5bn in annual revenue by 2050 and contribute significantly to the UK Exchequer.
They also envisage removing the topsides of platforms, during decommissioning of mature East of Shetland
oil fields and repurposing them for hydrogen production using offshore wind.
That is certainly a powerful set of ambitions.
This diagram from the report shows the flow of electricity and hydrogen around the islands, terminals and platforms.
Note these points about what the Shetlanders call the Orion Project.
- Offshore installations are electrified.
- There are wind turbines on the islands
- Hydrogen is provided for local energy uses like transport and shipping.
- Oxygen is provided for the fish farms and a future space centre.
- There is tidal power between the islands.
- There are armadas of floating wind turbines to the East of the islands.
- Repurposed oil platforms are used to generate hydrogen.
- Hydrogen can be exported by pipeline to St. Fergus near Aberdeen, which is a distance of about 200 miles.
- Hydrogen can be exported by pipeline to Rotterdam, which is a distance of about 600 miles.
- Hydrogen can be exported by tanker to Rotterdam and other parts of Europe.
It looks a very comprehensive plan!
The German Problem
Germany has an energy problem.
- It is a large energy user.
- It has the largest production of steel in Europe.
- It prematurely shut some nuclear power stations.
- About a quarter of electricity in Germany comes from coal. In the UK it’s just 1.2 %.
- It is very reliant on Russian natural gas.
- The country also has a strong Green Party.
- Germany needs a lot more energy to replace coal and the remaining nuclear.
- It also needs a lot of hydrogen to decarbonise the steel and other industries.
Over the last few months, I’ve written these articles.
- Sale To Linde Of World’s Largest PEM Electrolyser
- Uniper To Make Wilhelmshaven German Hub For Green Hydrogen; Green Ammonia Import Terminal
- WindH2 Hydrogen Project Commissioned In Germany
- Morocco Could Produce Up To 4% Of World’s Green Hydrogen By 2030
- Get H2 Partners Propose Green Hydrogen Pipeline In Europe
- Alstom Hydrogen Trains Complete Trials
Germany seems to have these main objectives.
- Increase their supply of energy.
- Ensure a plentiful supply of hydrogen.
They appear to be going about them with a degree of enthusiasm.
BP’s Ambition To Be Net Zero By 2050
This press release from BP is entitled BP Sets Ambition For Net Zero By 2050, Fundamentally Changing Organisation To Deliver.
This is the introductory paragraph.
BP today set a new ambition to become a net zero company by 2050 or sooner, and to help the world get to net zero. The ambition is supported by ten aims
The ten aims are divided into two groups.
Five Aims To Get BP To Net Zero
These are.
- Net zero across BP’s operations on an absolute basis by 2050 or sooner.
- Net zero on carbon in BP’s oil and gas production on an absolute basis by 2050 or sooner.
- 50% cut in the carbon intensity of products BP sells by 2050 or sooner.
- Install methane measurement at all BP’s major oil and gas processing sites by 2023 and reduce methane intensity of operations by 50%.
- Increase the proportion of investment into non-oil and gas businesses over time.
I would assume that by gas, they mean natural gas.
Five Aims To Help The World Get To Net Zero
These are.
- More active advocacy for policies that support net zero, including carbon pricing.
- Further incentivise BP’s workforce to deliver aims and mobilise them to advocate for net zero.
- Set new expectations for relationships with trade associations.
- Aim to be recognised as a leader for transparency of reporting, including supporting the recommendations of the TCFD.
- Launch a new team to help countries, cities and large companies decarbonise.
This all does sound like a very sensible policy.
BP’s Partnership With EnBW
BP seemed to have formed a partnership with EnBW to develop offshore wind farms in the UK
Their first investment is described in this press release from BP, which is entitled BP Advances Offshore Wind Growth Strategy; Enters World-Class UK Sector With 3GW Of Advantaged Leases In Irish Sea.
This is the first five paragraphs.
bp and partner EnBW selected as preferred bidder for two highly-advantaged 60-year leases in UK’s first offshore wind leasing round in a decade.
Advantaged leases due to distance from shore, lower grid cost, synergies from scale, and faster cycle time.
Projects expected to meet bp’s 8-10% returns aim, delivering attractive and stable returns and integrating with trading, mobility, and other opportunities.
Annual payments expected for four years before final investment decisions and assets planned to be operational in seven years.
In the past six months bp has entered offshore wind in the UK – the world’s largest market – and the US – the world’s fastest-growing market.
Note.
- EnBW are Energie Baden-Wuerttemberg AG, who, according to Wikipedia, are the third largest utilities company in Germany.
- It also appears, that EnBW have developed wind farms.
BP have issued this infographic with the press release.
Note.
- The lease areas don’t appear to be far from the Morecambe Bay gas field.
- The Morecambe Bay gas field is coming to the end of its life.
- The Morecambe Bay gas field is connected to the Rampside gas terminal at Barrow-in-Furness.
- At peak production 15 % of the UK’s natural gas came from Morecambe Bay.
I just wonder, if there is a cunning plan.
Could the platforms be repurposed to act as electrical hubs for the wind turbines?
- 3GW of electricity would produce 55 tonnes of hydrogen per day.
- The hydrogen would be exported to the Rampside gas terminal using the existing pipelines.
- There may be savings to be made, as HVDC links are expensive.
- BP either has the engineering to convert the platforms or they know someone who does.
- Would the industrial complex at Barrow-in-Furnace and the nearby Sellafield complex have a use for all that hydrogen?
- Or would the hydrogen be used to fuel Lancashire’s buses and trucks on the M6.
It certainly looks to me, that it could be a possibility, to bring the energy ashore as hydrogen.
BP Seeking Second Wind Off Scotland
The title of this section, is the same as that of this article in The Times.
These are the first two paragraphs.
BP is preparing to bid for the rights to build wind farms off Scotland as it signals no let-up in expansion after a £900 million splurge on leases in the Irish Sea.
The London-based oil giant caused waves in February by offering record prices to enter the UK offshore wind market through a Crown Estate auction of seabed leases off England and Wales.
As I said earlier.
- The Shetland Islands are developing themselves as a giant hydrogen factory.
- There are pipelines connecting platforms to the Sullom Voe Terminal.
- There are plans to convert some of the redundant platforms into hydrogen production platforms.
- The islands will be developing ways to export the hydrogen to the South and Europe.
BP also operates the Schiehallion oil and gas field to the West of the Shetlands, which is connected to the Sullom Voe Terminal by the West of Shetland pipeline.
Could BP and EnBW be coming to the party?
They certainly won’t be arriving empty-handed.
Does BP Have Access To Storage Technology?
I ask this question because both the Morecambe Bay and Shetland leases could be built with co-located depleted gas fields and offshore electrolysers.
So could hydrogen gas be stored in the gas fields?
I think it could be a possibility and would mean that hydrogen would always be available.
Could Iceland Be Connected To Schiehallion Via A Gas Pipeline?
I estimate that Iceland and Schiehallion would be about six hundred miles.
This wouldn’t be the longest undersea gas pipeline in the world as these two are longer.
- Langeled – 725 miles
- Nord Stream – 759 miles
The Langeled pipeline cost £1.7 billion.
Conclusion
I think there’s more to the link-up between BP and EnBW.
I am fairly certain, that BP are thinking about converting some redundant gas platforms into hubs for wind turbines, which use the electricity to create hydrogen, which is then exported to the shore using existing gas pipelines and onshore terminals.
Could it be said, that BP will be recycling oil and gas platforms?
I feel that the answer is yes! Or at least maybe!
The answer my friend is blowing in the wind!
Uniper To Make Wilhelmshaven German Hub For Green Hydrogen; Green Ammonia Import Terminal
The title of this post, is the same as that of this article on Green Car Congress.
This is the first two paragraphs.
Under the name “Green Wilhelmshaven,” Germany-based international energy company Uniper plans to establish a German national hub for hydrogen in Wilhelmshaven and is working on a corresponding feasibility study.
Plans include an import terminal for green ammonia. The terminal will be equipped with an ammonia cracker for producing green hydrogen and will also be connected to the planned hydrogen network. A 410-megawatt electrolysis plant is also planned, which—in combination with the import terminal—would be capable of supplying around 295,000 metric tons or 10% of the demand expected for the whole of Germany in 2030.
I can’t help feeling that there is some bad thinking here.
The Wikipedia entry for ammonia, says this about green ammonia.
Even though ammonia production currently creates 1.8% of global CO2 emissions, a 2020 Royal Society report claims that “green” ammonia can be produced by using low-carbon hydrogen (blue hydrogen and green hydrogen). Total decarbonization of ammonia production and the accomplishment of net-zero targets are possible by 2050.
So why is green ammonia imported rather than green hydrogen, which may have been used to manufacture the ammonia?
Green ammonia would appear to have two main uses in its own right.
- As a feedstock to make fertiliser and other chemicals.
- As a possible fuel for large ships, which could also be powered by hydrogen.
The only thing, I can think of, is that as liquid hydrogen boils at -253 ° C and liquid ammonia at -33 ° C, ammonia may be easier to transport by ship.
It may make a better fuel for large ships for the same reason.
This policy briefing from The Royal Society is entitled Ammonia: Zero-Carbon Fertiliser, Fuel And Energy Store.
This is the introductory paragraph.
This policy briefing considers the opportunities and challenges associated with the manufacture and future use of zero-carbon or green ammonia.
It is an excellent explanation of green ammonia and a must read.
Hydrogen for Wilhelmshaven
On the other hand, Wilhelmshaven, which is situated on Germany’s North West Coast would be in a good position to be a terminal for a hydrogen pipeline or electrical interconnector from the Dogger Bank, where both the Netherlands and the UK have plans for some of the largest windfarms in the world.
The UK’s Dogger Bank Wind Farm, which is being developed by SSE, looks to have an initial capacity of 4.8 MW, whereas the North Sea Wind Power Hub, being developed by the Danes, Dutch and Germans on their side of the Dogger Bank could be rated at up to 110 GW.
Wikipedia says this about how the two huge projects could be connected.
The power hub would interconnect the three national power grids with each other and with the Dogger Bank Wind Farm.
We could be seeing a 200 GW power station in an area of the sea, generally only known to those who listen to the shipping forecasts and fans like Marti Caine.
Under a section in the Wikipedia entry for the North Sea Wind Power Hub, which is entitled the North Sea Wind Power Hub Consortium, these points are made.
- It is hoped that Norway, the United Kingdom, and Belgium will join the consortium.
- Dutch gas-grid operator Gasunie has joined the consortium, suggesting converting wind power to gas and using near offshore gas infrastructure for storage and transport.
- The Port of Rotterdam became the fifth member of the consortium.
This looks like a party, where some of our North Sea gas fields and infrastructure, lying in the triangle of the Humber, Teesside and the Dogger Bank could add a lot of value.
We could even see hydrogen generated in the European Eastern part of the Dogger Bank, stored in a worked-out gas field in the UK sector of the North Sea and then when needed, it could be pumped to Germany.
A 410 Megawatt Electrolyser
Ryze Hydrogen are building the Herne Bay electrolyser.
- It will consume 23 MW of solar and wind power.
- It will produce ten tonnes of hydrogen per day.
This would produce just 5.6 percent of the hydrogen of the Wilhelmshaven electrolyser
In H2 Green Steel Plans 800 MW Hydrogen Plant In Sweden, I wrote about a 800 MW electrolyser, that would produce 380 tonnes of hydrogen per day.
It looks like the Wilhelmshaven electrolyser is very much a middle-sized one and would produce around 65,000 tonnes per year.
Conclusion
It looks like the Germans will be importing lots of green ammonia and green hydrogen from the North Sea.
Shooter Urges Caution On Hydrogen Hubris
The title of this post is the same as that of an article in the January 2021 Edition of Modern Railways.
This is the first paragraph.
Vivarail Chairman Adrian Shooter has urges caution about the widespread enthusiasm for hydrogen technology. In his keynote speech to the Golden Spanner Awards on 27 November, Mr. Shooter said the process to create ‘green hydrogen’ by electrolysis is ‘a wasteful use of electricity’ and was skeptical about using electricity to create hydrogen to then use a fuel cell to power a train, rather than charging batteries to power a train. ‘What you will discover is that a hydrogen train uses 3.5 times as much electricity because of inefficiencies in the electrolysis process and also in the fuel cells’ said Mr. Shooter. He also noted the energy density of hydrogen at 350 bar is only one-tenth of a similar quantity of diesel fuel, severely limiting the range of a hydrogen-powered train between refuelling.
Mr. Shooter then made the following points.
- The complexity of delivering hydrogen to the railway depots.
- The shorter range available from the amount of hydrogen that can be stored on a train compared to the range of a diesel train.
- He points out limitations with the design of the Alstom Breeze train.
This is the last paragraph.
Whilst this may have seemed like a challenge designed purely to promote the battery alternatives that Vivarail is developing, and which he believes to be more efficient, Mr. Shooter explained: ‘I think that hydrogen fuel cell trains could work in this country, but people just need to remember that there are downsides. I’m sure we’ll see some, and in fact we should because competition improves the breed.’
i think Mr. Shooter may have made several good points.
These are my thoughts.
Creating Green Hydrogen
I haven’t done an analysis of the costs of creating green hydrogen from electrolysis, but I have a feeling, that electrolysis won’t be the only way to create large amounts of carbon-free hydrogen, in a few years.
These methods are currently available or under development or construction.
- The hydrogen tram-buses in Pau have a personal electrolyser, that provides hydrogen at 350 bar.
- London’s hydrogen buses will be provided with hydrogen from an electrolyser at Herne Bay by truck. Will the trucks be hydrogen-powered?
Some industrial processes like the Castner-Kellner process create hydrogen as a by-product.
In Shell Process To Make Blue Hydrogen Production Affordable, I describe the Shell Blue Hydrogen Process, which appears to be a way of making massive amounts of carbon-free hydrogen for processes like steel-making and cement production. Surely some could be piped or transported by truck to the rail depot.
In ITM Power and Ørsted: Wind Turbine Electrolyser Integration, I describe how ITM Power and Ørsted plan to create the hydrogen off shore and bring it by pipeline to the shore.
Note.
- The last two methods could offer savings in the cost of production of carbon-free hydrogen.
- Surely, the delivery trucks if used, must be hydrogen-powered.
- The Shell Blue Hydrogen Process uses natural gas as a feedstock and converts it to hydrogen using a newly-developed catalyst. The carbon-dioxide is captured and used or stored.
- If the local gas network has been converted to hydrogen, the hydrogen can be delivered to the depot or filling station through that gas network.
I very much feel that affordable hydrogen can be supplied to bus, train, tram or transport depot. For remote or difficult locations. personal electrolysers, powered by renewable electricity, can be used, as at Pau.
Hydrogen Storage On Trains
Liquid hydrogen could be the answer and Airbus are developing methods of storing large quantities on aircraft.
In What Size Of Hydrogen Tank Will Be Needed On A ZEROe Turbofan?, I calculated how much liquid hydrogen would be needed for this ZEROe Turbofan.
I calculate that to carry the equivalent amount of fuel to an Airbus A320neo would need a liquid hydrogen tank with a near 100 cubic metre capacity. This sized tank would fit in the rear fuselage.
I feel that in a few years, a hydrogen train will be able to carry enough liquid hydrogen in a fuel tank, but the fuel tank will be large.
In The Mathematics Of A Hydrogen-Powered Freight Locomotive, I calculated how much liquid hydrogen would be needed to provide the same amount of energy as that carried in a full diesel tank on a Class 68 locomotive.
The locomotive would need 19,147 litres or 19.15 cubic metres of liquid hydrogen, which could be contained in a cylindrical tank with a diameter of 2 metres and a length of 6 metres.
Hydrogen Locomotives Or Multiple Units?
We have only seen first generation hydrogen trains so far.
This picture shows the Alstom Coradia iLint, which is a conversion of a Coradia Lint.
It is a so-so train and works reasonably well, but the design means there is a lot of transmission noise.
This is a visualisation of an Alstom Breeze or Class 600 train.
Note that the front half of the first car of the train, is taken up with a large hydrogen tank. It will be the same at the other end of the train.
As Mr. Shooter said, Alstom are converting a three-car train into a two-car train. Not all conversions live up to the hype of their proposers.
I would hope that the next generation of a hydrogen train designed from scratch, will be a better design.
I haven’t done any calculations, but I wonder if a lighter weight vehicle may be better.
Hydrogen Locomotives
I do wonder, if hydrogen locomotives are a better bet and easier to design!
- There is a great need all over the world for zero-carbon locomotives to haul freight trains.
- Powerful small gas-turbine engines, that can run on liquid hydrogen are becoming available.
- Rolls-Royce have developed a 2.5 MW gas-turbine generator, that is the size of a beer-keg.
In The Mathematics Of A Hydrogen-Powered Freight Locomotive, I wondered if the Rolls-Royce generator could power a locomotive, the size of a Class 68 locomotive.
This was my conclusion.
I feel that there are several routes to a hydrogen-powered railway locomotive and all the components could be fitted into the body of a diesel locomotive the size of a Class 68 locomotive.
Consider.
- Decarbonising railway locomotives and ships could be a large market.
- It offers the opportunities of substantial carbon reductions.
- The small size of the Rolls-Royce 2.5 MW generator must offer advantages.
- Some current diesel-electric locomotives might be convertible to hydrogen power.
I very much feel that companies like Rolls-Royce and Cummins (and Caterpillar!), will move in and attempt to claim this lucrative worldwide market.
In the UK, it might be possible to convert some existing locomotives to zero-carbon, using either liquid hydrogen, biodiesel or aviation biofuel.
Perhaps, hydrogen locomotives could replace Chiltern Railways eight Class 68 locomotives.
- A refuelling strategy would need to be developed.
- Emissions and noise, would be reduced in Marylebone and Birmingham Moor Street stations.
- The rakes of carriages would not need any modifications to use existing stations.
It could be a way to decarbonise Chiltern Railways without full electrification.
It looks to me that a hydrogen-powered locomotive has several advantages over a hydrogen-powered multiple unit.
- It can carry more fuel.
- It can be as powerful as required.
- Locomotives could work in pairs for more power.
- It is probably easier to accommodate the hydrogen tank.
- Passenger capacity can be increased, if required by adding more coaches.
It should also be noted that both hydrogen locomotives and multiple units can build heavily on technology being developed for zero-carbon aviation.
The Upward Curve Of Battery Power
Sparking A Revolution is the title an article in Issue 898 of Rail Magazine, which is mainly an interview with Andrew Barr of Hitachi Rail.
The article contains a box, called Costs And Power, where this is said.
The costs of batteries are expected to halve in the next years, before dropping further again by 2030.
Hitachi cites research by Bloomberg New Energy Finance (BNEF) which expects costs to fall from £135/kWh at the pack level today to £67/kWh in 2030 and £47/kWh in 3030.
United Kingdom Research and Innovation (UKRI) are predicting that battery energy density will double in the next 15 years, from 700 Wh/l to 1400 Wh/l in 2-35, while power density (fast charging) is likely to increase four times in the same period from 3 kW/kg to 12 kW/kg in 2035.
These are impressive improvements that can only increase the performance and reduce the cost of batteries in all applications.
Hitachi’s Regional Battery Train
This infographic gives the specification of Hitachi Regional Battery Train, which they are creating in partnership with Hyperdrive Innovation.
Note that Hitachi are promising a battery life of 8-10 years.
Financing Batteries
This paragraph is from this page on BuyaCar, which is entitled Electric Car Battery Leasing: Should I Lease Or Buy The Batteries?
When you finance or buy a petrol or diesel car it’s pretty simple; the car will be fitted with an engine. However, with some electric cars you have the choice to finance or buy the whole car, or to pay for the car and lease the batteries separately.
I suspect that battery train manufacturers, will offer similar finance models for their products.
This paragraph is from this page on the Hyperdrive Innovation web site.
With a standardised design, our modular product range provides a flexible and scalable battery energy storage solution. Combining a high-performance lithium-ion NMC battery pack with a built in Battery Management System (BMS) our intelligent systems are designed for rapid deployment and volume manufacture, supplying you with class leading energy density and performance.
I can envisage that as a battery train ages, every few years or so, the batteries will get bigger electrically, but still be the same physical size, due to the improvements in battery technology, design and manufacture.
I have been involved in the finance industry both as a part-owner of a small finance company and as a modeller of the dynamics of their lending. It looks to me, that train batteries could be a very suitable asset for financing by a fund. But given the success of energy storage funds like Gore Street and Gresham House, this is not surprising.
I can envisage that battery electric trains will be very operator friendly, as they are likely to get better with age and they will be very finance-friendly.
Charging Battery Trains
I must say something about the charging of battery trains.
Battery trains will need to be charged and various methods are emerging.
Using Existing Electrification
This will probably be one of the most common methods used, as many battery electric services will be run on partly on electrified routes.
Take a typical route for a battery electric train like London Paddington and Oxford.
- The route is electrified between London Paddington and Didcot Junction.
- There is no electrification on the 10.4 miles of track between Didcot Junction and Oxford.
If a full battery on the train has sufficient charge to take the train from Didcot Junction to Oxford and back, charging on the main line between London Paddington and Didcot Junction, will be all that will be needed to run the service.
I would expect that in the UK, we’ll be seeing battery trains using both 25 KVAC overhead and 750 VDC third rail electrification.
Short Lengths Of New Strategic Electrification
I think that Great Western Railway would like to run either of Hitachi’s two proposed battery electric trains to Swansea.
As there is 45.7 miles pf track without .electrification, some form of charging in Swansea station, will probably be necessary.
The easiest way would probably be to electrify Swansea station and perhaps for a short distance to the North.
This Google Map shows Swansea station and the railway leading North.
Note.
- There is a Hitachi Rail Depot at the Northern edge of the map.
- Swansea station is in South-West corner of the map.
- Swansea station has four platforms.
Swansea station would probably make an excellent battery train hub, as trains typically spend enough time in the station to fully charge the batteries before continuing.
There are other tracks and stations of the UK, that I would electrify to enable the running of battery electric trains.
- Leeds and York, which would enable carbon-free London and Edinburgh services via Leeds and help TransPennine services. This is partially underway.
- Leicester and East Midlands Parkway and Clay Cross North Junction and Sheffield – These two sections would enable EMR InterCity services to go battery electric.
- Sheffield and Leeds via Meadowhall, Barnsley Dearne Valley and the Wakefield Line, which would enable four trains per hour (tph) between Sheffield and Leeds and an extension of EMR InterCity services to Leeds.
- Hull and Brough, would enable battery electric services to Hull and Beverley.
- Scarborough and Seamer, would enable electric services services to Scarborough and between Hull and Scarborough.
- Middlesbrough and Redcar, would enable electric services services to Teesside.
- Crewe and Chester and around Llandudno Junction station – These two sections would enable Avanti West Coast service to Holyhead to go battery electric.
- Shrewsbury station – This could become a battery train hub, as I talked about for Swansea.
- Taunton and Exeter and around Penzance, Plymouth and Westbury stations – These three sections would enable Great Western Railway to cut a substantial amount of carbon emissions.
- Exeter, Yeovil Junction and Salisbury stations. – Electrifying these three stations would enable South Western Railway to run between London and Exeter using Hitachi Regional Battery Trains, as I wrote in Bi-Modes Offered To Solve Waterloo-Exeter Constraints.
We will also need fast chargers for intermediate stations, so that a train can charge the batteries on a long route.
I know of two fast chargers under development.
- Opbrid at Furrer + Frey
- Vivarail’s Fast Charge, which I wrote about in Vivarail’s Plans For Zero-Emission Trains.
I believe it should be possible to battery-electrify a route by doing the following.
- Add short lengths of electrification and fast charging systems as required.
- Improve the track, so that trains can use their full performance.
- Add ERTMS signalling.
- Add some suitable trains.
Note.
- I feel ERTMS signalling with a degree of automatic train control could be used with automatic charging systems, to make station stops more efficient.
- In my view, there is no point in installing better modern trains, unless the track is up to their performance.
Can The UK Have A Capacity To Create Five GW Of Green Hydrogen?
This article in The Times today is entitled Net Zero By 2050: Bold Aims Are An Example To Other Nations.
It is an analysis of the Government’s plans for a greener future.
This is a paragraph.
Only a few small-scale green hydrogen plants exist globally, and so five gigawatts of low-carbon hydrogen generation by 2030 is a bold commitment. For context, BP recently announced that it was building its first full-scale green hydrogen facility, in Germany — with a 50-megawatt capacity.
I don’t think from the tone, that the writer thinks it is possible.
On the other hand I do believe it is possible.
ITM Power
ITM Power are the experts in electrolysis and have the largest electrolyser factory in the world, which is capable of supplying 1 GW of electrolyser capacity per annum.
It would appear they can supply the required five GW of electrolyser capacity in time for 2030.
The Herne Bay Electrolyser
Ryze Hydrogen are building the Herne Bay electrolyser.
- It will consume 23 MW of solar and wind power.
- It will produce ten tonnes of hydrogen per day.
- The hydrogen it produces will be mainly for hydrogen buses in London.
- Delivery of the hydrogen will be by truck.
The electrolyser will consume 552 MWh to produce ten tonnes of hydrogen, so creating one tonne of hydrogen needs 55.2 MWh of electricity.
To produce five gigawatts of hydrogen would require nearly 220 electrolysers the size of Herne Bay.
ITM Power and Ørsted: Wind Turbine Electrolyser Integration
But ITM Power are working on a project with Ørsted , where wind turbines and hydrogen electrolysers are co-located, at sea to produce the hydrogen offshore.
ITM Power talks about the project in this press release on their web site.
This is the introductory paragraph.
ITM Power, the energy storage and clean fuel company, is pleased to share details of a short project sponsored by the Department for Business, Energy & Industrial Strategy (BEIS), in late 2019, entitled ‘Hydrogen supply competition’, ITM Power and Ørsted proposed the following: an electrolyser placed at the wind turbine e.g. in the tower or very near it, directly electrically connected to the DC link in the wind turbine, with appropriate power flow control and water supplied to it. This may represent a better design concept for bulk hydrogen production as opposed to, for instance, remotely located electrolysers at a terminal or platform, away from the wind turbine generator, due to reduced costs and energy losses.
The proposed concept is also described.
- A marine environment capable electrolyser
- ‘Type IV’ wind turbine generators and their ‘DC link’ have the potential to power the electrolyser directly
- This enables fewer power conversion steps and thereby reduces both energy losses and electrolyser footprint
- Readily abundant cooling capacity via the sea water
- Energy in the form of Hydrogen gas supplied to shore by pipe rather than via electricity
- Connecting one electrolyser with one turbine wind generator
- Other avoided costs of this concept include permitting, a single process unit deployment
Note.
- I can’t find a Type IV wind turbine generator, but the largest that Ørsted have installed are about 8 MW.
- This size would require 750 turbines to provide the UK’s five gigawatts of hydrogen.
- 12 MW turbines are under development.
The Hornsea wind farm is being developed by Ørsted
- Hornsea 1 has a capacity of 1.2 GW and was completed in 2020.
- Hornsea 2 will have a capacity of 1.8 GW and will be completed in 2022.
- Hornsea 3 will have a capacity of 2.4 GW and will be completed in 2025.
- Hornsea 4 will have a yet-to-be-determined capacity and could be completed in 2027.
This wind farm will probably supply over 6 GW on its own, when the wind is blowing.
Bringing The Hydrogen Ashore
This has been done since the 1960s in UK waters and it will be very traditional projects for the UK’s engineers.
- Some of the existing pipes could be repurposed.
- Worked out gas fields could probably be used to store the hydrogen or carbon dioxide captured from gas- or coal-fired power stations.
I’m fairly sure that by the use of valves and clever control systems, the pipes linking everything together could be used by different gases.
Conclusion
Producing 5 GW of green hydrogen per year by 2030 is possible.
All Aboard The Bamford Hydrogen Bus Revolution
The title of this post, is the same as that of this article on Air Quality News.
This is the introductory paragraph.
Air Quality News editor Jamie Hailstone talks to JCB heir and hydrogen advocate, Jo Bamford, about why it is the fuel of the future for buses.
It is a good read, as Jo Bamford details his vision to change public transport with thousands of hydrogen-powered buses.
He talks in a common-sense manner, about the economics and practicalities of zero emission buses, of which this paragraph is typical.
‘I have a bus manufacturing business,’ he adds. ‘We make a diesel bus, a battery double-decker and a hydrogen double-decker. A battery double-decker will do 60% of the distance of a diesel bus and take 4.5 hours to charge. A hydrogen bus will do the same distance as a diesel bus and take seven minutes to fill up. If you are running a bus for 22 hours a day, you can’t afford to charge them up for 4.5 hours a day.
Jo Bamford finishes with.
I think hydrogen is a sexy, cool thing to be looking at.
I agree with him and we should get started on lots of hydrogen buses and their hydrogen supply network.
As I wrote in Daimler Trucks Presents Technology Strategy For Electrification – World Premiere Of Mercedes-Benz Fuel-Cell Concept Truck, Mercedes are going the hydrogen route with big trucks and these trucks will need a hydrogen supply network to be built in the UK.
So surely, we should look at decarbonisation of buses and heavy trucks in an holistic way, by creating that hydrogen supply network in the UK.
Ryze have now obtained planning permission for their first big electrolyser at Herne Bay and it now has its own web site, which includes this video, explaining Ryze Hydrogen’s philosophy.
Let’s hope that this first electrolyser, grows into the network the country needs.
JCB Unveils World’s First Hydrogen Digger
The title of this post is the same as that of this article on International Vehicle Technology.
The signs have been there for some time.
- JCB are one of the backers of ITM Power, who make large scale electrolysers in Rotherham.
- Jo Bamford has a hydrogen company called Ryze Hydrogen.
- Jo Bamford took over Wrightbus and is saying he’ll be building thousands of hydrogen buses a year.
- Ryze Hydrogen have planning permission for a giant hydrogen electrolyser at Herne Bay.
To me, it is totally logical, that JCB build a hydrogen-powered digger.
And it appears they have got there first!
Ryze Hydrogen-Suttons Tankers Partnership To Supply Hydrogen To Transport for London
The title of this post, is the same as that of this article on H2 View.
From reading the article, it looks like London’s new hydrogen buses will be on the road by the end of the year.
Sadly, in some ways, the hydrogen will have to be driven from Runcorn, as the Herne Bay electrolyser won’t be completed for a couple of years.
I would assume, that the hydrogen is coming from the plant where I worked around 1970, or more likely its successor.
The Anonymous Widower 