Diesel Buses To Be Phased Out Within 15 Years To Cut Greenhouse Gas Emissions
The title of this post, is the same as that of this article in The Times.
Hallelujah!
Should be heavy trucks, next!
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.
15 More Fuel Cell Electric Buses For UK Roads
The title of this post, is the same as that of this article on H2 View.
This is the introductory paragraph.
A further 15 fuel cell electric buses (FCEBs) are planned for the UK this year, as the country works towards its goal of deploying 4,000 zero emission buses over the next five years.
These futher points are made.
The fuel cells are 85KW heavy-duty FCveloCity®-HD fuel cell modules from Ballard Power Systems.
This will take Wrightbus’s order book for hydrogen-powered buses to fifty. all of which will be delivered this year.
Twenty buses are for London and fifteen are for Aberdeen.
I have some thoughts on the 85KW heavy-duty FCveloCity®-HD Fuel Cell Module.
This pdf file on the Ballard web site is the data sheet and this is selected data.
- The net power is 85 kW
- The fuel cell weighs 256 Kg.
- It needs a coolant sub-system that weighs 44 Kg.
- It needs an air sub-system that weighs 61 Kg.
- It is a true zero-emission product.
It is worth looking at the power train of a New Routemaster bus, which although very different will probably give clues as to the weight that can be carried and the power and battery size needed for a full-size bus.
- The Cummins ISBe diesel engine develops 138 kW and weighs 499 Kg.
- The engine is mounted half-up the back stairs.
- The Microvast Lithium Titanate battery has a capacity of 18 kWh.
- The battery is placed under the front stairs.
- The braking on the New Routemaster bus is regenerative.
These are some of my observations.
- If you sit at the back of a New Routemaster bus, you can hear the engine, when it is running. On most routes in Central London, it certainly isn’t running all the time.
- The battery doesn’t seem very large at 18 kWh.
- The fuel cell with its sub-systems would appear to be lighter than the diesel engine, but of less power.
- The fuel-cell won’t need the generator of the diesel bus.
I very much feel getting all the components into a standard double-decker bus will be a tight squeeze, but none of the individual components are that large or heavy.
Conclusion
I can’t wait to have my first ride in a hydrogen-powered double-decker bus.
Ryze Hydrogen Wants To Make The North East Of Scotland A World Leader In Hydrogen
The title of this post, is the same as that of this article on H2 View.
This is the introductory paragraph.
Ryze Hydrogen has pledged to work with the Scottish Government and local authorities to make the North East of Scotland a world leader in hydrogen.
I think this is both a laudable and a very sensible aim.
- Large offshore wind farms are being built both around Aberdeen and the Far North of Scotland.
- Production of hydrogen is a sensible way to use spare renewable electricity.
- That area of Scotland is not short of wind.
- Aberdeen will be taking delivery of hydrogen buses later this year.
- With their experience of the oil industry, there would not be a shortage of people with the necessary expertise.
The article also details Jo Bamford’s plans for hydrogen buses.
‘Chernobyl’ Fears Dismissed As Herne Bay Hydrogen Plant Bid Approved
The title of this post, is the same as that of this article on Kent Online.
it would appear that Kent Online got their prediction right. that I wrote about in Hydrogen Power Plant Bid In Herne Bay Set For Green Light From Canterbury City Council.
Hydrogen Power Plant Bid In Herne Bay Set For Green Light From Canterbury City Council
The title of this post, is the same as that of this article on Kent Online.
These are the introductory paragraphs.
Controversial plans to build a hydrogen fuel plant on a rundown plot of land look set to be given the green light – despite more than 160 objections from concerned residents.
Canterbury City Council was inundated with letters from locals – with one even worried about a Fukushima-style disaster – after a bid to construct the plant in Westbrook Lane, Herne Bay, was revealed in January.
The article said, that the project would create twenty jobs.
This Google Map shows the proposed site for the electrolyser.
Note.
- The Railway running East-West at the top of the map.
- The A2990 Thanet Way running East-West at the bottom of the map.
From a visualisation on the Kent Online article, it appears that the electrolyser will be built to the West of the Recycling Centre.
I suspect that given the closeness of the railway, it might even be possible to despatch hydrogen to users by specially-designed trains.
The electrolyser will need large quantities of electricity and I can’t see any wires around the site.
This Google Map shows the wider area around the site.
Note.
- The Recycling Centre indicated my a blue arrow, just to the right of top-centre of the map.
- The A2990 running East-West across the top of the map.
- The 18 MW Molehill Solar Farm between the old and new Thanet Ways, in the middle of the map.
- The 51.9 MW Owls Hatch Solar Farm, in the South East corner of the map.
- For full production, the electrolyser needs 23 MW!
These two solar farms, mean, that there must be a high-quality electricity connection in the area.
With all the offshore wind in Kent and these solar farms on the doorstep, the Herne Bay electrolyser, will not have much difficulty obtaining genuine renewable electricity.
Conclusion
As someone, who once worked, in a hydrogen factory, I would be happy to live near to the site.
Are Ryze Hydrogen planning to put a filling station for hydrogen vehicles on the A2990?
Joint Venture With Linde AG And £38M Strategic Investment
The title of this post, is the same as that as this Press Release from ITM Power.
This is the first paragraph.
ITM Power plc is pleased to announce its intention to raise at least £52.0 million (before expenses) through (i) a strategic investment of £38.0 million at 40 pence per share by Linde UK Holdings No. 2 Limited, a member of the Linde AG group (Linde) (the Share Subscription); and (ii) a conditional placing of £14.0 million at 40 pence per share (the Firm Placed Shares) with certain existing and new institutional investors (the Firm Placing). The Group has also entered into a 50/50 joint venture with Linde (the Joint Venture) which will focus on delivering green hydrogen to large scale industrial projects, principally those with an installed electrolyser capacity of 10 Megawatts (“MW”) and above.
There is all the usual financial stuff and these sentences.
The net proceeds of the fundraising will be used principally to enhance the manufacturing capabilities of the Group, particularly for the development and production of large scale 5MW electrolysers, to facilitate product standardisation and manufacturing cost reduction.
The Joint Venture will focus on delivering green hydrogen to large scale industrial projects (generally being opportunities with installed electrolyser capacities of 10 Megawatts and above)
As ITM Power are constructing the largest electrolyser factory in the world, at Bessemer park in Sheffield, it appears to me that ITM Power are going for the larger scale hydrogen market.
Recently, I wrote these three posts.
- Funding Award to Supply An 8MW Electrolyser
- Surplus Electricity From Wind Farms To Make Hydrogen For Cars And Buses
- H2OzBus Project: Deploying Hydrogen Fuel Cell Bus Fleets For Public Transport Across Australia
News stories generated about the company or the production of hydrogen seem to require large electrolysers in excess of 5 MW.
It looks like ITM Power are setting themselves up to tap this market substantially.
How Much Hydrogen Would A 5 MW Electrolyser Create In A Day?
I found the key to the answer to this question on this page of the Clean Energy Partnership web site.
To produce hydrogen by electrolysis directly at the filling station, the CEP currently requires about 55 kWh/kg H2 of electricity at an assumed rate of efficiency of > 60 percent.
To produce 1 kg of hydrogen, nine times the amount of water is necessary, i.e. nine litres.
I will use that figure in the calculation.
- A 5MW electrolyser will consume 120 MWh in twenty-four hours.
- This amount of electricity will produce 2,182 Kg or 2.182 tonnes of hydrogen.
- It will also consume 19.64 tonnes of water.
In Surplus Electricity From Wind Farms To Make Hydrogen For Cars And Buses, I described how Jo Bamford and his company; Ryze Hydrogen, have applied for planning permission to build the UK’s largest electrolyser at Herne Bay in Kent.
- It will produce ten tonnes of hydrogen a day.
- The hydrogen will be sent by road to London to power buses.
So could the electrolyser be a 25 MW unit built of five 5 MW modular electrolysers?
Linde and their UK subsidiary; BOC, must have a lot of knowledge in transporting tonnes of hydrogen by road. I can remember seeing BOC’s trucks behind ICI’s Castner-Kellner works in the 1970s, where they collected hydrogen to see to other companies.
H2OzBus Project: Deploying Hydrogen Fuel Cell Bus Fleets For Public Transport Across Australia
The title of the this post, is the same as that of this Press Release from ITM Power.
This is the introductory paragraph.
ITM Power, the energy storage and clean fuel company, is pleased to announce the formation of the H2OzBus Project (“the Project”) and the signing of a memorandum of understanding with strategic partners (“the Consortium”). The Consortium comprises Transit Systems, part of the SeaLink Travel Group, Ballard Power Systems, BOC Limited, Palisade Investment Partners and ITM Power. The Consortium partners have signed a memorandum of understanding as a further step in evaluating and demonstrating the concept of hydrogen fuel cell electric buses for use in public bus transport in Australia.
Some further points from the Press Release.
- Initially, a hundred buses will be deployed.
- The buses appear to be being built in Australia.
- Ten locations are being considered for the buses.
It looks to be a very sensible project.
Government’s Bias Against Hydrogen Buses Challenged
The title of this post, is the same as that of this article on Fleetpoint.
This is the introductory paragraph.
Industry leaders, campaign groups and academics today challenged the Government’s “deliberate” and “misjudged” bias against hydrogen buses in its pursuit of decarbonising public transport.
I do find this article a bit surprising.
- We have had a couple of trials of hydrogen buses in London and Aberdeen and I can’t remember any serious adverse stories.
- Jo Bamford has rescued Wrightbus and plans to make thousands of hydrogen-powered buses.
- Councils seem keen on hydrogen-powered buses.
- There has been articles praising hydrogen in quality newspapers.
- It’s almost, as if someone in the Department of Transport, is saying No, for an illogical reason.
The government also seems to have given Alstom the nod to develop hydrogen trains.
Or has it?
I wrote Breeze Hydrogen Multiple-Unit Order Expected Soon, almost exactly a year ago and nothing has happened.
The only valid excuse is that the Department for Transport is up to its neck in work for COVID-19!
Surplus Electricity From Wind Farms To Make Hydrogen For Cars And Buses
The title of this post, is the same as that as this article in The Times.
This is the introductory paragraph.
Surplus power from wind farms will be used to run a network of giant electrolysers to make hydrogen for vehicles, under plans drawn up by a green energy company.
The following are points from the article.
- The electrolysers will be installed by Ryze Hydrogen.
- Ryze have submitted plans to build the UK’s largest electrolyser at Herne Bay in Kent.
- It will produce ten tonnes of hydrogen a day.
- The hydrogen will be sent by road to London to power buses.
- More electrolysers could be built in Aberdeen, Northern Ireland, Runcorn, South Wales and other places.
- It looks like the electrolysers will be built by ITM Power in the world’s largest electrolyser factory in Rotherham.
- Keele University is replacing 20% of the natural gas in its gas network with hydrogen to heat buildings. I wrote about this in HyDeploy.
Note.
- The owner of Ryze is Jo Bamford, who also owns Wrightbus. I wrote about his plans in JCB Heir And Wrightbus Owner Jo Bamford: ‘We Can Sell Our Hydrogen Bus Around The World’.
- Jo Bamford also has a plan for Ireland, which I wrote about in Wrightbus Boss Eyes All-Island Green Transport Plan. He could build the Northern Ireland electrolyser conveniently for the border.
- Jo Bamford is the son of Lord Bamford; the chairman of JCB.
- According to Wikipedia, JCB made a £4.9m strategic investment in ITM Power in 2015. The early bird catches the worm?
- ITM Power recently had an order for an 8MW electrolyser, which I wrote about in Funding Award to Supply An 8MW Electrolyser.
It all seems to fit together like a large zero-carbon jigsaw.
I do have some questions.
How Much Electricity Is Needed To Produce Ten Tonnes Of Hydrogen?
I found an answer to this question on this page of the Clean Energy Partnership web site.
To produce hydrogen by electrolysis directly at the filling station, the CEP currently requires about 55 kWh/kg H2 of electricity at an assumed rate of efficiency of > 60 percent.
To produce 1 kg of hydrogen, nine times the amount of water is necessary, i.e. nine litres.
Scaling up means that to produce ten tonnes of hydrogen will require 550 MWh and ninety tonnes of water. For comparison an Olympic swimming pool holds 2,500 tonnes of water, based on the fact that a cubic metre of water weighs a tonne and contains a thousand litres.
Is It Safe To Move Hydrogen In Trucks Around The UK?
I used to work as an instrument engineer in ICI’s hydrogen factory at Runcorn around 1970.
That plant electrolysed brine using the Castner-Kellner process to produce sodium hydroxide, chlorine and hydrogen. The first two products were used as feedstock to make various chemical products and the hydrogen was taken away by Air Products and BOC, in specially-designed trucks.
It can be said, that we have been moving hydrogen safely on the roads of the UK for at least fifty years and probably longer.
As an aside, I think, ICI found the hydrogen a bit of a problem, as in those days it didn’t have that many uses.
Are Ryze Building A Network Of Electrolysers To Serve The Whole Of The UK?
The five electrolysers named in The Times article, are in Ireland, North-West England, Scotland, South-East England and South Wales.
- All electrolysers would be sited near to large offshore wind farms, except for Northern Ireland, where the wind power is onshore.
- All areas of the British Isles would be close to an electrolyser for hydrogen delivery, except the South West and the North East of England and the Midlands.
- The Midlands is to be served by a planned ITM Power electrolyser at Tyldesley.
- The North East of England has a hydrogen supply from INEOS on Teesside.
- The South West of England could probably support another electrolyser. But there is not the same amount of nearby wind power.
Ryze with a little help from their friends, could make sure that every bus depot in the UK has a reliable source of green hydrogen.
The Electrolyser At Herne Bay
This Google Map shows the Herne Bay and the surrounding area on the North Kent coast.
What is not shown is all the wind farms to the North of the town in the Thames Estuary. These include.
- Gunfleet Sands – 172 MW
- Kentish Flats – 139 MW
- London Array – 630 MW
- Thanet – 300 MW
That is a total of 1241 MW, so working for twenty-four hours with a capacity factor of 30% would create almost 9 GWh of electricity.
- A small fraction of this 9 GWh of renewable electricity would provide enough to run the electrolyser at full power.
- The smallest wind farm; Kentish Flats will produce 139 x 24 x 0.3 = 1000 MWh on an average day.
- Just 23 MWh of electricity per hour is needed to create the ten tonnes of hydrogen.
Where are these wind farms connected to the National Grid?
- If just one connection is close to Herne Bay, then co-location must be desirable.
- If there is no connection, only 23 MW would be needed from the National Grid.
Reading the Wikipedia entry for Herne Bay, it appears to be an improving town.
- It has both a fast rail and a High Speed One connection to and from London.
- There is a dual-carriageway road connection to the motorway network.
- The town would probably welcome the jobs, that the development would create.
Herne Bay seems to be a good place to build the first electrolyser.
The Electrolyser At Aberdeen
I don’t know the Aberdeen area well, although the oil industry in the area has been good for my financial well-being.
There must be a good reason for building an electrolyser in the area.
- Aberdeen have experience of hydrogen buses.
- There are some large wind farms; both onshore and offshore close by.
- Is there a convenient site, that once had a coal-fired power station, but still has good electrical connections?
According to the Wikipedia entry for Wind Power In Scotland, the country had 8423 MW of installed wind power in December 2018 and has the aim of using only renewable energy by 2020.
Searching the Internet, I found the Peterhead power station.
The power station is gas-fired.
The power station has changed technology over the years.
There was a plan to fuel the power station with hydrogen produced from methane, where the carbon dioxide would have been captured and stored in the Miller field.
This Google Map shows the power station, to the South of Peterhead.
Note, that the power station is close to the A90 road, which forms the Aberdeen Western Peripheral Route, that goes past Aberdeen to the South of Scotland.
Could this power station be the site of the Aberdeen electrolyser?
- It looks to have good road connections.
- It obviously has good electrical connections.
- Peterhead would probably welcome the employment.
As you can see from the map, the power station is owned by SSE plc, who generate about a third of their energy from renewables.
And then there is Hywind Scotland, which is the world’s first commercial floating wind farm.
- This is a 30 MW wind farm.
- It comprises five 6MW floating wind turbines.
- It is situated eighteen miles off Peterhead.
- In the first two years of operation it had a capacity factor of 50 %, according to Wikipedia.
On an average day, Hywind Scotland will generate 360 MWh. This is 65 % of the 550 MWh of energy needed to produce ten tonnes of hydrogen.
Are there undisclosed plans to create a fleet of floating wind turbines, out to sea from Peterhead, which would be ideal for both Scotland’s electricity and hydrogen supplies?
It should also be noted, that in the UK and I suspect other developed countries, if someone needs a large amount of electricity for a commercial purpose, like an aluminium smelter or a steelworks, electricity companies, whether state or privately-owned, have always been keen to oblige.
I suspect that everything could be coming together in Peterhead.
The Electrolyser In Northern Ireland
The Wrightbus factory, owned by Jo Bamford builds its buses at Ballymena.
- Ballymena is 28 miles North of Belfast.
- Dublin is 130 miles to the South.
I can see the mother of all arguments happening, as to whether the electrolyser is North or South of the border.
If you look at the Wikipedia entry entitled Electricity Sector In Ireland, this is the opening paragraph.
The electricity sectors of the Republic of Ireland and Northern Ireland are integrated and supply 2.5 million customers from a combination of coal, peat, natural gas, wind and hydropower.
The grid runs as a synchronous electrical grid and in terms of interconnections has undersea DC-only connection to the UK National Grid, alongside plans in the advanced stage for a higher power, planned Celtic Interconnector to France.
It looks like Jo Bamford will only have to deal with one entity, no matter, which side of the border, the electrolyser is situated.
This would surely make it easier for his All-Ireland Green transport plan, which I wrote about in Wrightbus Boss Eyes All-Island Green Transport Plan.
My feeling is that he’ll get less grief, if the electrolyser was just on the North side of the border with a good road connection to the South. As there is a dual carriage-way road, all the way between Belfast and Dublin, this could probably be arranged.
This Google Map shows where the main dual-carriageway crosses the border.
Note.
- The border is shown as a white line to the North of the Centrepoint Business Park.
- The railway line between Dublin and Belfast can be seen to the West of the main cross-border road.
I certainly think, that a solution can be found to fuel all those Irish hydrogen buses, that Jo Bamford has proposed.
The Electrolyser At Runcorn
If Runcorn already has a good source of hydrogen at the former ICI factory, that is now owned by INEOS, why build an electrolyser at Runcorn?
There are several reasons.
- Runcorn is involved in the hydrogen plans for North-West England, that I wrote about in A Hydrogen Mobility Roadmap For North-West England.
- Runcorn can connect into the North West’s proposed hydrogen network.
- Runcorn is close to the zero-carbon wind energy of Liverpool Bay.
- INEOS can pool their zero-carbon hydrogen into that produced by Ryze.
- Will INEOS with all their hydrogen experience in the area, host the electrolyser?
- Runcorn is convenient for the large cities of Liverpool and Manchester.
- Runcorn has good access to the motorway network for the Midland of England and North Wales.
- There must be the possibility of building a rail terminal to deliver hydrogen.
Runcorn would also connect the interests of Jim Ratcliffe and the Bamfords.
The Electrolyser In South Wales
South Wales has an extensive public transport network.
- The South Wales Main Line runs between the Severn Tunnel and Swansea and the West via Newport and Cardiff.
- The Cardiff Valley Lines are being transformed into a modern South Wales Metro, which will make use of electric and battery technology.
- There are a lot of buses, running around in South Wales.
The buses and possibly some of the trains must be candidates for hydrogen power.
Transport for Wales Rail Services have ordered 77 Class 197 diesel trains from CAF, who have a factory at Newport.
Given CAF’s record on innovation and the Welsh Government’s stance on the environment, I wouldn’t be surprised to find out that these trains could be converted to zero-carbon trains. I’m sure Ryze would be pleased to provide green hydrogen for Welsh trains.
I think there are two possible sites for a large electrolyser in South Wales.
The first is the site of the former Aberthaw power stations, which are shown in this Google Map.
Note.
- Aberthaw power stations were South of Gileston.
- The complex stopped generating power at the end of March this year.
- The site has rail access.
- Road access would need to be improved.
- The power station must have had a good very connection to the National Grid.
- The site is near to Cardiff Airport, who might want to go zero-carbon for all their ground vehicles.
The second possible site, is on the site of the former Llanwern steel works, which is shown in this Google Map.
Note.
- It is a very large site, which probably has a very good connection to the National Grid.
- The CAF rolling stock factory is marked by a red arrow.
- CAF could start building and/or selling hydrogen-powered trains in the UK, at some date in the future.
- The site has rail and road access.
- The site is fifteen miles to the East of Cardiff.
- The site is thirty miles to the West of Bristol.
If it was my decision, I’d put the electrolyser on the Llanwern site.
Will The Electrolysers Need A Battery To Cover On Days Without Wind?
I can envisage a system, where several trailer-tankers are filled at once in a continuous process. Once filled, they would be disconnected and replaced by an empty one. It would act like a automatic bottling plant for beer, but with much bigger bottles.
The filled trailer-tankers would be energy stores, whilst they awaited being taken to the customers.
What Infrastructure Will Be Needed At Bus Depots?
The infrastructure is minimal and would be a tank and the means of filling the buses.
I also wonder, if trucks with a proven design of hydrogen trailer-tanker were to be used, these could be filled up at the electrolyser and the trailer-tankers would then be taken to the bus depots, where they would be plugged into the hydrogen delivery system for the buses.
- Each delivery would be a drop-off and connection of a full trailer-tanker of hydrogen and a return with the empty trailer-tanker to the electrolyser.
- The trailer-tankers could be fitted with a hydrogen vehicle-filling connection, so that bus operators could trial a small fleet of hydrogen buses or other vehicles, without putting in any infrastructure, other than safe parking for the trailer-tankers. But then most bus depots have lots of secure parking for large buses.
- This would surely be faster and more efficient, as the delivery driver wouldn’t have to wait, whilst the hydrogen is transferred.
- Deliveries could be arranged during the night.
I would also use a fleet of quiet, emission-free zero-carbon hydrogen-powered trucks. Do what I say and do what I do!
Why Not Generate The Hydrogen At The Depot?
At Pau, ITM Power have installed a hydrogen generator for the hydrogen-powered buses.
So why not do this all over the UK?
- A large bus depot could need a very large amount of electricity in a congested part of a city, where the electricity supply may be dodgy.
- It could also be safer, as venting the oxygen produced as a by-product of electrolysis, in an uncontrolled environment can be dangerous. But generated in a large electrolyser, it could be captured and used for another purpose or safely vented to the atmosphere. This section in Wikipedia, gives a brief outline of the applications of oxygen.
- I truck-based delivery system, is ideal for trials of hydrogen-powered buses, taxis, delivery vans, trucks and local authority vehicles, as no infrastructure is needed.
I suspect that, it might be more affordable and convenient to use centralised production of the hydrogen.
Conclusion
Jo Bamford has developed a well-thought out plan.
The Anonymous Widower 