Ocean Winds Secures Third Celtic Sea Floating Wind Site
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Ocean Winds has secured the third floating offshore wind site in the Celtic Sea, offered through the Crown Estate’s Round 5 auction earlier this year. The developer is joining Equinor and the Gwynt Glas joint venture, which were awarded rights for two of the three sites offered in Round 5 in June.
This paragraph outlines Ocean Winds’s deal.
On 19 November, the Crown Estate said that Ocean Winds was set to be awarded the rights for a third floating offshore wind site in the Celtic Sea.
There would now appear to be three Celtic Winds deals for wind farms.
- Gwynt Glas – 1.5 GW
- Ocean Winds – 1.5 GW
- Equinor – 1.5 GW
Note.
- 4.5 GW will be able to power a good proportion of South Wales and the South-West peninsular.
- In Gwynt Glas And South Wales Ports Combine Strength In Preparation For Multi-Billion Floating Wind Industry, I talk about partnerships between the wind farms and the ports.
- If you sign up for a large wind farm from the Crown Estate, do you get to have afternoon tea with Charles and Camilla in the garden at Highgrove or even Buckingham Palace?
This map of the wind farms is available from download from this page on the Crown Estate web site.
Note.
- Gwynt Glas is in green.
- Ocean Winds is in blue.
- Equinor is in mauve.
- The white dot to the East of the wind farms is Lundy Island.
This triple wind farm is certainly well-placed to supply power to Cornwall, Devon and South Wales.
Heads Of The Valleys Road Upgrade Officially Opens
The title of this post, is the same as that of this article on BusinessNewsWales.
This is the sub-heading.
The final phase of the £2 billion Heads of the Valleys Road upgrade programme has officially opened.
These first two paragraphs add detail to the project.
The Welsh Government said it marked the completion of “one of the UK’s largest and most technically challenging road projects”.
The £1.4 billion Section 5&6 Dowlais to Hirwaun final phase links the Valleys, South and West Wales to the English Midlands and beyond, together with ports serving Irish and other European destinations. As well as improving the resilience of the South Wales trunk road network, the road provides a vital link across the top of the South Wales valleys for the Metro project improving links to the Cardiff and Swansea Bay City Regions, the Welsh Government said.
From the statistics of work done and the money involved, it would appear that a comprehensive upgrade has fixed a big gap in the UK’s motorway network in South Wales.
This Google Map shows the locations of Dowlais and Hirwaun.
Note.
- Dowlais is in the North-East corner of the map.
- Hirwaun is in the South-West corner of the map and is outlined in red.
- The Heads of the Valleys Road links Dowlais and Hirwaun.
- Going East from Dowlais leads to Abergavenny, Monmouth, Raglan and the English Midlands.
- Abergavenny has a station, but Monmouth and Raglan don’t!
- Abergavenny station has comprehensive services to stations as far apart as Cardiff, Crewe, Holyhead, Manchester Piccadilly, Swansea and Wrexham General.
Abergavenny station could eventually turn out to be a parkway station for the South Wales Valleys.
I can certainly understand, why Lumo wants to run a service to Hereford.
I also feel that the Welsh government and Transport for Wales would be in favour of the service.
- Three towns in Wales; Cwmbran, Pontypool and Abergavenny get a direct service to Bristol Parkway and London Paddington stations.
- Hereford already has an hourly connection to Birmingham New Street via Worcester and University.
- If a coach were to be provided between Bristol Parkway and Bristol Airport, this could make getting to Bristol Airport easier.
I can see further improvements to services, that terminate at Abergavenny.
UK’s First Offshore Hydrogen Production Trials Kick Off in South Wales
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
After six years of development, sustainability consultancy ERM has launched offshore trials to test its Dolphyn Hydrogen process which combines electrolysis, desalination, and hydrogen production on a floating wind platform, marking the first time hydrogen has been produced from seawater in a marine environment in the UK.
These are the first three paragraphs.
The trials conducted in Pembroke Port, South Wales, through July 2024 are said to represent an important step forward in enabling the UK to produce low-carbon hydrogen safely, reliably, and at scale.
In ERM’s Dolphyn Hydrogen process, hydrogen is transported to shore via a pipeline and it can be used directly for power generation, transport, industrial purposes, and heating.
The development of the Dolphyn Hydrogen process has been supported by the UK Government’s Department for Energy Security and Net Zero, through the Low Carbon Hydrogen Supply 2 Competition in the GBP 1 billion (approximately USD 1.2 billion) Net Zero Innovation Portfolio (NZIP). It has been awarded funding of over GBP 8 million (about USD 10.13 million) to date and has also been championed by devolved Governments in Wales and Scotland.
There’s more about Dolphyn Hydrogen on their web site.
Conclusion
This self-contained floating hydrogen factory could be very useful operating either singly or as a small fleet.
It would help if Dolphyn Hydrogen disclosed some hydrogen production capacities.
This is said in a press release.
The pilot project at Vattenfall’s Offshore Wind Farm in Aberdeen Bay will have an output of 8.8MW and will be able to produce enough hydrogen every day to power a hydrogen bus to travel 24,000km.
That looks about right.
I shall be following Dolphyn Hydrogen.
UK Unveils GBP 50 Million Fund To Boost Offshore Wind Supply Chain
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
The Crown Estate has initiated a Supply Chain Accelerator to stimulate early-stage investment in the UK offshore wind supply chain.
These are the first three paragraphs.
The accelerator is a new GBP 50 million (approximately EUR 58.7 million) fund created to accelerate and de-risk the early-stage development of projects linked to offshore wind.
An initial GBP 10 million round of funding is now open for Expressions of Interest for businesses looking to establish UK projects that could support the development of a new UK supply chain capability for floating offshore wind in the Celtic Sea.
The application process opens formally in mid-June and closes at the end of July. The final announcement will be made in October 2024.
This sounds like a very good idea.
This is the next paragraph.
Earlier this year, the Crown Estate published research, the Celtic Sea Blueprint, which predicted that 5,300 jobs and a GBP 4.1 billion economic boost could be generated through deploying the first floating offshore wind capacity, that will result from the current leasing Round 5 process, under which leases for up to 4.5 GW of generation capacity will be awarded in the waters off South Wales and South-West England.
It looks to me, that the £100 million could help prime the pumps to do the following for South Wales and South-West England.
- Create 5,300 jobs
- Create a £ 4.1 billion economic boost.
- Develop up to 4.5 GW of generation capacity.
If we assume the following.
- 4.5 GW of generation capacity.
- Capacity factor of 50 %.
- Strike price of £ 35/MWh.
- A year has 8,760 hours.
We can say the following.
- Average hourly generation is 2,250 MWh
- Average yearly generation is 19,710 GWh or 19,710,000 MWh
This would be a yearly income of £ 689, 850 million.
Ørsted Secures Exclusive Access To Lower-Emission Steel From Dillinger
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Ørsted will be offered the first production of lower-emission steel from German-based Dillinger, subject to availability and commercial terms and conditions. The steel plates are intended to be used for offshore wind monopile foundations in future projects.
These three paragraphs outline the deal.
Under a large-scale supply agreement entered into in 2022, Ørsted will procure significant volumes of regular heavy plate steel from 2024, giving the company access at scale to and visibility of the most crucial raw material in offshore wind while supporting Dillinger to accelerate investments in new lower-emission steel production, according to Ørsted.
The Danish renewable energy giant expects to be able to procure lower-emission steel produced at Dillinger’s facility in Dillingen, Germany, from 2027-2028.
Taking the current technology outlook into account, the reduction of the process-related carbon emissions from production is expected to be around 55-60 per cent compared to conventional heavy plate steel production, Ørsted said.
Increasingly, we’ll see lower emission steel and concrete used for wind turbine foundations.
This press release on the Dillinger web site is entitled Historic Investment For Greater Climate Protection: Supervisory Boards Approve Investment Of EUR 3.5 billion For Green Steel From Saarland.
These are two paragraphs from the press release.
Over the next few years leading up to 2027, in addition to the established blast furnace route, the new production line with an electric arc furnace (EAF) will be built at the Völklingen site and an EAF and direct reduced iron (DRI) plant for the production of sponge iron will be built at the Dillinger plant site. Transformation branding has also been developed to visually represent the transformation: “Pure Steel+”. The message of “Pure Steel+” is that Saarland’s steel industry will retain its long-established global product quality, ability to innovate, and culture, even in the transformation. The “+” refers to the carbon-neutrality of the products.
The availability of green hydrogen at competitive prices is a basic precondition for this ambitious project to succeed, along with prompt funding commitments from Berlin and Brussels. Local production of hydrogen will therefore be established as a first step together with the local energy suppliers, before connecting to the European hydrogen network to enable use of hydrogen to be increased to approx. 80 percent. The Saarland steel industry is thus laying the foundation for a new hydrogen-based value chain in the Saarland, in addition to decarbonizing its own production. In this way, SHS – Stahl-Holding-Saar is supporting Saarland on its path to becoming a model region for transformation.
It sounds to me, that Tata Steel could be doing something similar at Port Talbot.
- Tata want to build an electric arc furnace to replace the blast furnaces.
- There will be plenty of green electricity from the Celtic Sea.
- RWE are planning a very large hydrogen electrolyser in Pembroke.
- Celtic Sea offshore wind developments would probably like a supply of lower emission steel on their door-step.
I would suspect, that Welsh steel produced by an electric arc furnace will match the quality of the German steel, that is made the same way.
More Trains To Carmarthen
The last time, I looked at the number of GWR trains to Carmarthen its Wikipedia entry, it was just a couple.
Today, one train per hour (tph) is shown between London Paddington and Swansea, with this supplementary information.
- 7 trains per day continue to Carmarthen, calling at Gowerton (limited), Llanelli, Pembrey & Burry Port, Kidwelly (limited) and Ferryside (limited)
- On Summer Saturdays, 2 trains per day run to Pembroke Dock, calling at all stations between Carmarthen and Pembroke Dock
In Regulator Approves New Grand Union Train Service From Carmarthen To London Paddington, I talked about the plans of Grand Union Trains to run five trains per day (tpd) between London Paddington and Carmarthen.
This would appear to give a total of twelve tpd between London Paddington and Carmarthen.
This page on the Crown Estate web site is entitled Celtic Sea Floating Offshore Wind, where this is said.
The Government has set an ambition to deliver up to 5GW of floating wind by 2030, with rapid expansion anticipated thereafter.
At The Crown Estate, we are committed to helping the UK achieve its net zero ambitions. To support this, we are excited to deliver a new leasing opportunity in the Celtic Sea for the first generation of commercial-scale floating offshore windfarms – unlocking up to 4GW of new clean energy capacity by 2035, kick-starting industry in the region, and providing power to almost four million homes.
We will be inviting full commercial scale projects up to 1GW, which may be developed in a phased or ‘stepping stone’ approach. Recognising the need to develop the UK supply chain and supporting infrastructure for this nascent technology, this approach is deliberately intended to provide opportunities for growth and investment. This will also facilitate the co-ordination of the necessary infrastructure, such as ports and grid connections, all of which are key to the sustainable development of the UK floating wind sector over the long term.
This leasing opportunity will provide the foundation for greater capacity in the future and help establish an exciting new industrial sector for the UK, creating opportunities for significant new investment in jobs, skills and infrastructure for the communities onshore.
It appears to me, that Great Western Railway and Grand Union Trains both believe that there will be large increase in demand for rail travel between London Paddington and Carmarthen and also along the South Wales Coast.
Grand Union Trains are also proposing the building of a new parkway station at Parc Felindre North of Swansea.
But then this area of South Wales and the Celtic Sea, has the four things needed for the development of up to 5 GW of offshore wind; a lot of wind, a large area of empty sea, steel and deep water ports to assemble all the floating wind turbines.
A Zero-Carbon High Speed Railway Between London Paddington And Carmarthen
Consider.
- The Great Western Railway between London Paddington and Carmarthen is 222.5 miles and trains take around three hours and fifty minutes, which is an average speed of 58 mph.
- Between Bristol Parkway and Reading stations, the operating speed is 125 mph.
- In South Wales, the operating speed is generally between 70 and 100 mph.
- Only the 77.4 miles between Cardiff Central and Carmarthen via Swansea is not electrified.
There is probably scope to increase the operating speed using digital signalling and by improving the track.
I would suspect that a time between London Paddington and Carmarthen of under three-and-a-half hours is possible.
The Range Of Battery-Electric Trains
Hitachi have not been specific about the zero-carbon range of their Intercity Tri-Mode Battery Train, which is described in this Hitachi infographic.
In Stadler FLIRT Akku Battery Train Demonstrates 185km Range, I talk about Stadler’s record-braking Battery-electric; Akku, which covered 185 km or 115 miles.
I suspect that Hitachi’s engineers and those at their battery suppliers; Turntide Technology will be ultra-competitive, so I wouldn’t be surprised that the zero-carbon range of the Hitachi train is very competitive to the Stadler FLIRT Akku.
A hundred mile range would allow electric services to be run on these routes.
- Cardiff and Carmarthen – 77.4 miles
- Chippenham and Bristol Temple Meads and return – 48.8 miles
- Chippenham and Bristol Western-super-Mare and return – 86.9 miles
- Swindon and Cheltenham Spa and return – 86.5 miles
- East Coast Main Line and Hull and return – 72.2 miles
- Plymouth and Penzance – 79.5 miles
- Taunton and Newbury – 89.6 miles
- York and Scarborough and return – 84.1 miles
I am fairly sure that Hitachi will aim for at least a hundred mile battery range for their Intercity Tri-Mode Battery Train.
- This would be competitive with other train manufacturers like Stadler and Siemens.
- They would handle a lot of important routes.
- With development they could probably handle Edinburgh and Inverness.
I can’t wait to have a ride.
So Many Floating Wind Designs, So Few Test Sites – Norwegian METCentre Sold Out
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
There are currently more than 80 floating wind technology concepts and designs worldwide, and testing even a certain number of these could prove to be an endeavour since there are not many test sites dedicated to floating wind technology in Europe.
It strikes me that we need more test centres.
As UK waters will in the next couple of decades be home to a lot more GW of wind farms, perhaps we should develop a test centre.
I wonder, if South Wales would be the place for a test centre.
- There is a lot of sea, which isn’t cluttered with oil and gas rigs, and wind farms.
- There are a lot of wind farms planned in the area.
- There are at least two good technology universities.
- There are some deep water ports.
- Electricity connections and power generation are good.
- There is good train connections to the rest of England and Wales.
- A train testing centre is being built at Nant Helen. Some tests needed to be done could be the same.
Some innovative designs for wind turbines are also being developed in South Wales.
UK And Welsh Governments To Explore New Rail Links Between South Wales And England
The title of this post, is the same as that of this press release from the UK Government.
These are the three bullet points.
- UK and Welsh governments today (2 February 2023) announce a new study to improve transport connectivity between south-east Wales and west of England
- the study, backed by £2.7 million of UK government funding, will look at options for new railway stations and rail services on the South Wales Main Line
- this project will focus on relieving congestion on the M4, a vital connector between south Wales and the rest of the UK
The stations are not named, but it is said that they could be between Cardiff and the Severn Tunnel.
The last paragraph changes direction a bit.
Lord Peter Hendy also proposed reviewing the route connecting north Wales to the north-west of England, better connectivity with HS2 and a package of railway improvements to increase connectivity and reduce journey times between Cardiff, Birmingham and beyond.
I find this development very interesting, but typical of the sensible approach one would expect from Lord Peter.
In Could High Speed Two Serve Holyhead?, I looked at the route and came to this conclusion.
London Euston and Holyhead could be a serious proposition.
With some development and a new fast ferry, it could also open up a practical zero-carbon route between Great Britain and Ireland.
Times of four and a half hours between London Euston and Dublin could be possible.
I suspect that time would appeal to green tourists, especially those in First with a good meal.
Will It Be Third-Time Lucky For Grand Union Trains In Wales?
It is three years since I wrote Grand Union Seeks ’91s’ To Cardiff and their proposal has not been accepted and the third iteration has been announced.
This article on Wales Online is entitled Independent Rail Firm Bids To Launch As Rival To Great Western On The Mainline From South Wales To London.
These are the introductory paragraphs.
An independent rail firm is hoping to launch a rival train service in Wales which they say will slash journey times between Carmarthen and London. Grand Union Trains is making a fresh bid to introduce an initial service in both directions between Cardiff and London on the existing Great Western line.
The company believes the move will “create passenger choice” and increase the number of trains available, with the hope that the service can be extended west in South Wales towards Carmarthen.
Other points in the article include.
- Swansea will be by-passed, which will speed up services to and from Llanelli and Carmarthen.
- A new Park-and-Ride station will be built by Grand Union at Felindre, which is to the North of Swansea.
- Services will stop at Llanelli, Cardiff Central, Newport, Severn Tunnel Junction and Bristol Parkway.
- When Cardiff Parkway opens, this will be an extra stop.
An article in the June 2022 Edition of Modern Railways, which is entitled Grand Union Bids For London To Carmarthen, gives extra details.
- Three classes.
- 2023 start for the service.
- Five return trains per day.
- Cycle provision.
- Vanload freight will be carried.
- Electric trains could start between London and Cardiff by 2023.
- In 2025, trains could be nine-car bi-modes.
- South Wales-based operation and maintenance.
- 125 full-time jobs created.
It certainly seems to be a comprehensive and well-thought out plan.
These are my thoughts and observations.
Felindre Station
Felindre station is named in Wikipedia as the West Wales Parkway station, where it is introduced like this.
West Wales Parkway is a proposed railway station north of Swansea, near to the boundaries of the neighbouring principal area of Carmarthenshire, and the villages of Felindre and Llangyfelach. The station is proposed to be situated at the former Felindre steelworks, near Junction 46 of the M4 and A48, and near Felindre Business Park and Penllergaer Business Park. The project is in the planning stages, as part of a wider Department for Transport proposal to re-open the Swansea District line to passenger traffic.
This Google Map shows where, it appears the Felindre station will be built.
Note.
- The Felindre Business Park in the North-West corner of the map, with a Park-and-Ride.
- The M4 running across the bottom of the map.
- The Swansea District Line runs East-West between the motorway and the Business Park.
It looks that the new station could be located on the South side of the Business Park.
According to Wikipedia, the station would cost £20 million to build.
- It would need a comprehensive rethinking of transport improvements in the Swansea area.
- But it could result in time savings on services between Carmarthen and Cardiff.
The Modern Railways article says this.
GU proposes to build the Felindre station near Swansea and invest in Severn Tunnel Junction station, where it says it will increase parking, provide direct access from the M4 motorway and improve passenger and staff facilities, backing up plans being evaluated by the Welsh Government for the station.
Grand Union is not a charity and does this indicate that a bank or infrastructure company is prepared to fund parking and the extra passengers pay the charges.
Rolling Stock
Wikipedia says that the rolling stock could be nine-car InterCity 225s hauled by Class 91 or Class 93 locomotives.
As the Class 93 locomotives are bi-modes, these would handle the Carmarthen and Cardiff leg.
The Modern Railways article says this.
Trains could start between Cardiff and London Paddington as early as May 2023 if electric only, with services extended west around two years later with new bi-mode trains in up to nine-car formations.
Would a new Class 93 locomotive count as a new bi-mode train?
I suspect the new locomotive would be more affordable, than a new bi-mode train.
Vanload Freight
This is an interesting idea and it follows similar thinking to Royal Mail’s latest ideas, that I wrote about in Royal Mail Rolling Back The Years To Put More Post On Trains.
One coach could be a nice little earner, if it were modified to carry roller cages, that were loaded and unloaded at the end of the route.
One advantage of the InterCity 225s is that they are 125 mph trains, so that this will be high speed freight.
Timings
Consider.
- A GWR Carmarthen and London service takes three hours and 47 minutes.
- This includes a nine-minute reverse at Swansea.
- GWR makes seven more stops than Grand Union will.
- GWR does seven diesel stops, whereas Grand Union will only do two.
I would estimate that Grand Union will be under three hours and thirty minutes.
Carmarthen Station
This Google Map shows Carmarthen station.
Note.
- The station has two platforms.
- There are certainly pictures of the station with an InterCity 125 in the station.
These pictures show the station.
I suspect that the station will be upgraded to accommodate Grand Union.
Rrenewable Energy Developments In South West Wales
In Enter The Dragon, I talked about renewable energy developments in South West Wales.
I used information from this article on the Engineer, which is entitled Unlocking The Renewables Potential Of The Celtic Sea.
The article on the Engineer finishes with this conclusion.
For now, Wales may be lagging slightly behind its Celtic cousin to the north, but if the true potential of the Celtic Sea can be unleashed – FLOW, tidal stream, lagoon and wave – it looks set to play an even more prominent role in the net zero pursuit.
The Red Dragon is entering the battle to replace Vlad the Mad’s tainted energy.
South West Wales could see a massive renewable energy boom.
The Railways To The West Of Carmarthen
This map from OpenRailwayMap shows the rail lines to the West of Carmarthen.
There are three main branches to Fishguard, Milford Haven and Pembroke Dock.
I can see the railways becoming increasingly important in supporting the growing renewable energy in the area.
- There would be more frequent services.
- Services would tie in with London and Cardiff trains at Carmarthen.
- Closed stations could be reopened and new ones built.
It may also be possible to bring in large components needed by the renewable energy industry.
Conclusion
I feel that Grand Union have seen the opportunities presented to a frequent Carmarthen and London service and have grabbed them with both hands.
The Anonymous Widower 