Drax, Velocys Help Launch Coalition For Negative Emissions
The title of this post, is the same as that of this article on Biomass Magazine.
This is the introductory paragraph.
U.K.-based companies Drax Group and Velocys are among 11 organizations that have launched the Coalition for Negative Emissions, which aims to achieve a sustainable and resilient recovery from COVID-19 by developing pioneering projects that can remove carbon dioxide and other pollutants from the atmosphere.
This paragraph details the companies and organisations involved.
In addition to Drax and Velocys, members of the coalition include Carbon Engineering, Carbon Removal Centre, CBI, Carbon Capture and Storage Association, Climeworks, Energy U.K., Heathrow, International Airlines Group, and the U.K. National Farmers Union.
They have sent a letter to the Government, which can be downloaded from the Drax website.
Conclusion
I have an open mind about biomass and products such as aviation biofuel and techniques such as carbon capture.
Keeping the wheels of commerce turning, needs a sustainable way to fly and ideas such as producing aviation biofuel from household and industrial waste, could enable sustainable transport in the short term.
Carbon capture is very difficult in a lot of processes, but I feel that in some, such as a modern gas-turbine powered station, if they are designed in an innovative manner, they an be made to deliver a pure stream of the gas. A pure gas must be easier to handle, than one contaminated with all sorts of unknowns, as you might get from burning some sources of coal.
I am pleased that the National Farmers Union is involved as using pure carbon dioxide, as a growth promoter for greenhouse crops is a proven use for carbon dioxide.
Overall, I am optimistic about the formation of the Coalition for Negative Emissions.
Norsk e-Fuel Planning Europe’s First Commercial Plant for Hydrogen-Based RAF
The title of this post, is the same as that, of this article on Renewable Energy Magazine.
This is the introductory paragraph.
Norske e-Fuel AS, the new European industry consortium headquartered in Oslo, has plans to industrialize Power-to-Liquid technology (PtL) in Norway for the European Market. The new state-of-the-art project will allow the conversion of Norway’s extensive renewable electricity resources into renewable fuels.
This paragraph explains the process.
Using a single step co-electrolysis process, the innovative technologies of Sunfire and Climeworks convert renewable electricity, water and CO2 captured from ambient air and unavoidable CO2 sources into syngas. Renewable fuels, such as jet fuel, are then produced through further processing and refining. The certified end products can be used directly in existing infrastructures.
Note.
- Climeworks is a company that captures carbon from the atmosphere.
- It is a very different process to that used by Altalto, which I wrote about in Grant Shapps Announcement On Friday, Altalto use household, industrial and woody waste as a starting point.
- However both processes use syngas, as an intermediate.
Wikipedia describes syngas as a fuel gas mixture consisting primarily of hydrogen, carbon monoxide, and very often some carbon dioxide.
Net Zero: Alternatives To Hydrogen
The title of this post, is the same as that of this article on The Chemical Engineer.
This is the introductory sub-title.
An alternative view for how the UK can achieve net zero for housing and other users, without the wholesale use of hydrogen.
I agree with a lot of what the author says.
- Better insulated houses with heat pumps, battery and thermal storage, and renewable energy.
- The production of green hydrogen for use as a chemical feedstock.
- Biofuels could be promising for heavy haulage, ships and trains.
I do think though, that he ignores, what I think will be a big market for hydrogen – the powering of vehicles like buses, trucks and freight trains in urban areas.
In fact, I believe that the hauling of freight trains, is a classic use for a battery electric locomotive, with a hydrogen-powered range extender.
Read the article!
Our Sustainability Journey
The title of this post, is the same as that of this press release on the Rolls-Royce web site.
It is sub-titled.
Paul Stein’s Thoughts On Sustainability And Electrification
Paul Stein is Rolls-Royce’s Chief Technology Officer, so what he says is important.
This press release was the source of the information behind Distributed Propulsion ‘Maybe The Only Means’ For Small Electric Flight Progress, which I wrote about Rolls-Royce’s beer keg-sized 2.5 MW generator.
This is the third paragraph.
We’ve taken great steps at Rolls-Royce with our three-pillar sustainability approach of developing the gas turbine to even greater efficiency, supporting the introduction of Sustainable Aviation Fuel and creating new, disruptive technologies such as electrification.
These are definitely, the three pillars of wisdom, when it comes to sustainable aviation.
E-Fan X
This paragraph is Paul Stein’s view of the E-Fan X.
One of the great endeavours in the latter category has been our E-Fan X programme in partnership with Airbus. From our side, this has involved creating a hybrid-electric power generation system at a scale never previously seen in our industry, comprised of an embedded AE2100 gas turbine driving a 2.5MW generator and 3000V power electronics and an electric propulsion unit. What has been particularly encouraging has been the amount of industry interest and support for this programme, and I know everyone at Rolls-Royce and Airbus has been truly grateful for that.
He states that the E-Fan has now concluded, but a several valuable lessons have been learned.
2.5 MW Generator
He describes the generator like this.
Amongst the many great achievements from E-Fan X has been the generator – about the same size as a beer keg – but producing a staggering 2.5 MW. That’s enough power to supply 2,500 homes and fully represents the pioneering spirit on this project.
The press release discloses that the heart of this staggering generator is a Rolls-Royce AE2100 gas turbine, which powers the latest version of the legendary Lockheed Hercules; the C-130J Super Hercules.
Wikipedia gives this data for the AE2100D2 version of the engine.
- Length – three metres
- Diameter – 0.73 metres
- Weight – 783 kilograms
- Maximum Power Output – 3458 kW
- Fuel Consumption – 0.25/kW/h
It looks like in the E-Fan X application, the engine is not at full power.
Use With Aviation Biofuel
Aviation Biofuel is described like this in the first sentences of its Wikipedia entry.
Aviation biofuel is a biofuel used for aircraft. It is considered by some to be the primary means by which the aviation industry can reduce its carbon footprint. After a multi-year technical review from aircraft makers, engine manufacturers and oil companies, biofuels were approved for commercial use in July 2011.
But it doesn’t necessarily mean growing large amounts of crops and converting it to the fuel. Altalto, who are backed by British Airways, Shell, Oxford University and the British Government are building a plant at Immingham to convert household and industrial waste into aviation biofuel.
I would expect that Rolls-Royce have made sure that the generator will work with aviation biofuel.
A Memory Of Emergency Power Generation
About twenty-five years, there was a major power failure after a thunder storm, where I lived in Suffolk and C and myself went to bed in the dark. We awoke to full power in the morning, after a good night’s sleep with no disturbance.
Imagine my surprise, when I let the dogs out to find parked in the field in front of the house, a very large articulated truck.
I was greeted by an engineer, who asked if I minded, his generator in my field. I seem to remember my response was to offer him a cup of tea, which he refused, as he said he had everything he needed in the truck.
It turned out that the main sub-station for the area had received a direct lightning strike and had been destroyed. So to supply power to all the nearby villages, as my farm was at the end of the supply, it was the most convenient place to plug in a transportable gas-turbine generator. The generator was in the field for about ten days and the whole operation impressed me with its professionalism.
But with this new 2.5 MW generator from Rolls-Royce, there would only need to be a small 3.5 tonne four-wheeled truck, to include the generator, fuel and living quarters for the engineer
We have made a lot of progress in twenty-five years.
A Modern Railway Locomotive
The power of this new Class 68 diesel locomotive, that was built in Spain, by Swiss company Stadler is a very healthy 2,800 kW.
Consider these facts about a Class 68 locomotive.
- Thirty-four of these locomotives have been produced for the UK.
- They are powered by a Caterpillar C175-16 engine, which weighs thirteen tonnes.
- The transmission of these locomotives is electric, which means that the diesel engine drives a generator and the train is driven by electric traction motors.
- The locomotive is equally at home hauling intermodal freight trains and passenger trains for Chiltern Railways or TransPennine Express.
- According to Wikipedia, Class 68 locomotives comply with Stage III A of the European emission standards but not Stage III B. But that is much better than most of our noisy, smelly and polluting diesel locomotives.
Class 68 locomotives are members of the UKLight family of locomotives, which contains, these two other locomotives.
- Already in service is the Class 88 locomotive, which is a bi-mode locomotive, which is capable of running on electrification or the on-board 0.7 MW diesel engine.
- Under development is the Class 93 locomotive, which is a tri-mode 110 mph locomotive, which is capable of running on electrification, the on-board 0.7 MW diesel engine or battery power.
Stadler seem to be able to mix-and-match various power sources to provide versatile and highly-desirable locomotives.
I feel it would be feasible to design a railway locomotive with the following power sources.
- 25 KVAC overhead or 750 VDC third-rail electrification, providing up to perhaps the four MW of a Class 88 locomotive.
- A Rolls-Royce gas-turbine generator running on aviation biofuel, providing up to perhaps three MW.
- Batteries up to a weight of perhaps ten tonnes.
I am sure that it could handle many of the routes still run with diesel locomotives in the UK.
- It would handle all locomotive-hauled passenger services and would be electric-only in stations.
- It certainly solves the problem of hauling long intermodal freight trains between Felixstowe and the Midlands and the North.
- To handle the heaviest stone and aggregate trains, it might need a more powerful generator, but I’m sure Rolls-Royce would oblige.
In Thoughts On A Battery/Electric Replacement For A Class 66 Locomotive, I gave a list of routes, that would need to be handled by a battery electric locomotive.
- Didcot and Birmingham – Around two-and-a-half hours
- Didcot and Coventry – Just under two hours
- Felixstowe and Ipswich – Around an hour
- Haughley Junction and Peterborough – Around two hours
- Southampton and Reading – Around one-and-a-half hours
- Werrington Junction and Doncaster via Lincoln – Around two hours
- Werrington Junction and Nuneaton – Just under two hours
Will Rolls-Royce’s generator be able to supply 2.5 MW for up to four hours?
This would need two-and-a-half tonnes of aviation biofuel, which would be around 3,200 litres, which could be carried in the 5,000 litre tank of a Class 68 locomotive.
It certainly seems feasible to replace diesel locomotives with gas-turbine locomotives running on aviation biofuel, to reduce net carbon emissions and reduce noise and pollution.
But this is not just a UK problem and many countries, who rely on diesel-hauled rail freight, would look seriously at such a locomotive.
Underfloor Mounting In Passenger Trains
These pictures show the space underneath a Hitachi Class 800 train.
The red cap visible in some pictures is the filler for the oil or diesel for the MTU 12V 1600 R 80L diesel engine used to power the trains away from electrification.
This diesel engine has this specification.
- It produces 560 kW of power.
- It weighs around six tonnes.
- Its is about 4 x 2.5 x 1 metres in size.
The diesel engine produces about a fifth of the power as the gas-turbine generator, which is also smaller and very much lighter in weight.
It should also be noted, that a nine-car Class 800 train has five of these MTU diesel engines.
At a first glance, it would appear Hitachi could find one of Rolls-Royce’s gas-turbine generators very useful.
- It might even enable self-powered high speed trains to run on lines without electrification at speeds well in excess of 140 mph.
- I can certainly see, High Speed Two’s classic-compatible trains having one or possibly two of these generators, so they can extend services on lines without electrification.
We shouldn’t forget that one version of British Rail’s Advanced Passenger Train was to be gas-turbine powered.
A Class 43 Diesel Power-Car
Rolls-Royce would need a test-bed for a trial rail application of their 2.5 MW generator and there is probably no better trial vehicle, than one of the numerous Class 43 power-cars waiting to be scrapped. They could probably obtain a complete InterCity 125, if they wanted one for a realistic weight, test equipment and a second power-car for comparison and rescue.
But seriously, if we are going to remove diesel from UK railways by 2040, a solution needs to be found for the GWR Castles, ScotRail’s Inter7Citys and NetworkRail’s New Measurement Train.
One of the great advantages of these staggering (Rolls-Royce’s Chief Technology Officer’s word, not mine!) generators is that they are controlled by Full Authority Digital Engine Control or FADEC.
FADEC will give the pilots in a Hercules or other aircraft, all the precise control they need and I doubt Rolls-Royce will leave FADEC out of their gas turbine generator, as it would give the operator or driver extremely precise control.
A driver of a GWR Castle equipped with two gas-turbine power-cars, would be able to do the following.
- Adjust the power to the load and terrain, with much more accuracy, than at present.
- Shut the engines down and start them quickly, when passing through sensitive areas.
- Cut carbon-dioxide emissions, by simply using a minimum amount of fuel.
I would put a battery in the back of the Class 43, to provide hotel power for the passenger coaches.
Running current MTU engines in the Class 43s, on biodiesel is surely a possibility, but that not an elegant engineering solution. It also doesn’t cut carbon emissions.
As there are still over a hundred Class 43s in service, it could even be a substantial order.
It should also be noted, that more-efficient and less-polluting MTU engines were fitted in Class 43s from 2005, so as MTU is now part of Rolls-Royce, I suspect that Rolls-Royce have access to all the drawings and engineers notes, if not the engineers themselves
But it would be more about publicity for future sales around the world, with headlines like.
Iconic UK Diesel Passenger Trains To Receive Green Roll-Royce Jet Power!
COVID-19 has given Rolls-Royce’s aviation business a real hammering, so perhaps they can open up a new revenue stream by replacing the engines of diesel locomotives,
A Class 55 Locomotive
Why Not?
A Class 55 locomotive is diesel electric and there are thousands of diesel locomotives in the world, built to similar basic designs, that need a more-efficient and more environmentally-friendly replacement for a dirty, smelly, noisy and polluting diesel power-plant.
Marine Applications
The Wikipedia entry for the Cat C175, says this.
The Cat C175 is often used in locomotives and passenger-class ships.
I suspect there will be marine applications for the gas-turbine generator.
Conclusion
I’m very certain that Rolls-Royce’s pocket power station has a big future.
Who said that dynamite comes in small parcels?
Distributed Propulsion ‘Maybe The Only Means’ For Small Electric Flight Progress
The title of this post, is the same as that of this article on the Institute of Mechanical Engineers web site.
If you want to fly again, then this article offers pointers to how you might do it.
The E-Fan X Airliner
It gives this latest information on the E-Fa X airliner being tested by Rolls-Royce and Airbus.
Amid the strain of the Covid-19 pandemic, Rolls-Royce and Airbus cancelled flight tests of their E-Fan X airliner, a promising project that could have provided vital data on issues such as thrust management and electric systems at altitude.
Does that mean cancelled or scrapped?
2.5 MW From A Beer Keg-Sized Generator
This paragraph could be important.
“Among the many great achievements from E-Fan X has been the generator – about the same size as a beer keg – but producing a staggering 2.5MW,” said Vittadini’s Rolls-Royce counterpart Paul Stein. “That’s enough power to supply 2,500 homes and fully represents the pioneering spirit on this project.”
This picture shows a Class 66 locomotive.
The locomotive has a 2,460 kW diesel engine and an electric transmission.
I just wonder, if Rolls Royce’s high-powered small generator could replace the large, noisy and smelly diesel engines in these locomotives.
- It will be a lot lighter in weight.
- Could some of the saved weight be used for a battery?
- It could run on aviation biofuel, rather than diesel.
- I wrote about aviation biofuel in Grant Shapps Announcement On Friday.
If the technology worked there are 455 of the noisy locomotives.
Snowballing Improvements
The article has a section with this title and it talks about how electric power may lead to other advantages.
Conclusion
Electric aircraft are more promising, than many think!
Beeching Reversal – Restoring A South Humber Link
This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.
The project is described by these two paragraphs in this article in the Yorkshire Post, which is entitled Government Announce Yorkshire Rail Schemes That Could Receive ‘Reverse Beeching’ Funding.
North Lincolnshire Council have bid for funding to subsidise a new train service that would allow passengers from Barton-on-Humber to travel to Gainsborough, from where they would be able to catch direct services to Sheffield.
This would be achieved by diverting the existing Barton to Grimsby and Cleethorpes trains up a freight-only section used by traffic heading to Immingham docks. There have never been passenger trains using this path before.
This rail map clipped from Wikipedia shows the Barton Line to Barton-on-Humber station.
Note.
- Barton-on-Humber station has a bus link to Hull station.
- The loop gives a grand tour of the Port of Immingham on what is now a freight-only line.
- There is a lot of development going on in the area including the AltAlto aviation biofuel, that I wrote about in Grant Shapps Announcement On Friday.
Perhaps all this development is causing a lot of small problems.
- Is it causing congestion on the roads?
- Are workers difficult to find in the Immingham area?
- Is commuting over the Humber Bridge expensive?
- Is parking difficult in the Port?
North Lincolnshire Council could feel that a better rail connection serving the Port of Immingham, would be an asset, that reduces these problems.
I suspect the current two-hourly service between Barton-on-Humber and Cleethorpes stations, will be replaced by an hourly one, between Barton-on-Humber and Gainsborough Lea Road stations, that takes the following route.
- Barton-on-Humber to Ulceby
- At Ulceby station the train will reverse and go clockwise around the loop.
- After calling at Great Coates, Healing, Stallingborough and Habrough stations, the train would go West to Barnetby and Gainsborough Lea Road stations.
- Passengers wanting to go from Barton-on-Humber to Grimsby Town or Cleethorpes, would change at Great Coates station.
It may look a rather round-about route, but I suspect that the plan includes some stations to serve the Port of Immingham and the industrial development.
I suspect that some of these port, oil, chemical and energy companies can afford to pay a contribution.
Gainsborough Lea Road Station
Gainsborough Lea Road station is a mix of architectural styles.
But with the addition of a friendly café and some other facilities, it would be a good interchange between the Immingham area and Sheffield and the county town of Lincoln.
Future Trains
Lincolnshire is an energy-rich county, which partly explains all the industrial development in the North-East of the county around Grimsby, Immingham and Scunthorpe.
- Immingham is a large importer of biomass for power generation.
- There are off-shore and on-shore gas fields connected to Theddlethorpe gas terminal.
- There is the large power station complex at Keadby.
But the energy mix is a-changing.
- Keadby now includes a solar farm.
- Wind turbines are springing up both on land and in the sea.
If I was to make a prediction, it would be that more and more large energy-related businesses will develop in the area.
- In recent months, Altalto’s waste-to-aviation biofuel plant has been given national and local government backing to be built at Immingham.
- ITM Power are involved in a hydrogen development project in the area.
- I wouldn’t be surprised to see hydrogen produced for transport from all this energy.
I think it will be inevitable, that zero-carbon battery electric or hydrogen-powered trains will run in the area.
- Cleethorpes and Doncaster via Scunthorpe 52 miles apart.
- Cleethorpes and Barton-on-Humber are 23 miles apart
- Lincoln and Newark are 16.5 miles apart.
- Lincoln and Doncaster are 37 miles apart.
- Lincoln and Sheffield are 48 miles apart
- Lincoln and the electrification at Peterborough are 54 miles apart.
- Skegness and Sleaford are 41 miles apart.
- Sleaford and Grantham are 18 miles apart.
With charging facilities at Barton-on-Humber, Lincoln, Skegness and Sleaford, the whole of Lincolnshire could be served by zero-carbon battery electric trains.
I suspect LNER could lead the way, as a five-car Class 800 train equipped with batteries, is predicted to have a 56 mile range away from the wires, which would easily handle a return trip between Newark and Lincoln.
There could be a small problem, in that the first train of the day, between Lincoln and London Kings Cross positions from Doncaster Carr IEP Depot, so running Doncaster to Newark via Lincoln might challenge the battery range of the train. I suspect, that the positioning could be performed via Newark with a reverse, prior to the installation of a charging facility at Lincoln Central station.
I estimate that Barton-on-Humber and Gainsborough Lea Road stations are about 35 miles apart, so with today’s battery technology, I suspect that a round trip in a battery electric train would be on the limit. But with charging facilities at Gainsborough, there would be no problems.
I suspect that East Midlands Railway would use several of their forty diesel Class 170 trains on this and other routes in Lincolnshire, so perhaps a good interim solution would be to run the Class 170 trains on Altalto’s biodiesel, that will be produced at Immingham.
There is also the possibility, that some or all of the Class 170 trains will be retrofitted with MTU Hybrid PowerPacks, which would cut their diesel consumption.
Surely, with all Lincolnshire’s energy, hydrogen-powered trains must be a possibility. But they seem to be stuck in a siding!
The MTU Hybrid PowerPack and Altalto’s bio-diesel seems a more affordable and less risky route.
A Direct Connection To London
In the Wikipedia entry for Gainsborough Lea Road station, there is a section called Future Services, where a direct connection to London is mentioned.
Conclusion
Given that the likes of East Midlands Railway, Hull Trains, LNER and TransPennine Express are improving their services to Hull, Lincoln, Cleethorpes and Grimsby, this local North Lincolnshire Metro serving the Port and the industrial development, could well be welcomed by those that live and work in the area.
I doubt that the infrastructure cost will be very high.
Can A Green Revolution Really Save Britain’s Crisis-Stricken Aerospace Industry?
The title of this post, is the same as that of this article on the Telegraph.
This is the sub-title.
The Prime Minister has set a challenging target of green flights within a generation, but is it a sustainable plan?
I have read the whole article, which is mainly about Velocys and their project at Immingham to create aviation biofuel from household rubbish.
They say the main problem is scaling up the process to get enough jet fuel. When I was working at ICI in the early 1970s, modelling chemical processes, scale-up always loomed-large as a problem.
Nothing changes!
I think we’ll get to our carbon-neutral objective, for aviation, but it will be a mixture of things.
- Aviation biofuel.
- All-electric airports.
- Efficient aerodynamics and engines.
- Electric short-haul aircraft.
- Rail substitution for short flights.
Traditional aerospace must reform itself or die!
As to Velocys, they must solve their scaleup problem, so that all suitable household and industrial rubbish ends up doing something more useful, than beinmg incinerated or nuried in landfill.
How Leeds Bradford Airport Can Be Catalyst For Green Aviation
The title of this post, is the same as that of this article on the Yorkshire Post.
The article was written by a geography student from Yorkshire, who is studying at Cambridge University.
He makes some interesting points.
- Leeds Airport is not a good customer experience.
- Manchester Airport will take passengers away from Leeds.
- Leeds is the biggest financial centre in the UK outside London.
- Leeds Airport should be improved to the highest environmental standards.
- Aviation biofuels should be provided.
- Short haul flights should be replaced by a train journey if possible.
- By 2030, a lot of short haul flights will be replaced by electric aircraft.
I agree with a lot of what he says.
There will still be a need to fly and we must make it as environmentally-friendly as possible.
If we don’t find ways of making flying carbon-neutral, we’ll hurt the economy.