Green Hydrogen Production Facility
The title of this post is the same as this project on the Arup web site.
This is the introduction.
Green hydrogen – hydrogen produced using 100% renewable energy – holds promise as a future, low emission energy source. Across the world many players are beginning to explore or invest in its production at scale.
Statkraft are Europe’s largest renewable energy producer and are investing heavily in green hydrogen as an energy source for use in transportation and industry. Statkraft have identified a site in Pembrokeshire for a green hydrogen production facility near to the Haven Waterway Enterprise Zone, an area focusing on developing opportunities within the energy and environment sectors.
This green energy hub will be located on the former Royal Navy Armaments Depot in Trecwn, Pembrokeshire. During development, the site employed over 3,000 people, and it is hoped that this new facility can continue to support highly skilled jobs in the area, while contributing to the Welsh Government’s net zero strategy.
Statkraft have a web page for the Trecwn Green Energy Hub, where this is said about the expected production.
It is estimated that the 15MW hydrogen plant will generate up to 4 tonnes of hydrogen a day, the equivalent of powering a single bus for over 40,000 miles. The hydrogen produced could be used locally for a range of purposes including transport, as a feedstock or heat source for industry and manufacturing, as well as for heating buildings.
This Google Map shows the location of Trecwn in Pembrokeshire.
Note.
- The red arrow indicates Trecwn.
- The port of Fishguard is just to the North of Trecwn.
The site appears to be at RNAD Trecwn, which is a decommissioned Royal Navy Armaments Depot.
This second Google Map shows the remains of some of the site.
Note the railway line to the site, which is visible in West of the map, which connects to Carmarthen, Fishguard, Milford Haven and Pembroke Dock.
Wikipedia says this about its condition.
Network Rail have not only kept the railway connection operational, but refurbished it to allow the site to develop as an Intermodal freight traffic distribution site from Fishguard.
Note.
This would surely enable local trains, port operations, railway locomotives and ships to be hydrogen-powered.
- Trains and railway locomotives could be filled on the site.
- Buses and trucks could be filled on the site.
- Ports could be supplied by hydrogen trains.
- Strangely, I’ve not seen a design for a short hydrogen delivery train, which would be needed to supply the ports. But I doubt, it would be difficult to design and build.
All the Health and Safety protocols could probably easily be created, given the former use of the site.
Conclusion
Statkraft seem to have chosen an ideal site for the hydrogen electrolyser.
Wales’ Inaugural Hybrid Train Service Launches On The Borderlands Line
The title of this post, is the same as that of this article on Rail Technology Magazine.
These are the first two paragraphs.
Today marks a historic day for the Welsh rail sector, seeing the introduction of the first battery-hybrid trains used in regular passenger service on the Borderlands Line between Wrexham and Bidston, as announced by Transport for Wales (TfW).
The inaugural service for the Class 230 trains left Wrexham Central at 07:31, following months of testing and crew training.
Unfortunately, it didn’t go very well, as some trains were late and there were several rail replacement buses and cancellations.
I’m afraid, Vivarail’s ambitious project is starting to look like a heroic failure.
Could Stadler Rescue The Borderlands Line?
Perhaps the solution for the Borderlands Line, which is only 27.5 miles each way, is to ask Stadler for an estimate to extend Merseyrail’s Class 777 trains to Wrexham Central station.
- Trains would use battery power between Bidston and Wrexham.
- Passengers would not need to change trains to go between Liverpool and Wrexham.
- Trains would go round the rail loop under Liverpool, where they would charge their batteries.
- There may need to be some form of charging in Wrexham.
I’m sure the good people Merseyside and North Wales wouldn’t object, but the politicians in Cardiff might!
The UK-Wide Need For Self-Powered Trains
Consider.
- The UK needs a substantial number of two-, three- and four-car self-powered trains.
- A proportion of these trains will run on partially-electrified routes.
- 100 mph trains would be preferable.
- Some routes would need trains capable of using third-rail electrification.
They are also needed urgently.
Will Mark 3’s Save The Day?
Consider.
- The only Mark 3 electric multiple units still running or in a state good enough to be converted are the thirty-four three-car Class 320 trains and perhaps fifty four-car Class 321 trains.
- Class 317 and Class 318 trains are probably too old to convert.
- A Class 319 train is a very inferior train from a passengers point of view to the Class 321 Renatus.
As some of these like the thirty Class 321 Renatus have been refurbished and given AC transmissions, it might be a good idea to build a few prototypes and try them out on various routes to assess their quality, reliability and performance.
But this route would only give about eighty three- and four-car trains.
It wouldn’t supply any two-car trains.
Sadly, the twenty-four two-car Class 456 trains, which could have been converted have all been recently scrapped.
Are There Any Other Trains That Can Be Converted?
There are several fleets of modern trains, that might be available.
- Four-car Class 350 trains
- Four-car Class 360 trains
- Four-car Class 379 trains
- Four-car Class 386 trains
There may also be some three- and four-car Bombardier Electrostars.
Again, there is a shortage of two-car trains, except for thirty-nine Class 466 trains.
- They are Networkers.
- They were built in the 1990s.
- They were refurbished ten years ago.
- They are third-rail trains.
- They are not in bad condition.
- Their operating speed is only 75 mph.
But they would probably be a hard train to convert and would only be a stopgap.
Conclusion
I am led to the conclusion, that there is a large gap in the UK rail network for a two-car train with this specification.
- Battery-electric operation.
- 100 mph operation
- Battery range of at least eighty miles.
- Quality interior.
- Ability to run on 25 KVAC overhead and/or 750 VDC third-rail electrification.
- Ability to add a third-car in the middle to create a three-car train.
Effectively, they would be a replacement for the Class 170 diesel trains.
Hydro-Storage Options To Be Studied For Grängesberg
The title of this post, is the same as that of this news item from Anglesey Mining.
These are the highlights of the news item.
- Anglesey Mining plc, together with its 49.75% owned subsidiary Grängesberg Iron AB (“GIAB”) have entered into an MoU with Mine Storage to investigate the potential for the Grängesberg Mine to be converted into a Pumped Hydro-Storage project at the end of the mine’s producing life.
- Pumped-Hydro Storage is a green-energy storage solution that utilises water and gravity to store electrical energy. An underground mine can provide a closed-loop solution using proven, pumped hydro-power technology. Essentially, the system involves water being gravity fed through pipes down a shaft into the turbines, which produce electricity for supply to the grid and also pump the water back to surface. The mine storage system has a high round-trip efficiency of 75-85% and proven durability.
- The MoU with Mine Storage could lead to numerous future benefits.
I like this project.
Too often, when mines, quarries or other large operations come to the end of their economic lives, they are just abandoned in the hope that something worthwhile will happen.
But here we have a company planning the end of an iron ore mine in a way that will turn it into a source of future revenue.
I have a few thoughts.
Mine Storage
Mine Storage are a Swedish company with an informative web site.
The web site answered most of my questions.
Mines Are Moving From a Liability To A Resource
Consider.
- Gravitricity are using mines to store energy using cables and weights.
- Charlotte Adams and her team at Durham University are developing the use of the heat in abandoned coal mines.
- The Global Centre of Rail Excellence is being developed in a disused opencast mine in Wales.
- RheEnergise are developing their first High Density Hydro system in the Hemerdon Tungsten Mine in Devon.
And now we have this co-operation between Anglesey Mining and Mine Storage working together on pumped storage hydroelectricity.
Where is Grängesberg
This Google Map shows the location of Grängesberg.
It is convenient for storing energy for Stockholm.
Welsh Government Greenlights Erebus Floating Offshore Wind Farm
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
The Welsh Government has granted consent for the country’s first floating offshore wind farm located 40 kilometres off the coast of Pembrokeshire
This is the first paragraph.
Project Erebus will feature seven next-generation 14 MW turbines on floating platforms, providing enough renewable energy to power 93,000 homes.
This near 100 MW project is the first in the Celtic Sea, where there 4 GW are to be installed in the next decade.
This is another paragraph.
Future phases of the development could realise an additional 20 GW of renewable energy, according to the Government.
Wales is not going to be short of energy!
Surveys Completed For Celtic Sea Floating Offshore Wind Projects
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
N-Sea Group has finished a series of benthic and geophysical surveys for Llŷr 1 and Llŷr 2 floating offshore wind projects in the Celtic Sea.
I described the two projects in detail in Two More Floating Wind Projects In The Celtic Sea.
- At least the surveys are complete and it still appears that a commissioning date of 2026/27 is still feasible for these twin 100 MW projects.
- In the original documents, it was stated that there would be six next generation turbines in each wind farm, with a capacity of between 12 and 20 MW.
- There appears to be no decision on the floats or turbine size to be used.
I wouldn’t be surprised to see larger turbines used and the capacity of the farms increased.
Wales’ First Floating Offshore Wind Farm Gets Marine License
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Blue Gem Wind, a joint venture between TotalEnergies and Simply Blue Group, has secured a marine license for the 100 MW Erebus floating offshore wind project in Wales.
These are some other points from the article.
- The project will use seven next-generation 14 MW turbines.
- They will be mounted on WindFloats, which are a proven technology.
- The wind farm will provide enough renewable energy to power 93,000 homes.
- It is aimed that the project will be commissioned in 2026.
The project has a web site, which is in English and Welsh. The home page has a good visualisation of three wind turbines on their WindFloats. Underneath is this mission statement.
Independent studies have suggested there could be as much as 50GW of electricity capacity available in the Celtic Sea waters of the UK and Ireland. This renewable energy resource could play a key role in the UK meeting the 2050 Net-Zero target required to mitigate climate change. Erebus, the first floating offshore wind project in the Celtic Sea will provide new low carbon supply chain opportunities, support coastal communities and create long-term benefits for the region.
Wales will be powered by sea dragons!
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.
Funding Available For Rail Construction Innovation Projects
The title of this post, is the same as that of this article on Railway Gazette.
These are the two introductory paragraphs.
Innovators from across the UK are being invited to submit proposals for the Innovation in Railway Construction Competition, which is making £7·44m available for ideas which could be tested at the Global Centre of Rail Excellence in South Wales.
The competition is being run by Innovate UK with GCRE and the Department for Business, Energy & Industrial Strategy.
£7.44m doesn’t seem much, but it is only for feasibility studies, as the article explains.
Entries for the first phase close at 12.00 on December 14, with funding available for feasibility studies of up to £25 000. This would be followed by an invite-only phase two, with successful first phase projects able to develop and demonstrate their innovations.
As Innovate UK keeps coming up with these competitions, they must be judged to be worthwhile.
Do they use the same technique in areas like Health and the NHS? If not, why not!
Regulator Approves New Grand Union Train Service From Carmarthen To London Paddington
The title of this post, is the same as that of this press release from the Office of Rail and Road.
This is the sub-heading of the press release.
The Office of Rail and Road (ORR) has opened up the Great Western Main Line to competition and enabled a significant increase in rail services between London and South Wales.
These points are made in the press release.
- The rail regulator has approved the introduction of new train services between London, Cardiff and South West Wales from the end of 2024.
- The services will be operated by a new open access operator, Grand Union Trains, bringing competition to the Great Western route out of Paddington.
- Passengers travelling between London, Bristol Parkway, Severn Tunnel Junction, Newport, Cardiff, Gowerton, Llanelli and Carmarthen will benefit from an extra five daily return services and greater choice of operator.
- The decision opens up the Great Western Main Line to competition for the first time, with potential benefits in terms of lower fares, improved service quality and innovation for all passengers using the route.
- The application, submitted to ORR in June 2022, was disputed by Network Rail due to concerns about capacity on the network. But following careful consideration and analysis, ORR has directed Network Rail to enter into a contract with Grand Union.
- Grand Union has committed to significant investment in new trains.
- As an ‘open access’ train operator, however, it will not get paid subsidies from public funds, unlike current operators along the route.
ORR supports new open access where it delivers competition for the benefit of passengers. In making this decision, the regulator has weighed this up against the impact on Government funds and effect on other users of the railway, both passengers and freight customers.
These are my thoughts.
The Company
Grand Union Trains have certainly persevered to get this approval.
- The company was created by Ian Yeowart, who previously created open access operators; Alliance Rail Holdings and Grand Central before selling both to Arriva.
- After multiple negotiations with the Office of Road and Rail (ORR), Yeowart must know how to get an acceptable deal.
- Grand Union Trains have a similar application for a service between Euston and Stirling with the ORR.
Grand Union Trains also have a web site.
The home page has a mission statement of Railways To Our Core, with this statement underneath.
At Grand Union we are passionate about Britain’s railways. We are committed to the traditional values of providing a high-quality customer service and a comfortable journey experience at a fair price.
I’ll go with that.
The Financial Backing Of The Company
All the UK’s open access operators are well-financed either by Arriva or First Group.
The ORR would not receive any thanks, if they approved an operator, which duly went bust.
So what is the quality of the financing behind Grand Union Trains?
This article on Railway Gazette is entitled RENFE Looks At Entering UK Rail Market Through Open Access Partnership, which starts with this paragraph.
Open access passenger service developer Grand Union Trains is working with Spain’s national operator RENFE and private equity firm Serena Industrial Partners on a proposed service between London and Wales.
That is fairly clear and would surely help in the financing of Grand Union Trains.
The Route
Trains will run between Carmarthen and London Paddington, with stops at Llanelli, Gowerton, Cardiff, Newport, Severn Tunnel Junction and Bristol Parkway.
A new station at Felindre will replace Gowerton at some time in the future.
There will be five trains per day (tpd).
I have some thoughts and questions about the route
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.
When High Speed Two Opens Will Trains Call At Old Oak Common?
When High Speed Two opens, all GWR trains will stop at Old Oak Common station for these connections.
- Chiltern for for Banbury, Bicester, High Wycombe and the West Midlands
- Elizabeth Line for Central and East London and the Thames Valley
- Heathrow Airport
- High Speed Two for Birmingham and the North
- Overground for Outer London
As Old Oak Common will be such an important interchange, I think they should.
Will The Platforms At Carmarthen Station Need Lengthening?
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. There is a picture on the Wikipedia entry for Carmarthen station.
These pictures show the station.
I suspect that the station will be upgraded to accommodate Grand Union Trains.
The Trains
An article in the June 2022 Edition of Modern Railways, which is entitled Grand Union Bids For London To Carmarthen, gives these details of the trains.
- Three classes.
- 2023 start for the service.
- 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.
I have a few thoughts on the trains.
What Make Of Trains Will Be Procured?
Consider.
- Lumo’s Class 803 trains were ordered from Hitachi in March 2019 and entered service in October 2021.
- So if they ordered their version of the Hitachi trains by the end of 2022, the trains could be in service by July/August 2025.
- It would probably be easier, if the only fast trains on the Great Western Main Line between London and South Wales were all Hitachi trains with identical performance.
But the Spanish backers of Grand Union Trains may prefer Spanish-designed trains assembled in South Wales. So would a bi-mode version of CAF’s Class 397 trains be suitable?
On the other hand, the Carmarthen and Cardiff section of the route without a reverse at Swansea is only seventy-five miles.
This Hitachi infographic shows the Hitachi Intercity Tri-Mode Battery Train.
Consider.
- Charging could be provided at Carmarthen using a short length of electrification or one of Furrer + Frey standard chargers.
- Charging would also use the electrification between London Paddington and Cardiff.
- A nine-car Class 800 or Class 802 train has five engines and a five-car train has three engines.
- The Intercity Tri-Mode Battery Train was announced in December 2022.
- In the intervening two years how far has the project progressed?
- For the last twelve months, Lumo have been running trains with an emergency battery-pack for hotel power. How are the batteries doing, whilst being ferried up and down, the East Coast Main Line?
Can Hitachi configure a train with more than one battery-pack and a number of diesel engines, that has a range of seventy-five miles? I suspect they can.
I suspect that CAF also have similar technology.
There is also a benefit to Great Western Railway (GWR).
If GWR were able to fit out their Class 802 trains in the same way, they would be able to run between Cardiff and Swansea on battery power.
- It is only 45.7 miles.
- Charging would need to be provided at Swansea.
- GWR could still run their one tpd service to Carmarthen.
It looks like both train operating companies could be able to do as Lumo does and advertise all electric services.
What Could Be The Maxmum Range Of A Hitachi Train On Batteries?
This Hitachi infographic shows the Hitachi Regional Battery Train.
Consider.
- It has a battery range of 90 km or 56 miles on the single battery.
- I would expect that by a regional train, Hitachi mean a five car Class 800 or 802 train, like those that go to Cheltenham, Lincoln or Middlesbrough.
- A five-car Hitachi Regional Battery Train would have a battery that could contain power equivalent to 280 car-miles.
- Five-car Class 800 or 802 trains have three engine positions.
- These Hitachi trains have a very sophisticated control system, which I wrote about in Do Class 800/801/802 Trains Use Batteries For Regenerative Braking?
I believe the engineers at Hyperdrive Innovation have designed the battery-packs that replace the diesel engines as simulations of the diesel engines, so they can be a direct replacement.
This would mean that battery-packs could be additive, so the following could apply to a five-car train.
- Two battery packs could have a range of 112 miles.
- Three battery packs could have a range of 168 miles.
GWR generally runs pairs of five-car trains to Swansea, which would be 90 miles without electrification.
If five-car trains with two battery packs, could be given a range of 112 miles, GWR could run an electric service to Swansea.
They could also run to Carmarthen, if Grand Union Trains would share the charger.
What ranges could be possible with nine-car trains, if one battery pack is good for 280 car-miles?
- One battery-pack, gives a range of 280/9 = 31 miles
- Two battery-packs, give a range of 2*280/9 = 62 miles
- Three battery-packs, give a range of 3*280/9 = 93 miles
- Four battery-packs, give a range of 4*280/9 = 124 miles
- Five battery-packs, give a range of 5*280/9 = 155 miles
- Six battery-packs, give a range of 6*280/9 = 187 miles
- Seven battery-packs, give a range of 7*280/9 = 218 miles
Note.
- I have rounded figures to the nearest mile.
- There are five cars with diesel engines in a nine-car train, which are in cars 2,3,5, 7 and 8.
- Diesel engines are also placed under the driver cars in five-car Class 810 trains.
- For the previous two reasons, I feel that the maximum numbers of diesel engines in a nine-car train could be a maximum of seven.
- I have therefor assumed a maximum of seven battery packs.
These distances seem sensational, but when you consider that Stradler’s Flirt Akku has demonstrated a battery range of 243 kilometres or 150 miles, I don’t think they are out of order.
But, if they are correct, then the ramifications are enormous.
- Large numbers of routes could become electric without any infrastructure works.
- Grand Union Trains would be able to run to Carmarthen and back without a charger at Carmarthen.
- GWR would be able to run to Swansea and back without a charger at Swansea.
Prudence may mean strategic chargers are installed.
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.
Grand Union Trains will increase the capacity to bring in more workers to support the developments from South Wales and Bristol.
The Celtic Cluster Launches New Regional Strategy To Maximise Offshore Wind Benefits
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
The Celtic Sea Cluster has released a new Regional Strategy that outlines how Wales and South West England can maximise floating offshore wind technology benefits, in line with the forthcoming Celtic Sea leasing process being delivered by the Crown Estate.
Who comprise the Celtic Cluster? This paragraph gives the answer.
According to the Cluster, which is led by its founding partners, the Welsh Government, Cornwall, Isles of Scilly Local Enterprise Partnership, Celtic Sea Power, Marine Energy Wales, and the Offshore Renewable Energy Catapult, the strategy will allow the region’s stakeholders to ensure their activities are aligned and can achieve their common objectives.
I am surprised the Irish aren’t involved politically.
- The Irish Republic has a coastline on the Celtic Sea.
- There are a lot of Irish companies, finance and engineers involved in wind farm development.
But the cluster does have a firm ambition, according to the article.
The Cluster’s ambition is to establish the Celtic Sea region as a world leader in floating offshore wind by 2030 and to deliver 4 GW of floating wind in the Celtic Sea by 2035, with the potential to grow to 20 GW by 2045.
Note.
- The Wikipedia entry for the Celtic Sea, gives the sea an area of 300,000 km2.
- 20 GW or 20,000 MW is to be installed by 2045.
That is an energy density of just 0.067 MW/km2.
In ScotWind Offshore Wind Leasing Delivers Major Boost To Scotland’s Net Zero Aspirations, I calculated that ten floating wind farms had an average energy density of about 3.5 MW per km².
I wouldn’t bet against a few more floating wind turbines being squeezed into the Celtic Sea.
The Anonymous Widower 