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Transforming a power station for our net zero future

Transforming a power station for our net zero future

A timeline from coal to negative emissions at Drax – told by the engineers who were there

Biomass power generation would have seemed impossible to the engineers who began building Drax Power Station in 1967. Today, however, sustainably-sourced compressed wood pellets have enabled the Yorkshire power station – once the country’s largest single source of emissions – to rapidly decarbonise, with carbon dioxide (CO2) emissions 85 per cent lower than in 2013.

But the unique nature of Drax presents a more powerful opportunity for its future: negative emissions.

Through bioenergy with carbon capture and storage (BECCS), Drax aims to not just be carbon neutral, but carbon negative by 2030 and, in the process, act as an anchor in the country’s largest industrial decarbonisation cluster. Securing a green economy in the UK, opening up new career paths and leading the country to net zero emissions by 2050.

This is the story of how the UK’s biggest coal power station transformed itself through ingenuity and innovation into a decarbonisation powerhouse.

“You have to take your hat off to the team involved in designing and building the biomass systems,” says Carl Clayton, head of BECCS at Drax. “When you look back at the journey Drax has gone on.”

 

Drax before biomass and the origin of the idea

When Drax Power Station officially opened in 1975, with three generators, each capable of powering a whole northern city, the UK’s energy system looked very different from today. Coal was king, but just the year before, the miners’ strike – combined with the oil crisis – had forced the Heath government to implement three-day working weeks in a desperate bid to reduce electricity consumption. Drax’s capability to power some three million homes represented a new era of plentiful energy across the country.

By the dawn of the 21st century the power station had doubled in size and capacity to become the biggest in the UK and house six generator units. The energy sector, however was beginning to change. It was becoming increasingly apparent the UK and the world needed to move away from coal and fossil fuels, yet continue to meet a growing demand for electricity.

Drax had already made strides towards reducing pollution from electricity generation and in the 1980s and 90s was the first coal-fired power station to install flue-gas desulphurisation technology, which removes 90 per cent of coal’s harmful sulphur dioxide (SO2) emissions – the cause of acid rain. But moving away from coal entirely was a whole new question.

“We made a lot of people’s heads hurt with this project,” says Drax chief innovation officer Jason Shipstone. “No one had the answers. It was a bit like going for a walk, knowing where you need to end up, but not knowing the best way to get there.”

 

Chief innovation officer Jason Shipston beside a giant steam turbine, Drax Power Station
Credit: Drax

 

A new fuel for a low carbon power station

Experimentation into alternative fuels became a focus for the research and development team. Initially, they combined materials such as wood powder and sunflower husks with coal at low percentages to understand if they could be used without detrimental effects on the boilers.

Eventually, compressed wood biomass pellets sourced from sustainably managed working forests were settled on as the best possible, renewable fuel source. But biomass is a very different material than a lump of coal. It’s a more volatile substance, it must be kept dry while being transported and stored, as well as handled in a safe way to prevent it combusting.

This meant innovations were needed throughout the supply chain. Covered train wagons were specially designed to transport the fuel and the four giant biomass storage domes, capable of holding 300,000 tonnes of pellets between them, were constructed at Drax Power Station.

 

Two of the four biomass wood pellet storage domes at Drax Power Station, North Yorkshire
Credit: Drax

 

Even as experimentation and construction progressed the power station continued to operate. “Everything else had to carry on as normal. This had to be seamless. We had to work the same as Drax has always worked – reliable and available,” says Shipstone.

In 2009, Drax engineers overcame the final challenge to successfully run a 600-plus megawatt (MW) Drax generator from a co-fired boiler, kickstarting a decade of major transformation, innovation and, ultimately decarbonisation. The conversion of the a first generating unit to run entirely on biomass alone to produce low carbon, renewable electricity in 2013 represented a further landmark moment for Drax.

“When I joined Drax in 2013, there were still some colleagues who were less keen on the transition away from coal,” says Clayton. “Looking back on that now – it seems crazy to question it. If we hadn’t, the power station could have closed down like others in the area.”

 

Head of BECCS Carl Clayton inspecting BECCS pilot plant at Drax Power Station, North Yorkshire
Credit: Drax

 

In just five years, Drax converted three more generating units to run on biomass. With each conversion also came greater knowledge of working with biomass and what it was capable of. Building on this knowledge and previous experience of carbon capture research and development, 2018 saw Drax Power Station begin a new era. One that could have an even farther reaching impact on the UK’s decarbonisation.

 

From biomass to negative emissions

The skills, experience and understanding of biomass developed at Drax have made it a world leader in bioenergy – from sustainable forest management through to the power it can produce. However, by adding carbon capture to the equation Drax can pioneer BECCS technology and have an impact across the Humber industrial cluster – currently the UK’s highest emitting region – and beyond.

“Now we have a very novel opportunity to do something the world is saying it needs and to demonstrate how it can be done elsewhere,” says Clayton.

BECCS and negative emissions starts by using sustainably sourced biomass. The forests used to supply biomass absorb CO2from the atmosphere. When the biomass is used to generate electricity, the same CO2 re-enters the atmosphere. By adding carbon capture, that CO2 can be transported and stored, permanently and safely, in rock formations, deep underground. It means CO2 will be removed from the atmosphere permanently, whilst reliable, renewable electricity is generated.

The idea sounds ambitious, but carbon capture usage and storage (CCUS) is already a proven technology, deployed at scale at fossil fuelled power stations around the world. And once again, it’s a field in which Drax has experience to build upon.

The White Rose Project was a plan to capture CO2at new coal-fired power station on Drax’s site near Selby and transport it to storage sites in the North Sea. It was stopped when the government cut short its CCS commercialisation programme in 2015.

The political climate around decarbonsiation has shifted since then, with the UK now legally bound to achieving net zero emission in 2050. White Rose offers a platform from which BECCS can launch, with research into pipework of different materials, transporting CO2 at different pressures and engineering for infrastructure installations, as well as research into geology already completed.

“There’s no reason it couldn’t be done. There’s nothing you can’t engineer,” says Clayton. “Transporting CO2 to the coast and taking it out to North Sea storage beds and sequestering it: all of the work pre-exists. Drax and the Humber have a good starting point in understanding the full chain of BECCS.”

Beyond transporting CO2 from Drax’s biomass generators to storage locations, the infrastructure put in place can also capture emissions from other facilities in the Humber industrial cluster. This shared infrastructure can create a zero carbon ecosystem that future-proofs industry in the region, creating new jobs and leading the UK into a green recovery.

 

Credit: Drax

 

Its reach is not limited to the UK though, “We’re trying to ensure that our learnings in both biomass and CCUS will be transferable and we can help the world’s economies create their own negative emissions, technologies and projects,” says Clayton. “We can make sure that sustainability is at the top of the agenda as the world generates energy and deploys its resources in the future.”

 

This is a contributed article from Drax, which is a partner of the world’s first Net Zero Festival taking place over three days from 30 September

 


 

By Drax

Source: Business Green

Back to work: How businesses can promote sustainable and socially-distanced commutes

Back to work: How businesses can promote sustainable and socially-distanced commutes

As people slowly return to work following the government’s announcement on Sunday, employers can encourage staff to embrace sustainable routes into work by launching cycle-to-work schemes, installing on-site facilities such as bike storage and showers, while working with local authorities to encourage better local walking and cycling infrastrucutre.

Business leaders could play a significant role in helping to tackle an expected uptick in road congestion and air pollution as commuters attempt to return to work while following explicit government advice to avoid public transport wherever possible.

In modest changes to the lockdown regime announced yesterday, Prime Minister Boris Johnson said that construction and manufacturing workers as well as other groups unable to work remotely should return to work from this week. But with the government still fearful of any uptick in the rate of coronavirus transmission, Johnson added that where possible workers should commute by car, foot, or bike in order to maintain social distancing measures critical to fighting spread of the coronavirus.

“We want it to be safe for you to get to work. So, you should avoid public transport if at all possible – because we must and will maintain social distancing, and capacity will therefore be limited,” Johnson said in pre-recorded address to the nation.

But an embrace of the car as the primary method of socially-distanced transportation for work or to travel to exercise destinations comes comes with its own host of environmental and health considerations. A sharp rise in people shunning public transport in favour of driving to work risks increasing carbon emissions and worsening air pollution – a factor that early research suggests may aggravate the coronavirus death rate – as well as increasing levels of congestion and traffic accident risks, especially as roads will also cater to a surge in the number of cyclists. The AA’s head of road policy Jack Cousens confirmed to BusinessGreen today that the group expects an increase in car, motorcycle, and bicycle usage as workers avoid public transport – a spike he said would prompt more traffic jams.

What is more, environmental and sustainable transport groups contend that Prime Minister Boris Johnson’s endorsement of driving on Sunday was somewhat at odds with a historic £2bn emergency fund dedicated to short-term cycling and walking measures and infrastructure unveiled by the Secretary of Transport the day before. Johnson may have stressed that people should cycle and walk if possible, but for many commuters active transport is not yet a viable option.

Rachel White, head of policy at walking and cycling charity Sustrans, told BusinessGreen that the government’s encouragement of motoring to work and other destinations was a “concern” that was “out of kilter with the briefing the day before from the Secretary of State”.

A new £250m “emergency active travel fund” – unveiled by the Transport Secretary Grant Shapps in the government’s Saturday coronavirus briefing – is set to deliver pop-up bike lanes, wider pavements, safer junctions and cycle and bus-only corridors in England “within weeks”. The Department for Transport also said that it had fast-tracked statutory guidance that would allow councils to reallocate road space for cyclists and pedestrians, and announced that it had brought forward e-scooter trials planned for 2021 to next month in order to encourage a broader range of greener alternatives to public transport. The proposed investment, described as the largest ever boost for cycling and pedestrians, is the first stage of a £2bn investment commitment to boost active travel across the UK.

“The government is beginning to talk about cycling and walking in the same way that they talk about roads,” enthused White. “Roads often gets a huge funding settlement over five-year period and cycling and walking haven’t seen that long-term funding certainty for a long time.” She commended Shapps for the “ackowledgement that this is a once-in-a-generation opportunity to deliver lasting transformative change in the way we make short journeys in our towns and cities”.

Meanwhile, the government’s recently-unveiled five-year £27bn road funding programme is facing a legal challenge amid warnings that the scheme will undermine government commitments to tackling air pollution and achieving net zero emissions by 2050.

Roz Bulleid, interim policy director of Green Alliance, also pointed to the disconnect between the government’s two big bank holiday weekend announcements. “The government’s recent funding pledge indicates that it wants the public to embrace active travel,” she said. “But to make sure this happens, it must be at the heart of messages from the Prime Minister and others, not an afterthought.”

The promised space for walkers and cyclists must be delivered quickly, she argued, in order to convince commuters who are currently considering making the shift to cycling. Furthermore, Bulleid warned “the government should also be careful not to stigmatise public transport at this time: Increasing car use is not a long-term solution and will worsen the health problems associated with air pollution, as well as contributing to climate change”.

It remains to be seen whether the government will continue to promote both driving and cycling in tandem or back up its new funding programme with a longer term effort to curb car use. But in the meantime, businesses can and should take an active approach in encouraging employees to embrace commuting on foot or by bicycle, green groups told BusinessGreen.

Sustrans’ White pointed to three key ways business leaders can encourage employees that can cycle to work to do so. “Provide facilities, work with local authorities – contact them to get road layouts changed – and bring in other organisations to help with behaviour change,” she advised.

Cycle to work schemes, which give employees’ discounts on cycle equipment, are a good starting point for any corporate active transport strategy, White said, as is ensuring that offices are fitted with cyclist-friendly facilities, such as showers and secure on-site cycle parking. Proactive communication with local authorities is key to ensuring that the right cycle and foot infrastructure is in place for employees, she said, adding that groups like Sustrans can encourage employee behaviour change by delivering cycling and bike maintenance workshops, she added.

“All those things together will helpfully create an environment where it’s a natural choice to cycle where possible,” White said. “Not everyone will be able to, but it’s about minimising the turn to driving and preventing in the short-term more people driving than before because they are not taking public transport.”

Meanwhile, Darren Shirley, chief executive at the Campaign for Better Transport, said that “clear communication” between employers and staff on how to manage their commutes to work would be imperative as workplaces reopen over the coming weeks.

“Large employers should engage with their local authorities and transport operators before reopening their workplaces to high numbers of employees so as to ensure that their commuting needs can be managed against the local transport capacity and circumstances,” he said. “They should request that local authorities expand footpaths and cycleways connecting to their offices and sites to make the journey into work safer.” Free bike hire and storage should also be made available, he added, and large employees should also consider contracting socially-distanced bus services.

He also warned the government’s directive for people to avoid public transport carries a risk of causing “immeasurable and permanent damage to the public transport system leaving communities disconnected, and those on lower incomes, or who don’t drive, unable to get to work or access shops and services”. As such he argued that it was vital for the government to develop “a concrete plan for the later stages of recovery on how public transport will be renewed to allow people to continue to get to work safely and sustainably and to ensure there is still a transport industry after the pandemic”.

Commenting on the weekend’s new cycling and walking funding announcement, Nicholas Boyes Smith, executive director of urban housing research institute Create Streets, provided some pointers on what a longer-term strategy might look like for central, city, and local governments looking to break what he described as the “diabolical alliance” between cars and urban design. His suggested measures ranged from more bike lanes and on-street bike storage and the rapid legalisation of e-scooters, to free bike training sessions, cheaper off-peak commuter fares, and on-street trading for shops, restaurants and cafés.

“Good consequences can flow from awful situations,” Smith wrote. “For three generations, a diabolical alliance between cars in town centres and modernist architecture –  I call it ‘traffic modernism’ – combined to make our human settlements less pleasant, less prosperous, and less popular. This can now change. And this should be the point of inflexion.”

However, as green groups today noted, such a transformation will only happen if governments, businesses, and commuters proactively pursue it. Alternatively, the coronavirus crisis risks throwing a lifeline to the polluting car-based commuter model that had appeared to be on the retreat.


Source: www.businessgreen.com