Global oil demand to rise by 2 million bpd in 2024, says WoodMac

Energy News Beat

Jan 11 (Reuters) – Global oil demand is expected to increase by almost 2 million barrels a day in 2024, with China accounting for more than 25% of the increase, consultancy Wood Mackenzie said in a report on Thursday.

WoodMac projected total oil demand of 103.5 million barrels per day for this year.

“Much of the growth in oil demand will be coming in the second half of the year. This will be fuelled by improving economic growth and lower interest rates,” Alan Gelder, senior vice president of research at WoodMac, said.

The consultancy said oil supply is expected to lag demand growth as OPEC+ supply cuts slow production growth across 2024, although it said could move into oversupply without output restraint, especially if demand growth is lower than expectations.

Some analysts have predicted weak economic growth will weigh on oil markets and curb demand, keeping prices around $80 a barrel this year, according to a Reuters poll.

Tension in the Middle East, and the associated risk of supply disruption, supported oil prices on Thursday.

A Reuters survey found OPEC oil output rose in December as increases in Iraq, Angola and Nigeria offset ongoing cuts by Saudi Arabia and other members of the wider OPEC+ alliance to try to support of the market.

Source: Reuters.com

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Traders Speculate on $110 Oil As Middle East Tensions Escalate

Energy News Beat
Traders are purchasing call option spreads on Brent Crude, betting that oil prices will hit $110 per barrel by the end of March and April, with bets equivalent to around 30 million barrels.
Current market fundamentals and analyst projections suggest a balanced or slightly surplus oil market, casting doubt on the likelihood of such a drastic price increase.
Geopolitical tensions in the Middle East, particularly involving the Iran-aligned Houthi rebels, are central to the speculation, though analysts largely believe a major escalation is unlikely.

While oil prices have been struggling to move above $80 per barrel for weeks, some traders have bet on oil hitting as high as $110 a barrel in the early spring.

It looks like some speculators are betting on a major escalation of the conflict in the Middle East in the coming months, considering the fact that fundamentals and analysts suggest a balanced market or a market in a slight surplus early this year.

The $110/$130 call option spreads on Brent Crude for May and June have attracted bets equivalent to around 30 million barrels, Bloomberg reports, citing data from exchanges and brokers. The buyers of this particular option spread would profit if oil prices hit $110 per barrel by the end of March and end of April, when the May and June option contracts expire, respectively.

Apart from a wide escalation of the war in the Middle East to involve other countries and a direct threat to crude oil supply, analysts currently don’t see how oil prices could spike above $100 per barrel in the first half of the year.

The Red Sea tensions are high as the Iran-aligned Houthi rebels fired from Yemen on Wednesday one of their largest barrage of drones and missiles targeting shipping in the Red Sea. U.S. and UK Navy ships shot down drones and missiles as they are looking to protect cargo and crude shipping in the vital sea lanes in the Middle East, including the Suez Canal and the Bab el-Mandeb Strait.

The U.S. is looking to de-escalate tensions, but sparks could fly near some of the most important sea trade routes at any moment.

Still, analysts and market participants have so far largely believed that a major escalation is unlikely, as oil prices and speculators’ positioning in recent weeks suggest.

Hedge funds and other portfolio managers ended the last week of 2023 with the most new bearish positions in futures and options contracts since March and the second-largest jump in weekly shorts additions since 2017.

“This move was predominantly driven by fresh shorts entering the market, with the gross short increasing by 28,578 lots over the week,” ING strategists Warren Patterson and Ewa Manthey wrote in a note on Monday.

The net long in NYMEX WTI was also reduced, by 35,869 lots over the period to 89,330 lots as of January 2. This reduction was also predominantly driven by fresh shorts entering the market, ING’s analysts added.

On Tuesday, Brent rallied by nearly 2% and the backwardation in the prompt Brent time spread also widened, ING said on Wednesday.

“However, for now the flat price remains firmly below US$80/bbl and with the balance expected to be fairly comfortable over the 1H24, significant upside is likely limited,” the analysts said.

Barring a major geopolitical escalation resulting in a large supply outage—which cannot be discounted—, oil prices are unlikely to reach $100 a barrel in 2024 as American oil production and exports are rising faster and higher than expected, and market sentiment about demand is downbeat, especially for the first half of 2024.

Expected weak global economic growth would slow oil demand growth in 2024, keeping the average U.S. benchmark WTI Crude oil price at below $80 per barrel, according to the monthly Reuters poll at end-December, in which analysts revised down their forecasts for 2024 from the previous month’s projections.

Brent Crude prices are now expected to average $82.56 per barrel this year, down from the $84.43 consensus forecast in the November poll.

In the December Reuters survey, only one of 34 contributors said they expected the average Brent Crude prices to be above $90 per barrel in 2024.

Source: Oilprice.com

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Iran seizes oil tanker involved in US-Iran dispute in Gulf of Oman – state media

Energy News Beat

DUBAI, Jan 11 (Reuters) – Iran seized a tanker with Iraqi crude destined for Turkey on Thursday in retaliation for the confiscation last year of the same vessel and its oil by the United States, Iranian state media reported, a move likely to stoke regional tensions.

The seizure of the Marshall Islands-flagged St Nikolas coincides with weeks of attacks by Yemen’s Iran-backed Houthi militias targeting Red Sea shipping routes.

“After the theft of Iranian oil by the United States last year, St Nikolas tanker was seized by Iran’s Navy this morning with a judicial order … it is en route to Iranian ports,” the semi-official Fars news agency reported, citing a statement by the Navy.

The St Nikolas, was seized by the United States last year in a sanctions enforcement operation when it sailed under a different name, Suez Rajan. Following the move, Iran warned the U.S. that it would “not go unanswered”.

The St Nikolas was boarded by armed intruders as it sailed close to the Omani city of Sohar, according to British maritime security firm Ambrey, and its AIS tracking system was turned off as it headed in the direction of the Iranian port of Bandar-e-Jask.

“Communication with the oil tanker, St Nikolas, under Marshall Islands flag and owned by the Greek shipowner Empire Navigation has been cut off around 06:30 on Jan. 11 in the waters of Oman,” Turkish oil refiner Tupras (TUPRS.IS) told Reuters in an emailed statement, confirming it had bought the cargo from Iraqi state marketer SOMO.

“The incident has no impact on our refinery operations,” the Turkish firm – which operates the 241,500 barrel per day (bpd) capacity Izmir refinery in Aliaga – added.

The ship loaded around 145,000 metric tonnes of oil in the Iraqi port of Basra and was heading to Aliaga in western Turkey via the Suez Canal, Empire Navigation told Reuters, adding that it had lost contact with the vessel.

The vessel is manned by a crew of 19 including 18 Filipino nationals and one Greek national, Empire Navigation said.

While Yemen’s Houthis have since October attacked commercial vessels in the Red Sea to show support for Palestinian militant group Hamas in its fight against Israel, those incidents have been concentrated on the Bab al-Mandab Strait, to the southwest of the Arabian Peninsula.

Thursday’s incident is located closer to the Strait of Hormuz, between Oman and Iran.

The United Kingdom Maritime Trade Operations (UKMTO) authority said earlier on Thursday it had received a report that a vessel located around 50 nautical miles east of Oman’s coast was boarded by four to five armed persons.

The armed intruders were reported to be wearing military-style black uniforms and black masks.

The UK authority, which provides maritime security information, said it was unable to make further contact with the vessel and authorities were still investigating the incident.

The United States Navy’s Fifth Fleet did not immediately respond to a request for comment or further information.

The Suez Rajan was carrying more than 980,000 barrels of Iranian crude oil last year when it was seized and the oil confiscated in the U.S. sanctions enforcement operation.

The United States said at the time that Iran’s Islamic Revolutionary Guard Corps (IRGC) had been trying to send contraband Iranian oil to China, in violation of U.S. sanctions.

The vessel was unable to unload the Iranian crude for nearly two and half months over fears of secondary sanctions on vessels used to unload it. It was renamed the St Nikolas after unloading the cargoes.

Reporting by Jana Choukeir, Ahmed Elimam, Parisa Hafezi, Elwely Elwelly and Robert Harvey in Dubai; Additional reporting by Andrew Mills in Doha and Eleftherios Papadimas in Athens; Writing by Nadine Awadalla; Editing by Toby Chopra, Ros Russell and Susan Fenton

Source: Reuters.com

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New nuclear station to power six million homes

Energy News Beat

Britain is to build a new nuclear power station with the capacity to power as many as six million homes under plans to boost energy security and hit net zero targets.

Claire Coutinho, the Energy Secretary, heralded the plans as “the biggest expansion in nuclear power for 70 years” as she set out a raft of other measures in the Government’s long-awaited Nuclear Roadmap.

Plans for a new full-scale nuclear power plant supplement the two already under development: Hinkley Point C, which is under construction in Somerset; and Sizewell C, planned for Suffolk.

The new station would be similar in size to these existing projects, with plans for several more plants to follow before 2050.

Ms Coutinho’s roadmap sets a target of 24 gigawatts (Gw) of nuclear power capacity by 2050. This equates to seven nuclear power stations the size of Hinkley Point C coming online by the middle of the century.

The Energy Secretary said a nuclear revival was essential to cut greenhouse gas emissions and boost energy security, especially after the crisis in gas supplies that followed Russia’s invasion of Ukraine.

She said: “Strengthening our energy security means that Britain will never again be held to ransom over energy by tyrants like Vladimir Putin. British nuclear, as one of the most reliable, low-carbon sources of energy around, will provide that security.”

Ms Coutinho’s roadmap sets a target of 24 gigawatts of nuclear power capacity by 2050 – Eddie Mulholland

She was backed by Prime Minister, Rishi Sunak, who said: “Nuclear is the perfect antidote to the energy challenges facing Britain – it’s green, cheaper in the long term and will ensure the UK’s energy security for the long term.

“This is the next step in our commitment to nuclear power, which puts us on course to achieve net zero by 2050 in a measured and sustainable way.”

Labour, which also supports nuclear expansion, criticised the government for what it claimed was foot-dragging.

A Labour spokesman pointed out that Ed Miliband had approved 10 potential nuclear power station sites when he was energy secretary from 2008-2010, adding: “The Conservatives’ record on nuclear power is a disgrace – 14 years in power and not one new plant opened, despite inheriting 10 approved sites.

“What has been announced today is yet more warm words, hot air and re-announcements.”

If the roadmap is followed, the amount of electricity generated by nuclear power will rise more than fivefold by the middle of the century. Capacity would also be nearly double the historic peak of 12.7Gw achieved in 1995.

No site for the planned new station has yet been chosen but candidates include Anglesey in north Wales, Bradwell in Essex, and Hartlepool where previous nuclear power stations have been built.

As well as new full-scale reactors, Ms Coutinho suggested new capacity would also come from smaller “modular reactors”, most likely on industrial sites around the UK. These are cutting edge, factory-made rectors that are smaller and cheaper than facilities such as Hinkley.

While the technology has yet to be deployed in the real world, it holds much promise and the Government has been running an official process to support the creation of the first “mini-nuke” in Britain. National champion Rolls-Royce is among those in the running.

Tom Greatrex, chief executive of the Nuclear Industry Association, welcomed the UK roadmap and the potential deployment of small modular reactors.

He said: “We will need both large and small nuclear at scale and at pace for our energy security and net zero future.”

Ms Coutinho’s roadmap will be greeted with caution by an industry, which has endured a 20-year rollercoaster ride of promises, about turns and delays from all governments.

In its 2003 Energy White Paper, Tony Blair’s Labor government said the economics and waste problems of nuclear power made it an “unattractive option”. Three years later, the Government changed its mind and announced plans for up to 10 new plants.

The 2008 financial crisis saw seven of these schemes dropped, leaving only Hinkley Point C in the running.

The Conservative-Lib Dem coalition that took over in 2010 also backed Hinkley but Japan’s 2011 Fukushima disaster, when a tidal wave overwhelmed a nuclear power station, delayed approval. It meant Hinkley Point C did not get final sign-off till 2016.

Sizewell C, planned near Aldeburgh in Suffolk, was approved only last year and still awaits a final investment decision.

The Chinese government, by contrast, has approved 10 nuclear power projects this year alone in addition to the 10 approved last year, according to World Nuclear News.

Source: Msn.com

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QatarEnergy signs for eight Q-Max LNG giants

Energy News Beat

Super busy Chinese shipyards are now accepting orders as far out as 2029. Middle Eastern liquefied natural gas (LNG) producer QatarEnergy has signed a contract with Hudong-Zhonghua Shipbuilding for the construction of eight supersize LNG carriers.

The next step in the state-owned company’s massive shipbuilding program will see the CSSC-affiliated yard build Q-Max units with a capacity of 271,000 cu m, making them the largest-ever ships ordered in this sector.

Qatar already has 14 Q-Max vessels on a long-term charter with a carrying capacity of around 266,000 cu m supplying Far Eastern, European and various other markets. Q stands for Qatar and Max for the maximum size of ship able to dock at the LNG terminals in Qatar.​​​​

QatarEnergy’s historic LNG shipbuilding program is the largest of its kind in the history of the LNG industry. The company contracted 60 ships in the first phase of the program. The second phase kicked off in September in a deal with South Korea’s HD Hyundai Heavy Industries for the construction of 17 LNG carriers worth nearly $4bn, bringing the total number of confirmed LNG carrier newbuilds to be delivered to QatarEnergy and its affiliates to 77.

Hudong-Zhonghua presented its design concept for the world’s largest LNG carrier last year, which received approval in principle from many of the leading class societies. The record-breaking vessel could transport enough LNG to provide gas for 4.7m Shanghai homes for a month, 25-30% more efficiently than a 170,000 cu m vessel.

No price has been revealed for the new Q-Max-size vessels scheduled for delivery in 2028 and 2029. Standard 174,000 cu m units in China are reported to cost about $245m.

Source: Splash247.com

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Hertz cites weak demand, high damage costs in decision to downsize EV fleet

Energy News Beat

Hertz Global Holdings Inc. said Thursday it is selling about 20,000 electric vehicles from its fleet, or about one-third of the total, in the latest sign that the EV revolution is stalling amid weak demand from consumers.

The car-rental company said it expects to book $245 million in charges in the fourth quarter, sending its stock HTZ, -3.53% down 6% in early trading and weighing on its main rival, Avis Budget Group Inc. CAR, -1.37%, which was down 3.6%.

The move is aimed at better balancing supply and expected demand for EVs, allowing the car-rental company to scrap a disproportionate number of lower-margin rentals and reduce damage expenses associated with EVs.

Collision and damage costs for EVs remained high in the fourth quarter, Hertz said in a regulatory filing. That’s because EVs require special tools and parts and specialist knowledge to repair after a crash, more so than traditional gas-powered vehicles.

The charge is on top of the depreciation costs the company expects to record in the quarter in the ordinary course of managing its fleet.

The news is the latest bad news on EVs, with softer-than-expected demand leading many original-equipment manufacturers to scale back plans. In October, Ford Motor Co. F, -1.29% reported lower-than-expected quarterly earnings, which included an adjusted loss of $1.3 billion for its EV unit, wider than Wall Street expected.

Ford said that customers interested in EVs were “unwilling” to pay the vehicles’ premium prices, and the company paused billions of dollars in long-term investment in EVs due to that disconnect.

General Motors Co. GM, -1.38% that same month said it was scrapping its target to build 400,000 electric vehicles by mid-2024 because of weak demand.

Analysts were expecting Hertz to move on its EV fleet. Oppenheimer said as much in a December note in which it downgraded the stock to perform from outperform.

“We move to the sidelines, as we believe next year will be a transition year for [Hertz]. The company will face several headwinds in 2024, including significant ongoing challenges to its EV initiative, higher vehicle interest expense, and higher DPU,” or distributed power units.

Hertz will continue to offer EVs but will implement measures to boost profitability, including by expanding infrastructure such as charging stations and expanding relationships with EV makers, particularly as it relates to more affordable access to parts and labor, the company said.

“Going forward, the company will continue to actively manage the total size of its EV fleet, as well as the allocation of EVs among customer segments, including leisure, corporate, government and rideshare,” Hertz said in the filing.

Hertz will reinvest in additional internal-combustion-engine vehicles and expects to improve adjusted Ebitda, or earnings before interest, taxes, depreciation and amortization, across 2024, as vehicles are rotated, and in 2025, by which time all the vehicles in the plan will have been sold.

“It is expected that this benefit to the company’s financial results will be derived from higher revenue per day and lower depreciation and operating expenses related to its remaining fleet,” the filing said.

“The company further anticipates that incremental free cash flow generation related to this action will approximate $250 million to $300 million in the aggregate over 2024 and 2025.”

Hertz backed its revenue guidance for the fourth quarter of $2.1 billion to $2.2 billion and said its adjusted Ebitda will be negatively affected by the EV sales plan.

It expects adjusted Ebitda to be a loss of $120 million to $130 million.

The company’s two active high-yield bond series, meanwhile, also moved lower on the news, as the following chart from data solutions provider BondCliQ Media Services shows. The bonds are down about 1 1/2 points on the day.

One-week price performance of Hertz Corp. bonds.

BONDCLIQ MEDIA SERVICES

Hertz has two bond series maturing in 2026 and 2029.

Hertz Global Holdings Inc. said Thursday it is selling about 20,000 electric vehicles from its fleet, or about one-third of the total, in the latest sign that the EV revolution is stalling amid weak demand from consumers.

The car-rental company said it expects to book $245 million in charges in the fourth quarter, sending its stock HTZ, -3.53% down 6% in early trading and weighing on its main rival, Avis Budget Group Inc. CAR, -1.37%, which was down 3.6%.

The move is aimed at better balancing supply and expected demand for EVs, allowing the car-rental company to scrap a disproportionate number of lower-margin rentals and reduce damage expenses associated with EVs.

Collision and damage costs for EVs remained high in the fourth quarter, Hertz said in a regulatory filing. That’s because EVs require special tools and parts and specialist knowledge to repair after a crash, more so than traditional gas-powered vehicles.

The charge is on top of the depreciation costs the company expects to record in the quarter in the ordinary course of managing its fleet.

The news is the latest bad news on EVs, with softer-than-expected demand leading many original-equipment manufacturers to scale back plans. In October, Ford Motor Co. F, -1.35% reported lower-than-expected quarterly earnings, which included an adjusted loss of $1.3 billion for its EV unit, wider than Wall Street expected.

Ford said that customers interested in EVs were “unwilling” to pay the vehicles’ premium prices, and the company paused billions of dollars in long-term investment in EVs due to that disconnect.

General Motors Co. GM, -1.36% that same month said it was scrapping its target to build 400,000 electric vehicles by mid-2024 because of weak demand.

Analysts were expecting Hertz to move on its EV fleet. Oppenheimer said as much in a December note in which it downgraded the stock to perform from outperform.

“We move to the sidelines, as we believe next year will be a transition year for [Hertz]. The company will face several headwinds in 2024, including significant ongoing challenges to its EV initiative, higher vehicle interest expense, and higher DPU,” or distributed power units.

Hertz will continue to offer EVs but will implement measures to boost profitability, including by expanding infrastructure such as charging stations and expanding relationships with EV makers, particularly as it relates to more affordable access to parts and labor, the company said.

“Going forward, the company will continue to actively manage the total size of its EV fleet, as well as the allocation of EVs among customer segments, including leisure, corporate, government and rideshare,” Hertz said in the filing.

Hertz will reinvest in additional internal-combustion-engine vehicles and expects to improve adjusted Ebitda, or earnings before interest, taxes, depreciation and amortization, across 2024, as vehicles are rotated, and in 2025, by which time all the vehicles in the plan will have been sold.

“It is expected that this benefit to the company’s financial results will be derived from higher revenue per day and lower depreciation and operating expenses related to its remaining fleet,” the filing said.

“The company further anticipates that incremental free cash flow generation related to this action will approximate $250 million to $300 million in the aggregate over 2024 and 2025.”

Hertz backed its revenue guidance for the fourth quarter of $2.1 billion to $2.2 billion and said its adjusted Ebitda will be negatively affected by the EV sales plan.

It expects adjusted Ebitda to be a loss of $120 million to $130 million.

The company’s two active high-yield bond series, meanwhile, also moved lower on the news, as the following chart from data solutions provider BondCliQ Media Services shows. The bonds are down about 1 1/2 points on the day.

One-week price performance of Hertz Corp. bonds.

BONDCLIQ MEDIA SERVICES

Hertz has two bond series maturing in 2026 and 2029.

Outstanding Hertz Corp. debt (USD) by maturity year.

BONDCLIQ MEDIA SERVICES

The bonds sold off early in the day, but that was followed by net buying.

Hertz Corp. net customer flow (intraday).

BONDCLIQ MEDIA SERVICES

The stock HTZ, -3.53% has fallen 48% in the last 12 months, while the S&P 500 SPX has gained 20.5%.

Source: Marketwatch.com

 

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Tidal energy specialist opens office close to offshore Wales development

Energy News Beat

Offshore staff

PENRYN, UK — HydroWing has opened a new office at the M-SParc science park on the island of Anglesey in North Wales to support development of its Morlais tidal stream energy project.

Under the UK government’s latest contracts for difference bid round, the company secured an allocation for a 10-MW development. Commercial manager Osian Roberts will head up the team at the new office.

According to HydroWing’s Richard Parkinson, commercialization of tidal stream energy has to date been held back by high operations and maintenance costs. The company claims its technology can provide lower-cost, reliable energy worldwide.

The system is based on a patented modular design said to improve the cost-efficiency and production of tidal stream energy, and it will be deployed at Morlais, near Holy Island, Anglesey, in 2027.

A supporting structure sits on the seabed, under its own weight. The wings, which hold the turbines, are then lowered into position on the structure.

The turbines are bi-directional, generating power as the tide comes in and as it goes out, and are also claimed to be cost-effective to produce at scale. Morlais could generate up to 240 MW of electricity.

Morlais will also provide the required infrastructure at the 35-km zone, including a connection to the national grid and a substation on the shore, and it will rent berths to various turbine development companies.

Source: Offshore-mag.com

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PJM Urges Delayed Retirement of 840-MW Fossil Fuel Power Plant, Citing Reliability Impacts

Energy News Beat

PJM has urged Talen Energy to delay its deactivation of two of four units at the 840-MW coal, oil, and gas–fired Herbert A. Wagner Generating Station in Maryland until transmission upgrades are put into service around 2028.

The nation’s largest regional transmission organization (RTO) on Jan. 10 said it informed Talen that the deactivation of Units 3 and 4—a combined 774 MW located outside Baltimore in Anne Arundel County—“would adversely affect the reliability of the system absent transmission upgrades.”

Wagner 3, completed in 1966, is a 359-MWe coal-fired unit that Talen converted to run on fuel oil at the end of 2023. Wagner 4, built in 1972, is a 415-MWe oil-fired unit. The power plant also comprises Wagner 1, a 133-MWe coal-fired unit built in the 1950s, and it hosts a 13-MW gas-fired combustion turbine, which can serve as a peaking unit. Talen retired Wagner 2, a 136-MW coal-fired unit, in 2020.

The H.A. Wagner Power Plant, located outside Baltimore, MD, is fueled by coal, natural gas, and oil. It includes an approximately 13-megawatt gas turbine unit, which can serve as a peaking unit. Unit 3 will convert to run on oil by the end of 2023. Courtesy: Talen Energy

Retirements Pegged to Economic, Environmental Concerns

Talen in October 2023 notified PJM it intended to deactivate all four existing Wagner units by June 2025, citing environmental and economic reasons. “The Wagner facilities’ Title V air permit limits operation to capacity factors under 15% when operating on oil. The limited run hours on the Wagner Facilities are not sustainable to continue operations, especially in light of the amount of time the Wagner facilities have recently been running in the market,” the company said.

“The combination of low margin energy market economics, low-capacity prices and significant Capacity Performance penalty risk due to run hour limitations results in the economics being outweighed by the risk associated with continued operation.” While the Wagner units have capacity market obligations through May 31, 2025, the plant is not designated a “black start” unit, Talen noted.

But, according to PJM, regional reliability concerns are compounded by Talen’s April 2023 announced closure of another mammoth fossil-fired facility, the two-unit 1.3-GW coal-fired Brandon Shores Generating Station. Talen in the first quarter of last year canceled plans to convert the power plant in Anne Arundel County, Maryland—which is located six miles away from the Wagner plant—to fuel oil combustion. In April 2023, Talen moved to deactivate the plant by June 2025.

In a letter to PJM, Talen cited National Pollution Discharge Elimination System permitting limitations for Brandon Shores, which “precludes operation using coal on or after January 1, 2026.” Talen also said it determined that a conversion to fuel oil combustion is “uneconomic and does not justify operating after June 1, 2025.” The Brandon plant has capacity market obligations through May 31, 2025, it noted. 

Following an analysis, however, PJM in June 2023 told Talen it found that the Brandon units were required for reliability. The RTO urged Talen to keep them online under a reliability-must-run (RMR) arrangement.

Talen in financial documents has noted that “it does not agree” to the units’ continued operation under an RMR agreement. However, “Discussions with PJM are ongoing and may result in Brandon Shores continuing to operate for some period of time until transmission constraints hindering reliability are relieved by PJM,” it says.

PJM: Wagner Deactivations Could Prompt Widespread Voltage Deviations

While PJM has no authority to order plants to continue operation, the RTO is compelled to maintain reliability. To mitigate reliability concerns owing to Brandon’s potential deactivation, PJM ordered transmission upgrades (built by the transmission owner) to accommodate the loss of generation.

Earlier this month, PJM told Talen in a letter that after performing a study of the transmission system, it found that while Wagner 1 and the plant’s combustion turbine can retire without reliability implications, the deactivation of Wagner 3 and 4 will cause reliability violations. PJM said it identified voltage and thermal violations that could potentially affect multiple transmission owner areas. “Reliability tests indicate widespread voltage deviation violations upon Wagner deactivations. [The] majority of them are associated with losing Brandon Shore’s Generator(s),” it said. 

While the Wagner retirements will not necessitate additional transmission upgrades, upgrades underway to resolve the Brandon Shores violations “will resolve all reliability issues identified attributed to the deactivation of Wagner units 3 and 4” when completed in 2028, it suggested. PJM added that its analysis revealed that to maintain system reliability Wagner 3 and 4 “will be needed to operate under a Reliability-Must-Run (RMR) arrangement”—especially during “the interim time period from the proposed deactivation date of June 1, 2025 to the completion date of all required upgrades.”

PJM urged Talen to notify PJM within 30 days whether it will agree to continue the operation of the two units past their June 2025 deactivation date. “While PJM cannot compel a unit to remain in service, in unique circumstances such as this, PJM can formally request that the unit owner continues operating the unit to support reliability,” the RTO explained. “This process, detailed in Part V of the PJM Open Access Transmission Tariff, offers a deactivating unit the opportunity to remain in service and recover its operating costs until all necessary transmission upgrades are in place.”

Retirements Are a Major Concern at PJM

PJM, which coordinates the movement of wholesale power across 13 states and the District of Columbia, has expressed broad concerns about its supply-demand balance, which has grown more precarious as resource retirements and load growth exceed the pace of new generation entry.

In a much-cited study published in February 2023 exploring “a range of plausible scenarios up to the year 2030,” the RTO suggested that as much as 40 GW of existing generation is at risk of retirement by 2030. “This figure is composed of 6 GW of 2022 deactivations, 6 GW of announced retirements, 25 GW of potential policy-driven retirements, and 3 GW of potential economic retirements. Combined, this represents 21% of PJM’s current installed capacity,” it warned.

“The amount of generation retirements appears to be more certain than the timely arrival of replacement generation resources and demand response, given that the quantity of retirements is codified in various policy objectives, while the impacts to the pace of new entry of the Inflation Reduction Act, post-pandemic supply chain issues, and other externalities are still not fully understood,” PJM said. About 60% of its anticipated retirements will be coal-fired, 30% natural gas, and 10% other sources.

In 2023, according to PJM’s Generator Deactivation records, 6.8 GW of generation capacity within PJM’s footprint was deactivated. About 4.4 GW was coal generation (from nine coal units), while 1.5 GW was gas generation (from five units), and 823 MW was oil and diesel generation (from eight units).

PJM records another 4.2 GW of future deactivations through 2026, including 2.2 GW of coal, 476 MW of gas generation, and 1.5 GW of oil and diesel generation. Along with Wagner and Brandon Shores, some larger units include NRG Energy’s 411-MW Indian River 4 (though that unit is currently running with an RMR agreement) in Delaware, and Constellation Energy’s Eddystone Units 3 and 4 in Pennsylvania, a combined capacity of 760 MW.  

Looming regulations that the Environmental Protection Agency (EPA) finalized or proposed in 2023 may also accelerate retirements. In December, the U.S. Supreme Court agreed to hear oral arguments in February 2024 about whether to stay the EPA’s “Good Neighbor Plan,” a rule that could require coal, oil, or gas steam power plants in 22 states to reduce their nitrogen oxide emissions levels by 50% by 2027. PJM noted it worked with the EPA on the rule, which the EPA estimates could result in an additional 14 GW of coal retirements nationwide.

PJM also worked with the EPA to maintain grid reliability on the EPA’s proposed rule on New Source Performance Standards for Greenhouse Gas Emissions. In recent comments, PJM joined with other independent system operators and RTOs (including MISO, ERCOT, and SPP) to suggest that the EPA consider a suite of “reliability safety valves” to address potential immediate needs for unit-specific relief, enabling generators to operate during system emergencies.”

PJM’s long-term load forecast, meanwhile, shows demand growth of about 1.4% per year over its footprint for the next 10 years. A new long-term load forecast the RTO published on Jan. 8 predicts estimated electricity demand growth of 1.7% per year for summer peaks, 2% for winter peaks, and 2.4% for net energy over a 10-year planning horizon starting in 2024. PJM’s 2024 summer forecast peak demand stands at 151,254 MW, with peak load increasing to 178,895 MW in 2034 and 193,123 in 2039—an increase of nearly 42,000 MW. Peak winter loads echo this projection: For the 2024 winter, the forecast is at 134,663 MW for the 2023–2024 winter, surging to 164,824 MW in 2034 and 178,241 in 2039—an increase of more than 43,000 MW.

“This forecast reflects the accelerated growth that we discussed with our stakeholders throughout 2023, driven by the electrification of multiple sectors combined with consumer demands for technology,” Kenneth S. Seiler, senior vice president of PJM Planning, said on Tuesday. “It also underscores the need to maintain and develop enough generation resources to serve that growing demand.”

Finally, PJM’s New Services Queue is composed of 94% renewables assets and 6% gas. “Despite the sizable nameplate capacity of renewables in the interconnection queue (290 GW), the historical rate of completion for renewable projects has been approximately 5%,” it said. At the end of 2023, 40 GW of projects had come through the PJM study process, PJM said, though it noted that capacity had yet to move to construction.

Source: Powermag.com

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New Merseyside Battery Trains Falling Short Of Expectations

Energy News Beat

The latest example of pointless virtue-signaling, intended to help ‘save the planet’, has shown itself to be inadequate for its intended role.

The 53 Class 777 units, built by Stadler Rail in Switzerland & Poland (because all the British locomotive manufacturers have long since gone out of business from lack of orders), costing £500 million each, are intended to be used in Liverpool and surrounding parts of Cheshire and Lancashire.

They can operate from the ‘third-rail’ system at 750vdc, which is an extra electrified line running alongside the track, or can be powered through pantographs on the roof at 25kv, though there is no overhead catenary installed, nor any current plans for such a system to be built.

Their third source of power is from onboard batteries, which it is intended will be used outside the current Merseyrail system.

To accommodate the new Class 777 fleet, extensive, and expensive, infrastructure changes were necessitated. These adaptations were performed under a rolling program between October 2018 and May 2019; changes included adjustments to 97 platforms at 56 stations across the Merseyrail network, along with track realignments and other unnamed ‘refinements’.

In October, a new station, costing no less than £80million, was opened at Headbolt Lane to serve the battery-powered trains.

Another cause for the alterations was the increased length of the new units, which was addressed via a mixture of platform lengthening and signal repositioning where required. The program was structured to minimize disruption to Merseyrail’s scheduled services wherever possible.

New power supply transformers had to be installed, along with eight new substations and miscellaneous cable upgrades, to provide greater quantities of electricity.

The first units were delivered for testing in January 2020, and have had to undergo numerous modifications due to problems encountered. Passenger services with the class commenced on 23rd January 2023, initially using unit 777049.

By July 2023, only a handful of units were in service, because of ongoing ‘technical issues’.

The Class 777 units weigh 99 tons each, compared to 36 tons for the 750vdc Class 507 & 508s they are intended to replace. This will of course increase track wear, which will require more frequent maintenance, with increased costs.

Running on 750vdc, they produce 2000hp, and the batteries are configured to produce the same output, for all of 34 miles before they require a full recharge.

Fast-forward to yesterday and the BBC ran an article saying continuing problems with these units have caused cancellation of services, and refunds are having to be made to passengers.

Liverpool City Region mayor Steve Rotherham said:

“We anticipated that we would encounter some teething issues and disruption during the delivery of our new station and trains, but I’ll be the first to say that services on the Kirkby line have fallen short of the standards that our passengers deserve.

While I cannot undo the disruption that passengers have already faced, I hope this gesture demonstrates our appreciation for their patience and understanding.”

He said it was a “gesture of goodwill” for the “teething issues”.

They are still having ‘teething issues’ after three years? Sounds to me more like fundamental design or performance issues.

See the BBC article here bbc.co.uk

But it doesn’t end there. There are two other examples of this kind of nonsense being pursued.

The Severn Valley Heritage Railway has teamed up with the University of Birmingham and local start-up company, Vanguard Sustainable Transport Solutions, to convert a Class 08 diesel shunter to work on hydrogen.

They have removed the existing diesel engine and generators, as they prepare Class 08 shunter No 08635 to receive its new power system.

Image: Severn Valley Railway

Mike Ball, the Severn Valley Railway’s vice chairman, has been closely involved with the project from its inception:

“We were delighted when the University of Birmingham asked us to get involved in this project. As a heritage railway, we’re actively looking for ways to reduce our carbon footprint, and having a hydrogen-powered shunter will play a key part in that plan.

The current preparation stage for the Harrier shunter is providing an excellent opportunity for some of our younger volunteers to put their skills to good use.

The group working on the 08 are all still in their teens, and their ability to plan and implement this task has been nothing short of amazing.

They’re the volunteers of the future, working on a locomotive for the future.”

The best way to ‘reduce your carbon footprint’ Mr Ball, is to stop running services and close down the Severn Valley Railway. Not that I would wish that for a moment, but I have been heavily involved with heritage railways since 1994, and the last thing I want to see is these lines closing down because of non-existent environmental concerns.

Vanguard Sustainable Transport Solutions is designing the hydrogen-battery hybrid traction system.  This will be made up of hydrogen cylinders, a hydrogen fuel cell stack, and a hybrid battery.

The cylinders will store hydrogen as a pressurized gas, which will be fed to the fuel cell stack via a regulator. In the fuel cell stack, hydrogen will be combined with oxygen from the air, to produce electricity to power the locomotive.

Sounds like an explosion waiting to happen.

Meanwhile, the battery will store energy to provide additional power for when it’s needed.

The equipment will be mounted on a sub-frame, fitted to the existing engine mountings. It will supply the existing traction motors of the Class 08, which will keep its existing controls.

The Birmingham University article can be seen here at birmingham.ac.uk

Then there is another group, who have gutted a 100-ton former Class 37 freight locomotive, to turn it into a near-silent battery-powered loco.

Owned by the Heavy Tractor Group (tractor is one of the nicknames for the class), 37207 has been converted to run on batteries following three years of research and development by a company called Meteor Power.

Image: PressReader

Throughout last summer, 37207, a former regular on Cornish China Clay services, was used to test an electric powertrain that Meteor Power had installed in a Class 08 diesel shunter and is now ready to receive its electric conversion.

As part of its test program, last June it successfully traveled 1½ miles within Wolverton Works on battery power.

A whole one-and-a-half miles! Wow!!

According to Meteor Power, this development of a battery conversion system for the locomotive provides a “greener, cheaper, and quieter solution for freight or ‘super shunter’ work”.

No details were provided on how much horsepower this loco would develop, nor anything about its range.

The Rail Advent website said in April last year it was hoped that 37207 would be certified to run on the mainline by the end of the year, but I’ve seen no updates since then.

See the Rail Advent article here railadvent.co.uk

These seem just the latest in a series of completely pointless wastes of money, which will do nothing except provide the public and industry with vastly inferior services.

Source: Principia-scientific.com

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Here’s what heat pumps mean for America: Free air conditioners for the poor

Energy News Beat

The electrification of heating is a hot topic: the idea is that heat pumps are going to save the planet, make American homes more efficient and save American households money. Plenty of people agree since heat pumps are selling like hot cakes, but does this all boil down to something worthwhile or is it just hot air?

There are four main ways in which the roughly 131 million American homes are heated: electricity, natural gas, propane or fuel oil. The vast majority use electricity or natural gas. While some 20 million homes already have a heat pump, a similar number still rely on inefficient electric resistance heaters which are expensive to use, and predominantly found in low and middle-income households.

Around half of US homes are heated with gas – mostly natural gas, although some 10 million homes use propane or heating oil which is stored in tanks on the property, and powers often aging furnaces. These furnaces heat up air which is then blown round the homes though ducts and vents. The use of hot water pipes and radiators, as normally seen in the UK, is comparatively unusual.

The other big difference from the UK is that around 90 percent of homes use some form of air conditioning. Two-thirds of households use central air conditioning or a central heat pump as their main AC equipment. That means that quite a lot of US homes either don’t have air conditioning, use portable AC or have a system that is powered by gas.

Against this backdrop the US Government plans to install 20 million heat pumps by 2030, with 40 percent of the benefits being directed to disadvantaged communities. Lawmakers hope that as existing heating and air conditioning systems break down with age they will be replaced by modern heat pumps.

Heat pumps run on electricity, and are hailed as key to achieving zero carbon goals by removing the use of fossil fuels for heating. Of course, that assumes that the electricity that powers the heat pumps is generated from something other than fossil fuels – unfortunately, around 60 percent of electricity in the US comes from fossil fuels.

There are other challenges with heat pumps, in particular their performance in cold weather, when their operations become less efficient. This is a fundamental feature of air-source heat pumps since they involve indoor and outdoor components – when it’s cold outside the outdoor component must be heated in order to work properly, and this means less energy is available for heating indoors. The lower temperatures fall, the worse this effect becomes, and the more expensive the system becomes to run.

Heat pump fans often point to the widespread use of the devices in cold nations such as Norway and Sweden as evidence they “work” in cold weather, but they fail to mention that many Scandinavian households have more than one heat pump or use an additional form of heating, typically a wood-burning stove. Gathering wood for heating is common across the Nordic countries. More modern models claim to “work well” at low temperatures, but they will still lose efficiency as it gets colder.

The economics of heat pumps vary greatly across the US, depending on the amount of heat needed and the price of natural gas. The installation of heat pumps is expensive, with air source heat pumps costing between $2,500 and $10,000, with the average homeowner spending $5,500. However these costs can jump to up to $30,000 in homes which don’t have existing ductwork. Ground source (or geothermal) heat pumps work much better in cold weather but they are much more expensive. They also require a lot of land so aren’t suitable for many homes.

There are tax credits in the Inflation Reduction Act that cover 30 percent of the upfront costs of buying and installing a heat pump, up to $2,000. For households with less than 80 percent of the median area income, the subsidy is higher and will cover 100 percent of the upfront costs, up to $8,000. Many states also offer rebates.

According to the International Energy Agency, heat pumps can reduce American heating bills by up to $300 per year. That’s a significant saving for those households whose installation costs are fully covered by the government, but not so great for those left funding thousands of dollars of upfront costs. People using natural gas for heating see smaller benefits since gas is pretty cheap in the US.

So are heat pumps hot or not? The boring answer to that is “it depends”. Low income households with older electrical resistance or propane heaters are likely to benefit the most from getting a heat pump as they will have most if not all of the upfront costs covered and will make significant savings on energy bills. These households are also less likely to have air conditioning, so the installation of a heat pump will give them a new capability for cooling.

Toby Schumacher and the external part of his heat pump CREDIT: Jeff Gilbert

However in colder states heat pumps could need a secondary heating source which might be difficult to afford. For higher income households the economic benefits are less clear. They will have to pay higher upfront costs which will take years to recover through lower bills. If they currently have gas heating the savings will be smaller and the capital costs take longer to repay.

The climate benefits in the short term will be marginal since the US still relies heavily on fossil fuels for electricity generation. Switching from burning gas in the home to burning gas in power stations does reduce emissions since power stations are more efficient. However electricity demand will increase, as people switch from gas to electric heating, and will rise further if the homes which don’t currently have electric air conditioning begin to use their heat pumps for cooling.

Bringing cooling to houses that don’t currently have air conditioning will be an absolute increase in energy demand, rather than a change from one form of energy to another, and it could be big. Air conditioners are the domestic appliances that generally consume the most electricity, accounting for an average of 17 percent of total US household electricity usage (compared with 15 percent for space heaters).

This higher electricity demand will strain America’s creaking power grids, which already struggle with reliability issues, and they will increase the need for more generation and grid infrastructure such as power lines and transformers, adding to the multi-billion dollar bill for electricity system upgrades. To make heat pumps really work we need reliable low carbon electricity and plenty of it otherwise there is a risk the increased demand will cause more blackouts. And if you have electric heating, a blackout means no heating either.

There are a lot of numbers in this article. And they add up to one conclusion: it’s hard to be more than lukewarm on heat pumps. They will be great for people who get them for free to replace old, expensive and inefficient heating systems – these people will also be getting free air conditioners. They will be a lot less great for everyone else, involving high upfront costs, and more grid infrastructure that will be paid for through higher bills and taxes. And as long as the majority of electricity comes from fossil fuels, their climate benefits will be marginal.

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