Hydrogen the future as Wales focuses on eco travel
LAST week I had the good fortune to travel along the beautiful coastal road from Aberystwyth to Aberteifi, Cardigan, in a brand-new hydrogenpowered bus indicative of how seriously we have to take the impact of climate change on our lives.
It gave a very comfortable ride; operationally the vehicle performed well on a road not devoid of steep hills and easily made the 80-mile round trip on its fuel load.
Simply put, hydrogen bus technology involves liquid hydrogen stored in roof-top tanks mixing with ‘clean’ oxygen from the air and processed to create electricity, which powers the batteries linked to the motor powering the vehicle’s operation.
Water is the only emission.
To be affordable for commercial operations (rather than government-funded experiments) the current price of such vehicles has to fall from £500,000 to nearer £150,000, the current price of a Euro 6, very low-emission bus. Larger-scale production might achieve this.
Additionally, it requires refuelling currently every 240 miles which, according to the manufacturers, takes six to eight minutes.
Consequently, there is a need for hydrogen stations, as with battery recharging points for electric buses, along with skilled mechanics to carry out maintenance. And operating costs per mile have to be comparable with existing vehicles.
This commercially led development has reflected a revolutionary change in the Welsh Government’s approach to transport governance. The post-Senedd election cabinet reshuffle put transport in the climate change department.
This contrasts transport with planning (under Sue Essex) and with the economy (and jobs) from Ieuan Wyn Jones to Ken Skates.
Lee Waters continues as deputy minister for transport and one can be assured that his environmental concerns will continue – with added lengths of 50mph maximum-speed motorways and in urban areas a reduction from 30mph to 20mph speed limit to (on limited evidence) improve air quality.
Labour manifesto climate change promises are possible, and mostly desirable, but could be restricted by funding levels and the Senedd’s legislative powers.
The plan to reduce car usage through a high-quality, sustainable and affordable public transport network and new service integration powers for Transport for Wales (which this column has supported) has evolved in part through the high investment in Valley Lines (Cardiff Metro) electrification and for new trains all over Wales (except the Heart of Wales Line) worth £1.5bn.
Price, reliability and predictable journey time comparison are key factors in modal transfer from the car with consequent climate change impacts.
An accepted means of reducing carbon emissions on a large scale is through funding active travel (cycling and walking) routes and safer links to railway stations and high-usage bus stops.
This is an expensive investment; putting white lines to show cycle lanes is insufficient. Separate road space for pedestrians, cyclists and buses – excluding cars, vans and trucks – is epitomised in Denmark and the Netherlands.
Consequently, strengthening the promotion of walking and cycling or ‘developing active travel integrated network maps and the 10-year Wales infrastructure investment plan for a zero-carbon economy’ has to be considerably more than manifesto rhetoric.
These are important, but expensive developments for future generations’ air quality and health. This column will be watching!
Wales has two governments providing different aspects of the public sectors’ transport responsibilities, which hampers our Welsh Government achievement of some objectives, particularly when these seem at odds with each other.
Westminster doggedly retains bus regulatory powers.
The proposed Bus Bill soon to be before the Senedd, if not watered down as in the previous bill, should achieve the desired franchised integration of all public transport.
The long-delayed Williams railway report was expected to recommend transfer of rail infrastructure responsibility to Transport for Wales.
Instead, it metamorphosed into the Grant Shapps transport White Paper setting out the UK Government’s policy on the Great British Railways single rail operator rather than a transport professional’s conclusions, which are two quite different publications.
The White Paper retains existing railway powers for Wales and Scotland, resulting in Wales continuing to be devoid of responsibility for rail infrastructure, and its new trains would continue to operate on a system largely determined by Westminster funding.
This despite the Silk Commission devolved powers recommendations, on whose transport panel I had the honour to serve.
Full-price tickets will continue; however, achieving Welsh Government’s affordable train travel requires lower-priced off-peak and advance-purchase tickets availability on all services.
These plans will involve considerable transport capital investment and continuous maintenance funded from two sources – government expenditure, or the user through fares or road charges.
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