In the UK, using warehouse roofs for solar power could produce over 13 trillion watt-hours of energy. Even one-third of this would fulfill the UK’s commitment for 2030.
The issue: regulators have handed power over who and how to connect to the national grid to the District Network Operators, who get to decide the cost and access.
Rooftop solar for warehouses would need dozens of requests for access from DNO’s and they would be in a position to set the cost at a level where it would be impractical.
Gavin van Marle proposes that control be given to the state regulator Ofgem. That would break up DNO control and allow a fair price to be set. And it could make a big difference in solar power generation.
The alternative is trying to install solar on vacant farmland, which has its own set of regulatory hurdles and protests. Few would care if solar were on top of warehouses.
It’s an interesting conundrum, and one we hope the UK acts on soon. We could do more of the same in the US.
Klaipeda is in Lithuania, the only substantial port in that country. Geographically it is well-positioned for the maritime industry of the Baltic Sea. A map is instructive.
Lithuania is close to Russia on the east, and Sweden on the west, and also on routes to Finland, Denmark, Germany, Poland, and Norway. There are many opportunities for trade over the sea here.
The conference planned by Klaipeda is connected with Norway, one of the most important locations for maritime innovation.
I’m planning to attend online. I will be listening especially for green innovations and plans to meet European sustainability and ESG goals for the maritime industry.
The Baltic States area has become more important due to the war in the Crimea. Lithuania blocks access to the Russian port of Kaliningrad, which is in an island of Russian territory separated from the main body of Russia. Recently permission was granted to allow transport across Lithuania to Russia, despite the sanctions on Russian shipping. Lithuania is an EU country.
Oean carriers are redeploying ships from lower-paying to higher-paying routes, leaving some with no way to transport their goods. The article explains how ships are being reassigned, leaving too few ships on a route to keep the schedule going. Give it a look!
Currently, they are adding ships to the Asia-US routes which charge over $10,000 per container. They are leaving routes that charge on the order of $2000 per container.
You can see why they are doing it. They can get away with it because ships are only bound by the laws of the country they are flagged in. Most of these laws are weak. Port countries do have some say, but only the major world port countries can do much to change the behavior of the liners. And they would favor more ships for their key routes.