Backing Up The Wind With The Keadby Power Stations
I went to Cleethorpes from Doncaster by train yesterday. You pass the Keadby site, where there are two large gas–fired power stations of 734 MW and 710 MW. A third one ; Keadby 3 of 910 MW complete with carbon capture and storage should join them by 2027.
So that will be nearly 2.5 GW of reliable electricity.
I find it interesting that one of our first gas-fired power stations with carbon capture will be in Lincolnshire, which is famous for growing plants of all shapes, types and sizes. So will we be seeing lots of greenhouses on the flat lands I saw yesterday, growing plants in an atmosphere they like, so that we can generate our carbon dioxide and eat it.
The next power station at Keadby is called the Keadby Next Generation power station, which is intended to be complete by 2030. It is a bit of a puzzle in that it will run on up to 1800 MW of hydrogen and only produce up to 910 MW of electricity.
Note.
- The hydrogen will come from SSE’s hydrogen store at Aldbrough and Centrica’s store at Rough.
- Surely, the amount of hydrogen and electricity should balance.
When I worked in ICI’s hydrogen plant in the 1960s, ICI had no use for the hydrogen, so they sent it to their power station, blended it with coal gas and used it to make steam for other processes.
Could Keadby Next Generation power station be providing zero-carbon steam for the chemical and other processes on Humberside?
Adding the 910 MW of electricity to Keadby’s gas-fired total of 2.5 GW gives 3.4 GW of electricity from Keadby to back up the wind farms.
3.4 GW at Keadby is what I call backup!
It also should be noted, that one of the reasons for building the Mersey Tidal Barrage is to provide backup for all the wind farms in Liverpool Bay.
Conclusion
I believe that SSE could be supplying zero-carbon steam in addition to electricity from the Keadby Hydrogen power station.
Is This The Ultimate Tourist Bus?
This picture clipped from the Wrightbus web site, shows one of their latest products – An open-top electric tourist bus.
It appears to be running in Glasgow.
But if I was in charge of tourism, I’d get a hydrogen-powered version, as that would surely attract the punters.
Wrightbus Hydrogen Buses Trial Begins At Sizewell C
The title of this post, is the same as that of this article on Route One.
This is the sub-heading.
An order of 150 more StreetDeck Hydroliners, plus battery-electrics, could follow, says the manufacturer
These three paragraphs give more details.
A trial of four Wrightbus StreetDeck Hydroliner hydrogen fuel cell-electric buses at Sizewell C nuclear power plant in Suffolk was launched this week.
The three double-deckers and one single-decker are transporting workers at the under-construction site to test operational performance of the clean technology.
Wrightbus says a successful pilot scheme could lead to an order of 150 hydrogen buses from Sizewell, which would represent the UK largest fleet using that technology.
These zero-carbon buses are to ensure that transporting workers to the site for the project, has the lowest possible carbon footprint.
The Empires Strike Back
The theme of this post was suggested by this article in The Times by Gerard Baker, which is entitled Karma has come for Mark Carney — and Canada.
This is the sub-heading.
This embodiment of globalism finds himself championing national sovereignty just as Trump eyes a North American union
These are the two introductory paragraphs.
Mark Carney is the very embodiment of the globalist ideal that ruled the world for a quarter-century after the end of the Cold War. Born in the mid-1960s in the far Northwest Territories, he grew up in Alberta in the kind of place previous generations would never have left. But the brilliant kid from a large Catholic family won a scholarship to Harvard and then took a masters and doctorate at Oxford.
Marked out as a member of the intellectual elite of his generation, he followed their well-worn path and joined Goldman Sachs, working in the US, the UK and Japan. As international borders came down, goods and capital flowed around the world like water, and rootless young men and women feasted on the pot of gold at the End of History, Carney jetted from capital to capital, developing bond issuance strategies in post-apartheid South Africa and helping deal with the consequences of the Russian debt crisis of 1998.
Mark Carney has done very well!
I have a few thoughts.
Energy Production In Canada And The UK
I have just looked up how Canada produces its electricity.
- 17.5 % -Fossil fuel
- 14.6 % – Nuclear
- 8 % – Renewables
So how does Canada produce the other sixty percent?
Hydro! Wow!
As I write, the UK is producing electricity as follows.
- 10.7 % – Fossil fuel
- 37.7 % – Low-carbon
- 51.6 % – Renewables
Changes To Energy Use In The Next Ten Years
Three things will happen to energy generation and use in the next ten years.
- Our use of renewable and non-zero carbon sources will converge with Canada’s at about 75 %.
- The use of energy storage will grow dramatically in Canada and the UK.
- Green hydrogen production will increase dramatically to decarbonise difficult and expensive-to-decarbonise industries like aviation, cement, chemicals, glass, heavy transport, refining and steel.
Canada and the UK, together with a few other sun-, water- or wind-blessed countries, like Australia, Denmark, Falkland Islands, Iceland, Japan, Korea, New Zealand and Norway, who share a lot of our values, will be in the prime position to produce all this green hydrogen.
Conclusion
It does look like all the old empires of the Middle Ages are reasserting themselves.
Hence the title of this post!
Mark Carney is now in the right position to use Canada’s and a few other countries hydrogen muscles to power the world to net-zero.
British Gas Introduce Hydrogen-Powered Van Trials
The title of this post, is the same as that of this press release from Centrica.
This is the sub-heading.
British Gas is piloting the use of a hydrogen-powered van to help decarbonise their fleet, marking a significant step in their commitment to achieve net zero emissions by 2040
These two paragraphs add some details.
The partnership with Ryze Power, the suppliers of clean hydrogen and alternative fuels and energy, will provide British Gas with access to the green hydrogen to power the Vauxhall Vivaro van over the two-month trial. The van is being put through its paces by a British Gas engineer in Birmingham, accessing Ryze’s refueling station at Tyseley during their working day.
The journey to Centrica, parent company of British Gas, reaching its 2040 net zero target includes achieving a net zero fleet by 2030, which is where this initiative supports the business in its vital next steps. Water vapour is the only emissions from the hydrogen vans, which include a battery a fraction of the size of that in an EV, meaning less requirement for mining precious metals.
I have written about this van before in Vauxhall Begins UK Customer Trials Of Hydrogen Vans.
Could Wrightbus’s New Hydrogen Coach Do A London Scotland Round Trip On A Full Load Of Hydrogen?
Victoria Coach Station And Edinburgh
I have just looked up on the National Express web site and found that I can leave Victoria Coach Station at 22:00 and arrive in Edinburgh at 07:40 the following morning for a ticket price of £29.90.
The road distance would appear to be 638.1 km, which would be a 1276 km round trip. So I would expect that, there would need to be refueling in the round trip.
Victoria Coach Station And Glasgow
I have just looked up on the National Express web site and found that I can leave Victoria Coach Station at 23:00 and arrive in Glasgow at 07:40 the following morning for a ticket price of £23.90.
The road distance would appear to be 652.1 km, which would be a 1300 km round trip. So as with Edinburgh, I would expect that, there would need to be refueling in the round trip.
A Refuelling Strategy
Consider.
- I would expect that a refuelling strategy would minimise, the carrying of large amounts of hydrogen, through the centre of London or any other conurbation.
- The Southern Uplands of Scotland already host a lot of wind farms, including the UK’s largest onshore wind farm at Whitelee, which has a capacity of 539 MW.
- An electrolyser to produce hydrogen is being developed at Whitelee, which is 32.8 km South of Glasgow.
- Newport Pagnell services is 86.5 km. from the Southern end of the M1.
- Toddington services is 62 km. from the Southern end of the M1.
I wonder if two refuelling points, say 50-100 km. from each end of the route, would be a safe an efficient way to fuel the coaches?
Some Services Between London And Scotland
They are in South to North order.
Toddington Services
Toddington Services is 62 km. from the Southern end of the M1.
This map shows the services.
Note.
- There is land around the services that could be used to create more parking for hydrogen coaches.
- There doesn’t appear to be much space for a large wind farm to provide electricity to generate hydrogen.
- The Midland Main Line runs up the Eastern side of the map.
I wonder, if hydrogen could be brought to a refuelling site at Toddington services by the use of rail wagons.
Newport Pagnell Services
Newport PagnellServices is 86.5 km. from the Southern end of the M1.
This map shows the services.
Note.
- The services are labelled as Leicester Forest East.
- The services are tightly surrounded by houses.
I’m not sure the residents would like to have a hydrogen refuelling station in their midst.
Northampton Services
Northampton Services is 104.5 km. from the Southern end of the M1.
This map shows the services.
Note.
- It looks a rather complicated services.
- It might be too far from London.
- Provision of hydrogen might be difficult.
I think that this is another services that we can discount.
Watford Gap Services
Watford Gap Services is 120.8 km. from the Southern end of the M1.
This map shows the services.
Note.
- There is land around the services that could be used to create more parking for hydrogen coaches.
- There doesn’t appear to be much space for a large wind farm to provide electricity to generate hydrogen.
- The West Coast Main Line runs through the centre of the services.
I wonder, if hydrogen could be brought to a refuelling site at Watford Gap services by the use of rail wagons.
Rugby Services
Rugby Services is 137.8 km. from the Southern end of the M1.
This map shows the services.
Note.
- There is land around the services that could be used to create more parking for hydrogen coaches.
- It is at Junction 1 of the M6.
There is also a gas compressor station nearby, so I wonder, if a HiiROC system could be located here to extract hydrogen from the natural gas.
This map shows the location of the Churchover compressor station, with relation to Rugby services.
Note.
- The compressor station is in the North-West corner of the map.
- Rugby services are in the South-East corner of the map.
- From labels on the map it appears, a solar farm might be planned by the compressor station.
With a system like HiiROC creating turquoise hydrogen from natural gas, this could be a major filling station for hydrogen-powered trucks, coaches and cars.
Conclusion
It looks to me, that Toddington services would be best, but there would need to be a large increase in capacity, if a large number of hydrogen coaches, were going to fill up at Toddington for their trip into London.
The alternative would be to give the coach a large enough hydrogen tank for a complete round trip.
Wrightbus Back To Coach With Contour Diesel And Hydrogen Future
The title of this post, is the same as that of this article on Route One.
These are two introductory paragraphs.
Wrightbus has announced details of its return to the coach sector with the launch of the Contour, a new diesel-powered two-axle model built in partnership with Chinese OEM King Long.
Alongside the Contour, the company has spoken in more detail of its plans to introduce a tri-axle integral hydrogen fuel cell-electric coach, due for debut in 2026.
Specific and new product points include.
- The diesel-powered coach will be built in partnership with a Chinese OEM.
- It will be a 12.2m coach with 55 seats plus toilet.
- Left- and right-hand drive variants will be available.
- Luggage space is nine cubic metres, reducing to seven cubic metres with a passenger lift fitted.
This paragraph describes the hydrogen coach.
That vehicle will be its first fully integral coach model, developed entirely in-house. The initial variant will be a 15m overdecker capable of accommodating 69 passengers on the upper deck and up to 15 passengers and two wheelchair users on the lower deck, with 10 cubic metres of luggage space. Wrightbus has not confirmed yet whether it will carry the Contour name, nor where the body will be built.
They also say that a single-deck version is being considered for later, while the coach’s modular construction will make it suited to a number of different drivetrain options, depending on demand.
It would appear that Wrightbus have all options covered.
Wrightbus Goes Back To The Future As It Relaunches The Contour Coach
The title of this post, is the same as that of this press release from Wrightbus.
This is the detail of the press release.
Wrightbus is entering the coach market for the first time in more than 30 years with the launch of two new vehicles in the next 18 months.
The first vehicle to hit the market is the Contour, a low-emission 55-seater coach that was launched at a customer showcase event today (March 5).
It’s a case of back to the future for Wrightbus, which last produced a Contour coach in 1987 before retiring the vehicle.
The second vehicle, a zero-emission hydrogen coach – which is under development in Ballymena, Northern Ireland – will be added to the Wrightbus coach range within the next 18 months to help drive decarbonisation of the sector.
The low emission Contour has a lead time of just six months from order, which is considerably faster than the current one-to-two-year average wait customers have come to expect from the sector. Featuring a Cummins Euro 6 400BHP X11 engine and a ZF automatic gearbox, the modern-day Contour has been built with comfort in mind, with up to 55 reclining seats – each with its own USB port – alongside other modern safety features. Competitively priced and available with or without PSVAR compliance, there is also the option of the vehicle being ‘pre-prepared’, protecting the vehicle’s ‘second life’ and flexibility.
The coach has a range of bespoke options for customers to choose from and is designed to maximise luggage space and functionality.
It will be supported by a full Wrightbus warranty, alongside an unparalleled service and maintenance package from AllServiceOne, the Wrightbus repair and maintenance arm.
With the largest fleet of mobile technicians throughout the UK and Northern Ireland, AllServiceOne is the ultimate one-stop-shop for fleet support and service.
Wrightbus CEO, Jean-Marc Gales, said bringing the Contour to market was a pivotal move.
“The coach market has changed over the last few years and it’s the right time for a new player to come to the market.
We have long spoken about broadening our portfolio to offer customers an even greater range of Wrightbus vehicles.
Our first entry into the coach sector after an absence of more than three decades is another significant step in our expansion plans,” said Mr Gales.
“We know there are gaps in the market and the demand for coaches is growing.
This partnership allows us to bring high-quality low-emission vehicles to market almost immediately.
Throughout the process of readying the vehicle for our UK market, we have worked alongside our partner closely to ensure the Contour meets the exacting Wrightbus high quality standards that customers have come to expect.
Our AllServiceOne technicians have embarked on an extensive training programme and have a full working knowledge of the coach to ensure excellent fleet support. “At the same time as the launch of the Contour, our world-leading engineers are continuing to develop our own zero-emission hydrogen coach from our factory in Northern Ireland. We expect the hydrogen coach to be ready for launch in the next 18 months, which is a hugely exciting prospect.” The hydrogen coach concept was first revealed in 2024 as a prototype vehicle.
When launched, it will be a tri-axle hydrogen fuel cell electric coach capable of a 1,000km range, putting it on a par with traditional diesel-fuelled coaches.
These are my thoughts.
The Coach Has A Cummins Engine
Cummins will probably build the engines in their UK factory in Darlington.
Thirty years ago, I did a small data analysis consultancy for Cummins in Darlington and I was impressed by the operation and the company’s attitude.
One of their policies was that if the customer wants a special engine, then the company, is prepared to give the customer what they need.
So you can be sure, that the Cummins X11 engine to be supplied for the Contour coach, will be exactly what Wrightbus want.
The Cummins X15 Engine Is Convertible To A X15 Hydrogen Engine
Some of Cummins diesel engines are convertible to hydrogenfuel, by changing the cylinder head and the fuel system.
This can be done with a Cummins X15 engine and I wouldn’t be surprised if the X11 engine fitted to the Contour coach can be converted to hydrogen.
So an operator can buy a diesel coach and if they need, they could convert it to hydrogen.
USB Ports
This is stated in the press release.
Contour has been built with comfort in mind, with up to 55 reclining seats – each with its own USB port.
When I rode recently in a Irizar coach, there were no USB ports.
There Is A Promised Delivery Time Of Six Months
In the 1990s, I used to part-own a finance company, that leased vehicles.
One of the vehicles we used to loan money for was upmarket coaches like the Wrightbus Contour.
- They were a relatively large loan of about £50,000.
- The borrower was often very reputable with a good credit history.
- The repossession rate was very low.
The press release says, that a two-year delivery time is normal for coaches and, I can remember that we could have financed more coaches, if they had been available.
So it would appear to me, that if Wrightbus can deliver a new coach in six months, they will sell a lot of coaches and I believe from past experience, that finance will be available from trusted sources.
The Hydrogen Coach Will Be A Hydrogen Fuel Cell Electric Tri-Axle Coach
This is stated in the press release.
When launched, it will be a tri-axle hydrogen fuel cell electric coach capable of a 1,000km range, putting it on a par with traditional diesel-fuelled coaches.
I suspect to get the 1,000 km range of the diesel coach and to protect the hydrogen tank, means some extra weight and an extra axle.
But I wouldn’t be surprised to see a reduced range hydrogen coach without the third axle.
Wrightbus Are The Company Who Launched Ballard Hydrogen Fuel Cells In London
I wrote London’s Hydrogen Buses in July 2013 and all Wrightbus buses hydrogen buses have used hydrogen full cells from Ballard Power Systems in Canada.
But there could be a complication in that Cummins make fuel cells in Germany and we are approaching Trumpian Tariff War Territory.
On the other hand in Australian Volgren Rolls Out First Hydrogen Bus Based On Wrightbus Chassis Technology, it shows how Wrightbus are prepared to licence their technology to reputable companies.
So any country, like Australia, Brazil, Canada, India, Mexico, Singapore or the United States, who can build coaches, can licence Wrightbus’s designs and fit the appropriate components to make a complete coach.
Note.
- Wrightbus is owned by the Bamford family, who own JCB.
- Wrightbus have licenced designs to Australia, Hong Kong and Singapore in the past.
- JCB have large manufacturing facilities in India.
I’m certain that the Bamfords and their advisors can work it out!
Riding Rail Air Between Reading Station And Heathrow Terminal 5
Today, I rode on a Rail Air coach between Reading station And Heathrow Terminal 5.
I took these pictures as I walked through Reading station and from the coach.
These are my thoughts on various topics.
Catching The Coach At Reading
Consider.
- The route to Rail Air from the trains at Reading station is well signed.
- The entrance to the Rail Air terminal at Reading station is behind the M & S Simply Food store.
- I estimate that the time between arriving at Reading station and the coach leaving was only a few minutes.
- Rail Air coaches run every twenty minutes.
- My coach had about ten passengers.
- My single fare was £17.30 with my Senior Railcard.
It was all a rather painless process.
On The Coach
Consider.
- The coach was more-or-less what you would expect on a quality route.
- The view was good.
- I had a table, with four seats.
- The table had contactless charging and drink holders.
- There was no charging for my phone and camera, which use USB or 13 amp plugs.
- The seat was reasonably comfortable.
- There was a toilet.
- There was typical storage for heavy luggage underneath the seats.
I would have thought if Wrightbus fit USB ports on their buses, that they are needed.
The Route
This Google Map shows Reading and Heathrow
Note.
- Reading is at the Western end of the map.
- Heathrow is at the Eastern end of the map.
- The red arrow indicates Winniersh Triangle station on the Eastern side of Reading.
- The coaches stop at Reading Cemetery and Winnersh Triangle station.
- Most of the route between Winnersh Triangle and Heathrow Airport is on the M4 Motorway or dual-carriageway roads.
- The distance appears to be just under 27 miles and is scheduled to take forty minutes.
- Click the map to show to a larger scale.
It looks to me that it is an ideal route for a coach.
On The Journey
Consider.
- Once clear of Reading and past the stop at Winnersh Triangle, the coach held a good speed all the way to Heathrow, as the motoway was not busy.
- In the UK coaches under twelve metres long, can run at 70 mph and I estimated that this coach was probably at 60 mph.
- The stops were called out like stations on a train.
- Strangely, the roadholding was not as good as that of the Wrightbus hydrogen bus, that I took to Gatwick, a couple of weeks ago.
- The big problem though was the noise of the diesel engine, which was very loud compared to the noise of the fuel cell and electric transmission of the Wrightbus hydrogen bus.
I suspect that transforming the hydrogen bus into a coach, could result in a very high quality coach, with the performance and range of a diesel coach, without the noise, pollution, vibration and carbon emissions.
The Anonymous Widower 