Cemex To Install World-First Hydrogen Process At UK Cement Plant
The title of this post, is the same as that of this article on The Chemical Engineer from 2024.
These two paragraphs introduce the article.
CEMEX is set to trial a process developed by Hiiroc that uses plasma to produce hydrogen for greener industrial heat at its cement plant in Rugby, UK.
Cemex is finalising contract details now with UK-based process developer Hiiroc and expects to start engineering studies early next year with hydrogen production set for a “hard deadline” of January 2026. The cement major thinks the process is a better bet for producing hydrogen than water electrolysis because it requires 80% less electricity and wins out over steam methane reforming because it doesn’t produce CO2.
I believe that this process, which has its origins in Hull University, could revolutionise the manufacture of zero-carbon hydrogen.
The article describes its first big application at Cemex’s Rugby cement plant.
There are obviously issues to be solved and the article is mainly an interview with Alfredo Carrato, who is innovation advisor at Cemex Ventures.
These are some thoughts.
HiiROC Is Containerised
The article says this.
Carrato expects the changes required to integrate the process at the Rugby plant to be minimal. One or two of Hiiroc’s containerised process units will be plugged into the grid and pipes installed to carry hydrogen to the existing kiln where a new burner will be installed to combust the hydrogen producing heat to convert limestone to clinker.
It also says this.
If successful, the Rugby plant could see eight or nine of Hiiroc’s modules installed at the site, Carrato said.
There could be a lot of low-carbon cement coming out of Rugby.
But containerisation also means that any factory using natural gas for a lot of heat, can plug in a number of Hiiroc’s containerised process units and decarbonise.
Worldwide Expansion
The article says this.
“We do have plans to expand this across our operations worldwide for a number of reasons. Hydrogen certainly is a relevant vector that we are considering to decarbonise our operations. And second, the modularity of the solution allows for a quick deployment.”
Cemex Aim To Be Net Zero By 2050
The article says this.
Cemex has set itself a target of becoming net zero by 2050. The Hiiroc process can make use of biomethane so could allow Cemex to replace its use of fossil fuel natural gas. It could also use renewable electricity to power its plasma burners. In terms of output, the process produces carbon black which can be used as an additive in its cement-making operations or sold for use in tyres, rubbers, plastics, inks, and toners.
“Because of the stoichiometry, the volume of carbon black is pretty significant, meaning we are not able to take the entirety of what is produced. So, we need to figure out how to also monetise it.”
Hiiroc is searching for alternative markets too. It has partnered with researchers in Europe and the US to investigate how the carbon black from its process could be used in other applications including filters, soil enhancers, and animal feed.
Note.
- The process can run on biomethane, as well as natural gas and chemical plant flare gas.
- The carbon black could be a long-term problem, but I suspect a use will be found.
Having worked in integrated chemical plants, I believe innovative uses for both feedstocks and what to do with the carbon black will be found.
Water Stress
The article says this.
Carrato said: “We’re looking at not only the carbon footprint, but also the stress on water. Water electrolysis has a lot of water demand, whereas technology such as Hiiroc has none. In regions where there’s a lot of water scarcity, we believe that Hiiroc can move the needle [for industrial decarbonisation] way better than water electrolysis.”
Any water problems seem soluble.
Conclusion
Alfredo Carrato of Cemex Ventures seems to be enthusiastic about his charge.
A Land Rover Defender Ambulance
This ambulance was parked outside the Red Cross in Moorfields, whilst I ate my breakfast in the LEON opposite.
Note.
- It was from the Lincolnshire Red Cross.
- It was a very professional conversion.
- Judging by the sign it appeared to be promoting the link between Jaguar Land Rover and the Red Cross.
As an occasional user of an ambulance, I have some views on the design of these vehicles.
Should Ambulances Be Hydrogen Powered?
I asked Google AI this question and received this answer.
Hydrogen power offers significant advantages for ambulances by combining long driving ranges with rapid refuelling times, making it a strong contender for emergency fleets.
The Case For Hydrogen Ambulances
Fast Refuelling: Hydrogen tanks can be refuelled in about five minutes, keeping vehicles ready for back-to-back emergency shifts without long charging downtimes.
Longer Range: Fuel cell and battery hybrid setups (like the ZERRO project) can travel up to 300 miles, which is vital for rural areas or long-distance hospital transfers.
Onboard Power: Hydrogen fuel cells can power heavy medical equipment without draining the main drive battery or requiring extra diesel generators.
The Challenges
Infrastructure Costs: Public hydrogen refuelling stations remain scarce, limiting where vehicles can operate and refuel.
Vehicle Costs: Building and buying hydrogen fuel cell systems is currently more expensive than standard battery-electric or diesel setups.
Electric Competitiveness: Standard battery-electric ambulances are already performing well in urban areas where depots allow for overnight recharging and shorter daily shifts.
Note.
- I have been a passenger in about four or five hydrogen fuel cell-powered buses. All were mouse-quiet with no vibration. This is surely important in an ambulance!
- I used to live next to a London paramedic sixty years ago and he said it was a stressful job. Would a calm environment help to relieve that stress?
- The onboard power capability is surely important and will get more important in the future.
- As more hydrogen-powered vehicles appear on the roads, hydrogen fuelling stations will be less scarce.
The long-range of a hydrogen-powered ambulance might mean that patients were taken to an appropriate hospital immediately.
How Does The Performance Of Electric-Powered And Hydrogen-Powered Ambulances Compare?
I asked Google AI this question and received this answer.
Electric-powered and hydrogen-powered ambulances compare across range, refueling time, energy efficiency, and onboard power capabilities:
Range and Operational Capacity
Electric Ambulances (BEV): Typically offer a range of around 70 to 120 miles on a single charge, which suits local response cars, patient transport, or shorter urban shifts.
Hydrogen-Electric Fuel Cell Ambulances (FCEV): Use hydrogen fuel cells as a range extender to charge onboard batteries, providing a significantly higher extended range of up to 300 miles, which is closer to traditional diesel vehicles for demanding shifts.
Refueling and Downtime
Electric Ambulances: Require time plugged into charging infrastructure to replenish batteries, which can take anywhere from tens of minutes on rapid chargers to hours depending on power limits, creating potential downtime during fleet rotations.
Hydrogen Ambulances: Can be refueled with compressed hydrogen in roughly 5 minutes, allowing for immediate back-to-back operational shifts without prolonged downtime.
Energy Efficiency and Onboard Power
Electric Ambulances: Feature high overall powertrain efficiency (converting over 85% of battery energy into motion) and lower moving-part maintenance costs, but heavy medical equipment loads draw heavily on the primary battery and can restrict operational range.
Hydrogen Ambulances: Offer onboard power off-take capabilities directly from the fuel cell system, enabling high-draw medical equipment to run continuously without draining the main drive energy or requiring a separate noisy generator. However, hydrogen systems have lower overall well-to-wheel thermodynamic efficiency and higher complexity.
Infrastructure and Deployment
Electric Ambulances: Benefit from a rapidly expanding public and depot charging grid, with several NHS trusts already successfully deploying electric response and transport vehicles.
Hydrogen Ambulances: Remain in early trial and prototype phases (such as projects via ULEMCo and HVS) because specialized hydrogen refueling stations are scarce and expensive to build.
I suspect that the nature of the terrain in an area, will also affect the type of power selected.
My Sister’s Burst Aorta
This is a personal observation.
- My sister lives near Colchester General Hospital.
- After her aorta burst, she dialled 999 and an ambulance was dispatched.
- The paramedics corrected assessed her problem and didn’t muck around.
- They decided to take her immediately to Papworth Hospital on the other side of East Anglia.
- The road between the two hospitals is dual-carriageway all the way and possibly with a Police escort, they made the trip in time.
- After several months in hospital, she returned home.
- My sister has now fully recovered.
I believe journeys like this, would be faster and more comfortable in a custom-designed high-performance hydrogen fuel-cell ambulance.
It should be noted that the East Anglian Ambulance Service has been known to station ambulances on the bridges over the dual-carriageways to shorten response times to road accidents.
Are Toyota HiLux Pickups Used As Ambulances?
I asked Google AI this question and received this answer.
Yes, Toyota Hilux pickups are used as ambulances, especially in remote, rural, or off-road environments where standard van-based ambulances cannot travel.
Common Configurations
Canopy / Rapid Response Style: The pickup bed is fitted with a secure, weatherproof canopy or Truckman top to carry a single stretcher and essential emergency gear.
Box-Type Modular Body: A fully enclosed, purpose-built medical compartment is mounted directly onto the Hilux chassis, offering a climate-controlled environment and space for advanced life support (ALS) equipment.
Where They Are Used
Off-Road & Disaster Zones: Mountain rescue teams, humanitarian groups, and military field operations rely on the Hilux’s 4×4 capability and high ground clearance.
Specialized Services: Organizations like wildlife hospitals use adapted Hilux trucks as animal ambulances to reach stranded or injured wildlife in rough terrain. International agencies like the UN and WHO also deploy them in regions lacking paved infrastructure.
I would expect that in designing the next generation Toyota HiLux, Toyota have improved on the design for ambulances.
Will A Hydrogen-Powered toyota HiLux Pickup Make A Useful Ambulance?
I asked Google AI this question and received this answer.
A hydrogen-powered Toyota HiLux pickup can make a useful off-road or specialized utility ambulance, but its practical application as a standard emergency vehicle faces major limits.
Advantages for Ambulance Use
Off-road access: The rugged ladder-frame chassis of the HiLux allows access to remote, rugged, or off-road terrain where standard vans or traditional ambulances cannot go.
Quick refueling: Hydrogen fuel cells refuel in about 3 to 5 minutes, offering much faster turnaround times than battery-electric vehicles.
Clean operation: The fuel cell produces zero tailpipe emissions, creating a quiet, exhaust-free environment suitable for patient transport.
Good payload and towing: It targets a towing capacity of around 5,500 pounds (2,500 kg), handling heavy medical gear better than lighter electric alternatives.
Limitations for Ambulance Use
Cabin space: A pickup truck bed and cab offer less enclosed, climate-controlled volume for patients and attending medical staff compared to standard box ambulances or large vans (like the Toyota Hiace).
Infrastructure gaps: Hydrogen fueling stations remain very rare outside select urban or regional pockets, restricting emergency range and operational zones.
Availability: Toyota is targeting production for the hydrogen HiLux by 2028, meaning the vehicle is not yet available for immediate fleet purchase.
I do think though, that it would be very suitable for some specialist operations.
A Quick Visit To Hartlepool – 19th September 2026
I went to Hartlepool today from King’s Cross station.
These were my objectives.
- Assess Grand Central Trains current offering.
- See how Hartlepool station has improved since my last visit.
- Take some pictures of Hartlepool Nuclear Power Station.
These are some pictures I took.
Note.
Here are my thoughts on my objectives.
Grand Central Trains And Their Class 180 Trains
This is a summary of my journey from King’s Cross and Hartlepool.
- The journey took eight minutes under three hours and we arrived thirteen minutes late.
- The train was four minutes early at the Newark Crossing, one minute early at Doncaster and on-time at York. Was this good driving or was the driver having assistance from the digital signalling?
- Delays seemed to build up after York.
There was no trolley, so I didn’t have any refreshment.
This is a summary of my journey from Hartlepool and King’s Cross.
- The journey took seven minutes over three hours and we arrived one minute late.
- The train was two minutes late at York and Doncaster and a minute late at the Newark Crossing.
- As the train ran smoothly into King’s Cross, was it using the digital signalling, as I observed in Did My InterCity225 From Leeds Arrive Like An Airliner In King’s Cross?
- At King’s Cross we shared Platform 4, with a five-car Azuma, which shows the advantage of splitting the platforms into a and b.
There was again no trolley, but the buffet was in the next car.
Six Hours In A Class 180 Train Was Not Good For Me
I have not felt well today and I blame six hours in Class 180 trains yesterday.
I used to feel like this, after a ride in a Class 390 train, but since they have been fitted with better air-conditioning, I have not had a problem.
Hopefully, the Class 820 trains will be better.
Okehampton Interchange Station Opens
Okehampton Interchange station was officially opened yesterday.
This OpenRailwayMap shows the station.
Note.
- Okehampton is to the West.
- There is a single 100 metre long platform on the North side of the single-track Dartmoor Line.
- I suspect, that by using selective door opening, a five-car Class 800/1/2 train could serve the station.
- There is a bridge with lifts between the platform and the car-park.
- It appears there is a drop-off point on the North side of the station.
I have a few thoughts on the design.
Could A Second Track And Platform Be Added?
It would obviously depend on passenger numbers and how they used the station, but it does look as if the station has left space for a second track and platform.
The lifts, that would be needed to cross the tracks have already been installed.
It looks like the station has been designed with this possibility in mind.
Will Any Local Buses Serve Okehampton Interchange Station?
I asked Google AI, the question in the title of this section and received this reply.
New timetables are due 30th August 2026.
118 Tavistock to Okehampton service will be the only bus to connect to the new station, all the other buses currently serving the old station will continue to do so.
That seems to be sensible.
Could Okehampton Interchange Station Be Used As The Eastern End Of An Alternative Route To Cornwall?
This paragraph has been taken from the Wikipedia entry for Dawlish station.
After a major storm in 2014 washed out the track bed and made an 80-metre (260 ft) breach in the sea wall north of the station, plans were developed to reinforce and replace the sea wall around the station area. This work, which was expected to cost £80 million, started in 2020[10] and was largely completed in late summer 2022. During this time, the sea wall walkway was raised to platform level and both platforms were resurfaced. The platform lighting was also improved. An accessible footbridge, built to replace the previous at-grade crossing for passengers who can’t use stairs, opened on 15 March 2024.
The seas along the coast can be ferocious and it would be unwise to say that another major storm will never wash the railway away again.
An in any case, the line to Cornwall will be occasionally closed for engineering works.
But given, that Okehampton Interchange, Launceston and Bodmin Parkway stations are all handy for the a30 road, which is a fast dual carriageway.
I believe that between Okehampton Interchange and Bodmin Parkway stations would be an ideal route for one of the new 10000 km. range hydrogen-powered coaches, that are being developed by Wrightbus and Mercedes among thers.
Spain v France – I’m Looking Forward To The Match, But Not The Inane Adverts!
I have just watched the most inane, irrelevant and time-wasting adverts on ITV before the 2026 World Cup semi-final between France and Spain.
They’ve even started up again.
I want to watch football not adverts.
- I do hope some clever geek is devising a TV, that automatically cuts out adverts, using Artificial Intelligence!
- I would even pay extra to watch an advert-free feed.
If the second option made more money for FIFA, we might see that.
What Are The Benefits Of Being Coeliac?
When I was diagnosed as coeliac by Addenbrooke’s Hospital in the 1990s, Artificial Intelligence didn’t widely exist, so I thought I’d ask Google AI, the question in the title of this post.
I received this reply.
While coeliac disease is a serious lifelong autoimmune condition, receiving a formal diagnosis and adapting to the lifestyle brings several unexpected secondary health, lifestyle, and practical benefits.
Health Improvements
Restored gut health: Eliminating gluten stops autoimmune attacks, letting your small intestine heal completely.
Increased energy: Improved nutrient absorption reverses chronic fatigue and malnourishment.
Reduced long-term risks: Strict adherence lowers your chances of developing osteoporosis, anemia, or other autoimmune conditions.
No medication needed: The primary treatment relies entirely on dietary changes, avoiding pharmaceuticals or surgeries.
Lifestyle & Nutritional Perks
Whole-food nutrition: Avoiding processed gluten foods naturally steers you toward fresh meats, fish, fruit, and vegetables.
Culinary exploration: You are introduced to naturally gluten-free alternative grains like quinoa, teff, and buckwheat.
Diverse cuisines: Finding safe meals encourages trying diverse food traditions such as authentic Thai, Indian, or Persian cuisines.
Intentional eating: Reading ingredient labels raises your awareness of hidden sugars, fats, and additives.
Home cooking: Missing out on standard fast-food joints builds confidence in cooking high-quality meals from scratch.
Practical & Community Advantages
Financial assistance: Depending on your location, such as the UK, you may qualify for gluten-free staples like bread on prescription. In other regions, you might be eligible for medical tax deductions.
Family health awareness: Because it is a hereditary condition, your diagnosis helps first-degree relatives get tested and treated early.
Built-in community: Patient support organizations like Coeliac UK provide robust networks, meal apps, and peer guidance.
Decisive ordering: Minimal gluten-free choices at restaurants eliminates general decision fatigue when browsing large menus.
The only thing, I might add is that according to the University of Nottingham, has shown, that because of their enhanced immune system, coeliacs have a lower cancer rate than the general population.
Ukraine Is Turning The Tide Against Putin. What Happens Next Should Terrify Europe
The title of this post, is the same as that of this article in The Telegraph.
This is the sub-heading.
A ceasefire in Ukraine would not demobilise the Russian army… It would release ex-convicts.
This is the first paragraph.
Whisper it quietly, but the tide may be turning in the war in Ukraine. Yet what comes next should worry us all.
The article is by a Lib-Dem MP; Mike Martin and it paints a frightening picture of the future.
Council Says ‘No’ To East West Rail Demolitions
The title of this post, is the same as that of this article on the BBC.
This is the sub-heading.
A council has strengthened its opposition to houses being demolished to make way for a huge railway project.
These three parargraphs add more details to the story.
Bedford Borough Council said any demolitions for the East West Rail line, from Oxford to Cambridge, would be “unacceptable”.
The Conservative-led authority’s response to the latest consultation on the project, external was finalised at a meeting on Wednesday.
The East West Railway Company (EWRC) said the demolitions were necessary to speed up construction time.
In February, I wrote Delays To Opening Makes Station A ‘Laughing Stock’ and if Winsford station was a laughing stock then, it now appears that the whole East West Rail Line, is one gigantic omnistambles.
In the linked post, I said this.
My feeling is that this project has been badly affected by too many adverse factors.
- A lack of overall leadership at the top of the project.
- Too many changes of Government in the UK.
- Are all these governments committed to the project?
- No Overall Control In Bedford Council
- The uncertainty about the Aylesbury Spur, which I wrote about in East-West Rail: Aylesbury Spur.
- The inability to reach a sensible compromise on route through Bedford, with the large number of Nimbys in the area.
- I used to live near Newmarket and their ideas for the town will arise the anger of the horse-racing industry.
- The theme-park I wrote about in ‘Rollercoasters In My Back Yard’: Welcome To Universal Studios Bedford, hasn’t exactly helped.
- Stories like East West Rail: Could A New Rail Link ‘Tear Apart’ A Village?, don’t help.
The planning for East West Rail hasn’t been good.
I can see Universal Studios Bedford with the backing of Donald Trump, suing Bedford Council for all the money they’ve wasted.
How Far Will A Class 897 Train Travel Without Using The Electrification?
I have not seen this question answered, so out of curiosity, I asked Google AI and received this answer.
LNER’s upcoming Class 897 “tri-mode” trains are designed to travel approximately 120 miles (around 193 km) on battery power alone when not using 25 kV overhead electrification. These 10-car Civity UK trains, ordered from CAF, are expected to operate on electric, diesel, or battery, with the latter used for sustainable, emission-free, quiet running near stations and on non-electrified sections.
Key details regarding the Class 897, as highlighted by LNER’s announcement and related news, include:
Operational Capability: They are designated as tri-mode, capable of running on 25 kV AC overhead electric, onboard battery power, or diesel.
Intended Usage: The battery power is primarily intended for use on the approach to and departure from stations.
Range: The batteries are reported to offer a range of roughly 120 miles.
Introduction: The units are expected to be delivered from 2027 to serve the East Coast Main Line.
Branding: The trains will operate under the new Great British Railways (GBR) branding.
Most of the information used by Google AI came from an article in Railway Gazette International in early 2026.
It certainly looks like Great British Railways will have at least one 125 mph, 120 mile range express away from the wires.
I also asked Google”Do Hitachi Battery Electric InterCity Trains Have Problems?” and received this answer.
While Hitachi’s battery-powered intercity trains have shown promising results in trials, particularly regarding fuel savings and emissions reduction, there are some potential challenges and considerations. These include safety concerns related to lithium battery fires, especially in the event of a crash or derailment, as well as range limitations for longer journeys. However, the technology is continuously evolving, and Hitachi is actively working to address these issues.
That seems fairly positive.
There is also this article on the BBC, which everybody should read, which is entitled Will New Battery-Powered Trains Replace Diesel, And Are They Safe?.
In The Data Sheet For Hitachi Battery Electric Trains, I look at the data sheet, that Hitachi published in late 2023.
These were my conclusions about the data sheet.
These are my conclusions about Hitachi’s battery packs for Class 80x trains, which were written in November 2023.
- The battery pack has a capacity of 750 kWh.
- A five-car train needs three battery-packs to travel 100 miles.
- A nine-car train needs five battery-packs to travel 100 miles.
- The maximum range of a five-car train with three batteries is 117 miles.
- The maximum range of a nine-car train with five batteries is 121 miles.
As battery technology gets better, these distances will increase.
Hitachi have seen my figures.
They also told me, that they were in line with their figures, but new and better batteries would increase range.
It looks like Great British Railways will have at least two 125 mph, 120 mile range express trains away from the wires.
125 mph trains with a 120 mile range on batteries, will revolutionise UK train travel.
LNER’s Class 897 Trains
In the Wikipedia entry for LNER, this is said about LNER’s new ten CAF tri-mode trains.
In November 2023, LNER placed an order for 10 ten-car tri-mode (electric, diesel and battery power) Civity trains from CAF. In August 2024, it was announced that the units will be designated Class 897 under TOPS.
According to their Wikipedia entry, it appears the Class 897 trains will be delivered from 2027.
Can I Build A Schedule For The Introduction Of New Trains, Services and Batteries?
I think that I can from the information that is out there.
- East Coast Main Line – December 2025 – Introduction of Lumo between London King’s Cross and Glasgow
- West Coast Main Line – Spring 2026 – Introduction of Lumo between London Euston and Stirling
- Midland Main Line – 2026-2027 – Introduction of EMR Class 810 trains between London St. Pancras and Leicester, Derby, Nottingham and Sheffield.
- East Coast Main Line – From 2027 – Introduction of LNER Class 897 trains between London King’s Cross and Yorkshire.
Note.
- The two Lumo services use trains already in service.
- The Class 810 trains for EMR are being debugged and introduced at the present time.
- The only new trains are the Class 897 trains for LNER.
- The introduction of the Class 897 trains will allow LNER to withdraw some trains for refurbishment and fitting of batteries.
This would mean that before the next general election, almost the full timetable between London and the North of England and Scotland would have been implemented using diesel-electric technology.
Is it a low-risk start to the full electrification of services to the North?
The second-phase would see battery-electric trains introduced.
I believe that Grand Central’s new trains would be brought into service first.
- The new trains are scheduled to be introduced in 2028.
- Grand Central will still have the diesel trains for backup.
- Their new trains would be similar to the other Hitachi trains.
- It looks like they could be doing some splitting and joining.
After the Grand Central trains had been introduced successfully, the trains for the other Hitachi operators would have batteries fitted.
I suspect short routes like Lincoln would be electrified with battery-electric trains first.
There might also need to be short lengths of electrification erected, so that trains could be charged to send them on their way.
Other routes could also be electrified in the same way.
- Basingstoke and Exeter
- Shrewsbury and Aberystwyth – 81.5 miles
- Bristol and Penzance
- Cardiff and Swansea – 45.7 miles
- Crewe and Holyhead – 105.5 miles
- Edinburgh and Aberdeen – 130.5 miles
- Edinburgh and Inverness – 175 miles
- Reading and Bristol Temple Meads – 82.4 miles
- Reading and Cheltenham Spa – 84.5 miles
- Reading and Exeter – 137.5 miles
- Reading and Penzance – 269 miles
- Reading and Plymouth – 189.5 miles
- Reading and Taunton – 128:15 miles
- Reading and Western Super Mare – 101.4 miles
- Reading and Worcester Shrub Hill – 84.5 miles
- St. Pancras and Chesterfield – 146.1 miles
- St. Pancras and Derby – 128.3 miles
- St. Pancras and Doncaster – 157.3 miles
- St. Pancras and Leeds – 187.2 miles
- St. Pancras and Nottingham – 126.4 miles
- St. Pancras and Sheffield – 160.0 miles
If this technique could work for main lines, surely a scaled-down version with smaller trains would work for branch lines.
Conclusion
Consider.
- It looks to me, that someone has planned this thoroughly.
- There will be a lot of 125 mph trains with a 120 mile range on batteries, running before the next election.
It all fits together extremely well.
It could be the first phase of a cunning plan to use battery-electric trains to electrify the UK’s railways.
Passengers will also see benefits, from when Lumo runs its first train into Glasgow Queen Street station.
I don’t think Hitachi’s trains have any problems, but there is enough float in this plan to make sure, it can be implemented on time and on budget.
Was South Wales Once The World’s Largest Coal Exporter?
I asked Google AI, the title of this post and received this answer.
Yes, South Wales was once the world’s largest coal-exporting region and home to the busiest coal-exporting ports in the world. During its peak in 1913, the South Wales coalfield supplied almost one-third of total global coal exports, with Cardiff and Barry leading the world as the top coal ports.
Key details regarding the coal boom in South Wales:
Peak Production: In 1913, the region produced 57 million tons of coal, with more than half exported.
Top Export Ports: In 1913, Barry was recognized as the world’s largest coal-exporting port, closely followed by Cardiff.
The “Coal Metropolis”: Cardiff became the world’s leading coal and shipping metropolis, with the Cardiff Coal Exchange setting the global price for steam coal.
Economic Impact: The boom drove massive population growth in the South Wales Valleys and created tremendous wealth for cities like Cardiff, Barry, and Newport.
Global Demand: Welsh coal was highly sought after for its high quality, fueling steamships, railways, and industries across the world, from Russia to South America.
By 1920, the industry employed over 270,000 miners, but it saw a steep decline thereafter due to economic depression, international competition, and the exhaustion of accessible reserves.
