Uttoxeter Station – 14th October 2026
Becuse Uttoxeter station could be on a possible open access service between St. Pancras and Manchester Piccadilly stations, I went and had a look.
My father would have made a comment about Molotov as regards this station.
Molotov had this reputation for always saying no.
This station is rather short in its list of facilities.
- It has no lifts for the footbridge.
- It has no staff.
- There was no obvious information about local transport.
- I saw no details of how to get a taxi.
- There were no litter bins on Platform 1.
- Poor early and late trains.
I believe this station needs a lot of improvement.
These are my thoughts.
Are Any Improvements Planned At Uttoxeter Station?
I thought I had better ask this question of Google AI first, so I didn’t repeat myself.
Google AI gave me this answer to the question.
Several service and timetable improvements are planned for Uttoxeter station:
Sunday Train Timetable Changes: Starting in December 2026, Sunday train services through Uttoxeter and Tutbury will be expanded to run from 9:30 AM onward, removing the previous restriction where trains did not start until after 3:00 PM.
Local Campaign for Increased Frequency: Local campaigns and discussions with East Midlands Railway (EMR) and Network Rail are underway to assess adding more frequent local train services and extra carriages on the Derby-to-Crewe line, including through Uttoxeter.
Proposed Open Access Services: Grand Central Trains has submitted an application for a new open access train service connecting Manchester Piccadilly and London St. Pancras that would call at Uttoxeter (proposing five trains per day).
Regional Infrastructure Upgrades: Network Rail has conducted ongoing infrastructure and track-renewal works across Derbyshire and Staffordshire (such as recent upgrades near Wychnor Viaduct and Clay Mills level crossing) to improve overall line reliability for services passing through Uttoxeter.
Note.
- When I visited the station, a guy complained to me about train times.
- I took one train to Uttoxeter and one from the station. Both were crowded.
- I believe Grand Central Trains service between London St. Pancras and Manchester Piccadilly will be a winner.
- Good to see that a level crossing has been removed.
Nothing seems to be planned, except for the better timetable.
Would Adding The Open Access Service Be Welcomed?
The open access service could have these effects.
- Five more trains in each direction would add more capacity.
- Trains could be timetabled to run in busy times.
- Early and late trains, would benefit shift workers.
- Running to London St. Pancras would connect to Continental services in the same station.
- Running to stations like Derby, Leicester, Stoke-on-Trent, Stockport and Manchester Piccadilly would widen the employee catchment area for employers in Uttoxeter.
- Alton Towers, JCB and Uttoxeter racecourse would probably all benefit from a direct train service to London St. Pancras, Derby, Stockport and Manchester.
Andy Burnham says he wants growth. Surely these five trains in each direction would inject growth into Uttoxeter and the surrounding area.
A Decent Bus Service To Local Attraction Would Be Needed
I took these pictures today of a small bus in London.
Note.
- It is a Wrightbus GB Kite electric bus.
- It was built in Northern Ireland.
- Wrightbus is owned by Lord Bamford’s son.
- Lord Bamford’s family own JCB.
I’m sure the family can agree on a deal to make Uttoxeter a must-visit place.
Will JCB And Alton Towers Like The New Manchester Piccadilly And St. Pancras Rail Service At Uttoxeter Station?
Grand Central Trains have applied for an open access service between Manchester Piccadilly and St. Pancras stations.
- This service will call at Stockport, Macclesfield, Congleton, Stoke-on-Trent, Uttoxeter, Derby, Loughborough, Leicester, Wellingborough and Luton Airport Parkway.
- Grand Central Trains are asking for five trains per day.
- JCB and Alton Towers are the two largest employers in the area and employ more than a few thousand between them.
- The JCB headquarters and factory are 5.6 miles from Uttoxeter station.
- Alton Towers is 10 miles from Uttoxeter station.
- Alton Towers have given the new train service their backing.
- The current local train service through Uttoxeter is only an hourly diesel service between Crewe and Lincoln, with additional calls at Stoke-on-Trent, Derby and Nottingham.
- Trains seem to call at Uttoxeter between 07:00 and 22:00.
I suspect that this train service may not be enough.
I have some questions and thoughts.
What Trains Will Be Used For The Manchester Piccadilly And St. Pancras Rail Service?
Initially, it is likely, that hand-me-down Class 180 trains will be used.
- They are five-car diesel trains.
- As they are only 116.52 metres long, they are less than 120 metre, so they will fit the platforms at St. Pancras.
- They are 125 mph trains.
I have problems with their air-conditioning.
I am sure, that JCB, Alton Towers and all their employees and visitors would prefer a mouse-quiet zero-carbon train and Grand Central Trains have some Class 820 trains on order from Hitachi.
- They are five-car tri-mode trains.
- They will have to have 24 metre cars, so they will fit the platforms at St. Pancras.
- They are 125 mph trains.
They will use battery power between Kilby Bridge junction and Stoke-on-Trent station, which is about 71 miles.
How Long Will St. Pancras And Uttoxeter Take?
Consider.
- The fastest time between St. Pancras and Derby stations takes 87 minutes
- A Class 170 train takes 26 minutes between Derby and Uttoxeter.
I believe that with a few minutes for the driver to change ends at Derby, that St. Pancras and Uttoxeter stations will be under two hours.
I asked Google AI, how long it would take to drive and received this reply.
Driving between Uttoxeter and London takes approximately 2 hours and 44 minutes to 3 hours and 4 minutes, depending on the route you choose.
That is an impressive saving.
Do Alton Towers And JCB Have Difficulty Getting Local Employees?
I asked this question of Google AI and received this answer.
Yes, Alton Towers and JCB face persistent and unique challenges when it comes to recruiting and retaining local employees. Both companies are the dominant, marquee employers in the rural area of Staffordshire Moorlands, but their location and operational models create distinct logistical and competitive hurdles.
The two primary factors causing recruitment and retention difficulties include:
- Inaccessible Rural Locations & Public Transport Barriers
According to local planning and infrastructure assessments published by Staffordshire Authorities, both Alton Towers and JCB operate vast facilities in highly rural pockets of the county.
The Public Transport Gap: Local public transport options are heavily limited and typically do not run late enough or early enough to match the shift patterns of either employer.
The Commute Burden: Reviews from local workers on platforms like SimplyHired note that non-driving local staff face highly stressful or prolonged commutes (sometimes taking up to two hours via limited staff shuttle buses), which quickly makes entry-level or minimum-wage roles financially non-viable.
2. Wage and Poaching Competition Between the Two
Because they pull from the exact same local labor pool in neighboring towns like Cheadle and Uttoxeter, they often find themselves in direct competition for workers, creating a localized hiring tug-of-war.
The Pay Disparity: Users on Reddit’s AltonTowers forum point out that Alton Towers struggles heavily to retain staff in certain operational positions because nearby JCB acts as a “better payer,” poaching local talent away with higher industrial wages.
Seasonal vs. Year-Round Stability: Alton Towers’ recruitment model relies heavily on hiring roughly 1,500 to 2,500 seasonal workers annually who are let go between November and March. Local school-leavers and workers frequently jump from Alton Towers to JCB when looking for permanent, year-round manufacturing contracts.
There are some obvious things, that could be done to ease getting to Alton Towers and JCB.
Do Alton Towers And JCB Have Visitors From London And The Nearby Continent?
I asked this question of Google AI and received this answer.
Yes, both Alton Towers and JCB attract significant numbers of visitors from London and mainland Europe. Because both attractions are located close to each other in Staffordshire, England, they draw heavily from the capital city as well as international tourists through well-established transportation links.
Alton Towers Resort
As the UK’s largest theme park, Alton Towers welcomes over 2.5 million visitors annually.
Visitors from London: Londoners make up a large segment of the park’s domestic traffic. Travelers frequently make the trip from London Euston to Stoke-on-Trent via Avanti West Coast trains, which takes approximately 1 hour and 40 minutes before a short connecting taxi ride to the gates. Numerous direct coach excursions also depart regularly from London neighborhoods like Wembley and East Ham.
Visitors from the Continent: European theme park enthusiasts routinely include Alton Towers in UK vacation packages to experience its world-renowned “white-knuckle” rollercoasters (like The Smiler or Nemesis Reborn). International tourists commonly fly into nearby hubs like Manchester Airport (MAN) or travel up via the Eurostar and London rail connections.
JCB World Headquarters & Factory Tours
Located in Rocester, the JCB World Headquarters operates a highly popular VIP Visitor Centre and public factory tour experience.
Visitors from London: Industrial tourism and corporate groups frequently travel from London for the 2.5-hour “Story of JCB” manufacturing walkthrough. The company heavily markets to the London crowd, recently launching major public showcases directly outside London’s King’s Cross Station to celebrate its milestones.
Visitors from the Continent: Because JCB is a global powerhouse in construction and agriculture, its Staffordshire headquarters is a major destination for European dealership delegations, commercial buyers, and equipment enthusiasts from France, Germany, and the Netherlands.
On this cursory look, it would appear that for both attractions, a direct train service from Uttoxeter station could make travel easier.
Would Early And Late Trains Between Say Leicester And Stockport Via Derby Help Alton Towers’s And JCB’s Recruitment?
Yes, introducing early and late train services between Leicester and Stockport via Derby would significantly boost recruitment for both Alton Towers and JCB. Both major employers are located in semi-rural Staffordshire, and their primary staffing constraint is the severe lack of viable public transport matching their unsociable shift patterns.
A rail service connecting Leicester and Stockport via the Crewe-Derby line passes directly through Uttoxeter, which serves as the main transit gateway for both companies.
Alleviating the Alton Towers Commute Crisis
Alton Towers relies on thousands of seasonal workers, ride hosts, and hospitality staff who are often younger and do not drive due to high insurance costs. On platforms like Reddit, staff agree that the limited existing employee bus schedules result in grueling 16-hour days due to poorly timed drop-offs and pick-ups.
Late-Night Events: Key seasonal periods like Scarefest require staff to work late cleaning and hospitality shifts ending past 11:00 PM.
Urban Talent Pools: Early and late trains would allow workers living in major urban hubs like Derby, Stoke-on-Trent, and the surrounding regions to commute reliably without needing to rely on expensive taxis or restricted private buses.
Unlocking Shift Coverage for JCB
JCB’s main manufacturing and logistics clusters are centered around Rocester and Uttoxeter. A major portion of their workforce operates on rigid shift patterns (such as 6:00 AM starts or late evening finishes).
Apprentice Mobility: JCB runs joint mechatronics apprenticeships where students spend their first 22 months training at Toyota in Derby before transitioning to the Uttoxeter sites. Better early/late rail links between Derby and Uttoxeter would directly ease this cross-county relocation friction.
Widening the Demographic: Reviews from recruitment groups on Facebook emphasize that confirming shift logistics is the hardest part of securing employment at JCB for younger workers. Reliable, early-morning transit expands their hiring radius to encompass South Manchester (Stockport) and the East Midlands (Derby/Leicester).
It certainly looks like early and late trains would be valuable to both attractions.
But it doesn’t have to be a full London Manchester service with an expensive train. I’m sure Alstom at Derby could build a four-car Adessia battery-electric train, that could handle the route, which would also be suitable for the local Crewe and Lincoln service.
Hydromax Sets US Speed Record
The title of this post, is the same as that of this of this press release from Ricardo.
This is the sub-heading.
The Ricardo supported vehicle achieves 368.347 mph record
These three paragraphs add some more detail.
JCB Hydromax has set a US Southern California Timing Association (SCTA) record Bonneville Speed Week. having achieved 368.347mph.
JCB Hydromax was developed by JCB with support from Ricardo and Prodrive, with Ricardo responsible for uprating JCB’s production hydrogen engines from 75 to 800 horsepower, while also reducing their weight by 100kg. And working closely with Prodrive, to ensure the engines could run laying on their sides to improve vehicle aerodynamics, and cope with the high altitude and temperatures of the Bonneville Salt Flats.
The Ricardo team have been on site in Utah throughout speed week to support with the preparation and running of the 32 foot streamliner car.
What I find amazing is the engineering, that must have gone into the project, to update a production hydrogen engine by eleven times and lose a 100 kg. of weight in the process.
At Least 90 Dead In Chinese Coal Mine Explosion, State Media Reports
The title of this post, is the same as that as this article on the BBC.
This is the sub-heading.
At least 90 people have been killed in a coal mine blast in northern China, according to the country’s state media.
These two paragraphs add more detail.
The gas explosion happened at the Liushenyu Coal Mine, run by the Tongzhou Group, in Shanxi Province.
Hundreds of rescuers have been sent to the site. Footage from state media showed paramedics carrying stretchers at the site, with ambulances in the background. More than 100 people are said to have been taken to hospital, with rescue work at the site still under way.
It does seem that if you deep mine coal, you are going to get accidents. Does Opencast Coal Mining Have Less Accidents?
I asked Google AI, my question in the previous line and received this answer.
Yes, opencast (or open-pit) coal mining generally experiences significantly fewer fatal accidents than underground mining.
The primary reasons for this include better natural ventilation, better visibility, easier evacuation routes, and the absence of high-risk confined-space hazards like cave-ins, roof collapses, and toxic gas accumulations.
However, while fatal and catastrophic accidents are rarer, opencast mining introduces its own set of occupational risks:
Heavy Machinery Incidents: The use of massive excavators and haul trucks means that collisions, vehicle rollovers, and reversing accidents are leading causes of injuries.
Slope and Bench Failures: Unstable pit walls or overburden dumps can collapse, resulting in severe equipment damage and worker injuries.
Blasting Hazards: Routine use of explosives carries inherent risks, such as accidental detonation and flying rock (flyrock).
Environmental & Dust Exposure: Workers in open-cast mines can be heavily exposed to respirable silica and coal dust, which poses long-term respiratory health risks like pneumoconiosis.
It appears to me, that if you want to work in mining, you’re best option is probably to work for someone like JCB making mining equipment.
Conclusion
But then some countries put a lower value on human life than others.
I believe that what finished deep coal mining in the UK was the Aberfan Disaster in 1966, which is described in this Wikipedia entry. This is the first paragraph.
The Aberfan disaster (Welsh: Trychineb Aberfan) was the catastrophic collapse of a colliery spoil tip on 21 October 1966. The tip had been created on a mountain slope above the Welsh village of Aberfan, near Merthyr Tydfil, and overlaid a natural spring. Heavy rain led to a build-up of water within the tip which caused it to suddenly slide downhill as a slurry, killing 116 children and 28 adults as it engulfed Pantglas Junior School and a row of houses. The tip was the responsibility of the National Coal Board (NCB), and the subsequent inquiry placed the blame for the disaster on the organisation and nine named employees.
Let the Aberfan Disaster be a warning from the Welsh Valleys of the dangers of coal mining.
It is the sixieth anniversary of the Aberfan Disaster this year, so should an appropriate international ceremony be held to press home to the world, that coal mining is a disaster for the whole human race and all the other species we share our planet with.
Digger Engines Drive JCB’s Attempt On Hydrogen-Powered Land Speed Record
The title of this post, is the same as that of this article in The Times.
This is the sub-heading.
The Hydromax is expected to exceed 350mph on Bonneville Salt Flats in August in a vehicle driven by the fastest man on earth — Wing Commander Andy Green
These three paragraphs introduce the story.
The British construction firm JCB will attempt to break the world hydrogen-powered land speed record this summer, using engines from the company’s latest diggers.
The record attempt will take place at the famous Bonneville Salt Flats in Utah, where Sir Malcolm Campbell broke the 300mph barrier in 1935 with Blue Bird.
The vehicle, driven by the fastest man on earth — Wing Commander Andy Green OBE — is a bespoke streamliner dubbed the JCB Hydromax.
My first job on leaving Liverpool University with a degree in Control Engineering, was in ICI’s hydrogen plant at Runcorn.
In those days, ICI had little use for the gas and except for use as a feedstock for some niche and unusual products, and research all over the country, most of the gas produced was mixed with coal gas and sent down the power station to raise steam.
But talk around the Research Department on Runcorn Heath and some older employees had memories from World War II of hydrogen being used in transport experiments.
I asked Google AI,”Was Research In World War II In The UK Done Into Hydrogen Powered Vehicles?” and received this answer.
Yes, research and development into hydrogen-powered systems were conducted in the UK during World War II, primarily focused on fuel cells for submarines rather than hydrogen-powered road vehicles, which were more commonly powered by “coal gas” or “producer gas”.
So I suspect Runcorn provided the hydrogen for the research.
In Sutton Station To Gatwick Airport By Hydrogen-Powered Bus, I describe how I made the trip to the airport in a hydrogen-powered bus. And all for free because I have a Freedom Pass and in a mouse-quiet vehicle!
These buses from Wrightbus in Northern Ireland are superb influences for the use of hydrogen as a zero-carbon fuel.
Hopefully, the JCB Hydromax will persuade more people to think positively of hydrogen.
I wish Lord Bamford and his team, the best of luck.
Toyota Announce The Hydrogen Hilux
This article on MSN is entitled Toyota Just Revealed The New Hilux And It’s Changed In Every Way, Except One.
This is a paragraph.
First thing’s first: all of this is subject to change, as Toyota has stated. Toyota has issued several worldwide press releases detailing the specifics of the new Hilux, including a Toyota Australia-designed exterior and interior package, an arrival date for the hydrogen FCEV Hilux set for 2028, and sales scheduled in Europe and the U.K. for mid-2026 with diesel hybrid and all-new BEV variants available.
The 2028 date for the hydrogen FCEV Hilux gives Toyota three years to sort out the hydrogen supply.
Who Could Develop A Network Of Filling Stations For Hydrogen-Powered Vehicles?
By 2028, there could be several groups of hydrogen powered vehicles on the market.
- Toyota’s Hilux FCEV
- Wrightbus will have launched a hydrogen-powered coach.
- I suspect that JCB will have launched a hydrogen-powered digger.
- I also suspect, that at least one hydrogen-powered truck will have been launched in the UK.
- In an article on electrive, the Wrightbus CEO is pracmatic about hydrogen.
Someone will need to develop a network of hydrogen filling stations.
HiiROC claim they have scaleable technology to create an electrolyser, that can generate hydrogen, where it is needed from any hydrocarbon gas.
- The HiiROC electrolyser separates the carbon out as carbon black, so HiiROC can be considered zero-carbon, if the carbon black is used or stored.
- The long range of hydrogen vehicles probably means hydrogen filling stations don’t need to be as numerous as conventional filling stations.
- HiiROC could probably put one of their Thermal Plasma Electrolysers at any location with a natural gas supply.
- HiiROC is also well-backed by Centrica and others.
HiiROC is certainly one possibilities, but there may be others.
Hydrogen Coaches? Setra Begins Testing Of A Technology Carrier With Cellcentric Fuel Cell Module
The title of this post, is the same as that of this article on Sustainable Bus.
This paragraph introduces the article.
Daimler Buses has started test drives of its first Setra coach equipped with a hydrogen fuel cell drive, named the technology carrier “H2 Coach.” The 13.9-meter high-decker, model S 517 HD, combines two hydrogen tanks with a total capacity of 46 kilograms and a fuel cell module capable of as many as 300 kW, developed.
Dailmler have also said this about the interim approval for the H2 Coach.
This approval allows test drives both on Daimler Buses’ internal testing grounds and on public roads. The vehicle is intended to offer a zero-emission alternative to diesel-powered coaches, with lower noise, higher range, and shorter refueling times compared with battery-electric vehicles, contributing to improved air quality in cities and holiday regions.
I’ll go along with that.
As Wrightbus and others are developing hydrogen coaches, I believe this could be the first big hydrogen application in road transport.
Which Companies Are Developing Hydrogen-Powered Coaches?
Google AI gave me this answer.
Companies actively developing or deploying hydrogen-powered coaches include Wrightbus (UK), partnering with Symbio, and Temsa and Caetanobus (Turkey). Toyota is converting used coaches with fuel cell modules, while Daimler Buses is road-testing its H2 Coach precursor. Other companies in the broader hydrogen transport space with relevant technology are Hyundai, Volvo, and Tata Motors.
As Symbio’s Wikipedia entry is in French, I am fairly certain, that Symbio is a French company in Grenoble.
This press release from Symbio is entitled Symbio And Wrightbus Unveil TThe Successful Outcome Of Their UK Government-Funded Partnership At CENEX EXPO 2024: A 300 kW Hydrogen-Powered Demonstrator Coach.
This is the sub-heading.
A partnership to develop a 300 kW, zero-emission demonstrator fuel cell coach and future 75 kW city bus applications.
These two introductory paragraphs add more details.
Symbio and Wrightbus signed a partnership to develop and demonstrate a zero-emission, hydrogen fuel cell coach designed for on-road public transportation in the UK. The joint project started in January 2024 with the delivery by Symbio to Wrightbus of four 75 kW StackPack™ fuel cell systems, forming a 300-kW power unit that Wrightbus integrated and tested into one of its single-deckers. The tests enabled the innovation teams on both sides to adjust and define the optimal settings for the vehicle’s powertrain. Having successfully completed this objective, the demonstrator is displayed for the first time at the Cenex Expo, starting Sept. 4, and will be operational and hit the road shortly.
This successful project sets the basis for future development of hydrogen-powered city buses equipped with Symbio 75 kW StackPack™ fuel cell systems, specifically designed for bus applications.
Symbio’s approach is different.
- Many drivers of my generation had a Ford XR3i hatchback.
- This sporty car had an 80 kW engine, a top speed of 115 mph and an acceleration time of 0-60 mph, of under 9 seconds.
- It was also great fun!
I do wonder if one of Symbio’s 75 kW StackPack™ fuel cell systems could be developed and fitted into a small hatchback, to create an afffordable zero-carbon runabout.
Already the press release says that Wrightbus and Symbio are co-operating with each other on 75 kW city bus applications.
Lord Bamford’s company ; JCB found Hyperdrive Innovation to develop batteries for their diggers. These batteries are now used in Hitachi’s Battery Intercity Express Trains.
Now, it looks like his son’s company have found Symbio to develop the fuel-cells needed for their innovative buses and coaches. Would one or two 75kW fuel cells be idea for smaller tractors and diggers?
Centrica Really Can’t Lose At Sizewell
The title of this post, is the same as that of this article in The Times.
This is the sub-heading.
Centrica’s £1.3 billion investment in Sizewell C guarantees substantial returns, even with cost overruns.
These two-and-a-half paragraphs explain the funding.
Now we know what Ed Miliband means by his “golden age of nuclear” — golden for the companies putting their money into Sizewell C. Yes, reactor projects have a habit of blowing up private investors. But maybe not this one. It looks more like an exercise in transferring risk to consumers and the taxpayer.
Sure, nobody builds a £38 billion nuke on a Suffolk flood plain without a frisson of danger. But the energy secretary and his Treasury chums have done their bit to make things as safe as possible for the companies putting in equity alongside the government’s 44.9 per cent stake: Canada’s La Caisse with 20 per cent, British Gas-owner Centrica (15 per cent), France’s EDF (12.5 per cent) and Amber Infrastructure (7.6 per cent).
For starters, nearly all the debt for the 3.2 gigawatt plant, three-quarters funded by loans, is coming from the state-backed National Wealth Fund. It’s bunging in up to £36.6 billion, with £5 billion more guaranteed by a French export credit agency.
It looks to me that between them the British and French governments are providing £41.5 billion of loans to build the £38 billion nuke.
These are my thoughts.
Hydrogen And Sizewell C
This page on the Sizewell C web site is entitled Hydrogen And Sizewell C.
Under a heading of Hydrogen Buses, this is said.
At Sizewell C, we are exploring how we can produce and use hydrogen in several ways. We are working with Wrightbus on a pilot scheme which, if successful, could see thousands of workers transported to and from site on hydrogen double decker buses. You can read more about the pilot scheme in our press release
Firstly, it could help lower emissions during construction of the power station. Secondly, once Sizewell C is operational, we hope to use some of the heat it generates (alongside electricity) to make hydrogen more efficiently.
This would appear to be a more general statement about hydrogen and that the following is planned.
- Hydrogen-powered buses will be used to bring workers to the site. A press release on the Sizewell C web site, talks about up to 150 buses. That would probably be enough buses for all of Suffolk.
- Hydrogen-powered construction equipment will be used in the building of the power station.
- It also talks about using the excess heat from the power station to make hydrogen more efficiently. I talk about this process in Westinghouse And Bloom Energy To Team Up For Pink Hydrogen.
This is a substantial investment in hydrogen.
Centrica And Electricity From Sizewell C
The article in The Times, also says this.
Even so, there’s a fair bit of protection for the likes of Centrica, which has also agreed a 20-year offtake deal for its share of Sizewell’s electricity. The price of that is not yet known.
Nothing is said in the article about the size of Centrica’s electricity offtake.
- If they get 15 % of Sizewell C, that would by 480 MW.
- If they get 15 % of Sizewell B + C, that would by 660 MW.
If they use their share to generate hydrogen, Suffolk would have a massive hydrogen hub.
To power the buses and construction of Sizewell C, Sizewell B could be used to provide electricity to create the hydrogen.
How Would The Hydrogen Be Produced?
Centrica, along with other companies, who include Hyundai and Kia, are backers of a company in Hull called HiiROC, who use a process called Thermal Plasma Electrolysis to generate hydrogen.
On their web site, they have this sub-heading.
A Transformational New Process For Affordable Clean Hydrogen
The web site also describes the process as scalable from small modular units up to industrial scale. It also says this about the costs of the system: As cheap as SMR without needing CCUS; a fraction of the energy/cost of water electrolysis.
If HiiROC have achieved their objective of scalability, then Centrica could grow their electrolyser to meet demand.
How Would The Hydrogen Be Distributed?
Consider.
- Currently, the Sizewell site has both road and rail access.
- I can still see in my mind from the 1960s, ICI’s specialist articulated Foden trucks lined up in the yard at Runcorn, taking on their cargoes of hydrogen for delivery all over the country.
- As that factory is still producing hydrogen and I can’t remember any accidents in the last sixty years, I am fairly sure that a range of suitable hydrogen trucks could be developed to deliver hydrogen by road.
- The road network to the Siewell site is being updated to ensure smooth delivery of workers and materials.
- The rail access to the Sizewell site is also being improved, for the delivery of bulk materials.
I believe there will be no problems delivering hydrogen from the Sizewell site.
I also believe that there could be scope for a special-purpose self-propelled hydrogen tanker train, which could both distribute and supply the hydrogen to the vehicles, locomotives and equipment that will be using it.
Where Will The Hydrogen Be Used?
I have lived a large part of my life in Suffolk and know the county well.
In my childhood, there was quite a lot of heavy industry, but now that has all gone and employment is based on agriculture, the Port of Felixstowe and service industries.
I can see hydrogen being used in the following industries.
Transport
Buses and heavy trucks would be powered by hydrogen.
The ports in the East of England support a large number of heavy trucks.
Large Construction Projects
Sizewell C is not the only large construction project in the East of England, that is aiming to use low-carbon construction involving hydrogen. In Gallagher Group Host Hydrogen Fuel Trial At Hermitage Quarry, I talked about a hydrogen fuel trial for the Lower Thames Crossing, that involved JCB and Ryse Hydrogen.
Hydrogen for the Lower Thames Crossing could be delivered from Sizewell by truck, down the A12.
Rail
We may not ever see hydrogen-powered passenger trains in this country, but I do believe that we could see hydrogen-powered freight locomotives.
Consider.
- The latest electro-diesel Class 99 locomotives from Stadler have a Cummins diesel engine.
- The diesel engine is used, when there is no electrification.
- Cummins have developed the technology, that allows them to convert their latest diesel engines to hydrogen or natural gas power, by changing the cylinder head and the fuel system.
- Access to the Port of Felixstowe and London Gateway needs a locomotive with a self-powered capability for the last few miles of the route.
A Class 99 locomotive converted to hydrogen would be able to run with out emitting any carbon dioxide from Felixstowe or London Gateway to Glasgow or Edinburgh.
Ports
Ports have three main uses for hydrogen.
- To power ground-handing equipment, to create a pollution-free atmosphere for port workers.
- To fuel ships of all sizes from the humblest work-boat to the largest container ships.
- There may need to be fuel for hydrogen-powered rail locomotives in the future.
There are seven ports with excellent road and/or rail connections to the Sizewell site; Felixstowe, Great Yarmouth, Harwich, Ipswich, London Gateway, Lowestoft and Tilbury.
The proposed Freeport East is also developing their own green hydrogen hub, which is described on this page on the Freeport East web site.
Airports
Airports have two main uses for hydrogen.
- To power ground-handing equipment, to create a pollution-free atmosphere for airport workers.
- In the future, there is likely to be hydrogen-powered aircraft.
There are three airports with excellent road and/or rail connections to the Sizewell site; Norwich, Southend and Stansted.
Agriculture And The Rural Economy
Agriculture and the rural economy would be difficult to decarbonise.
Consider.
- Currently, most farms would use diesel power for tractors and agricultural equipment, which is delivered by truck.
- Many rural properties are heated by propane or fuel oil, which is delivered by truck.
- Some high-energy rural businesses like blacksmiths rely on propane, which is delivered by truck.
- Electrification could be possible for some applications, but ploughing the heavy land of Suffolk, with the added weight of a battery on the tractor, would probably be a mathematical impossibility.
- JCB are developing hydrogen-powered construction equipment and already make tractors.
- Hydrogen could be delivered by truck to farms and rural properties.
- Many boilers can be converted from propoane to run on hydrogen.
I feel, that hydrogen could be the ideal fuel to decarbonise agriculture and the rural economy.
I cover this application in detail in Developing A Rural Hydrogen Network.
Exports
Consider.
- Sizewell B and Sizewell C nuclear powerstations have a combined output of 4.4 GW.
- A rough calculation shows that there is a total of 7.2 GW of wind farms planned off the Suffolk coast.
- The East Anglian Array wind farm alone is said in Wikipedia to be planned to expand to 7.2 GW.
- The Sizewell site has a high capacity connection to the National Grid.
Nuclear plus wind should keep the lights on in the East of England.
Any excess electricity could be converted into hydrogen.
This Google Map shows the location of Sizewell B in relation to Belgium, Germany and The Netherlands.
The Sizewell site is indicated by the red arrow.
The offshore oil and gas industry has used technology like single buoy moorings and coastal tankers to collect offshore natural gas for decades.
I don’t see why coastal hydrogen tankers couldn’t export excess hydrogen to places around the North Sea, who need the fuel.
It should be born in mind, that Centrica have a good reputation in doing natural gas trading. This expertise would surely be useful in hydrogen trading.
Conclusion
I believe that a hydrogen hub developed at Sizewell makes sense and I also believe that Centrica have the skills and technology to make it work.
Could East Midlands Railway Run A St. Pancras And Leeds Service?
East Midlands Railway’s new Class 810 trains have been designed, so that a pair will fit into one platform at St. Pancras.
If we assume one platform at St. Pancras is used for the Corby and Luton Airport Express services, that leaves three platforms for pairs of Class 810 trains to run expresses to the East Midlands.
This could be as many as twelve pairs of five-car trains per hour.
Where wioll they all terminate in the North?
Leeds station must be the obvious new destination.
- Leeds has the largest population and is the largest commercial and finance centre in Yorkshire and the North-East.
- Leeds would have gained three trains per hour (tph) from London, two tph from Birmingham and four tph from the East Midlands Hub at Nottinham.
- Leeds is getting a brand new metro.
- Leeds is a fully-electrified station, so it could charge the trains before they return to Sheffield, Leicester, Wigston junction and St. Pancras.
- Leeds and Wigston junction is 107.8 miles, which should be within the range of a battery-electric Class 810 train. If it is too far, an extended stop could be taken at Sheffield to top up the batteries.
- Note that Stadler hold the Guinness World Record for the greatest distance covered on one charge at 139 miles. Hitachi Rail, who are partnered with JCB’s battery-maker in Sunderland, should be able to smash that.
The Rail Minister; Lord Peter Hendy went to Leeds University.
Which Route Would The Trains Take Between Sheffield And Leeds?
Consider.
- The fastest trains between Sheffield and Leeds, go via Meadowhall, Barnsley and Wakefield Kirkgate stations.
- Trains take about an hour.
- The current frequency is two tph.
- The distance is 41.1 miles with no electrification.
A frequency of two additional tph between St. Pancras and Leeds would give the following.
- A nice round four tph between Yorkshire’s two most important cities.
- Four fast tph between Meadowhall, Barnsley and Wakefield Kirkgate stations, and Leeds and Sheffield.
- Two direct trains between Meadowhall, Barnsley and Wakefield Kirkgate, and Chesterfield, Derby, Long Eaton, East Midlands Parkway, Loughborough, Leicester and St. Pancras.
It would be complimentary to any Leeds Metro.
Could East Midlands Railways Also Serve Huddersfield?
Consider.
- Huddersfield is 36.4 miles further than Sheffield on the Penistone Line, which is not electrified.
- Wigston junctionand Huddersfield station is 105.3 miles.
- Huddersfield is a Grade I Listed station with two pubs in the middle of the town.
- Huddersfield station is being fully-electrified in connection with the TransPennine Upgrade.
- All trains from Sheffield, that use the Penistone Line terminate in Platform 2 at Huddersfield station.
This OpenRailwayMap shows the position of Platform 2 in the station.
Note.
- The red-and-black dotted tracks are being electrified.
- The black tracks are not going to be electrified.
- Platform 2 is marked 2 in the top-right corner of the map.
- Platform 2 looks to be about 90 metres long.
- Five-car Class 810 trains are 120 metres long.
- From the map, it looks like the platform could be lengthened by the required thirty metres.
I suspect that some form of charger can be squeezed into the available space. After all, you don’t often get the chance to put charging into one of the most grand stations in Europe. Power supply would not be a problem, because of the electrification.
A frequency of twotph between St. Pancras and Huddersfield would give the following.
- Two fast tph between Meadowhall, and Barnsley, and Huddersfield and Sheffield.
- Two extra direct trains between Meadowhall and Barnsley, and Chesterfield, Derby, Long Eaton, East Midlands Parkway, Loughborough, Leicester and St. Pancras.
It would connect many stations to the TransPennine Route at Huddersfield station.
What Could The Sheffield and St. Pancras Look Like?
Consider that currently.
- There are two tph.
- Trains stop at Leicester, Loughborough (1tph), East Midlands Parkway (1tph), Long Eaton (1tph), Derby and Chesterfield.
- Trains are five- or seven-cars.
The simplest solution would probably be.
- A pair of five-car trains run all services.
- Trains split and join at Sheffield with one train going to Leeds and one going to Huddersfield.
I estimate that the Class 810 trains will offer about thirty more seats in every hour.