The Anonymous Widower

CargoBeamer Operates Lane Between Kaldenkirchen And Perpignan

The title of this post, is the same as that of this press release from CargoBeamer.

It has this sub-title.

New Route Starting In January 2022

These two paragraphs form the body of the release.

The logistics service provider CargoBeamer is expanding its intermodal network from the beginning of next year. Between Kaldenkirchen in Germany and Perpignan near the French-Spanish border, goods will be transported environmentally friendly by rail from January 10, 2022. The patented CargoBeamer system enables all kinds of semitrailers, containers, P400 trailers, refrigerated and tank trailers, and other types of goods to be transported by train without requiring any additional conversions for forwarders.

At the start in January, initially three trains will run weekly in each direction. From mid-February, the frequency will increase permanently to five round trips per week. CargoBeamer will collaborate with DB Cargo France (formerly Euro Cargo Rail) as its traction partner. The new Franco-German route is the company’s sixth connection overall, with five of the six lines having been added to the network in the past six months.

They certainly seem to be adding routes frequently.

How Do Trailers Get Between Ashford And Calais?

They obviously go through the Channel Tunnel, but what happens on each side of the Channel?

Is the trailer fixed to a tractor unit at the Ashford and Calais terminals and then driven onto the freight shuttle?

This video contains an interview with Nicolas Albrecht from CargoBeamer

 

January 3, 2022 - Posted by | Transport/Travel | , , ,

10 Comments »

  1. Trouble with Cargobeamer is that there are to many alternative Ro-Ro alternatives, Flexiwaggon, Cargospeed, and Modahlor for example
    The European railways need to resolve the situation for the better operation of movement of modular Ro-Ro freight
    They could take a leaf out of the book concerning the DAC standardised digital automatic coupler for freight waggons
    https://www.railtarget.eu/freight/digital-automatic-coupling-for-all-european-freight-wagons-before-2030-187.html.
    Both Ro-Ro railway transportation, wagon Freight and Intermodal freight generally could benefit from these two subjects being sorted.

    Comment by fammorris | January 3, 2022 | Reply

    • There may be a lot of alternatives, but CargoBeamer seems to be doing well.

      I also think, that they have got the clearance software right and in these days, that is probably is very important.

      I would be interested to know, how far their trains can go in the UK. According to an article in The Times, they are targeting London, Birmingham and Manchester. But as an engineer, who always thought about sales and marketing, when designing a product. CargoBeamer wouldn’t want to design a product that couldn’t serve two major markets; UK and Irish Republic.

      So I wouldn’t be surprised to see that CargoBeamer have a wagon that can work on W12. It may need to use a lower trailer than is allowed in Europe.

      Early last year, Heinz were experimenting, as they couldn’t get trailers between Europe and Wigan by rail.

      I can see CargoBeamer being very successful, as they appear to have thought of everything.

      Comment by AnonW | January 3, 2022 | Reply

      • Modalohr, and Cargospeed were invested in the potential of piggyback transport in the UK 15 years before Cargobeamer came along but found out about the shortcomings of our infrastructure. Consequently nobody has established a terminal further inland than Barking.
        A wagon solution to work in the UK and Ireland, don’t be daft, they’re different track gauges. Anyway who’s going to put a relatively small number of wagons on a ferry. Loading gauge in Ireland width is generally no problem but hightwise it really will be a problem with all those old bridges that need raising. And all for what, traffic to Cork and Belfast.
        As for reduced wheel diameters to lower the vehicle with its load, that becomes tricky owing to the phenomenon of Rolling Contact Fatigue and the accepted wheel wear and spalling of the tread. Why would you want to build a fleet with small wheels wearing away at some crazy rate when it’s unnecessary in the European mainland

        Comment by fammorris | January 3, 2022

  2. When I mentioned Ireland, I meant there must be a viable route to Ireland, so this would probably mean taking trailers to somewhere like Wolverhampton or Crewe and then taking them by road from there.

    As I said, the simplest solution is to have road trailers, that are perhaps half-a-metre shorter.

    Comment by AnonW | January 3, 2022 | Reply

    • Ah so you’re talking about a semi-trailer not being so tall. Well yes in theory you could but that would mean that logistics companies like Norbert Dentressangle, Kuehne & Nagel , Stobarts, and anybody wanting to use the piggyback service would have to buy non-standard semi-trailers. As an economic option I suspect that this would be unappealing to truckers. Another thing that occurs to me is that trucks carrying goods from European origins often are carrying products from more than one source. To exploit the efficient use of the vehicle they take the opportunity to consolidate consignments made up of both heavy, small assemblies and light, voluminous
      equipment. This would be curtailed if they were not to use standard semi-trailers.

      Comment by fammorris | January 4, 2022 | Reply

      • If you read Wikipedia on loading gauge, they are saying that the CB+ gauge which can handle piggy-back trailers can go to Barking, and on the GOBLin and will be extended up the Midland Main Line, at some time in the future.

        Could we see a CargoBeamer terminal somewhere between Sheffield, Derby and Nottingham and East Midlands Gateway?

        Comment by AnonW | January 4, 2022

  3. AnonW, a Network Rail report in September 2009 on strategic improvements for freight movements for the future states …”European loading gauge freight link has been secured as far as Barking through Channel Tunnel access liberalisation and tariff reductions, and HS1 agreement to provide viable off-peak freight paths.
    Electrification of the Midland Main Line (MML) would provide an exceptional opportunity to create a UIC GB+ gauge cleared route to the Midlands. As a minimum first step, UIC GB+ height clearance should be safeguarded in any MML electrification programme.” I suppose we have to question whether this is being enacted, especially when you consider some of the questions you’ve raised about MML electrification at Leicester and elsewhere.
    The report goes on to say
    “A UIC GB+ cleared link should be identified and created between HS1 and the MML on the basis of a case developed in the SFN funded Freight Routeing Studies.” I’ve seen no evidence that the he route has been created.
    The report has an excellent comparison of the loading gauges in the UK.
    On that basis we could see terminals for any of the companies I’ve mentioned in places like the Sheffield International Freight Terminal, adjacent to the old Findley Marshalling Site.
    On an earlier point, I must stop showing my age and thinking that the logistics trucks of my youth will always travel the motorways of the UK forever. Kuehne + Nagel as well as Norbert Dentressangle have been acquired by XPO Logistics, an American company in the last year and although Eddie Stobart’s name is still to be seen, this company too has been sold to another British carrier.

    Comment by fammorris | January 4, 2022 | Reply

    • Should have read Tinsley not Findley

      Comment by fammorris | January 4, 2022 | Reply

  4. Leicester is the problem, but I do believe it has a freight avoiding line, if my memory of using the station serves me right. It might be possible to squeeze GB+ gauge freight trains through, if there is no electrification under the bridge. As I believe that passenger trains will jump the gap on batteries and most heavy freight locomotives will be hydrogen-electric, this will not be a problem. I’ll be off to Leicester today to take a few pictures, as it looks to be sunny.

    If you look at Real Time Trains, it appears that most freight avoids Derby and takes the Erewash Valley Line, which may already be cleared to a larger gauge.

    Thirty years ago I used to live just North of Ipswich. Occasionally in the last few years, I have been in a car round the Ipswich by-pass and the reduction in the number of HGVs has been spectacular. But that’s what over thirty freight trains per day into and out of Felixstowe has done to the trucking business in Suffolk.

    Comment by AnonW | January 4, 2022 | Reply

  5. I’d say that the government haven’t been prepared to fund GB+ north of Barking,as the only commitment to Gospel Oak – Barking electrification in a 2017 article was to meet W12 clearances.
    I also just copied this from Rail Forums blog about 6 moths ago referring to the MML
    …”Certainly further south, the loading gauge clearances on the MML aren’t particularly generous for freight. IIRC W10 is the absolute minimum required for OLE on modern bridge reconstructions.
    On the clearance tables (dated 25/07/2020), the following is stated:
    St. Pancras to Cricklewood is W6 (except for the Hendon lines between W Hampstead & Cricklewood Curve Jns, which are W8)
    Cricklewood to Bedford is W8
    Bedford to Wellingborough is W6 (although the Wymington Deviation is W7)
    Wellingborough to Wigston Sth Jn is W6
    Wigston Sth Jn to Ratcliffe Jn is basically W7 (W8, W9, and W10 are permitted between Wigston Nth Jn & Syston Sth Jn)
    Ratcliffe Jn to Spondon is basically W7 (up to W12 is permitted between Sheet Stores & Trent East Jns only)
    Spondon to Clay Cross Sth Jn is W8
    Clay Cross Sth Jn to Tapton Jn is basically W8 (W12 is permitted, but not on the DF or UF)
    The Erewash Valley is W12, but W9 upwards are barred from Toton Yards, Stapleford & Sandiacre Yards, & Codnor Park Sidings
    Trent East Jn to Nottingham is W8
    Tapton Jn to Masborough Jn (via Sheffield) is basically W8; the route via Barrow Hill, Renishaw, Treeton & Canklow is W12
    Masborough Jn to Gascoigne Wood is W12 as far as Moorthorpe, and W8 the rest of the way to Gas. Wood via Ferrybridge & Milford Jn
    Moorthorpe to South Kirkby Jns is W12
    Swinton to Doncaster is W12 (via Conisbrough & Thrybergh)
    Sheet Stores to Stenson is W12
    Derby to Tamworth is W8 to Stenson; W12 to the LNE & EM/LNW(S) route boundary
    Kettering to Manton Jn is W7
    The connection to the GOBLIN (Carlton Rd Jn – Junction Rd Jn) is a paltry W6 (interfaces with Anglia route)
    Cricklewood Curve – Dudding Hill Jn & Brent Curve Jn – Dudding Hill Jn are W7 (interfaces with Anglia route)
    Have the gauge clearances on the MML changed between Cricklewood & Kettering as a result of the OLE north of Bedford? I can’t see Corby having changed much as the tunnels north of Corby are the main gauge restrictor on the Corby route.
    Edit: The main Anglia intermodal corridors (Ipswich-Stratford & Ipswich-Peterborough) are W10, the NLL is W10 to Willesden, the Dudding Hill Line is W7 throughout and the GOBLIN is W10 throughout.
    The WCML via the Trent Valley is also W10 maximum (surprisingly). As a result, the upgrades don’t have to be much more extensive than W10 across the MML.”
    If that’s right the only way to move freight will be by 20 and 40 foot containers, so you can forget about piggyback operations. Trucks will have to continue to block up the roads.

    Comment by fammorris | January 4, 2022 | Reply


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