A Rapidly Deployable Rail Stress Sensor For Next Generation Freight Monitoring
This project was one of the winners in the First Of A Kind 2022 competition run by Innovate UK.
In this document, this is said about the project.
Project No: 10039559
Project title: A Rapidly Deployable Rail Stress Sensor For Next Generation Freight Monitoring
Lead organisation: PEAK TO PEAK MEASUREMENT SOLUTIONS LTD.
Project grant: £263,725
Public description: As UK rail freight growth increases, a detailed live understanding of the network condition is
essential and is driving the need for industry digitalisation in the form of real-time and in-situ condition monitoring.
This is also a key enabler of automated networks and the adoption of autonomous vehicles.
In the UK many of the existing wayside rail measurement technologies (e.g. Weigh-in-Motion[WiM] and Wheel Impact Load Detector [WILD]) are expensive, time consuming to install, and permanent.
Thus, the adoption of measurement technologies for improving service offerings is becoming increasingly important. Some proposed data streams are unmeasurable using commercially available technologies; other smaller rail sensors on the market only offer very basic measurements (such as vibration and temperature). Some can be achieved through strain gauging, weighbridges or manual inspection. However, Peak to Peak Measurement Solutions (PktoPk)’s solution is more robust, has longer term stability, is rapidly deployable, offers higher measurement frequency and is significantly cheaper/faster to deploy than any of the competing technologies. It builds on similar systems PktoPk have deployed to non-competing industries such as automotive, large marine diesel, and injection moulding.
PktoPk proposes a novel technology to take key measurements using an ultrasonic array transducer mounted in a robust clamp that can be rapidly fixed under a rail of any gauge. Measurements will be taken in real-time and uploaded to a cloud platform. This solution is fast, portable and excellent value for money whilst providing tangible, reliable and cost-saving data.
The system benefits to asset owners include; reducing possession duration, reducing inspection/maintenance downtime and providing rail operators with easy access to all the data streams listed below.
- Dynamic lateral and vertical force (L/V)
- Wheel-rail contact position and shape
- Wheel-rail interfacial stiffness
- Axle load/weight (ALM)
- Additional ‘standard’ measurements (temperature/noise/vibration)
The project will utilise PktoPk’s close relationship with University of Sheffield, where the IP and right to operate is also shared, and will work with other local partners to create a demonstration of their novel technology to key rail stakeholders in a live rail environment.
This event will also be broadcast with some international stakeholders who have already expressed their excitement about the demonstration.
My Thoughts And Conclusions
Automating Freight Access Right Management And Spot Bidding Using Novel And Modern Software To Drive Modal Shift From Road To Rail
This project was one of the winners in the First Of A Kind 2022 competition run by Innovate UK.
In this document, this is said about the project.
Project No: 10039135
Project title: Automating Freight Access Right Management And Spot Bidding Using Novel And Modern Software To Drive Modal Shift From Road To Rail
Lead organisation: HACK PARTNERS LTD.
Project grant: ££322,420
Public description: Automating today’s manual processes associated with access right management and spot bidding and wrapping these digital processes in an intuitive, integrated, modern, bespoke and scalable user system. The benefits of this innovation are not only cost efficiency but also enabling a much better experience to freight customers to drive modal shift.
Transforming High-Speed Rail Logistics
This project was one of the winners in the First Of A Kind 2022 competition run by Innovate UK.
In this document, this is said about the project.
Project No: 10038447
Project title: Transforming High-Speed Rail Logistics
Lead organisation: VARAMIS LTD
Project grant: £396,467
Public description:
Our project is to transform high-speed rail logistics combining a repurposed all electric passenger unit and bespoke consignment device technology to support the conveyance of parcels. This technology, offered alongside a new approach to using space at stations to create easily accessible city-centre distribution hubs, will enable the operation of a new high-speed non-letters parcels service.
The project meets the competitions challenge and scope through: Development and application of new technologies and approaches to rail, innovative reuse of existing rail assets (such as passenger rolling stock converted for light freight), repurposing of space at station hubs (which has been released due to changing passenger demand) and engagement with new to rail logistics operators to develop and grow new high-speed rail freight services.
Furthermore, the project is in support of permanent modal shift from road to rail, delivering rail freight growth, meeting future customer needs, and realising significant emissions reductions which supports the UK’s low emissions target of a 68% reduction by 2030, compared to 1990 levels through modal diversion from road.
My Thoughts And Conclusions
Levelling Up Freight
This project was one of the winners in the First Of A Kind 2022 competition run by Innovate UK.
In this document, this is said about the project.
Project No: 10037240
Project title: Levelling Up Freight
Lead organisation: 3SQUARED LTD.
Project grant: £393,271
Public description:
Background
Rail freight is vital to Britain. It contributes almost £2.5bn to the economy and plays a big part in reducing congestion and emissions. Rail is more environmentally friendly than road, with every tonne of freight transported by rail producing 76% less emissions compared to road (RDG “Levelling Up Britain” 2021). The green benefits of rail freight are being driven heavily by the DfT with incentive schemes such as Modal Shift Revenue Support (MSRS) – a £20m grant, which
freight carriers can bid for a share of to support modal shift to rail.
Despite widescale use of MSRS, finding new freight routes for additional trains is challenging because:
- Road haulage is seen as easier and more accessible than rail freight, especially at short
notice, for short journeys and for single containers. - Highways are less regulated with no significant barriers to commercial participation, and
therefore are free to use the latest technologies to develop and evolve solutions at a faster
pace. - Railway planning systems and processes limit the availability and visibility of freight paths
(slots in the timetable which can accept a freight train) resulting in under-utilisation of
network capacity.
Our innovative freight planning solution (PathPlanner) will make the use of rail for freight as
accessible and easy to use as the road network. PathPlanner is specifically designed to overcome
the current operational challenges and blockers that make moving to rail prohibitive.
Proof-of-Concept Demonstration
In 2021, NR completed a £17m upgrade around Southampton to enable longer trains in/out of the docks. Completing April 2023, Solent Stevedores is investing c.£3m to strengthen their capability to receive and dispatch longer and more trains – from 9 to 16 per day.
However, NR’s business case did not include any understanding of capacity in/out of the port, so
Solent Stevedores is currently unsighted as to how, or if, they can find the additional paths.
There are significant gains to be made if they can; 7 extra trains equate to:
- £12.6m additional revenue p.a.
- A reduction of 55,000 HGVs.
- A reduction of carbon by 1,165 tonnes.
Our project will demonstrate a Proof-of-Concept solution at Southampton Docks that will facilitate
Solent Stevedores, and Eddie Stobart Logistics (ESL) – 2 off our project partners – to find additional
freight paths and transfer containers from HGVs to trains.
My Thoughts And Conclusions
As I programmed scheduling and resource allocation systems for forty years, I am probably one of the most experienced programmers at writing this type of system.
That experience suggests that their objectives are possible.
Decarbonising Auxiliary Load In Freight Today
This project was one of the winners in the First Of A Kind 2022 competition run by Innovate UK.
In this document, this is said about the project.
Project No: 10039629
Project title: Decarbonising Auxiliary Load In Freight Today
Lead organisation: G-VOLUTION LTD
Project grant: £378,514
Public description: Freight locomotives have auxiliary electric power requirements which account for up to 10-15% of the total power demand, covering engine and traction motor cooling, safety and signalling systems and locomotive control systems.
These loads are currently serviced by an alternator on ubiquitous diesel ICE powertrains. This demand is persistent, requiring the diesel ICEs to remain powered up/idling during the significant periods of dwell time faced by freight services. Up to 20% of freight locomotive fuel consumption and emissions, from CO2 and particulates, therefore arise from non-traction aspects.
Whilst extreme traction requirements for freight operations restricts adoption of full decarbonised powertrains – unless compromises for traction power or range are made – no existing rail technology targets the significant auxiliary power requirements.
In response, G-volution have engaged a team cutting across the full UK supply chain to realise and integrate a first-of-a-kind system for on-board auxiliary power on freight locomotives, based on high energy-density fuel cells and a carbon neutral bio-LPG fuel system.
Whilst initially representing the lowest cost/technical barrier route to catalyse significant CO2, exhaust emission and diesel fuel savings in freight, this approach has potential to also substitute traction power in the long term, and supports the transition to green hydrogen as a rail transport fuel.
Through a live demonstration with a UK freight operator, the project will therefore prove that high efficiency fuel cells, which are able to use a range of cleaner, greener, cheaper zero net carbon renewable fuels, can work in the rail environment and also stimulate significant commercial benefits for all operators, via reduced fuel costs and future environmental levies.
My Thoughts And Conclusions
Note that another G-volution project is described in Grand Central DMU To Be Used For Dual-Fuel Trial.
I also suspect, this auxiliary power unit could have other applications.
What Is A Freight Skate?
The Freight Skate was one of the winners in the First Of A Kind 2022 competition run by Innovate UK.
The Description In The First Of A Kind 2022 Winners Document
In this document, this is said.
Project No: 10039606
Project title: “Freight Skate” a self-powered freight bogie and platform
Lead organisation: TDI (EUROPE) LIMITED
Project grant: £400,000
Public description: Governments have recognised that the continued dependence on the motor/freight vehicles is unsustainable and that modal shift to low and zero-carbon public transport solutions, both for passengers and freight, is essential if legislative commitments to Net Zero are to be met.
The Freight Skate provides a sustainable, low cost, reliable and high-quality rail freight experience which will drive down emissions and increase profits to freight companies and assist in bringing about the much-needed modal shift from road to train. To achieve this objective, it required us to use different ways of thinking across every aspect of the programme – design, supply, build and system implementation. This approach has yielded the desired results.
The skate chassis was originally designed with steering axles for passenger trains. It is a unique and tested design which we believe lends itself to operating as an independent 4-wheel unit that can be virtually coupled to form a platform for 10′, 20′,30′ or 40′ containers. The study would also allow us to optimise loading for 9’6″ HC units; Three units could also be used to carry 2 x 40′ containers. An individual unit would carry a 10′ container.
TDI plans to commercialise the Freight Skate vehicle over the next 3 years, with the product entering freight terminal service in 2025.
My Thoughts And Conclusions
If you search the Internet for “Freight Skate” you find nothing, but I think the concept is a development of the TruckTrain, which I wrote about in The TruckTrain, as both concepts are from Coventry.
I really liked the TruckTrain concept, when I saw it earlier this year.
First Of A Kind 2022 Winners Announced
The title of this post, is the same as that of this news item from Innovate UK.
This paragraph explains the competition.
The Department for Transport and Innovate UK are delighted to announce the first set of winners for the First of Kind (FOAK) 2022 competition. Winners will receive funding to help develop novel technology which improves rail freight services and lowers carbon emissions from trains.
I shall cover some of the winning ideas in future posts, which I will link to this post.
10039629 – Decarbonising Auxiliary Load In Freight Today
10037240 – Levelling Up Freight
10038447 – Transforming High-Speed Rail Logistics
10039606 – “Freight Skate” A Self-Powered Freight Bogie And Platform
10039559 – A Rapidly Deployable Rail Stress Sensor For Next Generation Freight Monitoring
10037294 – EventGo – Intelligent Rail Service Demand Forecasting for Event-Based Travel
10037862 – NextGen Data-Driven Timetable Performance Optimisation Tool
10039201- Protection and Resilience for OLE using ComputerVision Techniques (PROLECT)
10038989 – FEIDS – FOAS Enabled Intruder Detection System
10038342 – Rail Flood Defender
10039258 – Optimal Prediction of Sand For Adhesion
10038790 – Unauthorised Cable Removal And Fault Triage
10036632 – Trains With Brains(R)
10038228 – SBRI: FOAK 2022 Optimising Railway Possessions
10037542 – Portable Track Geometry Measurement System
10038973 – State Of The Railway Compiler Data Solution (SORClite): Open Access Real-Time Signalling Data
10036245 – ECML Net Zero Traction Decarbonisation
10039100 – UBER – Ultra-High Power Battery For Low Emission Rail
10037562 – ZERRCI – Zero Emissions Repowering Of Railway Construction Infrastructure
10038683 – Axle Mounted Motor For Retrofit To DMU’s To Enable Zero Emissions In Stations
10038972 – Zero Emission Powering of Auxiliary Loads In Stations
10038627 – ERiCS – Emissions Reductions in Closed Stations
10037158 – 25kV Battery Train Charging Station Demonstration
British Land Plans Underground London Logistics Hub
The title of this post, is the same as that of this article on Construction Enquirer.
This is the sub-title to the article.
British Land is planning to create an underground low-carbon logistics hub in central London.
Note.
- The former Crossrail box works site beneath Kingdom Street in Paddington is being turned into the logistics hub.
- The site was returned to British Land’s ownership when the Elizabeth Line opened.
- There will be a 13-storey office above the box.
- The 21-storey office at the Five Kingdom Street site has been reduced to seven storeys, to meet today’s expectations for environmentally-sustainable design and occupier wellbeing.
- The urban logistics hub would facilitate deliveries within Westminster using electric vehicles and cargo bikes
It looks to me, that this logistics hub has similar aims and objectives, to British Land’s other planned hub, that I wrote about in Finsbury Square Car Park Becomes British Land Hub For Delivery Drivers.
Conclusion
British Land seem to have a plan to develop low carbon logistics hubs.
Cambridgeshire Company’s Self-Charging Trains Project Wins Government Funds
The title of this post, is the same as that of this article on the BBC.
These four paragraphs outline what the company is developing and how they received government funding.
Echion Technologies, based in Sawston near Cambridge, is creating train batteries that can charge from overheard wires, the Department for Transport said.
The trains would be able to use the batteries on unelectrified track.
The project was among the winners of the government’s First of a Kind competition.
The competition aims to award funding to projects that could transform the future of transport.
I have a few thoughts.
The Description In The First Of A Kind 2022 Winners Document
In this document, this is said.
Project No: 10039100
Project title: UBER – Ultra-high power Battery for low Emission Rail
Lead organisation: ECHION TECHNOLOGIES LTD
Project grant: £59,917
Public description: Project UBER (Ultra-high power Battery for low Emission Rail), aims to demonstrate for the first time, Echion’s XNO(tm) battery chemistry as the preferred battery technology for certain classes of battery electric trains. It targets Theme 1 of this competition.
Specifically, UBER aims to demonstrate the suitability of XNO(tm) for passenger trains that can be powered by the AC overhead electrification and charge a battery from the overhead wire (or another form of ‘standard’ trackside power — e.g. 3rd rail), to then run in battery-only mode on unelectrified section of a route. An example of such a train is the Revolution Very Light Rail (Revolution VLR) developed by Transport Design International (TDI), who is a partner in UBER.
Applying The Echion Technologies Batteries To Electric Trains
Consider.
- The BBC article is accompanied by a picture of a Class 717 train, which like the Class 700 train is dual voltage.
- Southeastern have thirty similar Class 707 trains, which are third-rail, although according to Wikipedia, were tested as dual-voltage trains.
- Most modern trains, like these Desiro City units made by Siemens, have a mix of motored and trailer cars, with one or more pantograph cars between the two driver cars.
- Because power is needed in all cars, there will be an electrical bus from one end of the train to distribute power.
- All trains in the family appear to have at least one trailer car, which will also be connected to the electrical bus.
With a family of trains like the Desiro City, Alstom’s Aventra, CAF’s Civity, Hitachi’s AT-200 or AT-300 or Stadler’s FLIRTs, train manufacturers assemble various cars, interiors and electrical gubbins together, to get the train performance and capability.
I would expect that the battery would be placed, where there is space and the most likely place is under the trailer car.
In some ways, it would work like the battery in a laptop computer, where operation is as follows.
- If there is external power, the computer runs on that power and the battery is also charged, if it is not fully-charged.
- If there is no external power, the computer runs on battery power, until the battery goes flat.
With a battery-electric train, operation is similar, with an important addition.
- If there is external power, the train runs on that power and the battery is also charged, if it is not fully-charged.
- If there is no external power, the train runs on battery power, until the battery goes flat.
- Desiro City and many other electric trains have regenerative braking and under braking, the electricity generated is is stored in the battery, if it is not fully-charged.
It could be considered by some, that regenerative braking is self-charging. But unfortunately, regenerative braking doesn’t recover all energy during braking. But it can be up to 70-80 % efficient.
Connecting The Echion Technologies Battery To The Train
The battery will have to be connected to the electrical bus, that runs the full length of the train.
As a Control Engineer, I suspect there will be a sophisticated control system, that will switch the battery between various modes and control the pantograph and third-rail shoes.
Perhaps, Echion Technologies have developed an all-purpose controller that could fit all trains?
Battery EMUs Envisaged In Southeastern Fleet Procurement
The title of this post, is the same as that of this article on Railway Gazette.
This is the first paragraph.
Southeastern has invited expressions of interest for the supply of new electric multiple-units with an optional battery capability for operation away from the 750 V DC third-rail network.
This article on bidstats is entitled Supply Of And Maintenance Support For New Rolling Stock For Southeastern, and gives more details.
These are my thoughts.
Southeastern HighSpeed Services
There would appear to be no changes in this contract to the Class 395 trains, that work on High Speed One, as this is said in the bidstats article.
Full compatibility with Southeastern infrastructure (excluding High Speed 1 infrastructure)
which appears to rule out running on High Speed One.
In addition, this article on Rail Magazine is entitled Southeastern’s Class 395 Javelin Train Sets Are To Receive A £27 million Facelift.
Southeastern Have Both 75 and 100 mph Trains
In addition to their Class 395 trains, Southeastern have the following trains in their fleet.
- Class 375 trains – 100 mph – 10 x 3 cars
- Class 375 trains – 100 mph – 102 x 4 cars
- Class 376 trains – 75 mph – 36 x 5 cars
- Class 465 trains – 75 mph – 129 x 4 cars
- Class 466 trains – 75 mph – 36 x 2 cars
- Class 707 trains – 100 mph – 18 x 5 cars
Note.
- Running a mixed fleet of 75 and 100 mph trains can’t be very efficient.
- The Class 465 and 466 trains are the oldest trains and date from 1991-1994.
- They are often to be seen in ten-car formations of 2 x 465 trains and a Class 466 train.
- Another twelve Class 707 trains are planned to join Southeastern.
I would expect the Class 465 and Class 466 trains to be replaced first.
What Length Will The New Trains Be?
If you look at the new suburban electric trains, they have the following lengths.
- c2c – Class 720 trains – 5 cars
- Greater Anglia – Class 720 trains – 5 cars
- Northern – Class 331 trains – 3 and 4 cars
- Southeastern – Class 707 trains – 5 cars
- South Western Railway – Class 701 trains – 5 and 10 cars
- West Midlands Trains – Class 730 trains – 3 and 5 cars
Note.
- Southeastern already run five-car trains as pairs.
- A significant proportion of existing suburban trains are five-car trains.
- Great Western, Hull Trains, LNER, Lumo and TransPennine Express run five-car Hitachi trains, with more companies to follow.
- A pair of five-car trains make a pair of a convenient length for most platforms.
I would be fairly confident, that the new trains will be five-car trains, with the ability to run as pairs.
What Will Be The Operating Speed Of The New Trains?
To match the speed of the Class 375 and Class 707 trains, I would expect them to be 100 mph trains.
The Quietness Of Battery-Electric Trains
All of the battery-electric trains I have ridden, have been mouse-quiet, with none of the clunking you get for a lot of electric trains.
This is said in the bidstats article says this about the interiors
Interiors suitable for metro & mainline operation.
I wouldn’t be surprised to see a lot of these trains on commuter routes to attract passengers.
Battery Power
This is said in the bidstats article about battery power.
Inclusion of options for traction batteries with capability for operation in depots and sidings without the need for external power supply, and with the capability to operate on the main line where power supply is not available due to isolations or incidents, or for non-electrified line sections of up to 20 miles.
Although Merseyrail’s new Class 777 trains are not in service yet, I find it interesting that the proposed Southeastern trains will be similarly-fitted with a small battery for depot and siding operation.
The twenty mile battery range is specific and I wonder if it will be used innovatively. I suspect it could be a bit longer in the future, as battery technology improves.
Possible Electrified Routes Using Battery Power
These are a few possibilities.
The Hoo Branch
In Effort To Contain Costs For Hoo Reopening, I discussed running electric trains to a proposed Hoo station.
I made these two points.
- Hoo junction to Hoo station is no more than five or six miles.
- There are also half-a-dozen level crossings on the route, which I doubt the anti-third rail brigade would not want to be electrified.
It would appear that a battery-electric train with a range of twenty miles would handle this route easily.
- Charging would be on the nearly thirty miles between Hoo junction and Charing Cross station.
- No charging would be needed at Hoo station.
There may be other possibilities for new routes locally to open up new housing developments.
The Sheerness Line
The Sheerness Line has the following characteristics.
- It is double-track
- It is electrified
- It is less than eight miles long.
- For most of the day, the service is one train per hour (tph)
- There are two tph in the Peak.
- Would two tph attract more passengers to the line?
- Does the power supply on the Sheerness Line limit the size and power of trains that can be run on the line?
- Is there a need for one train per day to London in the morning and a return in the evening?
- Could the Sheerness Line be run more economically with battery trains. providing a two tph service all day?
The Isle of Sheppey needs levelling up, perhaps 100 mph trains to London using battery power on the Sheerness Line, might just make a difference.
The Medway Valley Line
The Medway Valley Line has the following characteristics.
- It is double-track
- It is electrified
- It is less than twenty-six and a half miles long.
- For most of the day, the service is two tph.
- In the Peak there are HighSpeed services between Maidstone West and St.Pancras International stations.
If electrification was removed between Paddock Wood and Maidstone West stations, the HighSpeed services could still be run and battery-electric trains with a twenty mile range could still run the Tonbridge and Strood service.
The Marshlink Line
The Marshlink Line has the following characteristics.
- It is mainly single-track with a passing loop at Rye station.
- It is not electrified
- It is 25.4 miles between the electrified Ashford International and Ore stations.
- Services are irregular and less than one tph.
If the proposed battery-electric train had a range of thirty miles, it should be able to handle the Marshlink Line.
The service between Eastbourne and Ashford International stations would need to be moved between the Southern and Southeastern operations.
The Uckfield Branch
The Uckfield Branch has the following characteristics.
- It is a mixture of single- and double-track.
- It is not electrified South of Hurst Green Junction.
- It is 24.7 miles between the electrified Hurst Green Junction and Uckfield station
- Services are one tph.
If the proposed battery-electric train had a range of thirty-miles, it should be able to handle the Uckfield Branch, with a charging system at Uckfield station.
Will Battery-Electric Trains Allow Some Lines To Have Their Electrification Removed?
There are several reasons, why electrification might be removed.
- It is on a line, where the electrification needs upgrading.
- It is on a line, where there are lots of trespassers.
- Possibly at a level-crossing or a stretch of track with several.
- Possibly in a tunnel, with a large inflow if water.
- It is a depot or siding, where safety is important to protect the workforce.
Obviously, the electrification would not be removed unless battery-electric trains can handle all possible services.
These are surely some possibilities for electrification removal.
The Hayes Line
The Hayes Line has the following characteristics.
- It is double-track
- It is electrified
- It is less than eight miles to Ladywell Junction, where the branch joins the main line at Lewisham.
- It is currently run by Class 465 and Class 466 trains, which will likely be changed for the new trains with a battery capability.
- Services are four tph.
If the proposed battery-electric train had a range of twenty-miles, it would be able to handle the route between Ladywell junction and Hayes station.
Erith Loop, Crayford Spur and Slade Green Depot
This map from Cartometro.com shows the Erith Loop, the Crayford Spur and the Slade Green Depot.
Note.
Not many trains take the Erith Loop or the Crayford Spur.
- The distance between Slade Green and Barnehurst is less than a mile-and-a-half.
- Dartford station is off the South-East corner of the map.
- The distance between Barnehurst and Dartford is less than three miles.
- The distance between Slade Green and Crayford is less than two miles-and-a-half.
- The distance between Crayford and Dartford is less than two miles.
- The main line through Slade Green would need to remain electrified, as electric freight trains use the line.
I suspect, that quite a lot of electrification could be removed here, much to the disgust of the copper thieves.
It might even be possible to build on top of the depot.
The Anonymous Widower 