Wabtec Signs $600M MoU With Kazakhstan Railway Company
The title of this post, is the same as that of this article on Seeking Alpha.
This is the introductory paragraph.
Wabtec announced Tuesday signing of a $600M memorandum of understanding with Kazakhstan Temir Zholy for 150 FLXdriveTM battery-electric shunters and modernization work to transform the mainline fleet into NextFuelTM liquid natural gas-powered (LNG) locomotives.
Note.
- It is for 150 shunting locomotives, which is not a small number.
- A lot of the work will be done in Kazakhstan.
- Wabtec certainly seem to be getting their FLXdrive technology about.
- Obviously LNG locomotives must be a good route to reduce carbon emissions for diesel locomotives.
- The Kazahks seem pleased with the deal for economic and decarbonisation reasons.
But what surprises me about this deal, is that it has not gone to Russia. Does this say something about Putin’s lack of friends.
Fortescue Unveils World-First Electric Train Using Gravity To Recharge
The title of this post, is the same as that of this article on InnovateAus.
These two paragraphs summarise the project.
Fortescue has announced the development of an electric train that recharges itself using gravity, as the Australian resources giant finalises its acquisition of UK-based Williams Advanced Engineering.
Fortescue is dedicating $50 million, in partnership with Williams Advanced Engineering (WAE), for research and development on the Infinity Train, which fully recharges its battery using gravitational energy when it descends.
Note.
- Most of Australia’s iron ore is mined in the Pilbara region of Western Australia.
- There are at least four railways in Pilbara leading to the coast.
- As the mines are higher than the coast, the heavily loaded trains will be going downhill, whereas the empties will be going uphill.
- There would certainly appear to be scope for charging going to the coast and coming back on a full battery with the empties.
- 94 % of Australia’s iron ore exports are transported by train from Pilbara to the coast.
There are hundreds of locomotives used for transportation of Iron ore from Pilbara to the coast.
Will Williams Convert Existing Locomotives?
I suspect they will as this is route that Wabtec is taking with their FLXdrive locomotives.
Will Williams Convert Locomotives For Other Pilbara Companies?
I suspect what Andrew Twiggy Forest wants he gets.
Could Williams Convert Other Diesel Electric Locomotives
I suspect they could and I wouldn’t rule out seeing a battery-electric Class 66 locomotive.
I laid out my thoughts in Could Class 66 Locomotives Be Converted Into Battery-Electric Locomotives?.
Union Pacific Railroad Makes Largest Investment In Wabtec’s FLXdrive Battery-Electric Locomotive
The title of this post, is the same as that of this press release from Union Pacific.
This is the first three paragraphs.
Union Pacific Railroad (NYSE: UNP) today announced the purchase of 10 FLXdrive battery-electric locomotives from Wabtec Corporation (NYSE: WAB). The order, which marks the largest investment in battery technology by a North American railroad, will upgrade Union Pacific’s rail yard infrastructure and support its commitment to significantly reduce greenhouse gas emissions.
“As an industry leader, Union Pacific is pioneering a major application of battery power in its rail yards,” said Rafael Santana, President and CEO for Wabtec. “Battery power is an ideal solution to reduce the environmental impact and costs of yard operations. Using the FLXdrive in the rail yard can significantly improve local air quality, as well as reduce noise by up to 70% for neighboring communities.”
The approximately 2.5-MWh locomotives are each powered solely by 7,000 battery cells, providing Union Pacific a zero-emission solution for its yard operations. The 10 FLXdrives will enable the railroad to eliminate 4,000 tons of carbon annually from its rail yards, the equivalent of removing 800 cars from the highway. The new locomotives will be manufactured in the United States with the first units being delivered to Union Pacific in late 2023.
It would appear that the major use will be in their rail yards.
There is also this second press release from Union Pacific, which is entitled Union Pacific Railroad To Assemble World’s Largest Carrier-Owned Battery-Electric Locomotive Fleet.
This is the first paragraph.
Union Pacific Railroad (NYSE: UNP) today announced plans to purchase 20 battery-electric locomotives for testing in yard operations. The combined purchases and upgrades to yard infrastructure are expected to exceed $100 million, representing the largest investment in battery-electric technology by a U.S. Class I railroad. The locomotives will be acquired from Progress Rail, a Caterpillar company, and Wabtec Corporation (NYSE:WAB), two companies at the forefront of locomotive innovation, and will be the world’s largest carrier-owned battery-electric locomotive fleet in freight service.
The press release also says that Union Pacific will be netzero by 2050.
Conclusion
All of this action in the United States and Australia with battery-electric locomotives, from two manufacturers; Progress Rail and Wabtec, leads me to the conclusion, that proposals to create battery-electric locomotives from Class 66 or Class 68 locomotives in the UK, will soon be being discussed by the owners of the locomotives and Wabtec and Stadler.
BHP To Trial Battery Locos On Pilbara Iron Ore Network
The title of this post, is the same as that of this article on Railway Gazette.
The article summarised all the battery-electric locomotives ordered to bring the iron ore to the coast by mining companies; BHP, Fortescue, Rio Tinto and Roy Hill.
The article indicates some of the innovative operations that will be tried. This is a sentence from the article.
A key element will be to assess the potential for capturing regenerated braking energy on the loaded downhill runs, and storing it to power empty trains back uphill to the mines.
I would hope that the South Wales Metro, the Buxton branch and the East Kilbride branch will use similar energy conservation techniques.
The Future Of The Class 68 Locomotives
This post has been brought on by the comments to two posts I have written today.
- Direct Rail Services Disposes Of Heritage Locomotives
- Suppliers Sought For New Bi-Mode Locomotives For TransPennine Express And Great Western Railway
Both Direct Rail Services and TransPennine Express are major users of Class 68 locomotives, with each having a fleet of fourteen locomotives.
In addition, Chiltern Railways has a smaller fleet of six locomotives.
- Direct Rail Services use their locomotives for various passenger and freight duties, including the important one of moving nuclear material around the country.
- TransPennine Express use their locomotives on their passenger services across the North of England.
- Chiltern Railways use their locomotives on their passenger services between London and Birmingham and sometimes Oxford.
The design was a bespoke one by Stadler for Direct Rail Services and the first one entered service in 2014.
The picture shows one of TransPennine’s Class 68 locomotives at Scarborough. As the picture shows, they are a smart and purposeful-looking locomotive, that wouldn’t look out of place in the right livery on the front of the Royal Train.
It has some good features.
- It is a 100 mph locomotive.
- It seems to be well-liked by operators.
- It can haul both passenger and freight trains.
- It can act as a Thunderbird or rescue locomotive.
But they have three problems; emissions, noise and diesel.
This is from Wikipedia.
The locomotive’s propulsion system is compliant with Stage III A of the European emission standards, but not the more stringent Stage III B requirements.
But noise is a another problem and this has caused council action in Scarborough.
More important than emissions or noise, is the fact, that the locomotive is diesel-powered, so the fleet will probably have to be retired from the railway, at a time, when there is still useful life left in the locomotives.
The Class 68 locomotive is a member of the Stadler Eurolight family, of which there are three versions.
All follow similar design principles, differing mainly in dimensions, with Spain, Taiwan and the UK ordering upwards of twenty-thirty locomotives.
The UKLight branch of the family has two other members.
The Class 88 locomotive is an electro-diesel version of the Class 68 locomotive and the development of the design is described in this extract from the Class 88 locomotive’s Wikipedia entry.
Amid the fulfillment of DRS’ order for the Class 68, Stadler’s team proposed the development of a dual-mode locomotive that could be alternatively powered by an onboard diesel engine or via electricity supplied from overhead lines (OHLE). Having been impressed by the concept, DRS opted to place an order for ten Class 88s during September 2013. Having been developed alongside the Class 68, considerable similarities are shared between the two locomotives, amounting to roughly 70 percent of all components being shared.
According to Wikipedia, the type had a smooth entry into service.
The Class 93 locomotive will be the next development of the UKLight branch of the family, when it is delivered in 2023.
It will be a tri-mode locomotive, that will be capable of being powered by 25 KVAC overhead electrification, an onboard diesel engine and batteries.
It will be a 110 mph locomotive.
It can haul both passenger and freight trains.
Rail Operations Group have ordered 30 locomotives.
This is the first paragraph of the section in Wikipedia called Specification.
The Class 93 locomotive has been developed to satisfy a requirement for a fast freight locomotive that uses electric power while under the wires, but is also capable of self-powered operations. Accordingly, it is capable of running on diesel engines, from overhead wires, or from its onboard batteries. These batteries, which occupy the space used for the braking resistors in the Class 88, are charged via the onboard transformer or regenerative braking; when the batteries are fully charged, the locomotive only has its friction brakes available. The diesel engine is a six-cylinder Caterpillar C32 turbocharged power unit, rated at 900 kW, conforming with the EU97/68 stage V emission standard. The batteries units are made of Lithium Titanate Oxide and use a liquid cooling solution, enabling rapid charge and discharge.
It is a truly agnostic locomotive, that can take its power from anywhere.
The last paragraph of the specification compares the locomotive to the Class 66 locomotive.
In comparison with the Class 66, the Class 93 can outperform it in various metrics. In addition to a higher top speed, the locomotive possesses greater acceleration and far lower operating costs, consuming only a third of the fuel of a Class 66 along with lower track access charges due to its lower weight. ROG has postulated that it presents a superior business case, particularly for intermodal rail freight operations, while also being better suited for mixed-traffic operations as well. Each locomotive has a reported rough cost of £4 million.
It is no ordinary locomotive and it will change rail freight operations in the UK.
I have a feeling that the Class 93 locomotive could be a lower-carbon replacement for the Class 68 locomotive.
But I also believe that what Stadler have learned in the development of the Class 93 locomotive can be applied to the Class 68 locomotive to convert them into zero-carbon locomotives.
It may be just a matter of throwing out the diesel engine and the related gubbins and replacing them with a large battery. This process seems to have worked with Wabtec’s conversion of diesel locomotives to FLXdrive battery-electric locomotives.
Penmaenmawr Quarry Rail Terminal Opens
The title of this post, is the same as that of this article on Railway Gazette.
These are the first two paragraphs.
Hanson has reopened its Penmaenmawr railhead in north Wales, as part of its strategy to reduce vehicle movements and associated CO2 emissions.
The quarrying company has spent £300 000 refurbishing the facility, including upgrades to the railhead conveyor which was last used in 2012. The first trial service was operated by GB Railfreight and transported stone to the Tuebrook depot near Liverpool to test the equipment and uncover any operational issues within the quarry and at the railhead.
The aim is to one one train per week between North Wales and North West England.
This Google Map shows the Penmaenmawr railhead.
Note.
- Penmaenmawr station is in the top right corner of the map.
- The railhead is in the bottom-left corner of the map.
- The North Wales Expressway is between the railway and the beach.
There is a conveyor leading to the South and this second Google Map shows the vast quarry complex.
Penmaenmawr station is in the top right corner of the map.
It does appear to me, that this is a good move by Hanson.
- If the quarry can be worked economically, it is surely worthwhile exploiting.
- Opening new quarries, is generally not an easy process.
- Even using diesel locomotives on the aggregate trains, probably saves carbon compared to trucks.
- Closing the quarry would probably not be good for the area.
- They only want to run one train per week.
- I wonder, if the train goes through the Halton Curve that opened a couple of years ago.
- Penmaenmawr and Tuebrook Sidings are a route of about eighty miles.
But I think in the future it could be a very good move, as at least one of three things will happen.
- The North Wales Coast Line will be electrified.
- Someone will develop a hydrogen-electric freight locomotive.
- Wabtec will develop their battery-electric locomotive for the UK with a UK-sized FLXdrive battery.
All possibilities will help Hanson lower the carbon footprint of the route.
Given too, that Hanson will probably decarbonise their quarrying operations by using hydrogen-powered equipment, it should be possible to arrange a hydrogen supply at Penmaenmawr.
Wabtec’s 100% Electric Locomotive Trickle Suddenly Becomes International Flood
The title of this post, is the same as that of this article on Clean Technica.
This is the introductory paragraph.
Whelp, that was fast. The locomotive manufacturer Wabtec lit up the Intertubes last November when it debuted the new FLXdrive 100% electric locomotive in Pennsylvania, but that was just the beginning. The company has nailed down two clients in Australia for its carbon-free choo-choo while also locking in a spot on the new Europe’s Rail Joint Undertaking, which aims to green up railway systems throughout Europe.
It certainly has been quick.
Usually, only in times of war, do things go that fast.
But you could argue that climate change is as big a threat to the world than China, Iran, North Korea or Russia.
BHP Joins The Party On Electric Rail
The title of this post, is the same as that of this article on Australian Mining.
This is the introductory paragraph.
BHP will add four battery-electric locomotives to its Western Australian rail network, becoming the fourth major miner to improve rail decarbonisation efforts in Australia since mid-December.
These are some details of the locomotives.
- Two are from Progress Rail and two are from Wabtec.
- The locomotives have 14.5 MWh batteries.
- The locomotives will be delivered by 2023.
BHP will also investigate the use of regenerative braking using the topography of the rail route.
With four companies going electric, it does seem that Australian mining, is very much driving the move to battery-electric heavy-haul freight.
Considering, that Wabtec only formally launched the FLXdrive concept in Pittsburgh in September last year, which I wrote about in FLXdrive ‘Electrifies’ Pittsburgh, that would appear to have been good going.
Rio Tinto Orders Wabtec FLXdrive Battery Locomotives To Reduce Emissions
The title of this post, is the same as that of this press release from Wabtec.
This is the introductory paragraph.
Wabtec Corporation (NYSE: WAB) and Rio Tinto announced today an order for four FLXdrive battery-electric locomotives to support sustainable operations of the mining company’s rail network in the Pilbara region of Western Australia. The 100-percent, battery-powered locomotive will help Rio Tinto’s effort to achieve a 50-percent reduction in Scope 1 and 2 carbon emissions by 2030.
Some other points from the press release.
- The locomotives have 7 MWh batteries.
- The first locomotive will be delivered in 2023.
- The FLXdrive is anticipated to reduce the company’s fuel costs and emissions in percentage by double digits per train.
This paragraph describes how the FLXdrive locomotives will be used.
The mining company plans on using the locomotives in multiple applications including as a shunter in the railyard and ultimately in mainline service. In mainline operations, Rio Tinto currently uses three diesel-electric locomotives in a consist to pull trains with 240 cars hauling about 28,000 tons of iron ore. The FLXdrives will transition from the diesel locomotives in mainline service to form a hybrid consist, and recharge during the trip through regenerative braking and at charging stations. Wabtec’s next generation energy-management software system will determine the optimal times to discharge and recharge the batteries along to route ensuring the most fuel-efficient operation of the entire locomotive consist during the trip.
I can see this approach leading to even bigger fuel and emission savings.
Especially, if Wabtec developed a compatible locomotive, that was powered by hydrogen.
This was rumoured in FLXdrive ‘Electrifies’ Pittsburgh, where a partnership between Carnegie-Mellon University (CMU), Genesee & Wyoming and Wabtec to create the Freight Rail Innovation Institute was described.
Conclusion
There certainly seems to be a consensus between some of the world’s largest mining and rail companies about the future of heavy freight trains to support the mining industry.
Canadian National Buys Battery Locomotive
The title of this post, is the same as that of this article on Railway Gazette.
This is the first paragraph.
Canadian National’s Bessemer & Lake Erie Railroad has purchased a Wabtec FLXdrive battery-electric freight locomotive, with financial support from the Pennsylvania Department of Environmental Protection’s Marine & Rail Freight Movers grant programme.
The locomotive is intended to work in multiple with diesel locomotives and this cuts fuel consumption, pollution and noise.
I described the locomotive in FLXdrive ‘Electrifies’ Pittsburgh and the more I learn about this locomotive the more I like it.
The locomotive numbered 3000, which appears in all Wabtec pictures is an example an ES44AC from the GE Evolution Series and was converted from a standard locomotive, that was in the test fleet.
Interestingly, Canadian National own several hundred of these locomotives, so they won’t be short of one to convert.
The diesel version would appear to be a 3.3 MW diesel locomotive.
In addition, this page on the Wabtec web site gives some details of the battery-electric locomotive.
- The locomotive is powered by lithium-ion batteries.
- There are around 20,000 battery cells
- The batteries have their own air-conditioning
- There is a sophisticated battery-management system.
- The total battery size is 2.4 MWh
- Power output is 4400 HP or 3.24 MW
- Locomotive will run for 30-40 minutes at full power.
- The locomotive has regenerative braking.
- Operating speed is 75 mph
Note that running at 75 mph for 40 minutes would cover fifty miles.
It does look as if, the diesel-electric and the battery-electric conversion have similar power outputs. Could this be, as the traction system on both locomotives are identical? It’s just that one uses a diesel generator and the other uses batteries.
Although there must be differences in the traction systems, as the battery-electric locomotive has regenerative braking.
The battery-electric locomotive is designed to work in conjunction with one or two diesel locomotives, where a sophisticated computer system decides which engines power the train.
- Wabtec are claiming a thirty percent reduction in fuel and emissions compared to an all-diesel setup.
- Electric power will also be used in depots and sensitive areas.
I do think though, that this is a pragmatic solution to cut the carbon footprint of heavy-freight in North America.
But it could be a half-way solution, as Wabtec have hinted that they are working on hydrogen-powered locomotives.
I also feel it might be possible to convert some of the UK’s Class 66 locomotives into battery-electric locomotives for lighter freight duties or working in a pair with a Class 66 locomotive to reduce fuel consumption and emissions.
I discuss this in Could Class 66 Locomotives Be Converted Into Battery-Electric Locomotives?
Have CN Bought The Prototype?
There is also this article on the Green Car Congress, which is entitled CN Purchases Wabtec’s Battery-Electric Locomotive.
The article seems fairly certain they have.
So perhaps, they want to get on with the job and see what the locomotive can do?
The Anonymous Widower 