Powered By HVO
I took these pictures yesterday at Peterborough.
Note the locomotive is named Benjamin Gimbert GC.
DB Cargo have issued a press release on these trials of HVO.
Wikipedia also give more details of HVO.
Whisky Galore!
The Levenmouth Rail Link has carried freight in the past.
Mainly in the past, it was coal to the now-demolished Methil power station.
But it has been known to carry whisky for Diageo.
This Google map shows the area.
Note.
- The blue dot marking Sainsbury’s by the bew Leven station, by the mouth of the River Leven.
- The railway follows the river with Cameron Bridge station to the East of the A915 and the two Camero Bridge distilleries.
- The silver warehouses at the North side of the map are labelled Diageo Global Supply.
I wonder, if a siding can be provided for the distribution of products stored in the warehouses?
Companies are looking to lower their carbon-footprint and I wouldn’t be surprised, if Diageo were looking at rail distribution.
Modern Rail Freight Distribution
Companies are converting redundant electric multiple units into fast parcel delivery trains to replace diesel trucks.
- Typically, four-car trains are used.
- Trains have a 100 mph capability and can be 240 metres in length.
- Eversholt Rail Group are proposing adding battery power. This would be ideal to reach Cameron Bridge over the Forth Bridge.
These trains would be ideal for the delivery of Scotch Whisky.
They might even be capable of exporting product through the Channel Tunnel.
I don’t think the capacity of the Levenmouth Rail Link would be a problem, as it is a double-track railway, that can probably handle over four trains per hour and there is plenty of capacity for a number of freight trains.
Conclusion
I think freight will play a use in the future of the Levenmouth Rail Link.
Related Posts
The New Leven Station On The Levenmouth Rail Link
The New Cameron Bridge Station On The Levenmouth Rail Link
Was This The Most Significant Statement On Freight Locomotives Last Week?
This press release from Freightliner, is entitled Freightliner Secures Government Funding For Dual-Fuel Project.
The dual-fuel project is important and will cut carbon emissions in the short term.
But it is only a quick fix, made possible by good technology.
It is also not zero-carbon.
This sixth paragraph from the press release is very significant.
This sustainable solution will support a programme to decarbonise freight operating companies’ diesel fleets in a cost-efficient manner that does not require significant short-term investment and facilitates operational learning in support of a longer-term fleet replacement programme, potentially using 100% hydrogen fuel.
I believe the paragraph indicates, that Freightliner and possibly the other companies involved in the building and operation of heavy freight locomotives have concluded, that the technology is now such, that a zero-carbon rail locomotive powered by 100 % hydrogen is now possible.
- Rolls-Royce and possibly other gas-turbine companies have the technology to build small gas-turbine powered generators that can produce several megawatts of reliable electrical zero-carbon power, when fuelled by hydrogen.
- We are seeing companies developing strategies for the safe supply of hydrogen in large industrial quantities.
- Hydrogen has been successfully deployed on buses, trains and other large vehicles.
- The technology has been proven that will allow dual-mode hydrogen-electric locomotives, that can use electrification, where it exists.
- Some big companies like Cummins, JCB and Shell are backing hydrogen.
There are thousands of large diesel-powered locomotives all over the world and locomotive builders that can successfully replace these with hydrogen-powered locomotives will not go financially unrewarded!
Approaching Kings Cross – 5th July 2021
I took these pictures approaching Kings Cross.
Reports say most of the work of the remodelling is now complete. Although, it did look to me that in places more tracks could be laid.
The Length Of The Long Platforms At Kings Cross
This repeat of the last picture in the gallery shows the length of the nine long platforms.
Note.
- The train is in Platform 3.
- The train is an eight-car Class 700 train.
- Eight-car units are 162 metres long.
- Twelve-car units are 242.6 metres long.
Platform 3 is obviously long enough to take the following trains.
- Twelve-car Class 700 train – 242.6 metres
- Two Class 800 trains working as a pair – 260 metres
- A nine-car Class 800 train – 234 metres
- An InterCity 225 train – 245.2 metres
- A twelve-car Class 319 train or Class 321 train – 240 metres.
This Google Map shows the ends of the platforms at Kings Cross.
Note.
- The long platforms at the right are 2 and 3.
- Platform 2 and 3 are wide.
- Two LNER Azumas are in Platforms 5 and 6.
It looks to me that whilst all platforms can probably handle the standard British Rail length of 240 metres, those on the right may be able to handle longer trains. But what trains? These are my thoughts.
Longer LNER Azumas
This document on the Hitachi Rail web site is entitled Development of Class 800/801 High-speed Rolling Stock for UK Intercity Express Programme.
The document says that Class 80x trains have a sophisticated Train Control and Management System (TCMS).
The document says that this is one of the functions of the TCMS.
To simplify the rearrangement and management of train configurations, functions are provided for
identifying the train (Class 800/801), for automatically determining the cars in the trainset and its total length,
and for coupling and uncoupling up to 12 cars in normal and 24 cars in rescue or emergency mode.
I would assume that with the purchase of extra cars, that it might be possible to lengthen trains to up to twelve cars.
Lengths would be as follows.
- Ten-car Class 80x train – 260 metres.
- Eleven-car Class 80x train – 276 metres.
- Twelve-car Class 80x train – 312 metres.
To add extra capacity on the routes to Leeds and Edinburgh services, there must be a balance between these factors.
- The cost of extra cars.
- The cost of platform lengthening.
There must of course be space for any platform lengthening.
It would seem to me, that common sense should allow twelve-car trains to be handled at King’s Cross, as this must be one of the best ways of adding capacity to East Coast Main Line services.
Caledonian Sleeper
The Caledonian Sleeper doesn’t normally run into King’s Cross, but during the rebuilding Euston for High Speed Two, it may be necessary to provide an alternative platform.
Unfortunately, the sixteen-car Caledonian sleeper trains are 352 metres long. So it would appear that Kings Cross would not be a temporary alternative.
But given the amount of money being invested in sleeper trains in Europe by the likes of Midnight Trains and NightJet, I can see that the Caledonian Sleeper might have another problem – success and the need for more capacity.
So I wouldn’t rule out an East Coast Main Line sleeper train between London Kings Cross and Edinburgh.
It might call at Stevenage, Newcastle and Berwick to widen its passenger base, just as the current sleeper calls at Watford, Carlisle and Carstairs.
The train could be extended to Aberdeen, to simplify services in Scotland.
Obviously, traffic and finance would decide, but I wouldn’t rule out the Caledonian Sleeper running to and from King’s Cross for a few years yet.
A Night Light Freight Terminal
In Is This The Shape Of Freight To Come?, I wrote about the new generation of fast electric freight trains, based on redundant electric multiple units.
- If you look at Real Time Trains, you will find that few trains use King’s Cross station between two and five in the morning.
- Platforms can take a twelve-car version of these electric freight trains.
- The new platforms are wide and level.
- Local delivery could use electric vehicles and bikes.
I think King’s Cross has possibilities for handling goods like food, parcels and shop supplies.
The Short Platforms At Kings Cross
When I was a child, King’s Cross had four short suburban platforms, where N2 steam tank engines hauled suburban services in and out of the station.
The suburban platforms have now been reduced to two platforms, that fit in with the current uses of the station.
- The two platforms are numbered 9 and 10.
- They can handle an eight-car Class 700 train, which is 162 metres long.
- They can handle a five-car Class 800 train, which is 130 metres long.
- Some five-car services run by the new Hitachi trains use these platforms.
These pictures show the platforms.
Note.
- The platforms are wide.
- The picture of the Azuma in Platform 9 was taken before the centre track was removed recently.
- Today, one LNER Azuma departed from Platform 9 to go to Lincoln, but both platforms were busy with Great Northern services to Cambridge, Ely and Kings Lynn.
I do wonder if the platforms could be used for light freight, during the night.
Conclusion
King’s Cross is not just one of the UK’s finest railway stations, which is recognised by its Grade I Listed status, but it is now moving towards an efficient, high-capacity station that works around the clock!
Watford Junction Station’s Barrier Seats
I quite like these seats at Watford Junction station.
They would appear to give a nice perch to sit, whilst waiting for the train and also act as a crush barrier for the glass shelter behind.
They also give me something to hold, when a train goes through.
The train shown in the picture was a Tesco train between Tilbury and Daventry.
It went through the station at probably over 60 mph.
It had the usual smelly and polluting Class 66 on the front.
It took four hours 45 minutes for the journey, which included the Gospel Oak and Barking Line through London.
I did note earlier that the train seemed to be using modern wagons.
Are these wagons faster than those you generally see on UK railways?
Surely too, this is the type of train, that could be hauled by an electric locomotive with a Last-Mile capability, like a Class 88 Locomotive.
I would have thought, that Tesco could benefit, by using electric haulage, especially if the locomotive was appropriately liveried.
Is This The Shape Of Freight To Come?
This article on Rail Advent is entitled Eversholt Rail Unveils First Swift Express Freight Train In Doncaster.
It is a full report on the first of a new breed of freight trains based on redundant 100 mph electric multiple units.
Three Rail Problems
The rail industry, its financiers and customers have a lot of problems, they’d like to solve, but these three seem to be coming together to create a whole new industry.
Rolling Stock Leasing Companies Have A Surplus Of Redundant Rolling Stock
Most of the released rolling stock has been made redundant because of the arrival of new trains.
- Some trains and locomotives, like Greater Anglia’s Class 379 trains and Class 90 locomotives will probably be passed on to other operators.
- Some trains like Greater Anglia’s Class 315 trains and Govia Thameslink Railway‘s Class 313 trains and Merseyrail‘s Class 507 trains and Class 508 trains will probably only be fit for scrapping.
- Climate change ambitions will probably finish off anything which is elderly and diesel-powered.
What will be left will be a an assortment, which will contain a lot of trains with these characteristics.
- Four cars
- Can run in formations of 4, 8 and 12 cars
- Electrically-powered.
- Some trains are even dual voltage.
- 100 mph operating speed.
- Good reliability.
- Easy maintenance and modification if needed.
Many were even built over thirty years ago by British Rail Engineering Ltd.
As someone, who used to part-own a company that leased trucks to operators, I know that to maximise cash-flow and ultimately profits, you don’t want them sitting in a yard or a siding.
Conversion to zero carbon is one option.
- Porterbrook have said they will convert the Class 350 trains, that they own to battery-electric operation.
- Porterbrook have also converted some Class 319 trains to electro-diesel Class 769 trains.
- Porterbrook have also converted a Class 319 train to hydrogen operation.
- Eversholt Rail Group and Alstom are converting Class 321 trains to hydrogen operation.
I also believe that the redundant Class 379 trains will also be converted to battery-electric operation.
But there will still be a substantial number of quality trains, that need a second life.
The Growth Of Parcel Freight
Parcel freight traffic driven by on-line shopping, has boomed in the pandemic.
This type of traffic often originates from outside of the UK and enters the country at places like London Gateway or East Midlands Airport.
Much of it is currently distributed to large cities by truck, which in this day and age is not a green option, or even an option at all.
Rail Operations Group have leased ten Class 769 trains and 9 Class 319 trains with the intention of running parcel services under the Orion brand. I wrote about this proposal in A Freight Shuttle For Liverpool Street Station Planned.
Road Congestion
Road congestion is getting worse and there is bir much point in having product stuck on the motorway, when it can be running along at a 100 mph on an electrified rail line.
The Need For Just-In-Time Deliveries
Many factories these days work on the Just-In-Time principle, with product delivered just as its needed.
As an example Toyota build their cars at Burnaston near Derby, but the engines are built in North Wales. I suspect that they go across the country by truck.
Looking at maps, the engine plant could be rail connected and I feel one could be arranged at Burnaston.
Do they keep a good stock of engines at Burnaston?
I can see several situations like this needing a regular company train.
Fast Food
Because of Brexit we will need to be growing more of our own food.
Traditionally, the Class 43 power cars of InterCity 125 trains carried flowers and fish up from Cornwall.
So will we see rail provide an alternative.
Conclusion
Put these problems together and you can see a fair number of four-car electric multiple units being converted to short 100 mph electric freight trains.
Eversholt Rail Group‘s Swift Express Freight Train is very much a demonstrator for their ideas and it has some expected and unexpected features.
Based On A Class 321 train
The train is based on a four-car Class 321 train.
I rode one recently and I timed it at over 90 mph on the way to Southend.
Trolley Cages
Pictures in the Rail Advent article show a stripped-bare interior with a steel floor, with another picture showing three supermarket trolley cages arranged across the train.
One estimate in the article says that each coach can handle over fifty of these cages and up to nine-and-a-half tonnes of cargo.
Four Seats And A Toilet
Eversholt feel that some of the trains could be used in a Travelling Post Office mode and there may be a need for sorting en route, so two first-class seats, two second-class seats and a toilet are provided.
This train would enable an Anglo-Scottish parcel service.
- It might stop several times en route.
- At each stop parcels would be rolled out and in, perhaps with the help of a Harrington Hump.
- The on-train staff would sort the incoming parcels and put them in the required trolley for offloading.
I don’t think though, they’ll be delivering postal orders.
A Last Mile Capability
The article also disclosed that Eversholt were thinking of fitting a Last-Mile capability to the Swift Express Freight Train.
Batteries were mentioned and they would obviously work.
But one development recently is Porterbrook’s HydroFlex train, which has converted a Class 319 train to hydrogen power.
- The conversion was done by Birmingham University.
- It appears that all the hydrogen gubbins is underneath the floor, so cargo capacity would not be reduced.
I suspect underfloor hydrogen power could be very viable in an express freight train.
Fleet Size
The article talks of a fleet size of twenty and also says that the first train has been leased to an unnamed parcel distributor in the UK.
East Coast Main Line South Bi-Directional Capability
London has a rail capacity problem, for both freight and passenger trains.
This report from Network Rail is entitled The London Rail Freight Strategy (LRFS).
One of the secondary recommendations of the report is to use the bi-directional capability of the East Coast Main Line to create another freight route through London.
The report explains it like this.
The southern end of the East Coast Main Line, from Kings Cross to Stoke Tunnel (about five miles south of Grantham), is due to be the first part of a national main line to be fully converted to European Train Control System (ETCS) digital signalling.ETCS, because it does not rely on fixed lineside equipment facing one way or another, is bi-directional by nature.
This presents an opportunity for freight to make use of a new routeing at the southern end of the East Coast Main Line, which current signalling and track layout do not permit.
This strategy therefore proposes installing new track layout features that would facilitate this routeing for freight trains, enabling them to take advantage of the bi-directional capability brought about through ETCS deployment.
The main expected change would be the creation of a facing crossover at Bowes Park, to enable southbound freight trains to run onto the Down Enfield Viaduct in the up direction, before continuing onwards to the terminal at Ferme Park or accessing the Gospel Oak-Barking Line at Harringay.
This example shows an advantage of digital in-cab signalling.
This map from cartometro, shows the lines between Bowes Park and Alexandra Palace stations.
Freight trains coming from the North regularly take the Hertford Loop Line and arrive in North London at Bowes Park
Currently, they sneak down the Eastern side of the East Coast Main Line and then take a route across London, which probably uses the North London Line.
What is proposed is that with an extra crossover just South of Bowes Park station, freight trains will crossover and take Enfield Viaduct the wrong way to the Western side Alexandra Palace station.
The Enfield Viaduct is the track taken from Alexandra Palace station to Bowes Park station, by trains going to Enfield. It takes a bit of a loop to the West.
This second map from cartometro, shows the lines South of Alexandra Palace stations.
Note.
- Hornsey is the next station to the South of Alexandra Palace.
- The Eastern side of the East Coast Main Line is crowded with maintenance depots for trains.
- The orange line is the Gospel Oak to Barking Line.
By the use of digital signalling a new freight route through North London can been created.
Conclusion
How many other places can this technique be used?
Related Posts
These are related posts about the London Rail Freight Strategy (LRFS).
Decarbonisation Of London’s Freight Routes
Gauge Improvements Across London
Headway Reductions On The Gospel Oak To Barking, North London and West London Lines
Heavy Axle Weight Restrictions
Kensal Green Junction Improvement
Longhedge Junction Speed Increases
Moving The West London Line AC/DC Switchover To Kensington Olympia
Moving The West London Line AC/DC Switchover To Shepherd’s Bush
Stratford Regulating Point Extension
Gauge Improvements Across London
London has a rail capacity problem, for both freight and passenger trains.
This report from Network Rail is entitled The London Rail Freight Strategy (LRFS).
One of the secondary recommendations of the report is to improve the gauge across London.
The report explains it like this.
The portfolio of options developed from this strategy needs to include a cross-London programme of gauge clearance, to address existing gaps and open up new market opportunities for rail freight in the long-term future.
Priorities in this area include:
- Formal publication of W10 clearance on the North London Line from Kensal Green Junction to Acton Wells Junction. This section is currently only published as W9 but has been used for diversions of W10 traffic in the recent past.
- Further work to understand what would be required to achieve W12 clearance on the North London Line and Gospel Oak-Barking Line.
This stands to enable rail freight to take advantage of emerging opportunities in the short-sea market from the Essex Thameside ports
and is a priority for stakeholders.Continued development work towards gauge enhancement of the Channel Tunnel classic routes, which run through south and west London to Wembley.
The ultimate aim is to progress a programme of clearance works to achieve full W12, but opportunities to deliver incremental improvements by clearing for wagon and box combinations above what is possible today, but short of W12, are also being actively considered.
It appears to me, that a series of well-designed and well-defined projects is needed to update all those places, where loading gauge is insufficient.
In the Felixstowe And Nuneaton Freight Capacity Scheme, Phase 1 included increasing the loading gauge between Peterborough and Nuneaton to a loading gauge of W10.
This scheme involved the replacement of fourteen bridge and eleven tracking lowering/slewing schemes.
Conclusion
Gauge enhancement on a difficult railway has been performed successfully in several places in the UK and the bullet must be bitten to enhance the loading gauge appropriately, through London.
Related Posts
These are related posts about the London Rail Freight Strategy (LRFS).
Decarbonisation Of London’s Freight Routes
East Coast Main Line South Bi-Directional Capability
Headway Reductions On The Gospel Oak To Barking, North London and West London Lines
Heavy Axle Weight Restrictions
Kensal Green Junction Improvement
Longhedge Junction Speed Increases
Moving The West London Line AC/DC Switchover To Kensington Olympia
Moving The West London Line AC/DC Switchover To Shepherd’s Bush
Stratford Regulating Point Extension
