GB Railfreight Plans Order For Future-Proofed Bi-Mode Locomotives
The title of this post, is the same as that of this article on Railway Gazette.
This is the introductory paragraph.
GB Railfreight is planning to order a fleet of main line electro-diesel locomotives with a modular design which would facilitate future replacement of the diesel engine with a battery or hydrogen fuel cell module.
The rest of the article gives clues to the deal and the specification of the locomotives.
- Negotiations appear to have started with Stadler for locomotives to be built at their Valencia plant.
- Twenty locomotives could be ordered initially, with options for thirty.
- The locomotive will be Co-Co bi-modes.
- The diesel engine will be for heavy main line freight and not just last-mile operations.
- They would be capable of hauling freight trains between Ipswich and Felixstowe, within two minutes of the times of a Class 66 locomotive.
- They will be of a modular design, so that in the future, the diesel engine might be replaced by a battery or fuel cells as required and possible.
They have provisionally been called Class 99 locomotives.
These are my thoughts.
EuroDual or UKLight?
Stadler make two types of bi-mode locomotives.
But the two types are closely related and open up other possibilities.
This paragraph from the Eurolight wikipedia entry, explains the various versions.
The type has been intentionally developed to support use on secondary lines without limiting power or speed performances, making it suitable for mixed traffic operations. Specific versions of the Eurolight have been developed for the United Kingdom market, and a 6-axle Co’Co’ machine for narrow gauge Asian markets, named UKLight and AsiaLight respectively. Furthermore, an electro-diesel locomotive derivative of the UKLight that shares much of its design, referred to as the Stadler Euro Dual, has also been developed and introduced during the late 2010s.
It looks like the customer can get the locomotive they want.
GB Railfreight would probably need locomotives to this specification.
- Slightly narrower than a EuroDual, to fit the UK loading gauge.
- Three-axle bogies to handle the weight of the larger locomotive.
- A body bigger than the UK Light to be large enough for the diesel engine.
- It would probably help if the locomotive could go anywhere that a Class 92 locomotive could go, so it could handle their duties if required.
This leads me to the conclusion that GB Railfreight will get a slightly narrower EuroDual.
Weight Issues
The weights of various locomotives are as follows.
- Class 66 Locomotive – 129.6 tonnes
- Euro Dual – 126 tonnes
- Class 90 Locomotive – 84.5 tonnes
- Class 92 Locomotive – 126 tonnes
All locomotives have six axles, except for the Class 90 Locomotive which has four.
I don’t think there will be any weight issues.
Power On Electricity
These are the power of the locomotives on electricity.
- Class 66 Locomotive – Not Applicable
- Euro Dual – Up to 7 MW
- Class 90 Locomotive – 3.7 MW
- Class 92 Locomotive – 5 MW
GB Railfreight can probably have what power is best for their routes.
Operating Speed On Electricity
These are the power of the locomotives on electricity.
- Class 66 Locomotive – Not Applicable
- Euro Dual – 100 mph
- Class 90 Locomotive – 110 mph
- Class 92 Locomotive – 87 mph
GB Railfreight can probably have what power is best for their routes, but I suspect they’d want it to be as fast as a Class 90 locomotive.
Power On Diesel
These are the power of the locomotives on diesel.
- Class 66 Locomotive – 2.5 MW
- Euro Dual – Up to 2.8 MW
- Class 90 Locomotive – Not Applicable
- Class 92 Locomotive – Not Applicable
To be able to handle trains, that a Class 66 locomotive is able to, 2.5 MW would probably suffice.
Could The Locomotives Use The Channel Tunnel?
I suspect that diesel locomotives are not liked in the Channel Tunnel because of all that flammable diesel.
But in the future, when there is a battery-electric variant, I would suspect that would be allowed.
In UK To France Automotive Train Service Launched, I talked about Toyota’s new service between Toton in England and Valenciennes in France via the Channel Tunnel. A locomotive with sufficient battery range might be ideal for this service, if it could handle the Market Harborough and Toton section, which is likely to be without electrification for some years.
Will The Locomotives Have Third Rail Shoes?
If their power on electricity is such that they can stand in for Class 92 locomotives, then there may be a need to fit all or some of the locomotives with third rail shoes.
As an example, they might be useful in taking freight trains to and from Southampton or the Channel Tunnel.
Conclusion
I feel that, as the locomotive must fit current routes and schedules, so I wouldn’t be surprised to see the following specification.
- UK loading gauge.
- Co-Co
- Class 90 locomotive power and operating speed on electricity of 3.7 MW and 110 mph.
- Class 66 locomotive power and operating speed on diesel of 2.5 MW and 75 mph.
- Ability to change between electric and diesel power at speed.
- Ability to haul a heavy freight train out of Felixstowe.
- Ability to haul passenger trains.
Stadler will have one eye on the fact, that if they get this design right, this order for up to fifty locomotives could be just the start.
It certainly seems a locomotive designed for the UK’s railway system.
Rail Freight ‘Booming’ Because Of HGV Driver Shortage
The title of this post, is the same as that of this article on Rail News.
These are a few points from the article.
- Tesco currently send 65,000 containers per year by train and are increasing this figure to 90,000.
- Tesco are also planning to run special wine trains.
- Dunelm is reported to have agreed a lease for a new warehouse at the Daventry rail terminal, creating another 70 jobs.
- CB Railfreight is running 400 trains per day.
- GB Railfreight trained seventy drivers in the last year.
- The number of people employed at the Daventry International Rail Freight Terminal, will rise by another 4,000 in January when a new section opens.
One Freight Operations Manager is quoted as saying business is booming. He believes that the truck driver shortage and thought for the environment are driving the growth in rail freight.
Class 319 Train Used In GB Railfreight Parcel Test At London Euston
The title of this post is the same as that of this article on Rail Advent.
This is the introductory paragraph.
GB Railfreight has used a Class 319 train during a successful trial of former commuter trains for express parcel delivery services.
Other points from the article.
- Standard roll-cages can be loaded and offloaded at most major stations.
- A substantial amount of cargo can be carried.
- GBRf is talking to the Government about deliveries to hospitals.
It should be noted that the Class 325 trains that are used to move goods for Royal Mail are based on Class 319 trains.
- Both trains are based on the legendary Mark 3 coach.
- There are sixteen of these Royal Mail trains.
- Each train is four cars.
- Each car can hold up to twelve tonnes.
- They are capable of 100 mph like the Class 319 trains.
- Class 319 trains are being converted into bi-mode Class 769 trains for use by Rail Operations Group as parcel trains.
As there are still at least fifty Class 319 trains still available for modification, will it mean a more will be converted into parcels trains?
Two Unrelated (?) Stories About Rail Freight
Today there are two news stories about rail freight on the Internet.
- There Has ‘Never Been A Better Time’ To Invest In Rail Freight–Report on Railnews
- New Owner For GB Railfreight on Rail Magazine.
I’ll sketch out a few details from both stories.
Invest In Rail Freight
This is the first paragraph of the news story.
A new report published by the Rail Freight Group today is outlining how an ‘ambitious growth strategy’ for rail freight over the next ten years could be worth between £75 billion and £90 billion in environmental and economic benefits.
The report was written by well-respected rail commentator; Stephen Joseph
Recommendations include.
- A new approach from national and local government.
- New investment
- More investment in the Strategic Freight Network.
- Increased electrification
- New rail linked terminals
- Reforms to planning laws
- High speed freight services to city centres.
- Road pricing could also be used to encourage a shift to rail.
The Rail Freight group’s director general Maggie Simpson is quoted as saying. With renewed focus on the environment, and with new trade opportunities on the horizon, there has never been a better time to invest in rail freight.
Note that invest or investment is mentioned five times in the short news story.
New Owner For GB Railfreight
This is the first paragraph of the news story.
Hector Rail Group has sold GB Railfreight to Infracapital – the unlisted infrastructure equity arm of M&GPrudential.
This article in Rail Magazine was published in July 2017 and is entitled GB Railfreight In ‘Locomotive Acquisition’ Talks.
GB Railfreight has a fleet of seventy-eight Class 66 locomotives with other locomotives in the ageing category. Some of their work like hauling the Caledonian Sleeper needs well-presented reliable locomotives, so perhaps they need to update their image.
Would being owned by Infracapital give the company better access to finance for a renewed fleet?
The previous article indicated, that new investment in infrastructure, like selective electrification, railfreight terminals and perhaps freight loops is needed in the UK Strategic Freight Network.
Would Infracapital be prepared to fund this infrastructure, where it made their locomotives more profitable?
Consider.
- Partial electrification of the Felixstowe Branch Line might enable a hybrid Class 93 locomotive to haul the heaviest intermodal freight trains between Felixstowe and Ipswich. This improvement would also allow Greater Anglia’s Class 755 trains to run partially on electricity on the route.
- Doubling of the single-track between Soham and Ely would increase the number of freight paths across Suffolk.
- Reworking of junctions at Haughley and Ely would also speed up freight trains across Suffolk.
These are just three examples from an area I know well, but in how many places in the UK would smaller projects improve the profitability of new locomotives.
Infracapital would also be paid track access charges for their small sections of infrastructure. So well-planned improvements would have two revenue streams. And both would have a lifetime of thirty to forty years.
Case Study – Partial Electrification Of Felixstowe Branch Line
The Felixstowe Branch Line has now been double-tracked to create a passing loop to the West of Trimley, which allows more freight trains per day into and out of the Port of Felixstowe.
I believe that if sections of the branch line were to be electrified, that a diesel/electric/battery Class 93 locomotive would be able to haul a maximum weight intermodal freight train from Felixstowe to Ipswich.
The freight train would continue South and would use electric power to go to Bristol, Cardiff, Glasgow, Liverpool and Manchester using existing electrified routes through London.
In Issue 888 of Rail Magazine, there is a short article, which is entitled Battery Power Lined Up For ‘755s.‘
This is said.
Class 755s could be fitted with battery power when they undergo their first overhaul.
Stadler built the trains with diesel and electric power.
The Swiss manufacturer believes batteries to be the alternative power source for rail of the future, and is to build tri-mode trains for Transport for Wales, with these entering traffic in 2023.
Rock Rail owns the Greater Anglia fleet. Chief Operating Office Mike Kean told RAIL on September 4 it was possible that when a four-car ‘755/4’ requires an overhaul, one of its four diesel engines will be removed and replaced by a battery.
I suspect the battery size and electrification can be designed, so that the trains can work the twelve mile branch without using diesel power.
I can envisage a time, when the following trains on the Felixstowe Branch are zero-carbon.
- Freight trains between Felixstowe and London via Ipswich.
- Passenger services.
That will be a substantial improvement in environmental credentials.
Conclusion
There is more to this than an insurance and fund management company, funding locomotives.
Suppose GB Railfreight see an opportunity to deploy a new fleet of locomotives on a valuable contract, but perhaps a missing piece of infrastructure, stops them from running the service. Will they then approach their parent company; Infracapital, to see if they can help?
Are we seeing the first green shoots of realism in the financing of much-needed improvements to the UK rail network.
If it works out well, I don’t think that Infracapital will mind the good publicity.
,
Grayling Gives Green Light To Double Track On Part Of Felixstowe Line
The title of this post is the same as that of this article in the East Anglian Daily Times.
This page on the Network Rail web site gives more details.
This is said.
Building the additional track will help increase the capacity of the Felixstowe branch line and take lorries off the road. It will also mean more reliable journeys for passengers traveling between Ipswich and Felixstowe.
There is also this map, which shows where a second track is being added to the Felixstowe Branch Line between Trimley station and Grimston Lane level crossing.
Note that six level crossings are also being removed, with the one at Gun Lane being replaced with a bridge, which seems to be a bit controversial.
Freight Traffic On The Line
The East Anglian Article says this.
This will allow up to 47 freight trains to run per day, 14 more trains than can currently run on the single line. Each train can carry the equivalent of 60 lorry loads, meaning fewer lorries on busy roads such as the A14.
That is quite a lot of freight and a forty-two percent increase in the number of trains.
Trimley Station
Trimley station will be the Southern end of the new track.
This Google Map shows Trimley station.
Note.
- Cordy’s Lane crossing the line at Trimley station.
- The line to Flelixstowe Port (North) going South.
- The line to Felixstowe station going straight on.
Judging by the number of houses on the South side of the track, I would assume that an automatic level crossing is being installed there.
Noise, Smell And Vibration
The Felixstowe Branch Line illustrates one of the problems of the various freight locomotives and especially the ubiquitous Class 66 locomotive. The locomotives are not particularly environmentally-friendly, especially when they are hauling up to forty truck with containers.
I think that some parts of the branch need to have noise mitigation measures installed, otherwise there will be serious levels of complaint.
New Locomotives Are Needed
This article in Rail Magazine is entitled GB Railfreight In ‘Locomotive Acquisition’ Talks, so at least one company thinks so!
In Jumbo Trains Are Arriving, I mused about the type of train required.
I came to this conclusion.
Some more powerful freight locomotives are needed, but the designs should be available.
I would add to that now. The locomotives would need to be dual-mode and a lot more environmentally-friendly/
From Hastings To The Czech Republic Via The Highlands Of Scotland
When British Rail drew up the specification for the Class 73 electro-diesel locomotive, in the early 1960s, they decided the locomotives would have the following characteristics.
- The ability to go anywhere on the then Southern Region’s third rail electrified network.
- The ability to travel on Southern Region’s non-electrified lines using the onboard diesel engine.
- The ability to haul a heavy train at over 80 mph.
- The ability for multiple working, with virtually all other trains in Southern Region.
One of the side-effects of this specification was a narrow profile, so that the locomotives could use the narrow tunnels of the Hastings Line.
This Class 73 locomotive at Tonbridge station certainly doesn’t look fat.
In recent years, the remaining Class 73 locomotives have found themselves various niche uses.
- At one time, Class 73 locomotives pulled a rake of Mark 2 coaches to form the Gatwick Express.
- Gatwick Express/Southern still retains one locomotive for Thunderbird duties.
- Eurostar used two locomotives to rescue failed Class 373 trains.
- GB Railfreight use several examples to pull engineering trains.
- Merseyrail used four for shunting and departmental duties.
- South West Trains use an example for Thunderbird duties.
For a locomotive designed over fifty years ago, they turn up in a wide range of places.
As many are in effect last-resort traction, when you do see one on the main line, it is usually looks to be clean and in top class condition.
But in the last couple of years, Class 73 locomotives have started working on perhaps the most high-profile niche market of all. This article in Rail Magazine, which is entitled Rebuilt ‘73/9s’ take over all Caledonian Sleeper work, describes the locomotives use in hauling the Highland portions of the Caledonian Sleeper to and from Edinburgh.
Perhaps the last laugh for the Class 73 locomotive is detailed in this article in Rail Magazine, which is entitled Czech trip for Caledonian Sleeper Class 73. One of the class will be sent to the Velim test track in the Czech Republic to assist in the testing of the new Mark 5 coaches for the Caledonian Sleeper.
Coal’s Economic Victims
Coal still claims victims, but these days, the biggest ones are economic and corporate.
In the United States, this article has been published on Bloomberg, with a title of Coal Slump Sends Mining Giant Peabody Energy Into Bankruptcy.
The article makes these points.
-
Biggest U.S. producer felled by cheap gas, China slowdown
-
Environmental costs could complicate miner’s reorganisation
How many US pensions have lost value because Peabody was considered a safe investment?
As fracked cheap gas is given as the reason for Peabody’s fall, don’t think that the US is swapping one dirty fuel for another!
- When you burn coal, which is virtually pure carbon with impurities, you create a lot of carbon dioxide and spread the impurities, which are sometimes quite noxious over a wide area.
- But natural gas is mainly methane, which is one carbon atom and four of hydrogen. So burning gas creates a lot of water, as well as less carbon.
I seem to remember that to get the same amount of heat energy from natural gas, as from a given quantity of coal, you only create about forty percent of the carbon dioxide.
This page on the US Energy Information Administration probably can lead you to the answer.
In the UK, there are two recent stories on Global Rail News.
Rail freight is going through a bit of a crisis in the UK, because we are burning much less coal in power stations.
As coal is moved to power stations by diesel-hauled trains in the UK, from open-cast sites and the ports, the burning of less coal in power stations is having a serious effect on rail freight companies.
At least, if any train drivers are made redundant, there are plenty of vacancies for drivers of passenger trains and I’ve yet to meet a freight train driver, you likes the dreaded Class 66 locomotives, with all their noise, vibration and smell, that generally pull coal trains.
But it’s not all bad news, as this article from the Railway Gazette, which is entitled Freightliner wagons use recycled coal hopper components, shows. This is said.
Freightliner has taken delivery of the first of 64 open wagons which are being built by Greenbrier Europe using bogies and brake components recovered from coal hoppers made redundant as a result of the decline in coal traffic.
Freightliner Heavy Haul needed a fleet of high capacity box wagons for a new contract to haul construction materials for Tarmac, and decided to investigate the possibility of using recycled parts from redundant Type HHA 102 tonne coal hoppers. With assistance from engineering consultancy SNC Lavalin, Freightliner and Greenbrier Europe identified that with some modifications the bogies and some of the braking equipment would be compatible with an existing design of Greenbrier box wagon.
To a small extent, the movement of aggregates around the country by rail instead of truck, is replacing the coal trains on the the railways.