Freight terminal electrification prototype.

[MackemPacer]

Materials Handling World magazine have an article on a Furrer & Frey prototype to be used to wire up freight terminals. They are to use "movable overhead cables" at the Tarmac plant at Dunbar as part of the 'Decarbonisation and Electrification of Freight Terminals (DEFT)' project. Other companies involved include, DB Cargo, Freightliner, GB Railfreight and ERMEWA and VTG, who are a wagon leasing groups.

"The prototype by Furrer+Frey involves moveable overhead cables that will allow freight trains to move into position then retract to enable safe loading and unloading, called the Moveable Overhead Conductor-rail System".

Further details are at mhwmagazine.co.uk/prototype-funded-to-electrify-uk-rail-freight-terminals.

If this is successful, could this provide the incentive needed for further freight traffic, both containers and open box, to switch and be electrically hauled throughout?

 

[waverley47]

You'd need at least one other electric terminal somewhere on the network for this to work, so I'm doubtful. As far as I'm aware, the easiest to compliment this would be viewpark near uddingston, but that's only three or four trips a week.

If this does work, it could be a game changer. There are a lot of relatively short bulk flows that could be easily moved over.

The problems remain however, a lack of electric traction and cost. No use installing this is there aren't any electric locos, and no use buying those locos if they can't go everywhere they're needed.

 

[Legolash2o]

Can't they just have smaller batteries for the locomotive so it has enough juice to get in and out of the yard?

 

[ExRes]

Can't they just have smaller batteries for the locomotive so it has enough juice to get in and out of the yard?

I've absolutely no idea of the haulage ability of batteries, what would the requirement be to enable a 2500 ton aggregate train to be moved?

 

[Bald Rick]

I've absolutely no idea of the haulage ability of batteries, what would the requirement be to enable a 2500 ton aggregate train to be moved?

A battery. As long as the motors get enough juice, not a problem. The motors don’t care where the juice comes from (OLE, battery, engine). Hence the Class 93, and the Clayton battery shunting locos.

 

[NotATrainspott]

I've absolutely no idea of the haulage ability of batteries, what would the requirement be to enable a 2500 ton aggregate train to be moved?

All-Electric 2021 Ford F150 Pulls a Train – Towing Capability Demonstration

You don't need that much to get a train moving.

Custom equipment seems like a complete waste of time when the industry is going to adopt battery technology on a massive scale. There will always be some siding or loop that would need to be wired too for a non-battery-equipped train to manage a freight flow reliably.

 

[ExRes]

A battery. As long as the motors get enough juice, not a problem. The motors don’t care where the juice comes from (OLE, battery, engine). Hence the Class 93, and the Clayton battery shunting locos.

I can see a battery loco doing the job as it will have been made specifically, but can any current or proposed loco carry enough battery power to move heavy freight?

 

[MackemPacer]

You'd need at least one other electric terminal somewhere on the network for this to work, so I'm doubtful.

This is a stated as prototype, a demonstration of actual hardware. Much better to show something actually working rather than a computer simulation of an idea.

As far as I'm aware, the easiest to compliment this would be viewpark near uddingston, but that's only three or four trips a week.

There must be a reason why Dunbar was chosen, whether this is because it's quiet and so not disruptive to the operations, it's location (it is in Scotland and they do have serious plans to electrify the vast majority of their lines), joint programme with academia, or there is/will be of use for an actual/future traffic flow, but that's getting into speculation.

If this does work, it could be a game changer. There are a lot of relatively short bulk flows that could be easily moved over.

The problems remain however, a lack of electric traction and cost. No use installing this is there aren't any electric locos, and no use buying those locos if they can't go everywhere they're needed.

I agree that it's a bit of a chicken and the egg scenario, however not wishing to venture into any speculation, one of the companies involved has certain locos in 'warm storage.'

 

[waverley47]

This is a stated as prototype, a demonstration of actual hardware. Much better to show something actually working rather than a computer simulation of an idea.

There must be a reason why Dunbar was chosen, whether this is because it's quiet and so not disruptive to the operations, it's location (it is in Scotland and they do have serious plans to electrify the vast majority of their lines), joint programme with academia, or there is/will be of use for an actual/future traffic flow, but that's getting into speculation.

I agree that it's a bit of a chicken and the egg scenario, however not wishing to venture into any speculation, one of the companies involved has certain locos in 'warm storage.'

It's Colas's operation currently, and even though gbrf look like they'll get hold of it (and the opportunity to use a 92 from the sleeper run while it would otherwise site at polmadie) that's still a big if.

This project may be a prototype, but it still represents a serious cash commitment. And until you can reasonably use that investment in revenue service, it doesn't matter if it's sensible or not, it's simply without a use.

I support this in theory, but oxwellmains isn't exactly a quiet terminal, and nor does it serve flows with long distances under the wires. It seems a bit of an odd place. Granted, the Scottish government have been looking for a solution for this particular problem a while, and company behind it appears to have received a government grant to work on this particular problem, but even so.

 

[XAM2175]

Further details are at mhwmagazine.co.uk/prototype-funded-to-electrify-uk-rail-freight-terminals.

This isn't actually a link, and I get a Not Found error when I go to it manually.

 

[MackemPacer]

Hmm.. Here's an alternative. Fingers crossed this works !

Prototype funded to electrify UK rail freight terminals - MHW Magazine [MHW Magazine] - RAILSCOT

RailScot, a history of Railways with an emphasis on Scottish Railways. Photographs, maps, news, queries and more.

www.railscot.co.uk

 

[stuu]

Hasn't this been done before? I'm sure I have read about container yards with similar installations

 

[The exile]

Surely the point of something like this is not that it is a “magic key” that will suddenly release a torrent of electric freight - but the ( potential) removal of one of the obstacles to doing so. There is presumably little practical difficulty in wiring up a “downward discharge” siding - but little point in doing so if the train that arrives there over an entirely electrified route is diesel hauled because the “overhead loading” siding at the start of the journey can’t be electrified because the wires get in the way. Once they no longer necessarily get in the way, things may be different. As with all matters whether there is more than one “ blocker”, removing the first one doesn’t make much of a difference, but someone’s got to make the first move.

 

[Bald Rick]

I can see a battery loco doing the job as it will have been made specifically, but can any current or proposed loco carry enough battery power to move heavy freight?

Yes! The class 93.

 

[furnessvale]

I believe Switzerland,and probably other countries, have used catenary in sidings that can be isolated without a huge fuss. The only remaining problem is to find unloading equipment that, whilst it may foul electrical clearances, does not touch the actual equipment.

Seems a much simpler solution for many locations.

 

[The exile]

This presumably therefore being an option for where the simpler solutions wouldn’t work

 

[furnessvale]

This presumably therefore being an option for where the simpler solutions wouldn’t work

Correct, which begs the question why have we not attempted to use the simple solution before trying the usual UK complicated, and expensive answer?

 

[Legolash2o]

Shame they can't just have a really really long mains extension cable and unplug it as the loco leaves. On that note, I'll leave now

On a serious note. There probably plenty of other options. Short range battery or wireless charging from under the tracks, to name a few.

 

[The exile]

Correct, which begs the question why have we not attempted to use the simple solution before trying the usual UK complicated, and expensive answer?

Presumably if a company wishes to demonstrate a prototype they are likely to offer to do it at less than cost ( which may then be less than the cost of the simpler, already available, alternatives) I’m sure that in the past heritage railways have benefitted from demonstrations / testing of prototype methods of working effectively being done for free as part of product development. More sensible to demonstrate prototype OLE where it might actually be of use.

 

[Carlisle]

Shame they can't just have a really really long mains extension cable and unplug it as the loco leaves.

Sounds a lot simpler than what’s actually being done, just install an industrial version of those charging points currently appearing in thousands of UK car parks.

 

[furnessvale]

Shame they can't just have a really really long mains extension cable and unplug it as the loco leaves. On that note, I'll leave now

On a serious note. There probably plenty of other options. Short range battery or wireless charging from under the tracks, to name a few.

You may jest, but many overhead gantry cranes have just such a system to allow them to move around.

Worth looking at as a viable alternative.

 

[Maltazer]

Or just use a diesel shunter, and electrify the reception sidings. There's no need to stop all carbon usage, just most of it.

 

[ExRes]

Yes! The class 93.

Ah yes, Project Unicorn, I hope this electrification project has a long introduction date

 

[Taunton]

The "simplest solution" is a long rake of old wagons kept at site, which allow an electric loco to position the freight train while staying under the wires.

Done in several places, eg train ferries, where a locomotive is not allowed on the linkspan or ship. Some factory installations as well.

 

[The exile]

The "simplest solution" is a long rake of old wagons kept at site, which allow an electric loco to position the freight train while staying under the wires.

Done in several places, eg train ferries, where a locomotive is not allowed on the linkspan or ship. Some factory installations as well.

Not, of course, if the siding is actually a loop off the main line.

 

[59CosG95]

Here's the full article for those who can't access it:

A prototype electrified rail freight terminal in Dunbar is one of 30 projects to have received funding from Innovate UK and the Department for Transport as part of the First of a Kind 2021 rail innovation competition.

Engineering firm, Furrer+Frey GB, will use the funding to develop an overhead conductor system specifically designed for UK freight terminals, which currently rely on diesel shunters.

Tarmac will host the development and trialling of the concept at their cement plant in Dunbar on the East Coast Mainline.


Despite many rail freight terminals being next to electrified railways, the overhead cables must stop short of the terminals, so the trains can be loaded and unloaded safely.

All freight terminals in the UK today rely on diesel shunters to move trains into position, which comes with added time, fuel, noise and pollution.

The prototype by Furrer+Frey involves moveable overhead cables that will allow freight trains to move into position then retract to enable safe loading and unloading, called the Moveable Overhead Conductor-rail System.

By making rail freight quicker and greener, it could help shift more freight from road to rail with significant benefits for UK carbon emissions. Moving goods by HGV produces nine times the emissions of the equivalent amount moved by rail (per tonne per kilometre).

Diesel is also a major source of air pollution, particularly in towns and cities, and a shift away from the fuel will help efforts to improve air quality, particularly for urban rail freight terminals.

The Decarbonisation and Electrification of Freight Terminals (DEFT) project is being led by Furrer + Frey with support from Tarmac and Rail Forum Midlands. The project has the backing of major rail freight companies including Tarmac, VTG, DB Cargo, Freightliner, GB Railfreight and ERMEWA.

The project will last for nine months and is due to finish in March 2022.

Noel Dolphin, Head of UK Projects, Furrer+Frey, said:

“Electric rail freight can become a quick, green and pollution-free alternative to lorries on our roads.

“We’re really happy to have our entry win funding from Innovate UK to design a new system and trial it in Scotland.

“The system is tried-and-tested at passenger train depots, but no working system has been developed to deal with the challenges of UK freight.

“We hope that DEFT will eliminate one of the last remaining barriers to full electrification, ensuring diesel can be completely squeezed out of freight operations, paving the way to net-zero.

“We are grateful for Tarmac and the Rail Forum Midlands’ support to make it happen.”

Chris Swan, Head of Rail, Tarmac said:

“As highlighted in a number of recent strategic papers on the future of a decarbonised freight railway, electric traction is an important option for it to be a success.

“However, finding a practical yet cost effective solution for the many UK terminals must be researched further if we are to take advantage of it.

“We’re delighted to be taking part in this work with Furrer+Frey to look at the challenges faced at terminal operations, which is currently being explored at our cement plant at Dunbar where rail is an integral part of current and future operations.”

Robert Hodgson, Engagement Manager, Rail Forum Midlands, said:

“The DEFT project was an excellent submission to our challenge on decarbonisation for Small and Medium Enterprises.

“We are delighted that it has secured Department for Transport and Innovate UK First-of-a-Kind funding, enabling progression to the next phase of development.

“This success demonstrates the real value of our SME challenges and together with the collaborations being created as a result, and we look forward to more SMEs getting involved in future challenge opportunities.”

Furrer+Frey GB have installed similar retractable systems at passenger train depots, for instance at the Temple Mills Eurostar depot but no such system has been successfully developed for the distinct needs of rail freight, which include the overhead loading and unloading of goods and movement of the loading machinery.

Note the last line - it'll be very similar to the moveable conductor bar at depots (but tailor-made for freight terminals) - I personally think this is the most likely way to electrify freight terminals without relying on 'captive' wagons in each terminal.

 

[furnessvale]

The "simplest solution" is a long rake of old wagons kept at site, which allow an electric loco to position the freight train while staying under the wires.

Done in several places, eg train ferries, where a locomotive is not allowed on the linkspan or ship. Some factory installations as well.

This "simple" solution predictates that the siding has to be twice the required working length. With a 775m train that make the siding 1550m long!

 

[Irascible]

Or just use a diesel shunter, and electrify the reception sidings. There's no need to stop all carbon usage, just most of it.

Or even a battery shunter, or a fuel cell one, or if you must use an IC engine, biodiesel.

Interesting idea, but surely last-mile batteries would be the sensible solution - you've just converted every terminal at once then. What's the maintenance on movable catenary like?

 

[zwk500]

Interesting idea, but surely last-mile batteries would be the sensible solution - you've just converted every terminal at once then.

Agreed.

 

[Taunton]

This "simple" solution predictates that the siding has to be twice the required working length. With a 775m train that make the siding 1550m long!

Not necessarily. The reach wagons can be kept on an adjacent siding and just pulled back and shunted onto the end of the train. If the freight facility is quite close to the running lines the loco may even be able to stay on the main line while positioning the load.

Think simple. Let's not Gold Plate solutions.