The afternoon sessions showcased innovations from industry. Sam Gilbert of Eversholt and Phil Read of Varamis Rail explained how a Class 321 passenger train have been converted into an express freight carrier, primarily aimed at the express parcels and online shopping markets. Five four-car units have been converted so far and trials have been undertaken to establish the best and quickest way to load and unload trains at main line stations. Varamis Rail is currently operating one unit between Glasgow and Birmingham five nights each week, and there are plans to extend this to London during 2023.
Operating a train capable of 100mph allows freight services to run between passenger services without the risk of delaying them, making timetabling much easier. A fully loaded four-car train is far more cost effective than operating the four articulated lorries it replaces, particularly as it can run straight into city-centre stations and rail-connected depots without encountering delays from a congested road network, and Phil urged parcel carriers to avail themselves of the service. “Use it or lose it,” he told them.
Ian Johnston, head of engineering at D-Gauge, introduced delegates to some of the intricacies and pitfalls of gauging. He explained that, while in theory a train carrying containers on flatbed wagons needs a line to be cleared to the W12 gauge, which lines in many parts of the country currently are not, using a common FEA-C wagon with a 2.5 metre (9ft 6in) container can open up many more routes to container traffic. He therefore proposed that Network Rail should clear routes for specific wagon types rather than the “one size fits all” W gauge classifications.
Another piece of fresh thinking was detailed by Simon Evans of Wabtec and Tim Danvers of Atkins. The Self-Powered Bogie Project proposes to fit freight wagon axles with traction motors and energy recovery systems. Electrical energy generated while braking the train can be stored on board, and then used to assist the train when starting from rest or climbing steep gradients. This approach will reduce carbon emissions, energy consumption and operating costs.
A new traction motor is currently being designed and prototypes will be available towards the end of next year. Trials will then run until 2025 after which the system will go into production.
Knorr-Bremse, although a German company, has its Centre of Excellence for Brake Control in the UK. The company is working to solve some of the rail freight industry’s problems through improved monitoring and data analysis. Features such as derailment detection, axle lock and wheel slide prevention, location monitoring and wheel profile checking are all included in the programme.
Instrumental is a company in the Unipart Rail group. Sam Bussey described how it is also working on data monitoring by developing ‘Paradigm Insight’, which uses ruggedised sensors to record data on a train’s systems and performance, allowing potential failures to be identified and then corrected during routine maintenance rather than waiting for a costly failure to occur.
To complete the presentations, Steve Freeman and Paul Bathgate described the facilities now available at Doncaster’s iPort inland terminal and how initiatives such as the RailX freight booking system can increase the utilisation of intermodal freight trains, currently running at about 75 per cent, by allowing hauliers to book loads onto otherwise empty wagons at short notice.
The event then closed and, following a few final remarks from Milda and a plug for RIA’s Innovation Conference, being held at Nottingham on 28/29 March, delegates boarded a coach for a tour of the iPort facility.