Issue 42 Freight Tracks

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WABTEC GAMBLES

Moveignites debate and raises the important question: will rail follow Germany's example and abandon the troublesome new technology?

Jonathan Webb looks into the future of freight railroad locomotion

Wabtec is pushing ahead with a policy that could see the company's first hydrogen prototype take to the rails as soon as 2027. The locomotive builder states that diesel locomotives can be converted relatively easily to burn hydrogen and use zero emission fuel cell

GAMBLES ON HYDROGEN

and operate more sustainably.”

Philip Moslener, Wabtec’s corporate vice president for advanced technologies, denied suggestions that hydrogen powered freight locomotives was a “fringe thing” and was adamant that hydrogen would replace diesel locomotives in due course. Moslener did, however, signal a note of caution amongst his optimism. While noting that hydrogen pro-

duces no harmful emissions, the vice president was forced to admit that due to the gas costing significantly more than diesel, that “It is not economically viable today.”

This economic situation is not expected to change until at least 2030 and even then the cost is expected to only be approximately equal to diesel fuel. Germany is an illustration of how things can change almost

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overnight – up until the Ukranian conflict, the country was set to import hydrogen from Russia. Instead, it was forced to reactivate its coal-fired power stations. Such was the desperate situation at one point, the German government gave priority to coal and oil trains over passenger trains. Who is to say what could happen on the world stage between now and 2030? Had fighting not broken out, there is no guarantee that hydrogen would have been the preferred choice for rail in Germany, anyway.

Only this August, German train manufacturer, Stadler, told journalists that hydrogen trains are more complex to maintain than their battery-electric equivalents and are likely to lose out in the German train market, due to battery traction having the flexibility to travel on almost any route.

Steffan Obst, the head of German sales at Stadler, stated: “If the tenders are open to all technologies and the only condition is a potentially CO2-free drive, we have observed that the battery almost always prevails over hydrogen.” Other problems that Germany faced with hydrogen trains included The trains requiring new hardware and software to be retrofitted for their routes, driver shortages left no spare time to educate them on running hydrogen trains and there were troubles at the hydrogen refuelling station in winter.

Such were the frustration that Germany's Lower Saxony government abandoned the project this summer, just a year after the first hydrogen train entered service. Battery powered trains and trams are proving the dominant force in the UK too, with Midland Metro trams and Great Western Hitachi built trains making use of batteries as part

of a hybrid combination and no prospect of a hydrogen powered train entering service anytime soon.

In the face of such uncertainties, the US Government is going ahead with investing $7 billion to develop up to ten hydrogen production and storage hubs – with Canada taking a similar path. Wabtec's stated objective is that its research into hydrogen traction will keep pace with hydrogen production in North America.

While Moslener eagerly awaits the day that Wabtec will be able to mass produce a freight locomotive powered by hydrogen fuel cells, combined with a battery pack to store electricity – thus consigning diesel-electric powered locomotives to the scrapyard, he is realistic enough to know that at the moment it must remain a future aspiration. One of the main obstacles is that current technology means that fuel cells lack the energy density for a freight locomotive to haul a heavy load. It would require 3,300 kilowatts of power – or ten times what’s available from fuel cells that can fit on a locomotive today. Never one to be give up, Moslener is defiant that one day the technology will be available to turn the dream into reality. “We will get there,”,the vice president says.

According to Moslener, a 'stop gap' solution could be to insert one of the company's FLXdrive battery-electric locomotives into the train. Such fuel cell switching traction may be available relatively soon. The two types of locomotive would be reliant on different energy-management systems, due to fuel cells working at their most efficient when producing a consistent output of power. In practice this would mean that the FLXdrive locomotive would have to source

its energy from batteries, as opposed to fuel cells. The main locomotive, due to relying on steady power demands, could make use of a fuel cell/battery combination.

A battery/diesel hybrid project for Chiltern Railways has just been abandoned, only months after a fanfare launch, after failing to live up to expectations and the company is now running some of its diesel trains on vegetable oil. One rail industry insider threw up his hands and said “Why are they throwing all this money at everything, except the obvious solution of electrification?”

Retrofitting

Another option is the burning of hydrogen by internal combustion engines, which Moistener describes as a “viable solution” even more so where a transition in technology is involved. Wabtec's vice-president is upbeat about this solution, commenting: “The

nice thing about internal combustion engines is it’s engines. We know engines. Customers are comfortable with engines. They know how to maintain them. They know how to operate them.”

As ever, there are always obstacles to overcome with any new technology – this being no exception.

The major technical issue facing engineers is how to transport hydrogen to the combustion chamber. Hydrogen, as does liquified natural gas, requires a spark for ignition to occur.

Over time, metal that is constantly exposed to hydrogen can become brittle –leading to expensive and time consuming repairs. Wabtec is hoping to overcome this issue and is currently working on a government funded programme that it hopes will lead to the production of a single-cylinder, hydrogen-fueled engine that uses port injection. The initial aim is to burn at least 50/50 mix of hydrogen and diesel – something that

is achievable if using a low-pressure injection system. Wabtec would like, eventually, to reach a 90/10 mix – this only being possible by using high-pressure direct injection. Diesel is vital to ignite the hydrogen, so reaching 100% hydrogen powered in an internal combustion engine is never going to be a reality. That goal is only achievable by going along the fuel cell route.

Using a traditional internal combustion engine to burn hydrogen is, however, far from trouble free – there being no reduction in nitrous oxide emissions, because they are produced during combustion. Another problem with hydrogen-powered locomotives, and one which electric car owners know all too well, is one of range. in order to have a similar range to diesel-electric locomotives, a hydrogen powered locomotive would require to carry its own fuel tenders - rather like a steam locomotive carrying its own coal – a dirty word in today's world! Wabtec envisages this 'tender' being sandwiched between two locomotives and has dubbed such an arrangement as 'triplets'.

Transition

Returning to the steam locomotive analogy, the transition period between diesel and hydrogen could be a painful teething – as it was when diesels were first introduced into the UK in the late 1950s. It's never going to be possible to switch to hydrogen overnight across all of the North American network. One option under consideration is the use of internal combustion engines that can accept hydrogen or diesel. Although there would be a reduction in engine efficiency, it would at least provide a short-term work

around solution. Another option actively under consideration is one of 'hydrogen corridors' between freight yards. These would have hydrogen fuelling systems installed.

According to Wabtec, liquid hydrogen is the most sensible choice for railways for the simple reason it has double the density of compressed hydrogen. There is also the issue of it being quicker to refuel locomotives – an important advantage if a number of locomotives are waiting to be refuelled before continuing their journey.

Despite his optimism, Moslener says that government financial help will be required if there is to be a large scale shift from diesel to hydrogen. Uncertainty over the looming elections makes planning ahead difficult –the republicans no doubt having different green priorities to the democrats. It can't be assumed that Biden will walk this election, Trump managing to rally support among the grass roots. A recent NBC poll showed warning signs for Biden beyond his age — including an all-time high disapproval of his job performance, fewer than 4 in 10 voters approving of his handling of the economy and lagging interest in the election among key parts of the Democratic base.

Wabtec's vice president is open about the fact that the transition to hydrogen powered freight trains will cost hundreds of millions of dollars, stating: “It’s going to be very expensive.” That is a fact that is not in any doubt. Whether politicians will be willing to fund it – especially in the present economic climate – is rather more doubtful.

See also: EUROPE’S FIRST RETRO-FITTED HYDROGEN FREIGHT LOCOMOTIVE Page 22

WHAT IS THE FUTURE RAILWAYS POST-COAL?

In today’s scenario. the plight of Indian Railways (IR) when coal is removed from its basket will be akin to fIsh without water as coal accounts for 50% of its revenue. Coal’s destiny is cast. The day India stops producing power from coal this lucrative business of IR will vanish. India is already committed to this - the only debate can be about the time line and rate of disappearance of coal from the power production scene.

When coal is removed from the mix, the share of IR in commodity movement in the country will plummet to around 20%. The national railway plan calls for increasing IR‘s share in transportation of India to 45% from present level of 27% . This target is important not only to bring down the cost of logistics but also for environmental sustainability.

As things stand today, in a scenario without coal, one can forget about increasing railway’s share in India’s transportation basket as even maintaining the same will be a Herculean task.

European railways have already gone through this cycle a couple of decades earlier with coal share plummeting from around 50% to 5% in

When coal is removed from the mix, the share of IR in commodity movement in the country will plummet

FUTURE OF INDIAN POST-COAL?

Lalit Chandra Trivedi

most cases. In all the different European railway freight businesses, the railway system which has been most successful in the post-coal market is Deutsche Bahn.

After the re-unification of Germany, in 1994, Deutsche Bahn AG was founded as a joint stock company by combining two state-run railways into one privately-run company. Today, together with its subsidiary companies such as DB Schenker, DB once a government-run railway organisation has evolved into a multinational that provides total logistics solutions globally across the spectrum of rail, road and airlines.

Multimodal cargo needs to be around 50% of IR’s business from present level of 5% as is the case with developed railways. Strategic tie ups with shipping lines and domestic/international logistics service providers are a must to exploit mutual synergies.

Life beyond coal

This needs to be planned for so that before this lucrative stream dries up other frontiers are in place to fill the gap. Coastal shipping can

play a complimentary role in the mutual growth. Similarly, tie-ups with eCommerce companies need to be in place. Vacant railway lands need to exploited with container train operators and other logistics service providers to provide sidings for multimodal services.

IR already operates international services to Bangladesh, Nepa and Bhutan. Freight trains have plied to Pakistan and might ply again in future. Rail connectivity to Myanmar Railway too, a few hundred kilometres away, needs to be promoted.

The railway has to become customer-centric and outward-looking beyond the closed walls reinforced with plethora of codes and manuals. Road transportation system does not have multiple codes and SOPs and has flourished as the organisation structure is flat and customer-centric.

What do you think? What is IR's post-coal future likely to be?

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Why consultants have an important role in the rail freight industry

MANY readers will know Clive Hannaford (right) as a senior executive in the UK rail locomotive industry. He has now taken a leap of faith to become a railway consultant. He talks exclusively to Freight Tracks about his ambitions ahead.

Ihave to be honest and start with some negative personal thoughts that I've had over the years; consultants are a waste of money; are expensive; take longer than necessary as it is in their interest, as they charge by the hour for the

‘unknowns’, even if they have given you a fixed price at the start; just tell you what you already know; prices can vary wildly, so you're never sure if the lowest cost one will deliver the same service as the most expensive one; don't deliver what

they promise and in the timescale you originally agreed; demand variation charges as 'that wasn't in the original scope'; add large contingencies into their costs, just in case.... the list goes on and on. Before working with consultants and eventually becoming one, these were my exact thoughts, although these can still apply to some out there, so buyer beware!

Generally, whatever your business model in the rail freight industry, it goes without saying that you generally should focus on your core activity and not lose sight of your long-term goals. Asking your already busy staff to do a job that they are potentially not going to be very good at, can be false economy. They may take longer than an expert would, might miss a key input and therefore the output may be less than ideal, or just totally get it wrong despite trying their best.

This is where consultants come into their own. Dipping in and out of the services on offer allows you to do this.

A manufacturing OEM should be focused on developing, designing, building and selling their products. In the rail freight industry, consultants can provide services such as dynamic and gauge modelling, suspension design optimisation, EMC testing, product approval, standard compliance advice and certification support.

At the other end of the industry, operators should be focused on delivering safely the service that their contact demands. As such, consultants come into their own for offering support on subjects like new asset procurement, assessment, compliance, emission reduction and business optimisation.

So which consultant should you work with?

Stating the obvious, I guess it all depends on what you need.Smaller consultancies, often just one person businesses, focus on specific services based on the individuals core skills and experience. Their price will usually be competitive (as less overheads) and will be more flexible (so less

variations!). However, go outside their speciality and they may not be the right one for you. You will also have to consider the risk of them taking holidays and becoming ill, which could affect your project timeline.

Larger consultancies can of course provide a wider range of support and will be generally more expensive (it’s those overheads again). My experience has shown that with some consultancies, you sometimes never know if your job has any priority, as the person selling the service may not be the person doing the work. But of course, they have more resources so can cover for holidays and sickness and add more people to the project if a deadline looks like it is becoming critical.

One important aspect to also consider is the 'fit'; does your organisation have a similar culture to the consultant? Do you get on with the person who you will be working with? Have your peers had a good service from the consultancy? From my experience, if the answers are 'not sure' or 'no', look elsewhere if you can, as a successful project may just depend on it. You need to trust, respect and just 'get on' with the person or team, as when difficult times happen (admit it, most projects have these!) the business relationship will be tested.

It is not uncommon that once this relationship has proven to be successful, should a particular person leave and join another consultancy, the client normally changes the consultancy they will use for future work. I guess the lesson here, as with all businesses, is keep your good staff from leaving…

One other point to highlight, is that even the larger consultancies often don't do all the work themselves. They will subcontract other consultants to deliver specific services. For example, in the locomotive world, the contracted consultant could appear to be the one stop shop for you, but in practice outsource the gauging and dynamic simulation to another. The risk with this is that the main consultant may add their margin to the price from the outsourced one, thereby increasing

your bill. If you know this, and have the internal resource to manage it, you could go direct and cut out the 'middleman', provided you know what you're asking for... It all comes down to a good working relationship, as a good consultant will discuss this with you before you even have to ask.

As an example, GBRP, is a one-person independent consultancy (me!). With over 38 years in industrial product engineering, of which 23 years has been in the rail plant and locomotive industry, one service that I offer is to support operators and leasing companies who are looking to replace old assets (like 1950-1960's UK Class 08 and Sentinel shunters) with new shunters, often with lower or zero emissions and certainly with better reliability and availability.

Capital and operational costs

I can work remotely or visit your site, or your multiple sites if needed, establish the typical duty cycles, and work out the minimum shunter specification needed to do the job. Not being tied to one manufacturer, advice can then be given on who can deliver a shunter to meet these needs. It may not be solely focused on the technical performance either, as capital and operational costs, safety performance, infrastructure compliance,

environmental demands, local practices, and maintenance requirements are all key inputs to the final advice.

I can also tap into the network of both small and large consultancies, to provide further expertise if needed.

The number of variables that the operator or leasing company needs to consider can be too time consuming and distracting to do internally. A typical consultancy study could answer:

• How heavy does the shunter have to be?

• Can the shunter design accommodate my sites unique operation (speed limits, line of sight, remote control, compliance requirements, etc.)?

• What works best in our environment (corrosive quarry materials, extreme ambient temperatures, etc.)?

• What is best to negotiate our site (steep gradients, axle load limit, tight curves, poor rail and track conditions, dimensional constraints, etc.)?

• Should we use steel or rubber tyred shunters?

• What main motive power is best for our operations (battery and battery type, hybrid, Diesel, hydrogen)?

• We want to improve our environmental

footprint, but will the low/zero emission options be practical (range, refuelling or recharging times and frequency, etc.)?

• What facilities do we need if we move to low/zero emission options (charging infrastructure, refuelling and fuel type, AdBlue consumption, etc.)?

• Just because we have an existing old shunter, is it actually the right size and power to do the duty required today, and in the future?

• Who can offer what I want (buy direct, dry lease or wet lease, lease based on energy usage)?

• Is it possible to have the same shunter at all of my sites?

• Will my site be able to facilitate the required maintenance activities (sidings, pit, fluid disposal, spare part storage, etc.)?

• Who will undertake the maintenance (internal, external or a combination of both)?

• Are there any spare parts required, and who stocks and owns them?

• What support is there if things go wrong or breakdown?

As such, consultants have an important role in

the rail freight industry, and whether a small or large company matches your project needs, don’t forget to consider them next time, but make sure you know what you want from them at the start to keep those variations under control!

Clive Hannaford IEng BSc (Hons) started as an apprentice 38 years ago in the mining products industry, leading to his career into product design, with his railway career starting at AEA Technology Rail products division. From there, he was the General Manager of Permaquip, the rail products business when it was part of Harsco Rail, before moving to Clayton Equipment in 2012.

At Clayton, Clive was the Managing Director and was instrumental in the introduction of the new generation of battery and hybrid shunters, now in use by Tata Steel, Sellafield, SPT Glasgow and Beacon Rail, to name a few.

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UP HELPS SECURE RAILROAD

Ahistoric level of federal dollars is available to help communities nationwide separate highway and train traffic and Union Pacific is helping cities like Houston and others compete for these competitive grants.

A 2021 federal bill set aside an historic $5 billion annually for cities, counties, states and others to apply for federal grants for railroad crossing safety projects and Union Pacific said they are ready to help cities and others navigate the grant application process.

“If a city along our rail network is experiencing any frustration in the application process or have any questions, we encourage them to reach out to us. We can help work through their options and provide logistical support,” said Paul Rathgeber, director of Industry and Public Projects – Engineering, for Union Pacific Railroad.

In 2021, the Bipartisan Infrastructure Bill approved by Congress created the first-ever, five-year grant program to improve railroad crossing safety and reduce blocked crossings by, among other things, closing at-grade crossings and building grade separations projects that separate highways from train tracks.

The first grants under the new law were awarded in June and included $37 million in funding to the City of Houston’s West Belt Improvement project, which includes the construction of two underpasses and the closure of five crossings in Houston’s East End.

In addition, the Texas Department of Transportation was also awarded $19 million to build an overpass over U.S. Highway 90 in Dayton, Texas, which is one of Union Pacific’s growth areas. Union Pacific supported both projects and worked with key stakeholders to provide the information needed for the grant application.

“Projects like these that remove crossings are part of the long-term solution to improve mobility and crossing safety in cities across the United States,” said Tyson Moeller, General Director – Network Development for Union Pacific Railroad, based in Houston. “Union Pacific stands ready to support and help communities apply for these grants.”

The grants will allow cities and counties across the nation to fund grade separation projects, which allow trains to either go over or under highways with the help of such things as overpasses, said Rathgeber.

“In my 26 years at the railroad, I have never seen

CROSSING SAFETY GRANTS

railroad crossing funding at these levels. It will have a real impact on rail crossing safety and reduce train/ motorist conflicts,” said Rathgeber.

He noted that every year, more than 2000 collisions occur at highway-rail grade crossings in the US.

Unfortunately, Texas came in #1 for train-vehicle at-grade crossing collisions in 2022. The state racked up 239 accidents, with California coming in second at 171 accidents.

In the inaugural grant funding in June, more than 400 at-grade crossings nationwide were targeted for enhancement in 32 states. The Federal Railroad

Administration is expected to begin accepting grant applications for the second round of funding later this fall, perhaps in September, with the next round of awards announced in 2024.

Union Pacific is working to make as many cities, counties and state departments of transportation aware of the grants, and to provide assistance in the grant application process, according to Rathgeber.

City officials and others who have questions about the grant process and who would like to talk to a Union Pacific official, are encouraged to contact a Union Pacific Public Affairs representative in their region.

GBRf OPENS £5.75M MAINTENANCE HUB IN PETERBOROUGH

GB Railfreight has opened its state-of-the-art Maintenance Hub. Located alongside the East Coast Mainline, the £5.75m facility, represents one of the most substantial investments in the rail freight sector this year.

Secretary of State for Transport, Mark Harper MP, attended the opening ceremony alongside John Smith, GBRf’s Chief Executive Officer. The Hub, which is larger than six-Olympic swimming pools was completed in just 10 months and brings back into use a derelict plot of land. The facility will be key to unlocking GBRf’s ambitious growth plans as it aims to run c.80 intermodal services a day by 2025. The building has strong sustainability credentials - it is fully powered by electricity and has been designed to support electric shunt engines and forklifts to reduce carbon emissions.

By analysing four wagons per shift, the Hub will be a strategic enabler that creates a step-change in maintenance for the rail freight industry. It will deliver significant safety and reliability improvements that will allow current and future customers to move an even wider range of goods by rail. As new smart-technologies emerge, the Hub will be a testbed that will allow GBRf to identify innovative solutions that will drive continual improvement.

John Smith, CEO of GB Railfreight, said: “Today’s

announcement demonstrates our commitment to continued investment and innovation in the rail network. The role of the private sector cannot be understated as a tool to help Britain drive jobs and growth in its regional economies and achieve its net zero targets. We are excited for the role we get to play in this important journey as we meet the demands of customers looking to decarbonise their supply chains.”

Rt Hon Mark Harper MP, Secretary of State for Transport, said: “This impressive new maintenance hub demonstrates the important role private sector investment plays in modernising the rail freight industry and helping grow the economy.

“Rail is one of the most environmentally friendly ways of moving goods across the country – this new facility will help deliver clean, safe and secure freight journeys while creating jobs in Peterborough and boosting the city’s economy.”

EUROPE’S FIRST RETRO-FITTED HYDROGEN FREIGHT LOCOMOTIVE

Iarnród Éireann - Irish Rail, operator of the national railway network of Ireland provider of passenger and freight rail services, and DIGAS, a global trailblazer in an instant decarbonisation solutions for the railway sector, have signed a contract to retrofit a freight diesel locomotive from diesel fuel to hydrogen as a proof of concept.

The purpose of the €1.5m project is to help decarbonise the operations of Iarnród Éireann diesel locomotives, assist the company in meeting its goals as a Sustainable Development Goal champion, increase the competitiveness of the company and reduce carbon exhaust emissions.

Based on the agreement, Iarnród Éireann will provide the 071 Class Diesel Locomotive for the conversion as well as make the workshop available for the installation, testing and commissioning activities. DIGAS, will manufacture deliver and install a Hydrogen Internal Combustion Engine (H2 ICE) retrofit kit to convert the diesel locomotive to a hydrogen powered locomotive. The conversion will allow the locomotive to run on renewable, emissions free fuel instead of the diesel fuel. As part of the agreement, the two companies will share technical and commercial information necessary for DIGAS to design, manufacture, install, and support the commissioning of the Hydrogen conversion kit and allow Iarnród Éireann to properly test a retrofitted locomotive.

Unlike other hydrogen projects in the rail sector where hydrogen is used in to run locomotives via fuel cells or through specially produced hydrogen engines, this project will showcase a unique ap-

proach where hydrogen will be used in the locomotive’s current internal combustion engine.

This innovative technology requires minimal change to be done to the locomotive If successful, the project will showcase a more practical and cost-effective way to decarbonise and run the existing diesel locomotive fleet with hydrogen powered engines.

The project is currently in the design process and scheduled for two testing phases across 2024 and 2025. Phase 1 will be focused on static testing of the locomotion to check power and emissions output. Phase 2 will follow in 2025 and focus on service trials of the locomotion out on the rails. All designs and testing standards are subject to approval from the Commission for Railway Regulation (CRR).

CAPTRAIN AND LAHAYE IN SUCCESSFUL P400 SEMI-TRAILER TRANSPORT TRIAL

ON September 20 Captrain France and Lahaye Global Logistics successfully transformed the P400 semi-trailer transport trial between Rennes and Lille in both directions. This technical development opens up new horizons for the virtuous development of complementarity between the road and rail worlds to meet society's expectations for decarbonising modes of transport.

FREIGHTLINER has announced its new Felixstowe - Daventry route which begins today, Monday October 2.

"Due to customer demand, we are pleased to be able to offer this additional route to support the growth with the modal shift from road to rail," says the FOC.

US short line railroads receive

THE American Short Line and Regional Railroad Association (ASLRRA) "congratulates" all recipients of the Fiscal Year 2022 Consolidated Rail Infrastructure and Safety Improvement (CRISI) grant awards and celebrates the unprecedented number of short line railroad proposals selected for funding. Forty-seven of the seventy projects selected by the Federal RailroadAdministration (FRA) were put forward by short line railroads or their partners and are designed to invest in short line infrastructure to help these railroads better serve their customers and communities. This round of grant funding is the most successful ever for the short line industry.

“We are ecstatic to note that roughly half of the total available funding, or approximately $720 million, was awarded to small business freight rail projects. Congress has signaled with growing bi-partisan vigour over the years, particularly through the Infrastructure Investment and Jobs Act (IIJA) and the annual Congressional appropriations process, its support of short lines and our contribution to the economy and the freight rail network in nearly every state across America. In this round, the Administration, US Department of Transportation (USDOT), and the FRA have done a fantastic job of implementing Congressional intent, resulting in two-thirds of the awards and half of the funding being invested in short line projects,” said Chuck

Baker, President of ASLRRA. “FRA’s wise selections make clear that short line applicants and their partners provided fiercely competitive proposals that delivered on the USDOT’s stated goals of providing infrastructure investment to improve safety, efficiency, economic vitality, and resiliency.”

Short line freight railroads are the first- and lastmile service connections for thousands of industrial, manufacturing, energy, and agricultural shippers across America – particularly in small towns and rural communities. Without modern, safe, and efficient short line rail service, these shippers would risk being C ut off from the national freight rail network and global economy – and they would be dependent solely on more expensive, less environmentally friendly transportation. The CRISI grant programme makes possible transformational improvements to short line rail infrastructure that will address the number one cause of short line derailments (worn-out track and ties), rehabilitate and upgrade the capacity of older bridges, improve safety at crossings where rail intersects with pedestrians and motor vehicles, prevent trespassing, deploy rail safety technology, and reduce emissions from locomotives.

“Congress and the FRA should be confident that the projects funded will produce benefits far beyond the track itself in the form of safer short

record $720m in funding

line operations, improved rail service, greater supply chain fluidity and efficiency, reduced environmental impact, and the support of hundreds of thousands of jobs across the country that are tied directly to these railroads and to the shippers and communities they serve,” said Baker.

Multiple projects will allow for track speed increases and invest in resiliency to mitigate future extreme weather impacts on the interconnected U.S. freight rail system. The improvements to short line rail capacity, reliability, and resiliency will improve overall transportation safety, reduce highway congestion, and lower highway wear and tear paid for by American taxpayers by keeping tens of thousands of trucks off the road. Thirty-four of the short line awards will specifically benefit rural areas, where short lines frequently provide the only realistic transportation option for shippers.

“The CRISI programme is ‘the people’s programme’ for the short line rail industry. It is the only federal grant for which short lines are directly eligi-

ble, it invests enough in individual short line projects to truly move the dial, and generally requires realistic matching for small businesses,” said Baker. “There are many to thank for this historic day – Congress for funding CRISI through the bipartisan infrastructure bill and the annual appropriations process, the FRA for the tireless work to select the applications and the upcoming work to advance the projects to completion, the many State DOT and local governments who partnered with short lines to present compelling and comprehensive applications, and the thousands of shippers that trust their business to short lines every day.”

A combined Notice of Funding Opportunity (NOFO) for the Fiscal Year 2023 and at least partial 2024 CRISI grant funding is expected to be released within the next few months.

“Although $720 million is a meaningful dent in the industry-wide short line state of good repair backlog, there are many more short line projects that will be put forward for this next round of funding. We will continue to work with Congress to share the ongoing success of this popular program and ensure that FY24 CRISI funding is as robust as possible,” said Baker.

“There isn’t a better bet to be made with scarce public funding than investing in short line projects that improve safety, add value to rail shippers, and enhance the interconnected freight rail industry. Short line CRISI awards are the best bang for the public buck around, and there is more where that came from!”

Chuck Baker

WORLD’S OLDEST WORKING RAILWAY AHEAD OF 200TH ANNIVERSARY

WORK is well underway to improve passenger and freight journeys between Manchester and Liverpool over the world’s first railway viaduct.

Network Rail is investing £3.8m to overhaul Sankey viaduct in Newton-le-Willows which opened in 1830.

Although not as well-known, long or iconic as Ribblehead in North Yorkshire, Sankey is hugely significant as the first major railway viaduct in the world and birthplace of the modern railway.

Also known as ‘Nine Arches’ viaduct, it was designed by railway pioneer George Stephenson to bridge the 160-metre gap over the Sankey valley and built between 1828-1830.

When it opened it connected Manchester and Liverpool to form the world’s first intercity passenger route with a regular timetable as we’d recognise today.

The 193-year-old landmark is now having important maintenance ahead of its 200th anniversary in 2030 to secure its future for decades to come.

It was given Grade I listed status in 1966, and because of that free-standing scaffolding is being used so as not to interfere with the historic structure.

Mark Evans, Network Rail Capital Delivery senior programme manager, said: “It’s a privilege to look after so many significant buildings and structures across the rail network, but Sankey viaduct has got to be one of the unsung heroes of

Victorian civil engineering.

“Its huge significance in the creation of the railway as we know it today is perhaps not so well known – but we’re hoping to change that. This restoration will not only make sure it looks good to celebrate its 200th anniversary in 2030, but will also secure freight trains for the future too.”

Laser scanners and drones have been used to map every inch of the Victorian viaduct as part of the major restoration project.

A LiDAR survey was carried out by contractor Commendium in conjunction with heritage consultancy firm Wardell Armstrong.

Drone flights also took place as part of the survey taking high-definition photographs of the Grade I listed structure.

The data gathered was then used to build up the 3D computer model by Network Rail’s specialist computer aided design (CAD) team.

This detailed digital recreation will help engineers make repairs now and closely monitor areas needing any further attention in the future.

Teams have also worked closely with St Helens and Warrington council planners to ensure all the work complies with heritage guidelines.

The major restoration work is expected to take Network Rail four months to complete.

RAILWAY VIADUCT GETS REPAIRS

NS and Florida East Coast Railway expand intermodal service

NORFOLK Southern and Florida East Coast Railway (FEC) announced Wednesday an expansion of their domestic intermodal interline services for customers doing business in Florida.

Starting on October 2, Norfolk Southern will expand its existing portfolio to include FEC's Ft. Pierce and Ft. Lauderdale intermodal terminals. This complements current service to FEC terminals in Titusville and Miami. The result is added flexibility for Norfolk Southern and FEC's shared customers. It also expands direct access to and from markets in Chicago, Cincinnati, Harrisburg, Kansas City, Memphis, St. Louis, Lathrop, and Southern California. To enable the expanded intermodal service, Norfolk Southern and FEC will use a steel wheel interchange to FEC at Jacksonville.

"As part of our customer-centric and operations-driven approach, we are constantly looking for opportunities to drive value and help our customers efficiently reach new markets," said Norfolk Southern Chief Marketing Officer Ed Elkins. "This shared focus with Florida East Coast Railway makes this expansion possible. Together, we're providing simple, effective, and sustainable services for our customers and helping them grow as a result."

This expansion provides shippers an opportunity to land traffic closer to facilities in the major Florida markets, and reduced drayage translates into fewer highway emissions and expenses.

"Florida East Coast Railway is ready to reach additional markets on the East and West Coasts of the United States by furthering its strong relationship with Norfolk Southern," said Luis Hernández, VP In-

termodal – FEC. "It is a good time to work together to enhance the advantages that FEC offers to access strategic cities in the U, with a reliable, safe, and friendly with the environment service."

CPKC recognises Rail Safety Week

CANADIAN Pacific Kansas City (CPKC) and CPKC Police Service marked Rail Safety Week in Canada, the US and Mexico, a week-long campaign bringing awareness to the importance of staying safe around railway crossings and tracks.

Every year, approximately 2100 North Americans are seriously hurt or killed because of unsafe behaviour around railway tracks and trains, according to Operation Lifesaver, Inc. CPKC will join Operation Lifesaver in the U.S., Operation Lifesaver Canada and the Mexican Association of Railroads (AMF) as we work to bring train-related injuries and fatalities to zero.

During Rail Safety Week, now in its 20th year, CPKC Police Service officers in Canada and the United States will be in communities across CPKC's network patrolling railway property and conducting rail safety presentations to educate the public on the dangers of unsafe behaviour around trains and tracks.

CPKC de México, through its Alto Total campaign, will help spread the message of #VesVíasPiensaEnTren (#SeeTracksThinkTrain) in conjunction with AMF by educating motorists, cyclists and pedestrians at railway crossings and sharing a message of safety through presentations to students.

"Throughout the year, we work with the rail in-

dustry, governments, local law enforcement and communities to raise awareness for public rail safety," said Al Sauve, CPKC Chief of Police Canada. "Rail Safety Week is an important reminder to everyone that rail safety must be an ongoing priority each and every minute of every day."

"Unsafe behaviour at rail crossings or around train tracks can have tragic consequences for families, friends and communities," said Kelly Clough, CPKC Chief of Police US. "Working together, we can help prevent tragedies and build safer communities."

CPKC will also support Operation Lifesaver initiatives throughout the week, including the unveiling of rail safety decals that say "Look. Listen. Live." at 15 railway crossings across CPKC's network in Canada.

"Operation Lifesaver Canada is delighted to be marking the 20th anniversary of Rail Safety Week this year. Since 2003, our annual campaign has served to remind Canadians that taking risks near tracks and trains could cost them a limb, or their life," said Sarah Mayes, National Director of Operation Lifesaver Canada. "This year more than ever, we hope Canadians will talk about rail safety with their loved ones and will model rail-safe behaviours, so that we can #STOPTrackTragedies."

ON THIS DAY: RAILFREIGHT HISTORY

OCTOBER 2

1872 A goods train is being shunted at Kirtlebridge station, Dumfries and Galloway from the up to the down main line. The 21:00 night express from London Euston enters Kirtlebridge station at 06:00 at about 40 mph (64.37 km/h) when it hits the goods train. The engine driver and ten of the passengers are killed and 15 passengers are injured. 1960 Canadian National opens its hump yard at Moncton, NB.

OCTOBER 5

1853 A goods train smashes into a stalled passenger train with 50 passengers on a foggy day at Clownings at a point 974 yards (890.6m) south of Straffan station on the Dublin to Cork railway line. Eighteen people are killed. It remains the third worst accident in Irish rail history. Blame was settled on the passenger train guard for failing to protect his train.

OCTOBER 6

1829 The Rainhill trials begin. Five locomotives take the challenge to win a purse of £500 for a locomotive to pull three times its own weight along 1¾ miles (2.8 km) of track forty times at an average speed of 10 mph (16 km/h). Ten locomotives had been entered but only five started the challenge: Cycloped, built by Thomas Shaw Brandreth; Novelty, built by John Ericsson and John Braithwaite; Perseverance, built by Timothy Burstall; Rocket, designed by George and Robert Stephenson; and, Sans Pareil, built by Timothy Hackworth.

OCTOBER 7

2003 The 03:35 Limerick to Waterford cement train derails on Cahir Viaduct,

which carries the Limerick - Waterford railway across the River Suir at a skew near the town of Cahir, County Tipperary. The train consists of locomotives No. 134 and No. 185 and 22 four-wheel cement wagons. The bridge structure is severely damaged in the derailment and the rear 12 wagons fell through its floor into the River Suir below. The driver was unhurt but the line remained out of service until September 2004. Damage to rolling stock and the bridge was over €3 million.

OCTOBER 13

1928 Three trains collide at Charfield station in Gloucestershire in the early morning.

An up empty LMS unfitted goods train is travelling north at around 25 mph (40 km/h) as a GWR down semi-fitted goods train is being propelled off the down main into a siding. Only the locomotive and two wagons remain on the down main as the 22:00 Leeds to Bristol mail train runs into Charfield station and hits the reversing GWR train. The mail train’s engine careers into the passing LMS wagons.

OCTOBER 14

1980 President Jimmy Carter signs the Staggers Rail Act which deregulated railroads and led to divestiture of thousands of miles of unprofitable lines. The Act marked a dramatic change in the evolution of the US railroad industry by eliminating or greatly reducing federal regulatory control over virtually every aspect of rail freight operations. The Act was named for H. Orrin Staggers, Sr. (1907-1991), (D-WV), who chaired the House Committee on Energy and Commerce.

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