Freight Tracks issue 43

FREIGHT tracks ISSUE #43

OCT 16 2023

THE BUSINESS MAGAZINE FOR RAIL FREIGHT

10 TOP RAIL START-UPS TO WATCH IN 2023 HS2 decision disappointment

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CONTENTS OCTOBER 16 2023 ISSUE 43

IN THIS ISSUE COVER STORY Talking Point COMMENT Top News News On This Day

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COVER STORY

10 Top Rail Start-up Which technologies are impacting the railway industry in 2023? Discover 10 hand-picked Rail Startups to Watch in 2023

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hrough the Big Data & Artificial Intelligence (AI)-powered StartUs Insights Discovery Platform, covering over 3,790.000+ start-ups and scale-ups globally, identified 573 rail start-ups. Their Global Startup Heat Map highlights the 10 rail start-ups you should be watching as well as the geo-distribution of all 573 start-ups and scale-ups analysed for this research. Based on the heat map, high start-up activity in India and Europe is visible, followed by the USA.The 10 hand-picked rail start-ups work on solutions ranging from rail analytics and smart operations platforms to sustainability and renewables integration, including businesses targeting the rail freight industry.

As the world’s largest resource for data on emerging companies, the SaaS platform enables clients to identify relevant technologies and industry trends quickly and exhaustively. Based on the data from the platform, the Top 5 Rail Startup Hubs are located in London, New York City, Bangalore, New Delhi and Berlin. The 10 hand-

picked start-ups highlighted in this report are chosen from all over the world and develop solutions for rail operations and maintenance, track cleaning and signal management, and electrification, among others.

The rail start-ups in this report develop technologies to enhance visibility, streamline operations, automate operations, reduce maintenance and repairs, and increase rail efficiency, among others. These solutions offer benefits such as increased transparency, real-time asset management, reduction of transit time, informed decision-making, and reduced overhead costs. Overall, these rail technologies have the potential to revolutionise the railway industry and address some of its most pressing challenges.

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COVER STORY

ps to Watch in 2023 Freight rail workflow management simplified

Locomotive operation orchestration aided

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S-based startup Telegraph develops a cloud-based operating system that enhances the visibility and logistics in freight rail supply chains. It provides transparency in rail supply chains by displaying all rail activity, exceptions, and real-time asset management. The system also streamlines operations through automatic alerts and by sharing information between partners while providing insights on mission-critical operations.

Telegraph’s solution reduces transit time and performs cycle analysis to expose unnecessary costs.

ailspire is a US-based startup that makes an intelligent orchestration solution to automate locomotive operations. It utilises an operator-led, task-oriented methodology for both preplanned and ad hoc operations by utilising algorithms that consistently optimise operational productivity. Railspire integrates with modern and legacy locomotives to minimise maintenance and repairs through data analysis. The analytics solution helps extend the service life of the motive power and rolling stock.

2020 Chicago, IL, USA

2020 Dallas, TX, USA

Rail freight transparency, freight management

Rail and locomotive automation

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COVER STORY

Robot-based rail maintenance

Dynamic Rail Coupling

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ervail is a German startup that provides robotic maintenance solutions for railway tracks and rolling stock. The startup’s autonomous robots utilise spaces below trains without protruding the loading gauge to inspect and maintain railway tracks. Moreover, the operation of these robots does not inhibit or interfere with track availability. The modular platform also carries tools and sensors to perform a wide range of track and train measurements such as track geometry, environment recognition, train-track interaction, and more. As it performs rolling stock inspection on regular tracks, the platform reduces the frequency of trains entering workshops, thereby increasing operational uptime.

irecTrainSystems is an Israeli startup that provides a dynamic rail coupling technology to increase rail capacity and efficiency. The startup’s coupling-in-motion technology enables the physical connection and disconnection of trains on the run and at high speeds, without needing to stop or decelerate. The solution results in significant energy savings.

DTS’ technology enables rail providers and manufacturers to reduce their carbon footprint while improving the quality of rail services and reaching economic targets.

2021 Munich, Germany

2021 Zichron Ya'akov, Israel

Rail maintenance automation

Rail emissions reduction technology

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COVER STORY

Sustainable track cleaning

Redox Flow batteries

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ustralian startup Allegro Energy makes high-performance and sustainable flow batteries for long-duration energy storage. The startup’s water-based energy storage solution utilizes recyclable materials and features an electrolyte that is non-flammable and non-corrosive.

Besides, the battery does not use rare earth materials and adjusts to suit any environment. It offers high storage duration and energy density, compared to existing battery solutions. Allegro Energy’s technology enables electric locomotives to charge rapidly and operate with minimal downtime. Moreover, the compact power pack requirements through the use of their redox flow battery and supercapacitors reduce the cost and weight of powertrains.

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K-based startup PlasmaTrack develops a plasma-based cleaning technology that restores tracks to a dry, clean, and uncontaminated state. The device, which is installed on the underside of trains, clears the residue on tracks, for example, hardto-remove third-layer contamination like leaves that stick to the surface. It enables train drivers to accurately predict braking distances regardless of the weather or season as well as network operators to increase the capacity on the miles of track they own. Besides, PlasmaTrack replaces the current method of using millions of liters of water to clean train tracks.

2020 London, England

2019 Newcastle, Australia

Rail maintenance automation

Redox Flow Batteries, electric locomotivee

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COVER STORY

Railway analytics advances

Holographics enables infrastructure visualisations

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rish startup Nitrexo develops digital solutions to positively reinforce and improve rail subsystems and equipment.

The startup’s advanced analytics technology uses data from automated and sensor-based maintenance to understand maintenance patterns. This data offers significant operational value as it reduces manpower and spare parts requirements as well as overhead costs. Moreover, by providing real-time data analytics, Nitrexo enables rail operators to plan and schedule maintenance activities efficiently, replacing reactive maintenance.

utch startup Tekle Holographics specialises in holographic technology that processes large amounts of data to create fully immersive 3D holograms. It leverages LIDAR scanners on the front of trains to scan infrastructure such as highways, tracks, and waterways. The results of these scans are displayed in real-time through holograms. This enables railway engineers to remotely monitor the condition of infrastructure. Moreover, Tekle Holographic’s software utilizes the input of the LIDAR scanner and compares the outcome with previous data to determine unusual changes. This provides rail operators with visibility into major transportation infrastructure and also allows them to filter it by area, region or category.

2019 Midleton, Ireland

2020 Hilversum, Netherlands

Digital rail maintenance

Remote monitoring for railways

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COVER STORY

Solar power plants on rail tracks

Drone-based rail inspection

wiss startup Sun-Ways makes removable solar power plants that neatly fit between existing railway tracks. The startup uses its patented hooking system between the rails to allow for rapid mechanical installation and removal of a large number of solar panels. The photovoltaic (PV) panels do not hinder the movement of trains and inject electricity directly into catenaries for train traction. Sun-Way’s technology enables rail operators to decarbonise their railway systems through the quick and cost-effective implementation of solar energy harvesting.

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K-based startup Cambridge Sensoriis offers lightweight, highly sensitive, all-weather radar technology for dronebased inspection. The startup’s RadarAware solution uses the RA350 micro radar to enable drones to detect objects in the flight path, whether in the air or on the ground. Further, the radar contains no moving parts and features fully electronic beam-steer antenna arrays. This way, Cambridge Sensoriis’ drones reduce the cost of surveying railway infrastructure. Also, the startup’s long missions do not require the oversight of a ground-based pilot.

2020 Ecublens, Switzerland

2020 Cambridge, England

Railway electrification, renewables integration

Remote track inspection

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TALKING POINT

HS2 decision is deeply disappointing for rail freight

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he annoucement on October 4 of the cancellation of the HS2 extension, between Birmingham and Manchester, damages investor confidence and harms the development of the national logistics network that the UK needs to thrive, according to business group Logistics UK. Responding to the announcement made at the Conservative Party Conference in Manchester, Logistics UK's policy director Kate Jennings expressed the disappointment of the group's members at the news of the cancellation: "HS2 was a vital plan to unlock economic growth across the UK – the additional capacity across the rail network which it would have released was critical to expanding rail freight opportunities and enabling a shift from road to rail to cut carbon emissions. Putting high speed trains on the existing line between Birmingham and Manchester will make today's rail freight capacity issues even worse.

"Logistics businesses need detailed confirmation that the funding previously ringfenced for the construction of the Birmingham-Manchester stretch of HS2 will be reallocated to upgrading

transport links across the UK, including across the north of England and the Midlands. This cancellation is a huge disappointment to businesses keen to reduce their environmental impact and reduce road congestion while still delivering for customers.

"Logistics is the lifeblood of the economy, supporting all parts of the UK PLC, and deserves effective, nationwide infrastructure to enable fast, efficient deliveries. On behalf of our members, we are urging government to confirm its plans for the infrastructure investment needed to smooth the transition to Net Zero, deliver a national logistics network and capitalise on an opportunity recently identified by Oxford Economics to boost UK growth by up to £7.9 billion per year."

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TALKING POINT

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RFG was however pleased with Government’s commitment to rebuilding Ely Junction, creating much-needed new capacity for rail freight in East Anglia.

Maggie Simpson OBE, RFG Director General said: “Scrapping HS2 whilst still allowing its trains to run on the existing network is the worst of all possible decisions. The West Coast Main Line simply does not have the capacity for these extra trains alongside current services and rail freight growth, and investment will now be required to upgrade the route to ensure all trains can be accommodated.”

‘The private sector rail freight operators and customers who have already invested in new facilities and equipment also need urgent assurance that they will be able to access the rail capacity they need to bring new services onto rail."

he UK’s Rail Freight Group (RFG) today condemned Government’s decision to cancel HS2 construction north of Birmingham describing it as the worst possible outcome for rail freight.

Under Government plans, the new HS2 line will be truncated at Birmingham, with the route to Crewe and then Manchester cancelled. However, HS2 trains are still expected to run to Manchester and other destinations using existing railway lines, principally the West Coast Main Line.

RFG has long raised concerns over the implications of HS2 trains operating on existing tracks.

The West Coast Main Line is the most important rail freight route in the country, with critically important rail terminals along its length. In recent years the rail freight sector has invested heavily in new strategic rail freight interchanges, construction terminals and rolling stock to support growth on this route, reliant on the capacity for new freight trains being available. The decision to allow HS2 trains to operate on already congested parts of the network is a blow to those investors and to all those who want to see fewer HGVs on the nation’s roads.

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TALKING POINT

FAST TRAIN TO W

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ransport hardly ever makes it to the top of the news. It barely registers above 1 or 2% when people are asked about what the most pressing problems facing Britain today might be. But the High Speed 2 (HS2) railway has been all over the front pages since it emerged that the government was about to cancel the leg from Birmingham to Manchester.

Most of the press coverage of HS2 has focused on the headline costs of the project, which have increased markedly due to many factors, not least construction cost inflation running at around 20%

result of sustained work over several years by Andrew Adonis. Coming from the Lords, Adonis was less immediately exposed to the nitty gritty of local opposition to construction, and was able to use his time as junior minister and then Secretary of State for Transport to develop a case for high speed rail that convinced then Prime Minister Gordon Brown that it was worthwhile.

Then, despite the general austerity he oversaw as Chancellor, George Osborne nonetheless earned the moniker ‘George the Builder’ first for his refusal to cancel Crossrail when encouraged to do so by the Treasury, and then subsequently his enthusiasm for bringing high speed rail investment to the With Rishi Sunak scrapping the Birmingham to North of England under the wider Northern Powerhouse umbrella.

Manchester leg of HS2, Iain Docherty and Jon Boris Johnson, who made focus Shaw set out what the HS2 saga tells us about on transport a key part of his tenhow infrastructure choices are made in the UK. ure as Mayor of London, managed to keep most of HS2 and a high speed TransPennine link alive in in the wake of Brexit, Covid-19 and the war in the Integrated Rail Plan of late 2021 despite increasUkraine. Until this week, HS2 may have been ‘Euingly vocal opposition to the escalating costs. rope’s largest infrastructure project’, but its trouBut without such champions in Downing Street, bled history is important for reasons other than its political enthusiasm for the project waned signifihigh pricetag. cantly. The Tories’ success in the Uxbridge byeThe saga of attempting to build the kind of high lection appears to have convinced Rishi Sunak that speed railway now commonplace across Europe focusing on potholes and a ‘Plan for Drivers’ is a between England’s largest cities tells us a quite a more electorally appealing strategy than projects lot more about some key aspects of governance in like HS2. The echoes of Margaret Thatcher’s time the UK beyond our ongoing struggles with project in office, when stepping back from state support for management and cost control. In particular, HS2’s public transport and promoting instead the notion shifting fortunes reveal important lessons about why of the ‘great car owning democracy’ were the order we choose to spend public money on some projects of the day, grow ever louder; indeed, a good chunk and not on others. of the £36bn Sunak says he’s saved from scrapping The first of these is about how major capital the Manchester leg of HS2 seems to be earmarked projects, particularly in the transport domain, have for major road schemes. come to depend on having a key senior individual in That personality politics have become so importgovernment to act as champion for them. Building ant in determining major infrastructure priorities HS2 was first adopted as government policy as the highlights two further overarching issues about how

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TALKING POINT

WHERE? investment decisions are made that deserve scrutiny. First is that the substantial technical expertise contained within an ever more elaborate institutional architecture to support decision making – most notably the National Infrastructure Commission – has not perhaps fed through to investment choices as much as it might have done.

Then there is the curious fact that there remains no national spatial plan for England. Ironically, HS2 was about as close to a coherent national plan as has been in place for decades: it signalled that government wanted to stimulate growth in the largest economic hubs outside London, which is where the shortfall in productivity between the UK and its peers is arguably most acute.

But now that HS2 has been cut back to London to Birmingham, what then is the plan for England’s economic geography as a whole? Levelling Up, for all its rhetorical appeal and political salience, is essentially about making things a little bit better everywhere, and not about the hard choices of prioritising limited resources for greatest impact.

No wonder that Andy Burnham is quite so exercised about HS2 terminating at Birmingham given the competitive advantage Andy Street’s city region would immediately enjoy over his own.

HS2 also reveals one final uncomfortable truth about how we make investment decisions in the UK. The choice of a route through the Chilterns essentially boils down to Britain’s particular form of transport econometrics. Our appraisal system remains fixated on abstract notions of the impact of travel time on economic output above all else. It is quite different from the kind of broader, spatial strategy exemplified by the French notion of a ‘structuring network’ that other public policy decisions can coalesce around.

In other words, had someone other than economists who think Britain is a flat, featureless plain been in charge, then instead of developing an almost dead straight 400kph railway requiring enormous

lengths of tunnelling to be politically viable, we could have adopted the obvious solution the motorway planners (and before them the Romans) took and used a fork more closely following the M1/M6.

And there is the tragedy of HS2 in a nutshell.

If it had been called the ‘new high capacity northsouth trunk line’ from the outset, then it would have been much more straightforward to explain its real benefits and avoid the trap of ‘getting to Birmingham half an hour quicker’. It was too late in the day when HS2 Ltd began to properly describe the rationale of the project in terms of releasing capacity for many more local and regional train services, building a more prosperous future for major cities, and decarbonising how we move around the country.

How much easier that would have been if there had been… a plan.

Professor Iain Docherty, Dean of the Institute for Advanced Studies, University of Stirling, and Professor Jon Shaw, Head of School of Geography, Earth and Environmental Sciences, the University of Plymouth.

CREDIT: UK IN A CHANGING EUROPE

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COMMENT

CAN CREATIVE THINKING OPEN U T

he US domestic intermodal equipment evolution has been fairly linear, from a start with 35’ trailers in TOFC service, to today's standardised 53’ Container.

Yet in times past, some have looked at utilising a different type of IE (Intermodal Equipment) for some services.

Flatbed, or flat-rack (FR) in domestic intermodal service, has a spotty history of use. One example is the Versa-Deck that BN had in use between the PNW and Midwest. Designed to attack the flatbed market, whether it was steel, forest products, etc.

This specialised flat-rack certainly opened up new opportunities for intermodal outside containers.

During 2012 a company named Raildecks partnered with Fontaine Trailers to manufacture a modernised version of the flat-rack. Boyd Bros purchased the FR for its intermodal division.

At 53’ this new improved unit could handle double-stacking of a LD 53’. The FR came with adjustable casting post for LD/UL. These units could be equipped with bulkheads as an option.

Raildecks has since gone out of business. I tried contacting the founder but to no avail was not able to reach him.

However I believe there’s a large potential for domestic FR service, but it seems all attempts have ended in failure. Whether it’s lane balancing, high tare weight reduced net weight capacity, or mechanical aspects. Those should be points we can improve right?

Let’s look at one aspect of headhaul/backhaul using a 53’ flat rack. I’ll use connection Alexander Engelke, ECRT (East Chicago Rail Terminal) facility as a part of this example.

Let’s say a lumber distributor in NW Indiana can’t accept or needs a carload of dimensional lumber from Oregon.

Since ECRT is located on IHB (Indiana Harbor Belt) trackage we’ll use a BNSF-IHB routing. BNSF handles three flat racks of DL secured to a threepack spine car on an existing Q or Z service from PRT. As the train approaches the Twin Cities a few hypothetical service plans. The three-pack can be setout at Midway, with PU by a local or manifest oper-

Photo Credit: Charles H Biel

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COMMENT

UP INTERMODAL FOR FLATBEDS? Braden Kayganich

ating to Galesburg. At Galesburg block for transfer to IHB at McCook.

Now I mention the transfer at McCook because in this scenario we are not going to be lifting the FRs once they get to ECRT, a forklift can unload the DL off the FRs for staging or direct to a flatbed. This is of course all dependent on the ECRT and distributors current inventory capacity and demand. However the nice thing with this scenario. ECRT is located in the core of steel producers who manufacture structural steel. If a site in Portland or Seattle needs

the steel for a project. Reload those same FR’s with structural steel and reverse the process for interchange IHB-BNSF via McCook.

In the other plan double-stack at the PRT Ramp.

De-ramp at Cicero with a dray completing both headhaul/backhaul movements.

Either way some creative thinking, and equipment improvements can possibly open up this market again… Let’s hope!

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COMMENT

Dedicated to Indian frei

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COMMENT

ight train improvements A

ccording to Gautam Kumar, Dedicated Freight Corridor Corporation of India Limited, has a startling fact that demonstrates a key weakness in India’s rail freight network: the average speed of freight trains in India is merely 25 km/ hr (15.5 mph). This means it can trains takes days to reach their destination. This slow travel time poses a big loss for businesses and the wider Indian economy.

But why, he asks, “is this the case with railways?”

In his opinion, at present rail lines are oversaturated and congested. Furthermore, the sharing of rail tracks by passenger and freight trains creates another issue. Passenger trains are typically given priority.This impacts the punctuality of freight trains, resulting in delays.

Recognising this, the Indian government took the step to increase the speed of freight trains. But how to do it on an overcrowded rail line? Well, create a new exclusive dedicated rail line for freight trains that spans throughout India, similar to the golden quadrilateral for roads.

But why does India need this when it already has roads and highways?

He has a list of suggestions that can come to aid of rail freight operations in the country.

The answer lies in the cost-effectiveness of rail transport. Transporting goods by rail costs significantly less, at 1.36 Rs compared to 2.50 Rs by road, making rail approximately 83% cheaper than its road counterpart.

Additionally, road mode contributes to higher logistics costs, wear and tear of trucks, environmental impacts, highway congestion, and a host of other related issues. This underscores the pressing need to

create rail infrastructure.

Dedicated Freight Corridors offer movement at a greater speed than conventional freight trains, making it possible to transport goods from Delhi to Mumbai in a day.

Furthermore, the reduced burden on the existing Railways network will lead to faster passenger train services as well.This transformation stands as a winwin proposition. The government has already taken steps in this direction, collaborating with oil, coal, and minerals companies and with major players like Amazon, Maruti Suzuki, etc.

“You can envision the transformative impact of these Freight Corridors on India's future!” he says.

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TOP NEWS

COMPLETION OF NARRABRI TO NORTH STAR PHASE OF AUSTRALIA’S INLAND RAIL NEARS MAJOR construction of the Narrabri to North Star Phase 1 (N2NS P1) section of Inland Rail is set to be complete at the end of October, unlocking benefits for industry, rail operators, and local communities across north-western New South Wales.

The section between Camurra and North Star is on track to return to service at the end of the month, allowing trains to service grain silos at Milguy, Croppa Creek, and North Star after two and a half years.

Operators have already been reaping the benefits of Inland Rail upgrades to the line between Narrabri and South Moree, which has been operational since November 2022.

The milestone signals the completion of major construc-

tion on the N2NS Phase 1 project, which includes upgrades to 176km of track along the existing corridor from Narrabri to North Star. ARTC’s contractor Trans4m Rail is now undertaking finishing and commissioning works along the alignment.

Phase 2 of the project, which involves further upgrades and building 2km of new track north of Moree, is currently in approvals with Inland Rail now preparing a Preferred Infrastructure Report and a Response to Submissions for the NSW Department of Planning and Environment.

The N2NS P1 works will see improved efficiency and reliability on the main line, as well as boosting resilience to extreme weather events, with the track withstanding the worst flood in a

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decade to hit Moree late last year.

Five crossing loops, seven bridge upgrades, and improved safety at 57 level crossings have all been included in the design to improve safety and service reliability on the network.

The project also brings telecommunications upgrades to rural New South Wales, with ARTC in partnership with Telstra delivering a $3.4 million project to deliver improved connectivity for trains using the line and also to enhance mobile telecommunications for local communities in North Star, Gurley, Croppa Creek, and Crooble, leaving a community legacy for years to come.

Once Phase 2 is completed, the upgraded track between Narrabri and North Star will al-

TOP NEWS

low freight customers to transport heavier freight volumes at higher speeds through its access to the Australian Rail Track Corporation Hunter Valley Rail Network, boosting their productivity and efficiency.

Peter Borrelli, Inland Rail Project Director Narrabri to North Star, said:: "We are very proud to complete major construction on the Narrabri to North Star

Phase 1 section of Inland Rail. Together with our delivery partner Trans4m Rail, we have achieved a fantastic result which will bring benefits to local industry, rail operators and communities.

“I’d like to thank our customers for their patience as we completed the Narrabri to North Star Phase 1 works throughout previous work stages and tight possession windows. We are

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thrilled to be able to return the line to service on schedule, despite significant challenges faced during construction including flooding, mouse plagues, and the pandemic.

“Narrabri to North Star will be the second section of Inland Rail to complete major construction, following the commissioning of the Parkes to Narromine line in September 2020.”

TOP NEWS

To infinity and beyond: UP's his I

n a fusion of steel and stars, Union Pacific recently found itself on a one-of-a-kind voyage, serving a unique customer. The railroad teamed up with Norfolk Southern and shortline Florida East Coast to safely transport ten rocket motors from Northrop Grumman Systems in Corinne, Utah to NASA in Cape Canaveral, Florida for use in the upcoming Artemis II mission.

Scheduled for late 2024, the mission represents a historic juncture for the country as astronauts are set to traverse around the Moon for the first time in over 50 years.

The boosters are the largest and most powerful ever constructed for spaceflight, generating over 75% of the total thrust at lift-off for NASA’s Space Launch System.

Due to their immense weight and size, the motor segments required transportation by rail across eight states in specialized carriers to the spaceport. Union Pacific collaborated meticulously with Northrop Grumman and partnering railroads to ensure precision and seamless execution. Along with the rocket motors, the journey involved two loco-

motives, 10 buffer cars, and specialised pathfinding equipment.

“The planning and execution required for this shipment highlights what can be achieved when we work together,” said Alexis Howle, manager-Train Operations. “Union Pacific’s crucial contribution not only brought a monumental voyage to the moon closer to fruition, but also generated revenue, making it a triumph in more ways than one.”

Union Pacific moved the rocket motors in specialty cars as while Union Pacific special agents provided security and support throughout the journey.

Mechanical Manager David Tuma was also present.

His team developed the specialty cars, including a refrigeration unit to maintain optimal temperature for the motor segments.

The collaboration efforts of Operations, Marketing & Sales, and Loup Logistics were crucial for the successful transportation of this shipment. Billy Holcomb, Louie Connaghan, Jason Niemann and Tim Naprstek’s collective efforts exemplify the dedication and precision required for modern-day space mission logistics. The railroad’s role in this monu-

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storic role in Artemis II mission mental mission underscores its broader commitment to embracing challenges.

“Being part of this historic journey is a testament to Union Pacific's commitment to innovation,” said Nathan Anderson, senior director-Public Affairs. “It’s not just about transportation, it’s about expanding

the boundaries of human knowledge and capabilities.”

Through innovative solutions and careful attention to safety and service, Union Pacific successfully played its part in moving humanity one step closer to the stars.

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TOP NEWS

Freight train derailment at Petteril Bridge Junction At 19:53 hrs on Wednesday October 19 2022, five tank wagons in a freight train that was conveying cement powder from Clitheroe, Lancashire, to Mossend, near Glasgow, derailed near Petteril Bridge Junction in Carlisle. A number of wagons were damaged and there was significant damage to the track and to the bridge over the River Petteril.This resulted in closure of the routes from Carlisle to Newcastle- upon- Tyne and to Settle for seven weeks. No one was injured.

The derailment occurred because one set of wheels on the ninth wagon in the train stopped rotating during the journey. These wheels had stopped rotating up to 55 miles (88 km) before the derailment and continued to slide along the railhead causing considerable damage to the profile of the wheel treads. This meant that the wheels were unable to safely negotiate a set of points just before Petteril Bridge Junction, damaging them and causing the ninth wagon to become derailed. Five of the wagons derailed due to the consequent track damage and two of them fell off the side of the bridge where the railway crosses the River Petteril.The ninth tank wagon was ruptured and landed upside down in the river, although very little of the cement powder was spilled.

The initial wheel slide was probably the result of a normal brake application made in low adhesion conditions that were not abnormal for the route at the time of year. The wheel slide continued because the adhesion between the wheels and the rails was then insufficient for the wheels to restart rotation.

The non-rotating wheels were not identified by

the signallers on the route, nor by the train driver or any engineered system, meaning that the train was not stopped before it reached Petteril Bridge Junction.

Recommendations RAIB has made one recommendation to the railway industry to undertake work to understand the specific risks to freight trains in low adhesion conditions. RAIB has also made two recommendations to the railway industry relating to reviewing the railway Rule Book requirements for stopping and examining trains and the requirements relating to drivers looking back along their trains.

RAIB has also identified one learning point for signallers, reminding them of the circumstances in which they should stop trains for examination.

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TOP NEWS

INVESTIGATION INTO SIGNAL PASSED AT DANGER AT about 16:42 hrs on August 22 2023, an electric locomotive operated by Freightliner, which was travelling on a test run between Nuneaton and Crewe, passed a signal at red (danger) on the approach to Stafford Trent Valley No.1 Junction.

The locomotive then ran through points as it came to a stand at the junction. The position where the locomotive stopped conflicted with a route that had been set for another train, although neither that train nor any other trains were in the immediate vicinity at the

time. No one was injured and the locomotive did not derail, although some damage was sustained to the points which were run through.

An investigation by the UK's Rail Accident Investigation Branch will seek to identify the sequence of events which led to the incident. It will also consider: the actions of those involved and anything that may have influenced them the management of drivers working for Freightliner, including their training and com-

petence the configuration and performance of the signalling equipment and locomotive involved any underlying management factors.

Its investigation is independent of any investigation by the railway industry or by the industry’s regulator, the Office of Rail and Road.

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TOP NEWS

SIX DEATHS CLOSE RIO G L

ast month, a temporary rail embargo at the Union Pacific Eagle Pass, Texas bridge was lifted by US Customs and Border Protection, allowing 24 backed-up trains to start moving again.

The humanitarian border crisis prompted a shutdown of rail traffic after illegal stowaways on freight cars resulted in six deaths and serious injuries in less than a week, as reported by Mexican railroad company Ferromex.

Union Pacific CEO Jim Vena, President Beth Whited, Executive Vice-President and CFO Jennifer Hamann and others travelled to Eagle Pass to understand the migrant crisis firsthand, understand its impact and identify ways to get trains moving again.

Twenty-four trains spanning 168,700 feet, including about 2400 cars weighing a total of 240,000 tons, are being held on the north and southbound sides of the border. The business mix at the interchange includes agricultural, food and beverage products, automotive vehicles, consumer goods, and other industrial commodities. Union Pacific’s five other gateways remained open; however, they could handle the additional traffic from this crisis.

According to a Union Pacific news release, "seeing and hearing the depth of this humanitarian crisis firsthand – versus watching from thousands of miles away – was sobering. When they arrived at the border crossing rail bridge, the team witnessed a family of three attempting to cross. The mother had a small baby in her arms and fell into the razor wire, and a man was swimming across the river with a child on his back – the scene was heartbreaking to witness."

"After leaving the bridge, Union Pacific met with more than 20 stakeholders and first responders, including Mayor Rolando Salinas, Maverick County

Judge Ramsey English Cantu, CBP interim port director Pete Beattie, the assistant fire chief, police chief, border patrol (Homeland Security) and several members of their teams," according to Union Pacific.

"The group listened to the challenges the police force, Customs officers and emergency response

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TOP NEWS

GRANDE RAIL CROSSING

teams have been managing on a daily basis. Hearing from the first responders made it clear the gravity of this humanitarian crisis is beyond any one community or company.

"This complex crisis requires significant intervention and support from policymakers in Washington, DC."

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TOP NEWS

TRANSFER VIENNA–KYIV GAT MOMENTUM 28

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TOP NEWS

T

he first test train is laying the foundation for a regular connection between Vienna and Kyiv. A new milestone will be set in that this will be the first time that non-craneable semi-trailers will be made craneable and transported by rail on this route. This is being made possible by r2L technology.

The new TransFER route was first presented at transport logistic in Munich, and now the first test train is preparing the ground for future transports: we are talking about the TransFER Vienna–Kyiv. The ÖBB Rail Cargo Group (RCG) is connecting Ukraine to its intermodal network (TransNET) in partnership with Ukrainian Railways (UZ).

The test train travelled from Kyiv to the Rail Cargo Terminal BILK in Hungary at the end of September and successfully transported non-craneable semi-trailers carrying building materials by rail. This is a completely new concept, because until now it was only possible to transport the non-craneable semi-trailers on this route by truck, as is normally the case in the industry. This first for rail transport is therefore not only a blessing for the environment, but also eases the ongoing difficult situation with regard to the shortage of truck drivers in the Ukraine. One might say it is a win-win situation.

This is made possible by r2L –

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roadrailLink – technology. The innovative handling and transport technology developed by the wagon hire company VTG in conjunction with its partner VEGA International makes it economically viable to load any type of non-craneable semi-trailer. This means that otherwise non-craneable trailers can be lifted with a crane and used in combined transport.

The fully galvanised r2L solution is a platform that can be lifted vertically into and out of a pocket truck using either terminal cranes or reach stackers.

Keeping the economic wheels turning The new connection between Kyiv and Vienna runs as required, with a stop in Budapest, and will offer the first regular, high-frequency intermodal connection between Ukraine and the numerous hubs in Central Europe. There are also other means of ensuring the flow of goods between Ukraine and the EU besides intermodal transport: the RCG continues to transport 150,000 tonnes of Ukrainian grain into the EU and in so doing makes a significant contribution to global supply security.

Wascosa raises growth finance THE Wascosa Group Holding has successfully closed the raise of its existing capex facility by €90m and the incorporation of a second capex facility of €150m, establishing a solid long-term basis for further investments in rail freight wagons.

This, once again, has shown the Group’s ability to secure senior debt based on its strong and resilient business model. Despite the uncertain environment and challenging financing markets, the Group has also been able to setup a new growth capex line with KfW IPEX-Bank in the amount of €150m on its existing financing platform. These facilities also support our framework of a sustainability strategy by focussing on investments accelerating the shift from road to rail.

Benjamin Mehran, Group Head of Investments & Financing, says: “We are very proud to close the

first expansion of our growth financing facilities after setting up our new corporate financing platform in 2022, showing the trust of and strong relationship with our core banks who agreed to provide us with additional funds based on the confidence in the strength and reliability of our business model and the solid performance of the Group over 2022. In 2023, our Group has proven its continuing abilities to structure and build up a sustainable investment pipeline of new rail freight assets. This raise of our growth financing is essential to fund our long-term growth.Again, a great milestone on our path to maintain and expand our leading position in Europe.”

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A TIP TOP COLLABORATION FOR ERMEWA TIP TOP surface protection in Wittenberg and ERMEWA have been working together for about a year.

And even after this short time, they have gotten quite a few things off the ground together.

Numerous cars with "Boiler test Z", underframe revisions G 4.8 and of course also rubber inspections. ERMEWA has recently been given the order to remove old interior coating from some cars by

blasting, so that the tenant can use them now for different purposes.

ERMEWA says: "The TIP TOP rail tanker team from Wittenberg would like to thank ERMEWA for the trust they have placed in us. We look forward to further co-operating with you."

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Rhenus Group, Uzbekistan Railway to expand terminals in Uzbekistan THE Rhenus Group is stepping up its operations in Uzbekistan. The global logistics company signed a memorandum of cooperation with Uzbekistan Railway to establish a joint venture on the fringes of the Central Asia Summit, which took place in Berlin in late September. The partners are to jointly operate and expand combined terminals in Andijan and Samarkand.

The memorandum of co-operation between Rhenus and Uzbekistan Railways will see the partners work together more closely on developing existing transshipment facilities in Uzbekistan. The memorandum was signed in the presence of Uzbek Transport Minister Ilhom Mahkamov on the fringes of the German Government’s Central Asia Summit in Berlin at the end of September.

Under the agreement, two joint ventures will be established between Rhenus and Uztemiryulkonteyner, a subsidiary of Uzbek Railways. The goal is to expand and operate the combined road-rail terminals in Andijan and Samarkand. The partners have also agreed to take strategic measures to expand capacity and increase rail freight traffic in the Republic of Uzbekistan.

“This strategic partnership with Uzbekistan Railway opens a new chapter in Rhenus almost 30-year presence in Central Asian states, a region home to around 94 million people. In the years ahead, we expect growing demand for the transportation of containerized goods and commodities that we connect with Europe’s transport networks along the Middle Corridor of the,” commented Tobias Bartz, CEO and Chairman of the Rhenus Group.

Heinrich Kerstgens (left), Project Manager and Director Board Projects at the Rhenus Group, and Zufar G. Narzullayev, Chairman of the Board of Uzbekistan Railways.

Uzbekistan is by far the most populous country in Central Asia with more than 35 million residents.

The country is also experiencing robust economic growth. Within Central Asia, Uzbekistan is an essential bridge between China, Turkey and Europe. Along with its operations in Uzbekistan, the Rhenus Group also has its own companies in the neighboring countries of Kazakhstan, the southern Caucasus and the Asia-Pacific region.

“Investing in transshipment capacity in the economically emerging regions of Ferghana Valley and Samarkand will allow us and our partner to pursue further long-term transport projects,” added Heinrich Kerstgens, Head of the Project and Director Board Projects at Rhenus Group, at the signing of the memorandum in Berlin.

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ÖBB Rail Cargo Group's Czech arm celebrates anniversary THE Czech freight transport subsidiary of ÖBB Rail Cargo Group (RCG), Rail Cargo Operator – CSKD, recently celebrated its 20th anniversary. It offered the perfect occasion for a toast, with partners and customers from the European intermodal sector being invited to the anniversary event. Some 150 guests accepted the invitation to the “Občanská plovárna” venue in the centre of Prague. Decision-makers from the European intermodal sector met up for a networking opportunity in the pleasant and relaxed late summer atmosphere, accompanied by delightful live music, an acrobatic performance and boat rides on the Vltava River through the historic centre of Prague.

After welcoming speeches by RCG board member Christoph Grasl and managing directors Gerhard Kratochwil and Lukas Bernard, the guests were able to exchange views on more than just work-related matters in an informal setting.

The Czech subsidiary came into being when a subsidiary of RCG (then Intercontainer Austria) bought a majority stake in what was then CSKD Intrans in 2003. Ten years later, that company was

merged with the Slovakian SKD Intrans, and in the course of this the company was renamed Rail Cargo Operator – CSKD. Today, the specialist in railway logistics for combined transport offers intermodal shipments that avoid lengthy transshipment operations by rail.

The company offers high-frequency long-distance connections with optimised transit times between the Czech Republic, Slovakia, Slovenia, Poland, Germany and Turkey for customers in the Central European region. In intermodal transport, RCG operates hinterland transports from ports in northern, western and southern Europe for well-known shipping companies and forwarders with direct and hub connections predominantly in the Czech Republic, Slovakia, Hungary, southern Germany and Austria.

Terminal and additional services such as container repair and maintenance, customs services and last-mile logistics by truck ensure comprehensive end-to-end logistics solutions from collection to destination for small and medium-sized companies, as well as large industrial companies – even where the customer does not have its own railway siding.

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Schweerbau doubles its EuroDual locomotive fleet EUROPEAN Loc Pool (ELP), a leading provider of innovative locomotive leasing services, has inked an agreement for a second EuroDual locomotive with Schweerbau.

This marks an expansion of the successful collaboration, as Schweerbau already operates one EuroDual locomotive from ELP in their fleet.

Lutz Jelitto, Managing Director of Schweerbau, commented on the decision to acquire another EuroDual locomotive: “So far, we have consistently had positive experiences with the EuroDual. Availability, reliability, performance, and flexibility are excellent and fully meet our expectations. We use the locomotive extensively in our construction activities, for transporting our machinery, materials, and for onsite operations.”

Schweerbau, an 800-employee family-owned company, has a history of over 90 years deeply rooted in the advancement of mobility solutions. The company shares European Loc Pool’s philosophy of driving sustainability and progress through the use of cutting-edge technology.

Willem Goosen, CEO of ELP, emphasises: “The expansion of this partnership with Schweerbau not only highlights that the EuroDual is an outstanding locomotive for heavy freight transport but also that construction companies have recognized the manifold benefits of this series. This partnership further underscores our commitment to positively transform this industry and promote sustainable developments. It is a win-win situation for both companies, and we look forward to continuing to support Schweerbau.”

Lutz Jelitto also expressed his satisfaction with

the partnership with European Loc Pool: “From a leasing company, our primary expectations are straightforwardness, clarity, and reliability.We find all of these qualities in ELP.” The delivery of the additional EuroDual locomotive to Schweerbau is planned for the fourth quarter of 2024.

Innovative six-axle hybrid locomotives European Loc Pool focuses on innovative six-axle hybrid locomotives with a power output of up to 2.8 MW diesel, 9 MW electric and a traction capacity of 500 kN. As standard, all vehicles are equipped with ETCS Baseline 3 for Level 2 operations.The first ELP EuroDual locomotives have been in service on the German rail network since April 2020. They enable operation on electrified and non-electrified lines as well as load-mile and shunting operations. All dual locomotives are equipped with radio remote control.

From mid-2023, the second generation of ELP’s dual locomotives, the Euro9000, were put into service as a hybrid multi-system electric locomotive designed for use in all European corridors. As the “launching customer,” European Loc Pool ordered the first ten Euro9000 locomotives from Stadler in May 2019.

The first version with 1.9 MW of diesel and 9 MW of electric power at 500 kN tractive effort will be used in Germany, Austria, the Netherlands, Italy, Belgium, and Switzerland. Subsequently, the locomotive’s area of operation will be expanded to other countries and corridors.

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THE TRAIN IN SPAIN AWAITS ITS FATE A RECENT report in the Doncaster Free Press has highlighted the troubled fate of a notable freight locomotive built in the town in the 1980s. A Class 58 locomotive, bearing the number 58050, had its origins at Doncaster's Plant Works, entering active service in the year 1987. It holds the distinction of being the final diesel locomotive ever manufactured for British Rail.

The Free Press notes that this locomotive, throughout its operational years, was primarily tasked with hauling freight along the region's railway lines, a role it dutifully fulfilled until the year 2002. Subsequently, in 2008, it embarked on a journey to foreign shores, as it was exported abroad.

As of now, the locomotive remains in a state of idleness, its future uncertain, while it awaits its destiny in Spain. An ardent rail enthusiast from the UK has passionately appealed to the Doncaster Gallery, Library and Museum to consider including this locomotive within their collection before it's too late, says the newspaper.

freight locomotive was dedicated to the task of serving local collieries and power stations by transporting coal on local trains."

"Currently, it languishes in Spain, its fate hanging in the balance, with the imminent threat of being dismantled. I firmly believe that the Doncaster museum would be an appropriate sanctuary for the Plant's ultimate locomotive creation. Regrettably, it would have to return by road, given that many critical braking components have been removed. However, even as a static exhibit, it would serve as a poignant reminder of the Plant's history and the countless individuals who contributed to the railway's legacy over numerous decades."

The initial locomotive of this class found its way to British Rail in early 1983 and promptly commenced its service during the same year. Despite initial expectations of a long and fruitful service life, the decision was made in 2002 by EWS to retire all members of this locomotive type after just 19 years of service. Subsequently, 32 locomotives of this class were leased to foreign railways: four to the Netherlands, eight to Spain, and twenty to France.

It bears the name "Toton Traction Depot" and stands as a remarkable testament to the 50 Class 58 locomotives that were born in Doncaster, the same birthplace that gifted the world the iconic Flying Scotsman and Mallard," says the newspaper.

Focus on the fate This rail enthusiast is quoted:, "Instead of all the attention surrounding the Flying Scotsman, let us direct our focus to the fate of this remarkable Class 58 locomotive, the very last one to be constructed in Doncaster for British Rail. This robust heavy

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Four DE18 locomotives arrive at EURORAIL / REGIORAIL France

BEACON Rail has completed the sale and leaseback of four DE18 locomotives with existing customer Eurorail / Regiorail France. The locomotives are to continue their operations in France and have commenced a long-term lease with RegioRail.

The maintenance of the locomotives will be supported by IMATEQ. "Well done to all those involved at Beacon, RegioRail and Railroad Development Corporation for completing this transaction," says the company.

Beacon Chief Executive Officer Adam Cunliffe

said: “We welcome the addition of these locomotives into our fleet in support of our customer RegioRail with whom we have a growing relationship.

The acquisition of these locomotives adds to our existing fleet of DE18 locomotives and support our growing presence in France with over 100 locomotives in operation.”

RegioRail Chief Executive Officer Brice Devinoy said: “We appreciate Beacon’s customer orientation which was needed for Regiorail and the French rail business to thrive!”

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Netherlands railways continue to rely to renewable power

THE ink is not yet dry, but the agreement is in place.

From 1 January 2025, the entire electrified rail network in the Netherlands will be supplied with renewable power.

The tender process conducted by the Dutch railway company Nederlandse Spoorwegen (NS) was won by the energy suppliers PZEM and Shell, who will supply sustainable electricity for all Dutch railways for three years starting in 2025, with an annual volume of 1.46 terawatt hours. DB Cargo Nederland will be another company to benefit from this, as the contract covers the Betuweroute, a rail line extending from the port of Rotterdam to Zevenaar near the border with Germany that is used exclu-

sively for rail freight transport.

Easy access to renewable power Until now, companies had to sign two contracts one for the Betuweroute and one for the rest of the Dutch rail network. The new contract is therefore a significant improvement in this regard and presents less of an obstacle to rail freight operations in the Netherlands. A mixture of solar and wind energy sourced in Europe will be used in the future. Ben Appeldorn, Head of DB Cargo infra, is pleased with the deal: "I'm happy that we've succeeded in finding new suppliers in this difficult energy market," he says.

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MITTELDEUTSCHE EISENBAHN

TIME for a very special anniversary celebration: Mitteldeutsche Eisenbahn GmbH (MEG), founded in 1998 as a local factory railway, is celebrating its 25th birthday. In that time, it has become an indispensable part of the rail freight transport sector in Germany. MEG was founded on 1 October 1998 as a joint subsidiary of DB Cargo and today's VTG Rail Logistics GmbH. The company's fleet has grown from just a few used locomotives to number around 60 state-of-the-art engines in 2023. Today, MEG serves European freight corridors and the sidings of industrial customers

throughout Germany.

Dr Sigrid Nikutta, Board Member for Freight Transport at Deutsche Bahn AG and CEO of DB Cargo AG, was among the well-wishers at the anniversary celebration and lauded the company's achievements: "MEG is a success story.

And behind every success there are people. The employees of MEG have worked hard for our industrial customers for 25 years, helping to create reliable and environmentally friendly supply chains. Everyone benefits from MEG's growth, as putting more goods on the rails improves the

38

carbon footprint of o now employs around committed to offerin ly every service in r from a single source.

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Also among the Haller, Undersecreta and Digital Affairs in ony-Anhalt. His welc tribute to the comp sary: "Over the past

N CELEBRATES 25TH BIRTHDAY

our economy." MEG d 350 people, who are ng customers virtualrail freight transport ..

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developed from a factory railway into a nationwide rail freight transport company, despite economic conditions that have not always been easy." MEG transports all kinds of cargoes, from raw materials and chemicals to end products for industry in central Germany. Its fleet now also includes over ten hybrid locomotives that ensure sustainable mobility. According to Dr Jürgen Sonntag, Managing Director of MEG, this allows the company to offer the environmentally friendly services that the market demands.

As well as commemorating the past,

39

MEG is securing its future with a new train driving simulator for training and professional development: "The simulator will further improve the quality of our training and professional development at MEG," emphasised Sonntag. "It can simulate dual-mode locomotive functions and the ETCS train protection system, and will take driver training to a whole new level." Happy birthday to MEG and all the best for the next 25 years!

GUAGE

On the right t railways THE gauge of a railway indicates the internal distance between the two rails. The standard gauge differs from the broad gauge and the narrow gauge.

This article explains when which gauge is used and why there are different gauge.

measurement was already used for the "tramroad" - these were railways in English coal mines. The further use of this measurement allowed already existing carts to use the newly built tracks. The origin of the odd gauge, however, lies even further in the past: it is said that standard gauge derives from the original specification for Roman chariots. With a measurement of 1435 mm, these were exactly wide enough for two army horses to run in them without any problems.

If standard gauge was already prescribed as the standard gauge in Great Britain in 1846, 5203 of a total of 5575 kilometres of rail in Austria also run on standard gauge, while the remaining 372 kilometres are narrow gauge lines. As its name suggests, the narrow gauge differs from the standard gauge in that it has a smaller gauge. Most common are the metre gauge with a width of 1000 mm or a gauge of 760 mm.

The narrow gauge is used in regions and areas with difficult terrain: it can easily cope with sharp and narrow curves or steep descents. This includes, for example, the Mariazellerbahn.

Standard gauge: standardised gauge With a width of 1435 mm, standard gauge is the most widely used gauge in the world. The origin of its success dates back to 1822, when it was used to build the first public steam locomotive. From there, standard gauge quickly caught on in much of the world and is now most prevalent in most European countries, the Middle East, and North America and Africa, as well as China. Standard gauge is mainly used for passenger, regional and long-distance transport. Freight and high-speed trains, intercity and regional trains also travel on these tracks.

Roman chariots on English tracks The question is: Why exactly 1435 mm? The

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GUAGE

track for Rail Cargo Group

Heavy freight on a large track: the broad gauge

potential opponents or competing companies from using their own infrastructure to their advantage.

It was only later that the importance of a uniform gauge was recognized: it is significant for interoperability in rail transport and enables a seamless transition to another railway network without the need for reloading processes or gauge changes due to the exchange or conversion of the railway running gear.

Today, the different track gauges no longer represent too significant an additional expense due to technical innovations that allow the running gear to be quickly changed or adapted to the gauge.

Nevertheless, it is rather unlikely that new gauges will be introduced in the future. The focus is on further expanding the existing gauges. The standard gauge rail network in East Asia in particular is growing rapidly.

Broad gauge, on the other hand, refers to a gauge that is larger than standard gauge and measures over 1435 mm.

The most common form is the Russian broad gauge with a measurement of 1520 mm. It is the gauge with the largest network after the standard gauge. The larger the gauge, the greater the load-bearing capacity of the track. For this reason, the broad gauge is particularly suitable for transporting heavy goods over long distances. The Trans-Siberian Railway is probably the most famous broad-gauge railway.

Not all rails are the same The different track gauges date back to a time when there were hardly any standardized specifications for track gauges and they were designed according to the wishes of the builder. In addition, for military and economic reasons, different track gauges were often deliberately chosen to prevent

41

200th ANNIVERARY

the railway's 200t THE UK railway infrastructure provider Network Rail is “delighted to confirm a year-long programme – Railway 200 – to celebrate 200 years of train travel in 2025.”

On 27 September 1825, the world’s first passenger train, hauled by George Stephenson’s Locomotion No 1, carried more than 400 people along the Stockton and Darlington Railway. The landmark event drew crowds of up to 40,000 people and marked the birth of modern passenger train travel.

Of course, freight was in at the start of railways: predating regular passenger by decades.

The early lines, such as the Surrey Iron Railway, were only freight carriers.

Darren Caplan, chief executive of trade body the UK Railway Industry Association, said: “It is hard to overstate the benefits that the railway has brought, and continues to bring, not just to the UK, but also globally, since 1825. Rail networks

don’t just keep people connected, they also play a crucial role in spurring economic growth, creating jobs, boosting sustainability and bringing together local communities.”

Two-year countdown The two year countdown is on to mark the bicentenary of the birth of the modern railway with celebrations throughout 2025.

The Stockton & Darlington Railway opened on September 27 1825, connecting places, people, communities and ideas and ultimately transforming the world.

To mark the 200th anniversary of that momentous first journey, three councils, Darlington, Durham, Stockton-on-Tees, alongside Tees Valley Combined Authority, have joined forces with a range of local, national, and international partners, to deliver a series of internationally signifi-

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200TH ANNIVERSARY

th birthday party cant projects throughout the bicentenary year.

S&DR200 – a fantastic nine-month festival – is at the heart of the celebrations. Based in the North-East, it will include internationally significant projects which will shine a light on the history and the future of transport.

It’s all aboard for a programme of events including steam train journeys, exhibitions, visual arts and large-scale spectacles. There’ll be something for everyone – from railway enthusiasts and hobbyists to students, families and visitors of all ages.

At the centre of the bicentenary festivities is a celebration of the very first ground-breaking journey. A permanent walk and cycle pathway, which will closely follow much of the 26-mile inaugural route, is being developed across County Durham, Darlington and Stockton-on-Tees. Historic England chose the 26-mile route to be one of their first a Heritage Action Zone and in 2025 a replica of Locomotion No.1 will also be used to provide experiences around the inaugural journey starting from Shildon and Darlington to Stockton.

There will be dozens of activities, events and celebrations in communities along the 26-mile line. There’ll be opportunities to learn and discover at interactive exhibitions and schools will be able to take advantage of a series of S&DR200 focused projects to spark pupils' interest in science, technology, engineering, mathematics and the arts.

To keep on track with how to get involved, check out the festival’s new social media channels and the S&DR200 website www.sdr200.co.uk.

Helping fuel the festival will be volunteer and

grants programmes, funded in part by the National Heritage Lottery Fund.

Niccy Hallifax, S&DR200 Bicentenary Festival Director, said: “The importance of this moment cannot be underestimated, the railways have become day to day life for many people around the world. Most of us have a treasured memory or a story that involves a rail journey and it is this, and the drive to invent and explore, that this festival celebrates.

“We want to inspire and give people the opportunity to discover new opportunities and enjoy collaborations by international artists – all linked to this fascinating industry to mark this special place where it all started.”

Judith McNicol, Director, National Railway Museum said: “The bicentenary of the Stockton and Darlington Railway is a key railway anniversary of real international importance. It is doubly significant for the National Railway Museum, as the date also marks our 50th birthday. Through a cal-

4

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endar of events, programming and displays, we will help visitors to Locomotion in Shildon and the National Railway Museum in York to share in the exciting centenary celebrations.”

The S&DR200 festivities are part of the rail industry’s plans to mark bicentenary, with a yearlong programme of initiatives, partnerships and activities called Railway 200, that together with the festival is set to attract national attention.

Developed as a partnership across the rail industry with a focus on inspiring the next generation, Railway 200 will mark both the S&DR bicentenary, and the far-reaching impacts of all railways and train travel nationally. It will celebrate the railway’s remarkable past, recognise its importance today, and look forward to its extraordinary future. Railway 200 is committed to supporting local and regional activity by providing toolkits, a national brand, website, and a far-reaching social media presence.

Peter, Lord Hendy of Richmond Hill, Chair of Railway 200 and Network Rail said: “The world changed forever in 1825, and the 200th anniversary of this first passenger train journey is an historic opportunity to reset the public’s relationship with rail. It is our chance to present the railway as a forward thinking, digital, industry and as an attractive career option for young people and for people from many different backgrounds.”

Paul Rutter, Route Director for Network Rail’s East Coast route, said: “It’s a privilege to work with industry partners, local authorities, and other organisations to deliver such a special programme of celebrations for the 200th birthday of the modern railway.

“All who made the Stockton & Darlington Railway happen were trailblazers and it is so special that we can commemorate their achievements in this way while forging our own path for the future of the rail industry.”

The full S&DR200 festival programme will be revealed in September 2024.

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ON THIS DAY: RAILFREIGHT HISTORY OCTOBER 16

1803 Robert Stephenson, an early railway and civil engineer, is born at Willington Quay, Northumberland. He is the only son of George Stephenson (17811848), colliery and railway engineer and a private education at the Academy of John Bruce in Newcastle upon Tyne.

1944 The Baltimore & Ohio’s last new steam locomotive #5594, Class T-3C rolls out of Mount Clare erecting shop in Baltimore.

OCTOBER 30

2009 Freight operator Stobart commences a weekly refrigerated train service, operated in conjunction with DB Schenker. The 1100 mile (1800 km) journey from Valencia, Spain terminates at the Ripple Lane inter-modal depot developed originally for Ford Dagenham. The first fully refrigerated goods service to run through Eurotunnel, it is the longest train journey at launch in Europe by a single operator.

OCTOBER 18

2005 A locked handbrake on the bogie on an empty wagon causes the derailment of an English, Welsh and Scottish Railway goods train near Hatherley, just south of Cheltenham Spa station at 05:20. The train, travelling between Bescot and Margam on the down Birmingham to Bristol, consisted of empty BYA type wagons and 12 empty SSA type wagons.

OCTOBER 21

1929 A brick train moving from Forder’s Sidings to Bletchley, Buckinghamshire had almost reached Ridgmont up distant signal when 35 vehicles broke loose after a coupling broke. They run back wrong road for some 3½ miles (5 km) down the gradient and collide violently with the 14:30 up goods train Cambridge to Bletchley which was following in the same direction as the brick train.

The following goods train fireman was killed. The other railwaymen were injured.

OCTOBER 29

1965 The Chairman of the British Railways Board, Lord Beeching, officially opens the new marshalling yard at Tinsley, in Sheffield, Yorkshire.

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