Freight Tracks #46 by freighttracks

FREIGHT tracks ISSUE #46

NOV 27 2023

THE BUSINESS MAGAZINE FOR RAIL FREIGHT

INTERMODAL TAKES FLIGHT OVER EAGLE PASS GATEWAY

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CONTENTS NOVEMBER 27 2023 ISSUE 46

IN THIS ISSUE COVER STORY Talking Point Top News News

04 06 20 28

COVER STORY

Intermodal to fly through E B

This new intermodal service brings opportunities for customers to grow in expanding Mexico markets. Starting January 1, it moves customers’ freight a full day faster than existing international service, and customers’ supply chain needs at the forefront, the service will offer a reliable, more sustain

NSF alongside JB Hunt Transport Services, Inc. and Mexico’s largest rail provider, GMXT, are behind the launch of a new intermodal service between US markets and three freight destinations in Mexico: Monterrey, Silao-Bajio and Pantaco-Mexico City through Texas’ Eagle Pass gateway.

COVER STORY There will also be an alternative option over the El Paso, Texas border gateway. “Our organisations are committed to growth in Mexico and this joint service offering is a direct reflection of that commitment,” said Katie Farmer, BNSF president and CEO. “By utilising the capacity and expertise of the largest intermodal railroad in the US, the largest railroad in Mexico, and the largest domestic intermodal carrier, this product will seamlessly connect the North American intermodal network.”

Traffic across the border The Association of American Railroads (AAR) today reported U.S. rail traffic for the week ending October 7 2023. For this week, total U.S. weekly rail traffic was 499,217 carloads and intermodal units, up 3% compared with the same week last year. Mexican railroads reported 16,381 carloads for the week, down 10.2% compared with the same week last year, and 11,901 intermodal units, down 15.4%. Cumulative volume on Mexican railroads for the first 40 weeks of 2023 was 1,118,795 carloads and intermodal containers and trailers, up 3.4% from the same point last year.

Eagle Pass abletainable service to move goods seamlessly to and from Mexico with coast-to-coast access in the US. Trains carrying intermodal containers will interchange at Eagle Pass, Texas, to and from GMXT, which will operate the trains between the border crossing and the serviced regions six days a week.

TALKING POINT

Union Pacific honours with first-e U

Dow Freeport-McMoRan Hapag-Lloyd Owens Corning Union Pacific Supplier Winners: Arcadis Jacobs Konecranes Trinity Wabtec WSP

nion Pacific Railroad recognised a dozen customers and suppliers with the railroad's first-ever 2023 Sustainability Partner Award. The award honours Union Pacific business partners who have demonstrated both leadership and progress toward achieving sustainability goals. “These companies share Union Pacific's drive and commitment to finding sustainable ways of doing business that positively impacts our communities, employees and customers, while building a more sustainable tomorrow,” said Union Pacific President Beth Whited.

Considered was a company's track record of engaging and collaborating effectively The award was open to all of Union Pacific's customers and suppliers and was based on a company's sustainability efforts, such as the use of innovative business practices to reduce their environmental impact. Also considered was a company's track record of engaging and collaborating effectively with key stakeholders, including communities and business partners. Union Pacific Customer Winners: Cemex CF Industries

The winners were honoured in late November at an awards ceremony held at Union Pacific Center in Omaha, Nebraska, where they were given a chance to share their sustainability initiatives and projects. “We were thrilled to spend a day with our business partners, learning about their forward-thinking initiatives and sharing ideas on how we can work together to make a difference for generations to come,” said Kenny Rocker, executive vice president, Marketing and Sales for Union Pacific Railroad. Companies who are interested in applying for next year's award should speak to their Union Pacific sales or supply representative.

TALKING POINT

ever Sustainability Partner Award

TALKING POINT

Nine trade bodies endorse

ine representative bodies of the railway sector - AERRL, ALLRAIL (Alliance of Passenger Rail New Entrants), CER (Community of European Railway and Infrastructure Companies), EAL, EIM European Rail Infrastructure Managers, ERFA-European Rail Freight Association, International Union of Wagon Keepers (UIP), UIRR and UNIFE | The European Rail Supply Industry Association- endorsed a common position

paper to express their support to the implementation of the centralised registration function as the European Vehicle Register (EVR) defined in the Commission Implementing Regulation 2018/1614 of October 25 2018 and the corresponding transfer of the relevant data of registered vehicles from the National Vehicle Registers to the EVR. With this statement, they outline how to pave the way to European Union Agency for Railways

TALKING POINT

a common position paper becoming a registration entity with reflections on the free choice of registration entity (applicants should remain free to choose a national registration entity if preferred), coding of the countries in which the vehicles are registered and access rights. AERRL, ALLRAIL, CER, EAL, EIM, ERFA, UIP, UIRR and UNIFE believe that it is crucial to involve the railway sector in defining the structure/soft-

ware of the EVR tool to ease implementation of changes.

TALKING POINT

FREEING UP CAPACIT TO THE MIDLANDS FO THERE IS A NEED TO DEVELOP ALTERNATIVE ROUTES TO THE BUSY SOUTHAMPTON-READING-OXFORD-BIRMINGHAM CORE, WRITES RICHARD PILL, CEO OF ENGLISH REGIONAL TRANSPORT ASSOCIATION

nglish Regional Transport Association (ERTA) is a nationwide voluntary membership-based association. Membership is open to all. We seek to bridge between professionals and public in regards to better public transport and local rail reopenings as well. The ‘Solent to the Midlands Multi Modal Freight Strategy Phase in June 2021’ in general focused on the core rail route doing more from Southampton-Reading-Oxford-Birmingham. That freight from Deep Sea Port Southampton also goes to Manchester and elsewhere, shows that dealing with current growth, focusing on pinchpoints like Reading and busy rail routes with intensive demands for passenger slots, means that current demand and new will take some doing with disruption and leaves a glaring gap between current trends and any environmental, social, economic and moral case for a nationwide push for more by rail informing modal shift. If the current core network cannot cope, the only show in town is default to roads, roads upgrades and expansion

and the blight, pollution, and cascade of problems elsewhere that informs. It is ERTA’s contention that the post-war rail closures, however argued and informed or not, were retrospectively an error of judgment, cutting the nation’s nose to spite its face – the ability to get things done and watch our carbon footprint. So, from Southampton, along the south coast in terms of new or alternativeroutes: 1. Could a new curve or bypass link the Bournemouth-Weymouth lines to Weymouth-Westbury Lines? Everything costs, but could it be looked at? That brings you to Bristol area and then either new linkages to the East Wales Line through Hereford to Shrewsbury and beyond. 2. Somerset and Dorset, would have taken you to Bath and onwards via the Midland Railway to the West Midlands. Alas, suburban sprawl has severely blocked it in many places and there is a balance between recovery pains and blight, costs and reasonability. 3. The line via Romsey gets you to Swindon, thence via the Dicot avoiding curves ‘West to North’ via Oxford. The idea of a curve or newbuild ‘bit’ from Wootton Bassett to the Kemble Line but then where do you go? In short, we do need a rebuilt Cheltenham to West Midlands via links with the Cotswold Lines (Worcester-Hereford-Shrewsbury) and Long Marston (which could do more freight-wise than mere storage and exhibitions) to Stratford-upon-Avon and into the West Midlands that way. 4. Didcot – Winchester would have been useful, but is now again blocked severely in many

TALKING POINT

TY FROM THE SOLENT OR RAIL FREIGHT

places beyond reasonable recovery. 5. To the east of Southampton, whilst not a panacea, could other ports ‘non-Deep Sea’ do more trade by rail? For example, Newhaven now does aggregates, could Shoreham Port likewise? ERTA has long campaigned for a rebuilding of Shoreham-Horsham-Guildford direct and sup-

ports a new Guildford-HeathrowRail Link with extensions and tunnels to link with the Chiltern Main Lines for Banbury, Aylesbury, and Milton Keynes/Bedford for WCML/MML respectively via East-West Rail (Oxford-Cambridge ‘new’). The problem we face is that there does not seem to be a government appreciation, push and

TALKING POINT drive for a ‘return to rail’ incentive/initiative for aiding and nurturing modal choice and modal shift to rail. Everything is ‘focused’ without regards to the whole and that overall question of what we are trying to achieve. For example, if we take environment, morally, we should plum for more by rail as that saves land, reduces congestion, pollution and enhances public well-being.Yet the drive for that, the incentives are far from clear and maybe peddling the wrong way. Quangos are set up and tinker with things like more EV charging points, cycling, walking, buses and existing trains and services, but tracks back or new-build beyond HS2 fiascos and we’re not seeing as coherent year-on-year directive, strategy and crucially the refrain from mere report trading, conferences and high salaried general platitudes to ‘spades on the ground’ and specific projects which inform modal shift, people and goods back to rail via more tracks for more trains and that creatively. We do need a strategy, a nationwide plan of action for local rail solutions and reopenings yearon-year starting now. If you think 10 years from conception to delivery is reasonable, enhancing existing lines is basic, modal shift requires more tracks, routes for more by rail comprehensively. In Southampton’s case, containers are a main stay, but in terms of more to rail and using converted stock for the x3 P’s – Parcels, Post and Pallets by rail, every station/yard with a 3–5-mile population of 20, 000 for example should have a facility. Currently we have Varamis Rail doing a splendid job, but it is only Glasgow/Liverpool-Birmingham sort of strategies. We need nationwide coverage and that means leadership and direction and Government has a pivotal role in that. Incentives as well as reopening lines/new-build pieces for more, could also include: 1. Outlay costs of infrastructure getting started like sidings grants, gantry’s, rolling stock and apparatus to help ease conversion to rail. 2. Reconnecting to the rail

network beit places, businesses and so on – we have the Rail Reopenings Fund at £500million, but new roads at £27 billion. 3. We need equality or tipping in favour of rail for the wider benefits. Cost-Benefit Analysis should also consider environmental gains of more by rail and translate to an economic credit to pay for that nationwide switch. ERTA will continue to work grassroots upwards, but we need bigger players to do their bit too. Trains do not jump tracks; they need chords and connections to move from one line to another. So, aspirations to route to Doncaster for example from Southampton via the ECML linking East-West Rail in the Tempsford area, need a physical rail link, alas segregated lines, and station interchange with development of adjacent land is what is being put forward, and that is an example of the sort of nitty gritty issues we face x nationwide!

FREIGHT tracks MEDIA SALES EXECUTIVE FREIGHT TRACKS is seeking Media Sales Executives who can take us to the next level. The Media Sales Executives will develop new business by recommending marketing solutions that produce measurable results for clients in the rail freight industry. If you have a winning attitude and are highly motivated, this is an exciting media sales position selling advertising plans through our print product. The candidate must demonstrate experience developing and cultivating new leads through cold calls, telephone prospecting, request for proposals, etc. The Media Sales Representative candidates should have quantitative evidence of sales success as well as digital marketing knowledge. A knowledge of the rail

freight industry is desirable but not required. If this describes you and you’re looking for a position that will allow you to leverage your talent and make an impact on business and your own career, the role of Media Sales Representative is the opportunity you’ve been waiting for. The position is remotely based, with just the occassional visit to London for sales meetings. The position is initally commission-only but enjoys a substantial commission reward.

If you are interested in applying for this role, please send your CV/resume to editor@freight-tracks.com

TALKING POINT

ANTWERP PORT REVISES APPROACH TO RAIL TRAFFIC

tarting January 1 2024, there will be a revised approach to train traffic within the Antwerp port vicinity, particularly for Single Wagon Load operations. A new, neutral operational model, open to all interested parties, has been established. Railport initiated a competitive tendering process to consolidate this traffic, and the successful bidders have been identified. This marks an initial achievement in the port's rail vision, aiming for enhanced efficiency and service quality. Effectively managing the first and last mile traffic in the port area presents significant challenges. Anticipated growth in rail traffic, diverse operational models among rail operators, and a lack of collaboration contribute to the complexity. Currently, there is no coordination between these operators, and all rail traffic must navigate the limited rail infrastructure, encountering bottlenecks such as bridges over the locks. The current system of numerous and fragmented railcar deliveries results in elevated costs and environmental repercussions. Substantial gains in efficiency and sustainability can be realized by coordinating the delivery and collection of railcars and consolidating these activities within the port area.

This allows for the utilisation of longer trains instead of numerous short ones. Nils van Vliet, CEO of Railport, expressed satisfaction with the outcome, emphasizing the crucial support received from the industry and freight stakeholders. The success of the project underscores the collaborative ability to instigate effective change. Looking ahead, Railport intends to sustain its efforts by monitoring quality, organizing area meetings to enhance efficiency, and advancing ongoing digitalization initiatives. To implement these changes, Railport has segmented the port into zones based on consolidated volumes and operational optimization. Subsequently, Railport conducted a tender process for the first and last mile services in each zone, obtaining a mandate from freight stakeholders in these areas. Railport's objective is to enhance accessibility for both rail operators and freight payers in the first and last-mile traffic, countering fragmentation, and improving transparency regarding their respective goods. This strategic approach aims to foster a more cohesive and streamlined operational environment.

TALKING POINT

Construction to start on S S

audi Arabia is preparing to start work on the $7bn Saudi Landbridge project early next year, as the negotiations for the final cost and financing of the project are reaching the closing stages. After the official announcement by the National Industrial Development & Logistics Programme (NIDLP) last week, the project is expected to be live early next year. In a report published by the local Arabic daily Aliqtisadia on November 21, Suleiman al-Mazrou, CEO of the NIDLP, said that the negotiations regarding the implementation of the project have reached advanced stages. Earlier this year,Transport and Logistics Minister Saleh al-Jasser said in a forum in Riyadh that Saudi authorities are undertaking negotiations with the Saudi China Landbridge Consortium (SLCC) to determine the final cost and financing of the project. The SLCC signed a memorandum of understanding to implement the project on a public-private partnership basis in October 2018. The SLCC was formed by Saudi Railway Company (SAR) and China Civil Engineering Construction Company. Al-Ayuni Contracting was named as the local partner for the consortium. Other members include French firms Systra and Thales; Canada’s WSP; Aldhabaan & Partners, the local partner of UK legal consultancy Eversheds & Sutherland; ALG Infrastructure; and Calx Consultancy.

TALKING POINT

Saudi Landbridge in 2024 Project facts The Saudi Landbridge project is one of the largest infrastructure projects planned in Saudi Arabia. The scheme is being implemented by the SAR and comprises six lines. The first involves the upgrade of the Jubail Industrial City internal network, which is currently under construction. It will require 10 km of track to be built. The second is the upgrade of the Jubail to Dammam railway line, which is also currently under construction. It will require 35 km of track to be built. The third line involves the upgrade of the Dammam to Riyadh railway line, with 87 km of track to be built. The fourth line, which is known as the Riyadh bypass, is from the existing network in the north of the city to the south. It is split into two packages, the first has 67km of track and the second has 35 km. The fifth line is a link from Riyadh to Jeddah and then on to King Abdullah Port with three stations at Jamuma, Moya and Al-Doadmi. The Riyadh to Jeddah line will have 920km of track and the Jeddah to King Abdullah Port link will have 146 km of track. The sixth line is a new 172 km line from King Abdullah Port to Yanbu Ind. City.

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TOP NEWS

Royal visit to Nuclear Transpor H

RH The Princess Royal visited Nuclear Transport Solutions’ (NTS) home port in Barrow-in-Furness and received a tour of its facilities and closer look at its operations. The occasion marks the first royal visit hosted by NTS, with The Princess Royal given a unique opportunity to explore one of Pacific Nuclear Transport Limited’s (PNTL) specialist nuclear vessels, and a state-of-the-art Direct Rail Services (DRS) locomotive. NTS, the global leader in nuclear transportation and logistics solutions, and owner of DRS and PNTL, welcomed Her Royal Highness onto Pacific Heron, one of only three specialist nuclear vessels in the world. She was also given a rare glimpse inside one of the state-of-the-art Class 68 locomotives used to support the transportation of nuclear material around the UK. The visit offered an opportunity to learn more about NTS’s global nuclear operations, the rigorous safety measures, cutting-edge technology and diverse range of skills involved in the transportation of nuclear materials. Wanda Goldwag, Chair of NTS, said: “The visit by Her Royal Highness The Princess Royal is a significant event for NTS as it underscores the importance of safe and secure nuclear transportation, and the critical role it plays in energy security and low carbon electricity. It also serves as a recognition of the dedication and professionalism of the fantastic individuals we have working at NTS.” David Peattie FREng, CEO of the Nuclear Decommissioning Authority (NDA), which owns NTS,

attended the visit and welcomed The Princess Royal to the port. He said: “It was an honour to welcome Her Royal Highness The Princess Royal to Barrow Marine Terminal and showcase our internationally renowned nuclear transport solutions capability. “NTS is critical in delivering the NDA group’s collective mission to decommission the UK’s earliest nuclear sites safely, securely and sustainably, leaving a positive and long-lasting legacy.

TOP NEWS

rt Solutions’ Barrow terminal

“It was also a great opportunity to recognise our highly skilled workforce and the Sea Cadets, who represent the next generation of seafarers.” Danielle Wilson, Senior Competence Assessor at NTS, added: “Today was a great honour and experience, and it’s a reminder of how grateful I am to be in the position I’m in.We’re really proud of the work we do at NTS, and not everyone can be here but are equally as deserving to be, so it's an honour to

represent the hard work from all teams across the organisation.”

TOP NEWS

Green Cargo granted ERA single safety certificate

t the end of October, the European Union Agency for Railways (ERA) granted a single safety certificate to Green Cargo, covering the three countries where the company operates railway services (Sweden, Norway, Denmark).The safety certificate is valid for five years and is required to conduct railway operations falling under railway safety legislation. The renewal of the safety certificate occurs every five years, and what is new this time is that the European Union's railway authority ERA issues a single safety certificate instead of the Swedish Transport Agency. A significant difference from before is that Green Cargo's entire safety management system has been thoroughly reviewed, as it is a fundamental requirement for the safety certificate. "It has been particularly interesting to work on our application now that we have transitioned from previous national permits to a single safety certificate. When we have gone through all the requirements, we see that we have a very good and comprehensive safety management system that addresses these requirements," says Karin Hesse, safety manager at Green Cargo. "It is of the utmost importance that the control and monitoring of changes in requirements and legislation occur continuously, and that we keep pace with developments and continuously update the safety management system. Every day should be safer than the previous one," adds Hesse.

TOP NEWS

AKIEM INKS DEAL FOR ELECTRIC LOCOS, OPT S

igned in September 2023, the contract includes a binding order from Akiem for 30 of the most recent Newag Dragon-2 six‑axle electric locomotives: 10 Dragon-2 multi‑system locomotives and 20 Dragon-2 DC locomotives fitted with last‑mile modules. The contract also features an option for up to 50 additional locomotives. The 10 multi‑system Dragon-2 locomotives are approved for operation in Poland, the Czech Republic and Slovakia, and the 20 Dragon-2 DC locomotives for operation in Poland and for cross‑border station access in the Czech Republic and Slovakia, significantly strengthening Akiem’s offer in the central European market. The contract also includes locomotive maintenance services for an eight‑year period starting from the date the 30 locomotives are delivered. The Dragon-2 platform represents the latest generation of freight locomotives. They are designed to deliver sustainable transport with energy efficiency, meeting Technical Specifications for Inter-operability requirements and able to pull freight trains of up to 4200 tonnes. Last Mile power modules meet Stage V emission standards and are equipped with HVO‑ready engines. "We are very pleased that Akiem, a leading European locomotive lessor, has chosen our platform of six‑axle Dragon-2 electric freight locomotives, placing the largest locomotive order by value in the history of our company. We are delighted to welcome Akiem as one of our strategic customers. We believe that our reliable Dragon-2

TOP NEWS

R 30 DRAGON-2 TION FOR 50 MORE

locomotives will satisfy the commercial expectations of Akiem's customers,” said Zbigniew Konieczek, Chairman of the management board of Newag. “We are thrilled to begin this partnership with Newag and are excited to offer new possibilities to our customers in central Europe,” said Fabien Rochefort, CEO of Akiem. The maximum total value of the order will amount to approximately half a billion euros., including maintenance services.

TOP NEWS

MORE GREENBRIER WAGONS FOR FREIGHTLINER POLAND

reightliner Poland has taken delivery of another 20 wagons from Greenbrier Europe, in which the railway will be transporting even more aggregates and carbon in Poland and Germany. "The most modern and the youngest fleet on the market allows us to offer competitive services in every respect - quality, timeliness, prices - and our strongest are able to carry out the most difficult orders," said Freightliner Poland.

FREIGHT tracks THE BUSINESS MAGAZINE FOR RAIL FREIGHT

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From farm to rail to the Thanksgiving table THANKSGIVING for readers in the United States wouldn't be complete without a bountiful table featuring turkey, sides, casseroles, and treats. The rail industry, particularly Norfolk Southern, plays a crucial role in delivering the ingredients that make these cherished Thanksgiving dishes possible, bridging the gap from America's farms to our tables. Here's a glimpse of what Norfolk Southern has transported to ensure the Thanksgiving feast was a memorable one: Norfolk Southern moved more than 9 million tons of corn last year, enough to grace over 100 billion plates of Thanksgiving dinner or encircle the globe over 160 times. Transporting enough potatoes to make mashed potatoes three times over for the entire United States. Norfolk Southern transported sufficient sweet potatoes to create over 650,000 sweet potato casseroles. In addition to delivering essential feast items, NS transported the feed crucial for Thanksgiving dinner. Annually, NS moves enough feed and grain to raise over 150 million turkeys, ensuring there's plenty to go around, with about 25 million turkeys left over. The railroad moved over one million tons of sugar this year, enough to sweeten countless Thanksgiving desserts. Transporting enough corn syrup to be included in over 9 billion pecan pies and 6.4 billion dishes of candied yams.

From fertilizers nurturing cornfields to grains sustaining turkeys, railroaders play a vital role in bringing together all the ingredients for your favorite Thanksgiving side dishes. As you gather around the table this Thanksgiving, take a moment to appreciate the meticulous transportation efforts that connect America's farms to your home, facilitated by rail. A heartfelt "Thank you" goes out to Norfolk Southern's 20,000 railroaders, who tirelessly ensured that goods roll seamlessly across their extensive 22-state network. "Their dedication helps weave the story of Thanksgiving, reminding us of the intricate journey from farm to table," said the railroad.

Cincinnati offloads CER for public benefit THE citizens of Cincinnati have given their approval for the sale of the Cincinnati Southern Railway (CSR), the only city-owned interstate railroad in the United States. Norfolk Southern, the long-time operator of the 337mile railway from Southwest Ohio to Chattanooga, is set to acquire it for $1.6 billion in a deal expected to close early next year. This landmark decision, reached in a closely contested vote, paves the way for the city to channel the proceeds of the sale into a trust fund dedicated to infrastructure maintenance. Anticipating annual dividends ranging from $50 million to $70 million, Cincinnati aims to responsibly manage and utilise this substantial financial asset. Advocates of the sale argue that it is a strategic move to unlock the full potential of a property the city has not actively operated since its inception. The referendum garnered majority support, with 51.5% of the vote. The CSR Board of Trustees expresses enthusiasm for the historic value this transaction brings to current and future generations of Cincinnati citizens. With the sale agreement focus now on Nor-

folk Southern, the board plans to adhere to Ohio law by appointing a financial advisor. This advisor, in collaboration with fund managers, will develop an investment policy to ensure the responsible, diversified and professional management of the infrastructure trust fund. The earnings generated from this fund will adhere to Ohio law guidelines, addressing existing infrastructure improvements, fund principal growth, and organiaational operations. The board expressed gratitude to the citizens of Cincinnati for their thoughtful consideration, discussion, and debate on the proposed sale. Paul Muething, the president of the CSR Board of Trustees, expresses confidence in the result and hopes that the investment strategy unfolds as planned. The decision marks a significant shift from the previous annual lease payments of around $25 million received by Cincinnati from Norfolk Southern, as the city transitions to a new phase with potential annual dividends and greater control over the destiny of the Cincinnati Southern Railway. It is almost a year to the day that NS would seek to acquire the assets of the CSR.

FRET SNCF WINS NEW STEELMAKER CONTRACT FROM RIVALS

FRET SNCF has won a new contract, previously operated by competing railway companies, for two flows between Germany and France for the Saarstahl AG steelmaker of the #SHSLogistics group. The client wanted to achieve maximum flexibility and flexibility, while creating synergies between their flows. Fret SNCF's own capacity management production method proved to be the most efficient on the market to allow the transport of wagons from Saarbrücken to Golbey and Conflandey. With the support of EURORAIL / REGIORAIL France, more than 2000 cars will be transported each year.

Touax Rail reloads its Capex line

TOUAX has implementated o a new revolving facility of €40 million for a period of two years, with an option to increase by a further €20 million. At the same time, all tranches of Touax Rail's first secured facility agreement have been qualified as Green Loans thanks to a Green Finance Framework implemented at group level. Touax Rail is at the heart of sustainable transport in Europe and the Touax Group is driving its ESG roadmap in 2023 and beyond. Three-quarters of the TOUAX group's financing (around 76%) now contains an ESG label, thereby contributing to environmental protection by providing a low-carbon way

of transportation and a high standard of compliance with best social and governance practices. With this increased new facility,Touax Rail is well positioned to take advantage of new investment opportunities. The arranging banks are Crédit Agricole CIB (Documentation Agent), Landesbank Hessen-Thüringen Girozentrale (Facility Agent and Security Trustee) and ING Bank, branch of ING DiBa AG (Green Advisor). TOUAX was advised by Stephenson Harwood and McCann FitzGerald and the lenders by Clifford Chance.

1000 BOGIES RECORD FOR VTG AND YELLOW RAIL

SINCE 2018, VTG Rail UK Ltd and Yellow Rail Limited have partnered together on delivering bogies to VTG's fleet and can announce together the two have achieved the overhaul and fitting of 1000 bogies. They ave created dual-branded polos to commemorate this achievement, recognising this incredible effort from the two parties, says a statement. Mark Pumphrey,Asset Manager at VTG, said: “The VTG-Yellow Rail working relationship commenced back in September 2018 and has grown significantly since then. Yellow Rail has demonstrated their capability to provide cost-effective, safety critical services to VTG and has done so across a number of

different and complex bogie types. “Having broken through the 1000-bogie barrier in September, we fully expect to see bogie number 1100 completed before the end of the year. This is a great performance from Yellow Rail in conjunction with VTG’s Service Delivery Team and our wagon maintainers who plan and carry out the exchanges respectively, thus ensuring that there’s a steady flow of dirty units being returned to Derby or overhaul." Andy Kevins, Managing Director of Yellow Rail, added: “We are very proud of reaching this milestone with Europe’s No.1 wagon asset owner and for the opportunity VTG gave the company five years ago.”

Wellbrock out of VTG after two decades of service AFTER more than 20 years of successful service at VTG, Sven Wellbrock (Chief Operating Officer Europe & Chief Safety Officer) has decided to leave the company on December 31, 2023, to take up new career challenges. With genuine sadness but on the most cordial of terms, VTG has agreed to see Wellbrock end his time with the company. In his most recent position, the 50-year-old oversaw the company’s wagon leasing, rail logistics and tank container leasing operations in Europe. Alberto Nobis, Chief Executive Officer (CEO) of VTG GmbH, will take over as Chief Commercial Officer (CCO) and Chief Safety Officer (CSO) on an interim basis as of January 1 2024. The Advisory Council of VTG GmbH has expressed its tremendous gratitude for Wellbrock’s many years of highly successful service and wishes him all the very best for his future. Alberto Nobis, who was appointed CEO of VTG GmbH in October 2023, echoed this message of thanks on behalf of the entire VTG workforce: “In various management roles, Sven Wellbrock has been instrumental in driving VTG’s success and systematically expanding the company over the past 23 years.

"He has also guided it safely through challenging times of the pandemic years. With keen strategic foresight and profound passion, he has devoted himself tirelessly to VTG and to enhancing the attraction of rail. "It is in part due to his efforts that VTG today stands out as an innovative market leader, occupying pole position for the transition in freight transport.” Going forward,Wellbrock will continue to serve VTG’s interests in a variety of functions in the context of rail freight industry associations.

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RAIL FREIGHT HISTORY

SANTA FE'S RAPID DISCHARGE FOR CARGO

US RAILROAD leasing company Trinity Rail has taken us back to one of the great names of US railroading. The Atchison, Topeka and Santa Fe Railway, often referred to as the Santa Fe, was chartered in February 1859. The Santa Fe served the western United States and was a pioneer in intermodal freight transportation. A variety of railcars were provided to the San-

ta Fe in our history, including these Rapid Discharge cars. The railroad officially ceased operations on December 31 1996, when it merged with the Burlington Northern Railroad to form the Burlington Northern and Santa Fe Railway (BNSF Railway).

RAIL FREIGHT HISTORY

CPR'S FIRST PIGGY BACK MOVES ON December 1952, Canadian Pacific launcheD an intermodal freight system by carrying truck trailers on railway flat cars between Toronto and Montreal becoming an intermodal pioneer at a time when piggyback was all the rage. The 1950s saw railways in North America seeking to stem declining freight traffic that had been lost to trucks. To do this, they offered truck companies fast freight trains, often dedicated solely to handling only highway trailers on modified flat cars. It was officially designated as TOFC, for Trailer On Flat Car, but usually referred to as Piggyback or just Pigs. The CPR. did this too, but decided to tackle it more directly. In addition to moving the trucking companies' trailers, they decided to get into trucking in a big way. The CPR's trucking operations had until this time been restricted mostly to cartage of LCL (Less than Carload Lot), to and from its freight sheds, and a similar function for its subsidiary, Canadian Pacific Express, although CPE did have some highway routes, mostly to replace branchline trains. CP began getting into trucking in a larger way when it bought some small western truckers and formed CP Transport. In 1958 a major change took place when CP purchased 50% of Smith Transport, Canada's largest trucker. Smith also served New York and was the eighth largest in the USA.

New York Central, but CP wanted something else. Pennsylvania RR went at it another way. They got into rubber-tired devices that straddled the train and lifted the trailer off in random access. CP wanted something else. Canadian Pacific turned to General Motors DIESEL for an answer. What could a locomotive builder offer? At this time with dieselisation of Canada's railways nearing completion GMD was seeking other things to build to keep its London, Ontario plant busy. It did this by producing Steam Generator Units for the CNR, and mobile generating stations, but needed more projects. Enter CP and its quest for "something else" to answer the needs of handling truck traffic. They wanted to leave the wheels behind, cut down on weight, have random access when loading and unloading, and they wanted FAST loading and loading, no more than two minutes! GMD took on the challenge, with CPR and Smith Transport joining in. Sam Smith provided a trailer with a de-mountable tandem wheel set. CPR committed to operating test trains, and GMD soon produced a truly unique freight car; the PORTAGER. Named for its task of "portaging" freight over land, as had been done by pioneering voyageur traders using canoes. Designated as T-40 (transporter of 40-foot trailers), it was a truly unique piece of rolling stock. A 30-ton capacity, 44-foot, four wheel, light-weight (13 ton) freight car capable of carrying a single 40' container. Swing hangers, featured on the EMD Blomberg locomotive truck, as well as many passenger cars, were utilised on two single axle wheel sets in place of standard four-wheel trucks. It was held together by a 16-inch pipe! (Later replaced by a cheaper 16-inch I beam). This wasn't the only unusual aspect of the Portager, there wasn't even a deck! Side loading eliminated the need to drive over the deck to reach other flat cars, so it was eliminated, along with its expense,

Circus loading CP quickly decided the conventional end-ramp method of loading and unloading piggyback trailers, known as "circus loading", for the way circus trains were handled, was not efficient. They set out to find something better. They looked at Flexi-van, built by Strick Trailer, a subsidiary of Fruehauf (one of the biggest manufacturers of truck bodies and trailers.) Flexi-van was a COFC (Container On Flat Car) with two turntables on the flat car, that left the rubber tires and wheels behind to save weight and reduce wind drag. It was highly touted by

RAIL FREIGHT HISTORY

Photo by: Jim Parker Photo by: Jim Parker

and more importantly, tare (dead) weight. The first car was turned out in the spring of 1959. Extensive testing began by the Research Department under Bob Barnstead, with a special one-car train on the nearby St.Mary's Subdivision. Modifications were carried out, eventually including replacement of the highway-type Bendix-Westinghouse airbrake with more conventional Westinghouse railroad-type airbrakes. By 1960 four cars, GMDX 401 to 404 were under test. Testing was undertaken on the Ste.Agathe Sub. in the Laurentian Mountains where the cars were subjected to grades and curves. Further testing took place in regular Montreal-Toronto piggyback service, where for the first time sustained high-speed (70 mph) operation was encountered. Testing also took place on the MacTier Sub, the Havelock Sub. and even over the retarder hump at St.Luc! Ten more production-built cars were used in regular Montreal-Toronto pig trains, five being used each way each night. But, it was all for naught. The CPR's Chief Mechanical officer Charlie Parker, flat out refused to have anything to do with four wheeled cars. This in spite of the fact that very extensive testing proved them safe and trouble-free. Even CPR's Tony Teoli (who went on to fame for

the bathtub coal car he designed), pronounced them suitable. R.A.Emerson, Vice President, the executive who authorized the project simply would not overrule the decision. New York Central was heavily committed to the Flexi-van system, and no other railway was interested in containers as regular piggyback was seen as being the best at the time. A promising product came to an abrupt end. Eventually, piggyback was to be phased out in favour of containers, especially with the advent of marine containers and double stack operation. Containers were even to replace boxcars in many cases, including pool car operations. At its peak, three trains a night were operating in each direction on the heavy Toronto-Montreal route. This was to change when the 401, a limited-access highway was opened. Smith put many of its trucks back on the highway, in spite of the fact it was now 100% owned by CP. While piggyback service continued, it became more and more difficult to compete with trucks, and generally only longer hauls prospered. Smith Transport and CP Express were finally merged and eventually went out of business as deregulation took its toll on LTL trucking.

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