Talbot Rolling Stock Ltd by oft14212

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									 Talbot Rolling Stock
 Ltd.
 A new British rolling stock manufacturer.



               Presentation to the
               Rail Freight Group.
Dorian Baker                 11th November 2009
Talbot Rolling Stock Ltd       Port Talbot, Wales
dorian.baker@gmail.com               01225 333641
Presentation Contents

   Introduction

   Intermodal wagons

   Shunting units

   Summary and Next Steps
                             2
    Introduction
   Talbot Rolling Stock Ltd is a new company set up
    in Port Talbot, South Wales, to build railway
    rolling stock and other equipment that perhaps
    nobody else is building.
   First
       a new family of intermodal wagons.
   Second
       a new type of unit for freight terminal
        shunting duties.

                                                       3
        Intermodal wagons
                    - container wagons
   Any proposal for operation of new, rolling stock must consider both
    what height boxes we want it to carry and what we can reasonably
    squeeze through the infrastructure
   The starting point for the design of new container wagons is therefore
    Loading Gauge
      how tall is the wagon plus a container ?   and
      how small are the over-line structures ?

   But we should also consider:
      train length utilisation, including

               Box lengths

               trailing length limit

               terminal track lengths

      tare weight
                                                                        4
       Loading
       gauge - W10

   W10 gauge routes will soon
    reach from the principal deep
    sea ports to the main urban
    centres
   But the classic route to the
    Channel Tunnel is still W9
   There is no W9 or W10 trans-
    Pennine route and some
    important east coast short sea
    routes are not served either




                                     5
          Loading gauge - W9 or W8?

   W8 routes reach all over the
    network so if you need the
    ultimate in route availability
    for 9ft-6in boxes a very low
    deck - 730mm above rail -
    would be the way to go.
   But does most of your
    revenue need that much
    route flexibility?
      An 825mm deck level

        wagon can reach a lot
        of the most important
        revenue points
                                      6
        What Loading gauge is there now?

   Network Rail maintains a
    database of survey data of its
    over-line structures and we
    can compare this with any
    proposed traffic using “Clear
    Route”
   It may be that there is more
    space on some old W8 routes
    that originally had 250mm
    clearance than is required
    today
      an 825mm deck level may

        be a better solution
                                           7
      Train length utilisation - 1
   The variable that has the biggest impact on container train
    economics is: train length utilisation
      Where train length is fixed it becomes a matter of getting as

        much of that length as possible occupied by revenue earning
        boxes
   Since the opening of the Channel Tunnel the Multifret and
    Megafret wagons with decks designed for 2 x 7.85m swap units
    have usually been carrying 13.6m units
      This means 15% of their cargo deck is not utilised

   On the deep sea port routes if these wagons are used to move
    9ft-6inch tall, 40ft long, ISO containers through a restricted
    loading gauge, train length utilisation is even poorer
      (2x7.85m)/12.2m = 1.27 : 27% of deck length not earning


                                                                       8
    Wagon length utilisation - 1
   Megafret
       Overall length:           36.44m
          Loading deck length: 2x 16.105m

                (1.88m not utilised in the middle)




   Multifret
       Overall length:          37.16m
          Loading deck length: 2 x 16.58m

                (1.65m not utilised in the middle)
                                                      9
       Train length utilisation - 2
   By designing a wagon specifically for the 45ft and 13.6m box
    lengths (up to 14.04m on centre line) that British and European freight
    operators (currently!) consign
      Train length utilisation can be improved by 15%,

        productivity improved by about 15%,
          compared with use of Megafret or Multifret deck lengths
   For traffic to the deep sea ports in 40ft units a wagon designed for
    45ft units would leave 13% of the cargo deck not utilised
   By dispensing with some buffers & couplings we can do even better
      “inner” wagons close coupled to buffer ended wagons can save

        a further 1.0m at each coupling
      may not be worth saving 15 couplings for one more box but on

        limited length routes a few metres saved may get two more
        boxes on the train - and achieve savings in aerodynamic drag
                                                                          10
            Wagon length utilisation - 2

            Talbot low deck wagon - 730mm above rail
             level, 9ft - 6in units within W8




   Talbot T-73
           Overall length:          31.16m
              Loading deck length: 2 x 14.3m (for 13.6 or 45ft twist lock

               positions)
                  Close coupling in the middle - also reduces aerodynamic drag
                                                                                  11
     Wagon length utilisation - 3
   Talbot low deck wagon - 825mm above rail level,
    9ft - 6in units within W9




   Talbot T-82 Articulated
        Overall length:          45.46m
           Loading deck length: 3 x 14.3m (for 13.6 or 45ft twist lock

            positions)
               Articulated at two mid bogies - also reduces aerodynamic drag


                                                                          12
          Box lengths of the future - 1
   The DfT is being asked by the freight industry to permit longer semi-
    trailers and boxes, 15.64m (at sides?) for 30 1.0m pallets.
   13.6m or 45ft units
    can carry 26x 1.0m
    pallets today
   but with the an
    adjustment to the
    nose swing a unit
    13.716m at the sides
    could carry 27
   and a unit 14.716m
    at the sides could
    carry 29 x 1.0m
    pallets
                                                                        13
        Box lengths of the future - 2
   Germany considering 14.5m, Italy 15.1m
   ...and the EU guidance will be ……..???
   13.6m or 45ft units
    can carry 32 x
    0.8m pallets today
   but with the an
    adjustment to the
    nose swing a unit
    13.716 at the sides
    could carry 34
   and a unit 14.716m
    at the sides could
    carry 36 x 0.8m
    pallets
                                             14
       Engineering design - 1
   Engineering design work on
    parts that will be common
    to several of our design
    options is now
    under way


   By Christmas we plan to have chosen which type of wagon to build
    first but we would like some help
       what lengths of boxes do you want to maximise in a train?

       what loading gauge do you really need on the routes you plan to

         operate?

                                                                      15
          Engineering design - 2
   The answers to these
          questions will enable us
    to offer you wagons
    that will help you
      make best use of

        clearances through
        the infrastructure out there,
             not all bridges are small bridges
        make best use of available train
         lengths
             intermodal trains nearly always
              length out before they weigh out


                                                  16
      Shunting tugs - RAILCAT
   RAILCAT is a radio
    controlled, battery
    powered tug
   Operated by the
    shunter
   Able to haul rakes of
    wagons of up to 600
    tonnes
   Based on newly
    developed but now
    proven technology
                                17
     How it works - 1
   Railcat is essentially a heavy box, to provide adhesion
    weight, on four wheels.
   No engine, no gear box, no transmission no fuel tank but
    it does have a large battery and a clever electronic drive
    and control system.




                                                           18
       How it works - 2

   In fact Railcat has
    no moving parts
    except the rims of
    the four wheels.
      Four electric

       “hub motors”




                          19
    How it works - 3

   To fuel it up all you need
    in an electricity supply…




                                    …and plug it in.

                                                        20
       A new freight terminal shunting unit
   RAILCAT units are now
    in service at several
    passenger rolling stock
    depots
   Freight depot tugs will
    need more power and
    more adhesion weight
      we are now ready to

       move forward
      to a BoBo-CAT if

       required
                                          21
    RAILCAT              A new freight terminal
                         shunting unit
   To handle part train rakes of wagons in your
    depots
       what weight of wagons do you need to handle?
       over what distances?
       facing what gradients?
          If a Class 8 sized shunter would not actually

           need to work very hard at your location,
           maybe a RAILCAT would be a greener and
           cheaper solution

                                                           22
          - Next steps.
   Intermodal train operators and traffic consignors
      Can I come and talk to you about what length

       boxes you - predominantly - want to send where
       in commercially viable train services?
      15% more train length utilisation every day is

          15% more turnover by the year end

          without 15% more daily operating costs

      We want to build what the market wants.




   Terminal and depot operators
       Where could a very small, very simple, very
        cheap to run shunting unit help you?
                                                        23
            Summary -
       Talbot Rolling Stock Ltd has started
        work on two new product ranges
           We plan to offer the industry some
            new approaches to the design of
            intermodal rolling stock based on an
            understanding of the wide range of
            demands and constraints set by the
            railway
           We are also taking another look at
            terminal and depot shunting
            capability, thinking outside the box!
        Dorian Baker                               Talbot Rolling Stock Ltd
        dorian.baker@gmail.com                              01225 333641
                                                                        24
       Appendix - 1
   Derivation of the three
    German draw bar rig
    swap body lengths
      7.82m

      7.42m

      7.15m

   from their preferred
    pallet size
      0.8m x 1.2m




                              26
    Appendix - 2
   When an articulated vehicle turns a corner the front end of the
    semi-trailer sweeps an arc behind the cab
      this arc describes the space permitted for reefer units




                                                                      27
       Appendix - 3 GE/GN 8573 Pt J

   The Railway Group
    Guidance Note on Gauging
    does indicate that the
    industry is thinking about a
    taller loading gauge.
   and oddly, this proposed
    gauge 4100mm in height
    above rail has square top
    corners !
      Like most intermodal

        units !



                                      28
Appendix - 4
                  Articulated intermodal car, US




                                                    29
Appendix - 5
                  Articulated intermodal car, Scotland




                                                    30

								
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