Talbot Rolling Stock Ltd by oft14212


									 Talbot Rolling Stock
 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
   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.

        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
       gauge - W10

   W10 gauge routes will soon
    reach from the principal deep
    sea ports to the main urban
   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

          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
        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
   It may be that there is more
    space on some old W8 routes
    that originally had 250mm
    clearance than is required
      an 825mm deck level may

        be a better solution
      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
   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

    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)
       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
            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

                  Close coupling in the middle - also reduces aerodynamic drag
     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

               Articulated at two mid bogies - also reduces aerodynamic drag

          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
        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
       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


          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
             intermodal trains nearly always
              length out before they weigh out

      Shunting tugs - RAILCAT
   RAILCAT is a radio
    controlled, battery
    powered tug
   Operated by the
   Able to haul rakes of
    wagons of up to 600
   Based on newly
    developed but now
    proven technology
     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.

       How it works - 2

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

       “hub motors”

    How it works - 3

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

                                    …and plug it in.

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

       move forward
      to a BoBo-CAT if

    RAILCAT              A new freight terminal
                         shunting unit
   To handle part train rakes of wagons in your
       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

          - 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?
            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
           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
       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

    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

       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 !

Appendix - 4
                  Articulated intermodal car, US

Appendix - 5
                  Articulated intermodal car, Scotland


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