New trials for Frieght Multiple Unit (FMU) project
The development of a flexible, freight-carrying train would take a major stride forward in May and June with the launch of trials involving leading industrial and retail businesses, the RFG’s Scottish conference was informed by Simon Colbourne, commercial director for rail at Exel.
Awarded a £2.1m (€3.4m) prize in a Strategic Rail Authority competition almost two years ago, the socalled Freight Multiple Unit (FMU) project, devised by Exel, Amec and Isotrak, combines a smaller train based on road technologies with track and trace programmes. According to Colbourne, the FMU began rail network trials last year to assess, for example, a selection of weights, engine numbers and acceleration profiles.
The reconfigured unit will now run three more formal trials over the next two months between Tilbury and Hams Hall for Goodyear; Tilbury and Hereford for Bulmers and Amylum; and Widnes and Mossend for Comet and Marks & Spencer. The latter was noteworthy, he said, because it involved “high pain” instore traffic.
Based on the German Cargosprinter model, the 100-metre train can go anywhere on the UK network at speeds of up to 144kph, depending on the final specification. Particular potential is envisaged, for example, in quick-access environments outside of electrification; urban environments with unitised freight; high utilisation situations; and in freight movements involving high-value or dangerous goods which would benefit from the close monitoring provided by track and trace Bespoke software from Isotrak – dubbed Rail Time – represents a move away from road models, not least because the vibration profile on trains demanded something more robust, according to Colbourne.
The system is designed to provide information on, for example, engine and axle temperatures; driver working time; goods on board; and train stops and the reasons for them.
Despite the wealth of technical information already amassed by the FMU project team (see also www. railfreightonline. com), Colbourne emphasised that customers were primarily interested in knowing whether the train was loaded, had arrived on time and what was the likely cost.
Once these latest trials are complete, the project team would be in a position to discuss performance and cost models with potential clients, although Colbourne added that introduction of a proper service would take “18 months if we press the button today”.
In common with other speakers at the Glasgow conference, Colbourne said the FMU project team had encountered “real resistance to change” within the rail sector, as well as “far too much failure to agree”.
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