New freight flows from Liverpool docks investment

[Wavertreelad]

It looks like Chat Moss route could be about to get a little busier with freight.

"New £100m Port of Liverpool biomass facility to support EU’s largest decarbonisation project at Drax power station

A new £100m biomass terminal planned for the Port of Liverpool will see it handle up to three million tonnes of wood pellets a year as part of the decarbonisation of Drax power station.

The wood pellets – to be shipped to Liverpool from North America – are a by-product of the commercial forestry and saw-milling industry and will provide the Selby-based power station with a new, sustainable low carbon fuel source.

In transitioning from coal to sustainable biomass Drax will reduce its CO2 footprint by some 12m tonnes per annum, the equivalent to removing 10% of the cars on the UK roads.

All of the wood pellets will be sent to Drax by rail from Liverpool to Selby ensuring there is no impact on the local road network.

The new biomass terminal, which includes a new rail loading facility and storage capacity for 100,000 tonnes, will be built by GRAHAM.

The new terminal is set to create an additional 47 permanent jobs at the Port of Liverpool, while construction of the facility and the supply chain will create up to a further 300 jobs.

The terminal is being built as part of Peel Ports’ ambitious growth plans for the Port of Liverpool, with the company already investing £300m to create the UK’s most centrally located deep water container terminal, known as Liverpool2.

Liverpool2 will enable the port to handle the largest container ships in the global fleet while at the same time doubling the port’s container capacity by 1M TEU.

The investments at the Port of Liverpool will drive jobs and deliver international trade to the very centre of the UK – representing a huge opportunity to fuel the concept of a Northern Powerhouse and help to rebalance the UK economy.

The UK Government’s Northern Powerhouse document ‘Transport for the North’ describes the north of England as the 'freight and logistics capital' of the UK, and Liverpool is centrally placed to play a vital role in supporting this.

Mark Whitworth, CEO of Peel Ports, said: 'As a business Peel Ports is investing £300m to create the UK’s most centrally-located deep-water container terminal at the Port of Liverpool.

'Creating a deep-water container terminal in the north of England is a vitally important component of the Northern Powerhouse and will help to re-balance the economy. Currently more than 90% of deep sea containers enter the UK through Southern ports but more than 60 per cent are delivered to or originate in the northern half of the UK.

'In addition we are also investing a further £100m to create a new biomass terminal at the Port of Liverpool, which will fuel the Northern Powerhouse by providing the wood pellets for Drax power station as part of the largest decarbonisation project in the EU.

'Our new relationship with Drax illustrates the importance of east/west connectivity in driving growth and creating jobs in the north of England.

'In addition it shows how globally important assets such as the Port of Liverpool can be used to unlock the potential of the Northern Powerhouse by helping businesses like Drax ensure the security of their supply by putting in place well thought out global supply chains.'

Andy Koss, CEO, Drax Power Limited, said: 'The biomass terminal at the Port of Liverpool, will enable us to further our ambitious decarbonisation plans and ensure DRAX continues to lead the charge when it comes to creating sustainable, affordable renewable power.

'It is important to us that we measure the carbon footprint of every step in our supply chain from harvesting to transportation. By shipping to Liverpool and transporting our biomass via rail, Peel Ports have provided us with a logistics solution which minimises carbon emissions and helps us maintain our low-carbon manifesto.'

Leo Martin, Executive Director at GRAHAM Construction, said 'This project builds on the experience we have gained from building similar facilities on the east coast of England. We will be designing and building a state of the art plant which will employ industry-leading technologies to ensure that the facility can be safely operated and maintained.

'Securing this project is very important to us as it cements our position as one of the leading contractors in the biomass handling industry in the UK'.

The new terminal is set to open October 2015 and will become fully operational in July 2016. "

http://www.ciltuk.org.uk/News/Lates...ew-163100m-Port-of-Liverpool-biomass-facility

 

[LNW-GW Joint]

It looks like Chat Moss route could be about to get a little busier with freight.

So, how many biomass trains a day will that generate?
And will they clog up TP North on the direct route, or go round the houses via Earlestown, Northwich, Ashton Moss and Rochdale?
Presumably they will use the L&Y east of Ravensthorpe without disrupting passenger traffic.

I wonder how this plays with the sharp reduction of coal traffic to Drax?
Did NR build the Shaftholme flyover at the wrong moment?

 

[GRALISTAIR]

Well being a glass is half full person, this is good news all round.

 

[childwallblues]

So, how many biomass trains a day will that generate?
And will they clog up TP North on the direct route, or go round the houses via Earlestown, Northwich, Ashton Moss and Rochdale?
Presumably they will use the L&Y east of Ravensthorpe without disrupting passenger traffic.

I wonder how this plays with the sharp reduction of coal traffic to Drax?
Did NR build the Shaftholme flyover at the wrong moment?

I think that you will be correct in your round the houses routing. Plenty of work for GBRf?

 

[Wavertreelad]

So, how many biomass trains a day will that generate?
And will they clog up TP North on the direct route, or go round the houses via Earlestown, Northwich, Ashton Moss and Rochdale?
Presumably they will use the L&Y east of Ravensthorpe without disrupting passenger traffic.

I wonder how this plays with the sharp reduction of coal traffic to Drax?
Did NR build the Shaftholme flyover at the wrong moment?

The assumption must be it will a fair number of trains as the I suspect the pellets will be shipped in panamax bulkers which would normally carry 65000 tonnes of coal or grain, but obviously a lot less biomass due to the products greater bulk. With the deal anticipated to be for the supply of up to 3 million tonnes and the terminal able to store 100,000 tonnes it's going to be fairly intensive. Interestingly Peel did have plans to build their own biomass power station at Brocklebank Dock, but this seems to have been quietly dropped, perhaps because they have plans to build one on the Manchester Ship Canal near Barton and this deal.

 

[LDECRexile]

Great news! Thanks Wavertreelad for finding and sharing it.

Could another possible route be Broad Green-St Helens Central-Farington Junction-Blackburn-Copy Pit-Hebden Bridge etc? That would avoid both Manchester and Leeds.

I wonder if rail can capture any of the expected step change in container traffic?

 

[LNW-GW Joint]

Great news! Thanks Wavertreelad for finding and sharing it.
Could another possible route be Broad Green-St Helens Central-Farington Junction-Blackburn-Copy Pit-Hebden Bridge etc? That would avoid both Manchester and Leeds.

That's less disruptive than the Northwich route to reach the L&Y.
For the southern route, you block the L&M at Earlestown, the WCML at Winwick, clog up the single line sections at Navigation Road and Cheadle, block the WCML again at Heaton Norris, and finally TP North at Ashton/Miles Platting.
Via Blackburn you have to cross the WCML at Wigan/Farington, but then it's pretty clear.
Now if only we still had the (Ditton-Warrington)-Lymm-Stockport TD-Godley-Woodhead route into Yorkshire...
Oh, and the flyover at Edge Hill.

 

[61653 HTAFC]

I'd have thought routing via Healey Mills is a given, as no daytime freight runs via Dewsbury due to congestion. Not even sure if there's anything overnight either, I've certainly never seen or heard anything. It's probably easier to access Drax that way too, via either Castleford or Knottingley I'd guess.

 

[muddythefish]

Great news! Thanks Wavertreelad for finding and sharing it.

Could another possible route be Broad Green-St Helens Central-Farington Junction-Blackburn-Copy Pit-Hebden Bridge etc? That would avoid both Manchester and Leeds.

I wonder if rail can capture any of the expected step change in container traffic?

Freights out of Liverpool for Blackburn and the S & C / Hebden Bridge routes used to run up to Preston via Ormskirk and then via a curve at Farington through Lostock Hall that was taken out of use a few decades ago. It would be easy to put it back. I remember seeing a Brush Type 4 with about 50 wagons on going round the curve circa 1968.

 

[WatcherZero]

The route the trains are booked to take is CLC rather than Chat Moss.

Tuebrook-Warrington-Altrincham-Stockport-Ashton-Rochdale-Wakefield-Drax

 

[Bevan Price]

The route the trains are booked to take is CLC rather than Chat Moss.

Tuebrook-Warrington-Altrincham-Stockport-Ashton-Rochdale-Wakefield-Drax

There have been paths for these shown in RTT for some months, for example:-

http://www.realtimetrains.co.uk/train/H24736/2015/06/24/advanced

http://www.realtimetrains.co.uk/train/H24708/2015/06/24/advanced


And as Ironbridge power station is expected to close later this year, there will only be a few extra trains between Liverpool & Earlestown.

 

[edwin_m]

The route the trains are booked to take is CLC rather than Chat Moss.

Tuebrook-Warrington-Altrincham-Stockport-Ashton-Rochdale-Wakefield-Drax

You've lost me there. How do they get from Warrington to Altrincham?

 

[LNW-GW Joint]

You've lost me there. How do they get from Warrington to Altrincham?

Via Acton Bridge, Hartford LNW/CLC Jns, Northwich and Knutsford.
It must be about 3 times the direct route from Earlestown via Chat Moss and Victoria to Miles Platting.

 

[8A Rail]

Via Acton Bridge, Hartford LNW/CLC Jns, Northwich and Knutsford.
It must be about 3 times the direct route from Earlestown via Chat Moss and Victoria to Miles Platting.

The last "trial" train last year (albeit it had coal in the hoppers) did actually go the direct route but one thing that people are not considering is the tonnage load. My understanding that the trains will be loaded to at least 27 hoppers which initially will require two loco's to pull the train from Liverpool Docks along the Bootle Branch Line. They will then go into Tuebrook Sidings, loco's detached and one loco then takes loaded train to Drax, while other goes back to the docks. This explains why the trains are timed to and from Tuebrook Sidings. Also explains why going the indirect route so to speak in order to keep to one loco hauling the train. Going via Manchester Victoria etc, would require two loco's. HTH.

 

[LDECRexile]

The last "trial" train last year (albeit it had coal in the hoppers) did actually go the direct route but one thing that people are not considering is the tonnage load. My understanding that the trains will be loaded to at least 27 hoppers which initially will require two loco's to pull the train from Liverpool Docks along the Bootle Branch Line. They will then go into Tuebrook Sidings, loco's detached and one loco then takes loaded train to Drax, while other goes back to the docks. This explains why the trains are timed to and from Tuebrook Sidings. Also explains why going the indirect route so to speak in order to keep to one loco hauling the train. Going via Manchester Victoria etc, would require two loco's. HTH.

Thanks for this, the only bit I don't get is the last, ie why would going via Man Vic need two locos - Miles Platting Bank? Isn't the line from Rochdale to Healey Mills pretty gentle?

Kind regards

Dave

 

[LNW-GW Joint]

Thanks for this, the only bit I don't get is the last, ie why would going via Man Vic need two locos - Miles Platting Bank? Isn't the line from Rochdale to Healey Mills pretty gentle?
Kind regards
Dave

Not to mention the problem of 1 loco chugging over the WCML (twice) and all the other conflicting 20mph junctions with a full load.
The energy expended via Northwich must be much higher than via Chat Moss.

 

[CdBrux]

This apparently rather roundabout route gives rise to a question: when considering capacity expansion needs is the existing routing taken by such trains considered or rather the most optimal routing they would take if they could?

 

[8A Rail]

If I have got the full loads correct (I have my doubts), it is approx 2700 tonnes behind the loco, the empty hoppers are about 30 tonnes in weight alone. This alone explains why two Class 66 loco's for the 1:60 1 mile reverse curve climb upto Bootle Junc (ex Docks) are required. As for the remainder of the route (and alternatives), I'm sure GBRf and Network Rail have already discussed this and along with operational reasons, this is the route they have agreed upon.

What is the alternative, more countless road trucks clogging our crowded main road and motorways especially given the tonnages involved? I don't think so.

 

[edwin_m]

Via Acton Bridge, Hartford LNW/CLC Jns, Northwich and Knutsford.
It must be about 3 times the direct route from Earlestown via Chat Moss and Victoria to Miles Platting.

Thanks for that. I was starting to think someone had reinstated the Lymm route while I wasn't looking!

 

[Wavertreelad]

If I have got the full loads correct (I have my doubts), it is approx 2700 tonnes behind the loco, the empty hoppers are about 30 tonnes in weight alone. This alone explains why two Class 66 loco's for the 1:60 1 mile reverse curve climb upto Bootle Junc (ex Docks) are required. As for the remainder of the route (and alternatives), I'm sure GBRf and Network Rail have already discussed this and along with operational reasons, this is the route they have agreed upon.

What is the alternative, more countless road trucks clogging our crowded main road and motorways especially given the tonnages involved? I don't think so.

I was trying to trying to calculate the numbers and came across this link which has an interesting video about the design of the wagons used on the Tyne and Humber Services and also seems to confirm the above comments. The question is will this new service use these wagons or will additional wagons be required.

http://www.railwaygazette.com/news/...w/drax-unveils-high-volume-biomass-wagon.html


I think I mentioned in a previous post a long time ago that Peel were concerned about the number of paths along the Chat Moss route because only about fourteen were available. Bearing in mind the contract requires a continuous process more or less 365 days a year, and the terminal at Liverpool will have a capacity of 100,0000 tonnes it will take about 52 trains to empty the terminal and take 3.72 days assuming all 14 paths were used. However, I came across this link which the Drax website sent me to, and it clearly states the when the terminal becomes operational it will mean up to 10 trains per day will be required, still leaving precious few paths for any further scrap metal or container traffic.

http://www.yorkpress.co.uk/business...lion_port_to_handle_biomass_for_Drax/?ref=rss


I'm estimating that the terminal should turn a panamax bulker round in three to four days assuming good weather and no major breakdowns so in theory there would be at least always about three days supply at the terminal. I also came across this article which shows one of the terminals that will generate the traffic in Canada.

http://biomassmagazine.com/articles/12023/maxing-out-a-panamax


Interestingly it shows the transit time of the bulker to Immingham as 56 days, whereas the same voyage to Liverpool is about 48 days at a steady 10 knots, Another point is the unlike the North Sea and English Channel, the Irish Sea is not covered by new anti-pollution regulations that require ships to burn more expensive low sulphur fuel. The duel benefit of the shorter transit time and lower cost fuel should result in a lower cost to the shipper and ultimately Drax.

 

[8A Rail]

I was trying to trying to calculate the numbers and came across this link which has an interesting video about the design of the wagons used on the Tyne and Humber Services and also seems to confirm the above comments. The question is will this new service use these wagons or will additional wagons be required.

Well there is approx 200 wagons which works out to approx 7 full sets with spares. However, biomass can be loaded into the existing hoppers on the Ironbridge PS circuit as they will become available. So no real problem with the hoppers at present.

I think I mentioned in a previous post a long time ago that Peel were concerned about the number of paths along the Chat Moss route because only about fourteen were available. Bearing in mind the contract requires a continuous process more or less 365 days a year, and the terminal at Liverpool will have a capacity of 100,0000 tonnes it will take about 52 trains to empty the terminal and take 3.72 days assuming all 14 paths were used. However, I came across this link which the Drax website sent me to, and it clearly states the when the terminal becomes operational it will mean up to 10 trains per day will be required, still leaving precious few paths for any further scrap metal or container traffic.

A maximum of nine paths per (some)days are in the system with other days probably four or five. So no problem with the paths and remember "coal" too when that probably recommences again in the Autumn. As for scrap, generally speaking, generates only one path used overnight and not always via the Chat Moss line, depends where the scrap comes from. The "liner" paths are still there and NOT presently booked to go via Rainhill/Earlestown - that is assuming it is Freightliner that use them who are the likely carrier. So there is still scoop for new traffic as and when.

I'm estimating that the terminal should turn a panamax bulker round in three to four days assuming good weather and no major breakdowns so in theory there would be at least always about three days supply at the terminal. I also came across this article which shows one of the terminals that will generate the traffic in Canada.

Interestingly it shows the transit time of the bulker to Immingham as 56 days, whereas the same voyage to Liverpool is about 48 days at a steady 10 knots, Another point is the unlike the North Sea and English Channel, the Irish Sea is not covered by new anti-pollution regulations that require ships to burn more expensive low sulphur fuel. The duel benefit of the shorter transit time and lower cost fuel should result in a lower cost to the shipper and ultimately Drax.

Given the size of them, they will be still be able to dock at Gladstone Dock - certainly be around the same size as the new ACL ships which are still scheduled to dock at Royal Seaforth Dock.

 

[Wavertreelad]

Well there is approx 200 wagons which works out to approx 7 full sets with spares. However, biomass can be loaded into the existing hoppers on the Ironbridge PS circuit as they will become available. So no real problem with the hoppers at present. .

I take the point the Ironbridge Hoppers will eventually become available, but I also understood certainly the Tyne services would continue with product originating from Scandinavia.

A maximum of nine paths per (some)days are in the system with other days probably four or five. So no problem with the paths and remember "coal" too when that probably recommences again in the Autumn. As for scrap, generally speaking, generates only one path used overnight and not always via the Chat Moss line, depends where the scrap comes from. The "liner" paths are still there and NOT presently booked to go via Rainhill/Earlestown - that is assuming it is Freightliner that use them who are the likely carrier. So there is still scoop for new traffic as and when. .

Thanks for the numbers which I agree show the problem is not immediate, but could be a problem in years to come especially if Peels plans for the Port of Liverpool materialise. Those plans show the Canada Dock branch possibly being reopened which could only be for scrap traffic which at the moment all arrives by road, apart from the odd ship demolition. As for "liner" traffic I've stated before this is a big unknown because it depends on the markets served and the Carriers who are attracted to the Liverpool2 terminal. Only this week it is expected that China Shipping will restart using the port, albeit using the Rotterdam to Liverpool feeder service so the traffic is likely to be local for the North of England. Once mainline calls by large containerships are established the present situation could change dramatically, but we will have to wait to see what happens.

Given the size of them, they will be still be able to dock at Gladstone Dock - certainly be around the same size as the new ACL ships which are still scheduled to dock at Royal Seaforth Dock.

Yes the ships will dock within the Liverpool closed dock system and will be the same size as those carrying the coal to LBT, or some of the scrap berths. The access to the system is being improved at Gladstone to specifically to allow the new ACL G4's to access Seaforth and this work is being carried out now. The access to Langton Dock Lock has already been improved to allow larger ships to use these locks to access the enclosed dock system. What I believe is the largest containership to use Seaforth is presently moored in the Port, at 5000 teu she is considerably larger than anything else that has used the port as far as I am aware, although I doubt she will be fully laden down to the plimsoll line.
http://www.marinetraffic.com/ais/de...5171/mmsi:354751000/imo:9318113/vessel:ORCA_I

 

[8A Rail]

I take the point the Ironbridge Hoppers will eventually become available, but I also understood certainly the Tyne services would continue with product originating from Scandinavia.

The Tyne Dock service is unaffected and will continue to serve the existing "generators" at Drax.

Thanks for the numbers which I agree show the problem is not immediate, but could be a problem in years to come especially if Peels plans for the Port of Liverpool materialise. Those plans show the Canada Dock branch possibly being reopened which could only be for scrap traffic which at the moment all arrives by road, apart from the odd ship demolition. As for "liner" traffic I've stated before this is a big unknown because it depends on the markets served and the Carriers who are attracted to the Liverpool2 terminal. Only this week it is expected that China Shipping will restart using the port, albeit using the Rotterdam to Liverpool feeder service so the traffic is likely to be local for the North of England. Once mainline calls by large containerships are established the present situation could change dramatically, but we will have to wait to see what happens.

No need to discuss this as we have done so previously on another thread but just say we have a little difference of opinion on this subject although we both want "liner" trains to recommence to/from the docks. Interesting bit about China Shipping, that it now warrants a ship to carry the containers between the two ports were previously they may been transferred to Felixstowe (?) and then transferred by train.

Yes the ships will dock within the Liverpool closed dock system and will be the same size as those carrying the coal to LBT, or some of the scrap berths. The access to the system is being improved at Gladstone to specifically to allow the new ACL G4's to access Seaforth and this work is being carried out now. The access to Langton Dock Lock has already been improved to allow larger ships to use these locks to access the enclosed dock system. What I believe is the largest containership to use Seaforth is presently moored in the Port, at 5000 teu she is considerably larger than anything else that has used the port as far as I am aware, although I doubt she will be fully laden down to the plimsoll line.
http://www.marinetraffic.com/ais/de...5171/mmsi:354751000/imo:9318113/vessel:ORCA_I

I am aware of the current improvements taking place at the docks but I do accept you have a bit more knoweledge on shipping matters, so I appreciate your thoughts.

 

[LNW-GW Joint]

While new traffic from Liverpool is very welcome, I'm not sure the future of Drax or the other biomass power stations is very secure.
The new "carbon tax" has caused the downturn in coal burning, and biomass is still a fossil fuel.

 

[edwin_m]

biomass is still a fossil fuel.

There may be lots of reasons to be cynical about it, but I don't really think it could be described as a fossil fuel.

 

[lancastrian]

The route the trains are booked to take is CLC rather than Chat Moss.

Tuebrook-Warrington-Altrincham-Stockport-Ashton-Rochdale-Wakefield-Drax

It is such a pity that the old CLC route from Cadishead, through Tiviot Dale to Woodley & Godley is still not in use, plus the Woodhead Tunnel. Then these trains could have been sent that way via Penistone & Barnsley, surely a much better route than the one above.

 

[GRALISTAIR]

There may be lots of reasons to be cynical about it, but I don't really think it could be described as a fossil fuel.

Agreed - IMHO "Still a Carbon-based fuel" would be better wording.

 

[transmanche]

Agreed - IMHO "Still a Carbon-based fuel" would be better wording.

Although it's still a 'renewable', assuming replacement trees are planted. And whilst not being quite 'carbon-neutral', its carbon cycle is considerably shorter than coal or oil.

 

[GRALISTAIR]

Although it's still a 'renewable', assuming replacement trees are planted. And whilst not being quite 'carbon-neutral', it's carbon cycle is considerably shorter than coal or oil.

Very true.

 

[HSTEd]

Still rather it was demolished and a long line of nuclear reactors went up in its place.



One can dream.