Siegmann_Stuhr_FREIGHT:Layout 1 19/5/08 11:48 Page 3
REIGHT
with conventional technology – traction at Nonetheless, in the annual timetable another one. For this, a loop line of the
the head of the train, screw coupling and overtakings of trains are avoided as much hump should be used to avoid an
conventional air brake. For example, this as possible because they decrease the interruption of the gravity shunting. When
could be the case with trains consisting of capacity of the track. With a further pushing a train set with the main-line
locomotive, a shunter will be needed at
the rear of the train.
During the train run, a train with a
length of more than 740 metres occupies
two bloc sections at once – if having short
blocs. According to this, the route for the
next train will be released later and level
crossings will stay closed for a few
seconds more. Adaptations at the control
and safety technologies will be necessary
2
.
The impact of such train runs on the
train operations can be tested by
simulations at exemplary routes - in the
same way disturbance scenarios have to be
investigated. The dynamics of vehicle
movements of long but light trains should
not differ too much from normal freight
trains. Modern traction units have
Picture 3: The new coupling Transpact Source: Faiveley Transport Witten GmbH sufficient power for these kinds of trains.
The new European control and
empty double-deck car carriers, reaching a implementation of the strategy Netz21 the safety technology, ETCS, works without
length of approximately 900 metres. problem of overtakings of trains outside of clear track signalling systems in
However, new solutions for the train network nodes will diminish. Netz21 is a the last level (level 3). For this reason, the
formation have to be found because most concept for a specialisation of tracks with train has to check its integrity by itself.
of the train-formation tracks are designed a separation of freight trains and faster This means that there has to be data
for a maximum train set of 700 metres. passenger trains. communication between the head
The clear track signalling systems The train formation of extra-long and the rear of the train. From a present-
based on the axle counting installations trains could be done a follows: two train day perspective, rail freight can only
that are currently in use, limit the number sets of 500 metres would be formed on achieve this with a new coupling system
of axles per train to 250. With four axles two tracks of the existing formation yard. that includes an electric data wire.
per wagon, this means a maximum of 62 After the inspection of carriages and A wireless system can not guarantee a safe
units per train. Assuming an average wagons, a full brake test would be done rear signal control. Therefore, new freight
length of 18 metres per wagon, a train set for both train sets, using the main-line wagons should be retrofittable for
would reach a length of approximately locomotive for one set and a fixed brake automatic rear signal controls from
1,100 metres. With freight wagons with testing device for the other. Then the now on.
only two axles or with double-deck car locomotive would pull the first train set The German railway infrastructure
carriers – that usually have an axle every 6 out of the formation yard and push it price system is based on a basic charge per
to 8 metres – 250-axled-trains would have back to pick the second set. Both sets train kilometre and it is independent from
a length of 1,500 metres and more. would be coupled together and only a the train length. For heavy trains,
During transport, extra-long trains can partial brake test would be necessary surcharges have to be paid
3
. Therefore, it
not stop in passing tracks, because these before the extra-long train starts. The would be consequent to keep this system
are built for trains of 740 metres. But even estimated occupancy – approximately 10 even with trains of more than 740 metres.
today it must be checked for each case if minutes – of the outlet switches should be With the assumption of such a
the length of the passing track is enough tolerable for this. price system, a train operating company
for the train, because many of these tracks Splitting the train could happen would cut down costs when using
are actually shorter. Keeping this in mind, analogously. The train would enter a extra-long trains, because of the saving of
the problem of the passing tracks seems to reception track of the formation yard and a traction unit, a driver and a slot fee (in
be solvable with an intense disposition of disconnect one set that fits with the usable case of a double-long train). The network
the extra-long trains in the operation length of the track. Then the main-line company could generate a higher
centres. The extra-long trains could be locomotive would pull the remaining set utilisation of capacity and if applicable,
handled as trains with out-of-gauge load. out of this track and push it back into sell another slot.
84 EUROPEAN RAILWAY REVIEW
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ISSUE 3
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2008
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