Siegmann_Stuhr_FREIGHT:Layout 1 19/5/08 11:48 Page 4
REIGHT
A successive introduction of extra-long the UIC screw coupling. Therefore, it can the railway sidings do not own shunting
trains seems possible regarding to the be implemented step-by-step. If used equipment themselves (like shunting
aspects mentioned above. Firstly, the trains exclusively in special trains, all advantages locomotives or road-rail vehicles) they are
could carry light goods as cars or car parts can be used immediately. The air-brake forced to hire shunting services from a
or run as empty block trains (two separate hose and an additional electric bus for railway undertaking that fetches and
trains for the load run, a double-long train data transfer or power supply couple delivers wagons for them locally. Usually,
on the way back). This could be done automatically as well. No laborious this service is performed according to the
nearly immediately, operational problems coupling by hand will be needed any railway undertaking timing criteria, which
are not expected. Secondly, to comprise more. One advantage of the electric data normally does not match with the logistics
trains with homogeneous load bus is the possibility of transferring the of the rail siding owner.
characteristics as block trains or brake impulse with the speed of light In this context, a concept for a self-
intermodal trains. Later on, mixed trains (electro-pneumatic brake). In today’s rail propelled freight wagon is being
with loaded and empty wagons (single freight traffic the information is investigated. The wagon is operated via
wagon trains) could be operated as well. transferred via a decrease of air pressure radio-remote-control. Thereby, this
Multiple units (master- and slave- with sonic speed, needing up to three technology would enable the operators of
locomotives) should be distributed within seconds to reach the last wagon. The private sidings to move the wagons
the train set. For this technology the electro-pneumatic brake is generally used within their areas. The working time of the
authorisation is still missing in Germany. in the case of passenger trains since years, railway undertaking’s locomotive
The aim of the project ‘GZ 1000’, but it failed in rail freight until now for delivering and fetching the wagons could
which is funded by the Federal Ministry of because of its costs. The time consuming be reduced in many cases. The biggest
Economics and Technology, is to proof the and personnel-intensive brake test, which effects are expected in huge
feasibility of extra-long trains of is necessary before the train runs, could be factory sidings.
approximately 1,000 metres in Germany.
In this context Deutsche Bahn AG already
ran test runs in March 2008, with trains
of more than 800 metres between
Maschen near Hamburg and the
Danish station Ringsted. In Denmark,
trains with a length of 835 metres are
already allowed
3,4
.
Picture 4: The Train-Coupling-and-Sharing-System
Increase of the gauge done in a few minutes by one person using New production systems
The main problem of today’s gauges of the data bus and additional devices (e.g. Conventional rail freight traffic mainly
Europe’s railways is the limitation in the brake position sensors). Besides, the order consists of the production systems block
upper corners, which reduces the possible of the wagons would be checked train and single wagon traffic. A block train
height of intermodal loading units and automatically. transports goods directly from the loading
which is the reason for the barrel-shaped Automatic central buffer couplings location at the customer’s to an unloading
roofs of covered freight wagons. The will reduce the intensive longitudinal site of the consignee; it usually operates
gauges are a result from the profiles of old dynamics of today’s trains. In order not to empty when coming back. In the case of
tunnels and arched bridges. Step by step, exceed the maximum towing capacity of single wagon traffic, the wagons are
these restrictions disappear from the the draw-bar of the screw coupling, collected from railway sidings and sorted in
network, but there is no consequent nowadays it is necessary to start marshalling yards. Following this, they run
extension strategy. cautiously and to limit the train length as one train to the next marshalling yard,
It will not be possible in the near or and weight. Furthermore, after a full where they are sorted again. These
mid-term future to run double-stack implementation of the new coupling, the operations can take place several times
container trains in Germany. Anyway, the side buffers could be left away, thus before the cars reach their destination,
permitted gauge should be transferred enabling easier and lighter wagon explaining why the commercial speed of
shortly to the GC-standard. In light of the structures. This way the traction energy single wagon traffic is very poor. Beside
growing demand for transport volume in consumption could be reduced. these production systems, the intermodal
the logistics sector, this would definitely transport has gained relevancy over recent
enhance the efficiency of rail freight. Flexible operation decades, which uses initial and/or final legs
The private railway sidings, where the carried out by road.
Central buffer couplings wagons are loaded or unloaded, are basic With the new Train Doubling (TD)
The automatic central buffer coupling production items in conventional railway system, two given trains are coupled in
Transpact (Faiveley) is compatible with freight transportation. If the operators of order to run a certain railroad section as
www.europeanrailwayreview.com EUROPEAN RAILWAY REVIEW
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