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2014 | OriginalPaper | Buchkapitel

3. Advanced Transport Systems: Operations and Economics

verfasst von : Milan Janić

Erschienen in: Advanced Transport Systems

Verlag: Springer London

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Abstract

This chapter describes advanced freight collection/distribution networks, road mega trucks, LIFTs (Long Intermodal Freight Train(s)) as components of the advanced freight/goods system in Europe, and large commercial freight aircraft. Advanced freight collection/distribution networks can be operated by a single or few different (integrated) transport modes moving freight/goods consolidated into loading units such as pallets, containers, swap-bodies, and/or semi-trailers between the doors of particular shippers and receivers. When these networks are operated exclusively by road, standard or mega trucks are exclusively used. The road mega truck is the largest, i.e., the longest and heaviest, commercial freight vehicle proposed to carry fright/good shipments throughout the EU (European Union) countries. As such, it is longer and heavier that its current largest counterpart—the standard truck with a length of 18.75 m and a weight of 40–44 tons. The LIFTs have been launched in Europe aiming at increasing competitiveness of the rail freight to road truck services and consequently influence modal shift. The large commercial freight aircraft have been considered to operate in the global air long-haul freight/cargo transport network

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Fußnoten
1
Of this total about 91 % was international and 9 % domestic traffic. Rail carried about 20 %, inland waterways 2 %, and short-sea shipping 78 % of international traffic. About 97 % of domestic traffic was carried by rail and 3 % by inland waterways (EC 1999, 2002).
 
2
The unitarization rate refers to the proportion of goods carried in loading units—containers, swap-bodies, and semi-trailers.
 
3
For example, horizontal transshipment can be eased by the automatic locking on the container castings or on the tray castings, in combination with the automatic positioning of the train along the loading/unloading floor.
 
4
In Europe, two solutions to meet emissions legislation are widely adopted at Euro V: one using high levels of EGR along with DPF (Diesel Particulate Filter); and the other using SCR (Selective Catalytic Reduction). At Euro VI, it is anticipated that OMs (Overall Emission(s)) will follow the current technologies in Japan and USA using both EGR and SCR to meet the new prescribed emission limits. Both will have an impact on the fuel consumption, which could be reduced through engine power transmission technologies available. In Europe, AMT (Automatic Manual Transmission) is favored while in the U.S. and Japan the standard fit transmissions are both manual. In particular, AMT can reduce fuel consumption by up to about 7 % depending on the driver’s skills.
 
5
This excludes the shunting and marshaling of trains while operating between their origin and destination intermodal terminal at both ends of a given corridor (market) (EC 2006).
 
6
The conventional braking system operates as follows: when the braking command is initiated from the locomotive (front side of the train), there is a propagation delay of about a half a minute per rail wagon before the breaking becomes effective after the air pressure stabilizes within the system. This delay increases the train’s braking distance, which is, for example, standardized to about 950 m for freight trains running at a maximum speed of about 100 km/h and to those trains of 690 m running at a maximum speed of 120 km/h. New rail wagons for both categories of trains have a braking distance of about 890 m (Railtrack 1998).
 
7
Freight trains longer than 750 m do not comply with the current UIC braking regulation. However, installing a remote controlled ABD (Additional Braking Device) at the rear end of the train in order to distribute pressure more symmetrically towards the middle of the train can shorten the pressure stabilization delay and thus enable shortening of the braking distance(s) according to the prescribed standards, and consequently enable trains of up to 1,000 m in length to be operated safely. This additional braking device will be controlled by means of a radio-based communications system and related network, whose main features are autonomy without interference with those of other trains and interoperability across different European countries (EC 2006).
 
8
The USSR/Ukrainian 6-turbofan (229 kN thrust each) Antonov An-225 (Mriya—“Dream”) is currently the largest commercial freight aircraft in the world with a length of 84.0 m and a wingspan of 88.4 m, a MTOW (Maximum Take-Off Weight) of 640 tons, and a payload capacity of 250 tons (http://​en.​wikipedia.​org/​wiki/​Antonov_​An-225_​Mriya).
 
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Metadaten
Titel
Advanced Transport Systems: Operations and Economics
verfasst von
Milan Janić
Copyright-Jahr
2014
Verlag
Springer London
DOI
https://doi.org/10.1007/978-1-4471-6287-2_3

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