Efficient intermodal wagons

Transcription

1 Good Practice N 12 Efficient intermodal wagons KombiConsult GmbH, 04/2013

2 Contents Good practice form Introduction (summary) Starting position (gaps and challenges) Concept and components Application cases Conclusions and benefits Further exploitation Contact Disclaimer Page 2 Good Practice Manual, 04/2013

3 Good practice form Good practice name Type Involved actors Commercial / Functional application area Geographical application area Status / Time period COSMOS contact for continental and maritime traffic (3) CT wagons (1) Intermodal operator (2) Railway operator Intermodal transport rail/road Europe In operation Klaus-Uwe Sondermann (KombiConsult) [email protected] phone Page 3 Good Practice Manual, 04/2013

4 Introduction (summary) The intermodal wagon is an essential asset for the efficient transport of loading units between intermodal terminals. The access to wagons is assured by purchase (from the manufacturers), lease (from leasing organisation) and hire (from railways) for a shorter period of time. The present good practice investigates the driving principles and provides practical example cases. The basic analysis was financed by the UIC in the scope of the DIOMIS project ( Even if new roles (e.g. wagon keeper) have appeared by change of legal framework, the fundamental question has to be answered: Which is the most efficient wagon for a certain rail transport? Page 4 Good Practice Manual, 04/2013

5 Starting position challenges of the intermodal wagon market Market develops from integrated railways to specialised undertakings or business units Knowledge about growth potential and shortfall of resources is fragmented between various companies Time period from identification a capacity or technical need to market is too long (e.g. lack of wagon experienced 2007) Investments are large and long lasting (~ 25 years), while transport contracts are short (~ 1 year) and thus creating a financial barrier for small and medium companies Regulative changes at EU and multi-national level generate new roles, responsibilities and issue (wagon noise) Page 5 Good Practice Manual, 04/2013

6 Starting position development of asset ownership/stakeholders Year ~1965 ~ 1990 ~2005 Intermodal Operators Manager Wagon Railways Lessors Wagon keeper * Railway Undertakings Fundamental knowledge for the availability and efficiency of different types of intermodal wagon shall be provided in the following charts. * Owner or long-term user according to GCU (General Contract for the use of freight wagon) Page 6 Good Practice Manual, 04/2013

7 Starting position dimensions of intermodal loading units (LU) Page 7 Good Practice Manual, 04/2013

8 Concept and components intermodal wagons / loading units Characterisation (overview) Page 8 Good Practice Manual, 04/2013

9 Concept and components wagon types Standard intermodal wagon 2-axle-wagons length: 40 4-axle-wagons length: 40, 52, 60 (most common wagon type), 73, 80 (new) 6- & 8-axle-wagons length: 80, 90, 104 Page 9 Good Practice Manual, 04/2013

10 Concept and components wagon types Special intermodal wagon Low-loader-wagons Multifret, or Megafret 2-axle or 4-axle, often 2 wagons with permanent coupling Pocket wagons for semi-trailers 4-axle wagons for one trailer or 6-axle wagons for 2 semi-trailers Dual-use wagons, i.e. flat wagons with stanchions that are suitable for the transport of, containers and swap bodies, wood, steel, other goods to be carried on flat wagons Other, e.g. RoLa, ACTS, Modalohr, trailer trains Focus on standard and pocket wagon Page 10 Good Practice Manual, 04/2013

11 Concept and components wagon types Basic characteristics of intermodal wagons Page 11 Good Practice Manual, 04/2013

12 Concept and components wagon types Key performance indicators* of intermodal wagons * The highest combined performance is located in the top right corner of the diagram. Page 12 Good Practice Manual, 04/2013

13 Concept and components wagon types Utilisation of maximum train length by loading unit type Calculation based on 600m wagon train length Page 13 Good Practice Manual, 04/2013

14 Concept and components wagon types Efficiency of wagon (payload/loading-m) Sdggmrss 104' 3,2 Sdggmrss 104' 3,2 Sdggmrss 104' Sdggmrss 104' 104 wagon 3,2 3,5 Sffggmrrss 104' 2,8 Sggmrss 104' 3,2 Sggmrss 90' Sggrss 80' 80 / 90 wagon 3,8 4,3 Sggns 73' Sgns 60' 60 wagon 3,0 3,8 Sgjs 60' 3,1 Sdgmns 45' 5,0 Sgmns 45' Sgkkmss 45' 45 wagon 2,9 4,4 Lgns 40' 2,6 0,0 1,0 2,0 3,0 4,0 5,0 t/m Page 14 Good Practice Manual, 04/2013

15 Concept and components wagon types Utilisation of train length for 20 /40 /45 containers (ct) Given Train length: 600 m 43 wagons of TEU per train 30 wagons of TEU per train 22 wagons of TEU per train 20 wagons of TEU per train Conclusions By choosing right wagon one can gain 10 TEU 60 wagons provide best utilisation of train length for the transport of standard 20, or mix of 20 and 40 Ct 90 wagon are becoming interesting for 45 Ct (and SB) A mix of 60 and 90 wagon is of best practical use Page 15 Good Practice Manual, 04/2013

16 Concept and components wagon types Utilisation of train length for swap bodies (sb) Given Train length: 600 m 36 wagons of A- / 72 C-type SB per train 30 wagons of A- / 60 C-type SB per train 20 wagons of A- / 40 (80) C-(7.15) type SB 17 wagons of A- / 68 C-type SB per train Conclusions By choosing right wagon one can gain 10 LU A-Type or 12 LU C-Type 90 wagons provide best utilisation of train length only for the transport of A-type SB / and 45 Ct 52 and 104 wagons provide best utilisation of train length for the transport of C-type (i.e m) swap bodies, and ST Page 16 Good Practice Manual, 04/2013

17 Concept and components wagon types Conclusions on the wagon/train length (1/2) Wagon type for best utilisation of train length depends on the mix of type of swap bodies / containers to be carried Maritime transport and company trains with high homogeneity of loading units in both directions are much easier to handle than open continental trains, with a variety of customers and thus loading unit types An optimum wagon composition selected appropriate for the mix of loading units on a given transport relation is able to carry +12% more Containers or +20% more Swap Bodies compared to an inappropriate wagon. In practical operation the gain will be lower, because the gain will be calculated in comparison to the average wagon mix (and not the worst) Page 17 Good Practice Manual, 04/2013

18 Concept and components wagon types Conclusions on the wagon/train length (2/2) The variety of loading units and operational aspects hamper the optimum utilisation of the train length because wagon sets are often exchanged between different relations for operational reasons. It is thus more difficult to maximise the utilisation of the train length It is thus, that wagon and their composition in trains is always only a best compromise Wagon with variable length did not proof suitable in practice, because they required the availability of shunting engines during loading process Page 18 Good Practice Manual, 04/2013

19 Concept and components wagon types Utilisation of train weight Utilisation of train weight can be maximised, if The efficiency of the wagon - the ratio between the payload and the tare weight - is maximised, or the tare weight per wagon-m is minimized Problem: The maximum train weight is also determined by other factors, that may supersede the choice of the optimum weight performing wagon, e.g. Minimum weight of empty wagon Locomotive traction power in conjunction with gradient Braking conditions in train Page 19 Good Practice Manual, 04/2013

20 Concept and components wagon types Efficiency of wagon (tare weight/wagon-m) Sdggmrss 104' Sdggmrss 104' Sdggmrss 104' Sdggmrss 104' Sffggmrrss 104' Sggmrss 104' Sggmrss 90' Sggrss 80' Sggns 73' Sgns 60' Sgjs 60' Sdgmns 45' Sgmns 45' Sgkkmss 45' Lgns 40' Kg/m 900 Kg/m (target) Page 20 Good Practice Manual, 04/2013

21 Concept and components wagon types Utilisation of wagon weight (1/2) N of axles Type/ Example Maximum Weight [t] Tare-Weight [t] Loading capacity 2 Lgns Sgmns Pocket [t] Page 21 Good Practice Manual, 04/2013

22 Concept and components wagon types Utilisation of wagon weight (2/2) Maximum weight of loading units 20 container: 40 container: A-type swap bodies: C-type swap bodies: Semi-trailer: maximum 24 t maximum 30.5 t maximum 34 t maximum 16 t maximum 38 t Conclusions 2-axle 40 wagon cannot carry 2 x 20 Ct of maximum weight 4-axle 60 wagon cannot carry 3 x 20 Ct of maximum weight 6-axle 80 wagon provide best utilisation of wagon weight (4 x 24 t) Page 22 Good Practice Manual, 04/2013

23 Concept and components wagon/train weight Conclusions (1/2) 6-axle 80 wagon is designed for carrying heavy maritime Ct (109 t payload) 4-axle 60 wagon is designed for carrying lighter goods (70 t) 4-axle 45 wagon is designed for heavy Ct and SB (71.5 t) Articulated wagon have a weight limitation when loading their inner places due to the maximum axle load of 22.5 t 22 wagons of 135 t would result in a total train weight of 2,970 t which is exceeding the maximal train weight in most cases too much for one locomotive In practice the weight ratio of a single wagon is more important than the weight of the total train, because the maximum train weight is reached very fast. The operative challenge is to balance light and heavy LUs Page 23 Good Practice Manual, 04/2013

24 Concept and components wagon/train weight Conclusions (2/2) The latest 60 wagon (Josef Meyer design) have an empty weight of 17.8 tons and are able to carry three 20 CT of maximum weight A further significant reduction of the empty weight of CT wagon is not expected, in particular since the mayor components are fixed (bogies, bumpers, brakes) An increase of the maximum axle load from 22.5 to 25 tons would be much more effective than a reduction in tare weight 4-axle wagon: 4 x 22.5 = 90 t 4 x 25 = 100 t + 10 t 60 wagon: usual tara 20 t reduced tara 17.8 t t Page 24 Good Practice Manual, 04/2013

25 Application cases example of maritime transport Maritime or container hinterland traffic is characterized by a comparably large homogeneity of loading units (basically all are fitting into the 20 /40 grid). The challenge is the mix of short and long and even more empty or light and heavy containers. After several year of experiences with 60 and articulated 80 and 90 wagon the intermodal operator METRANS has obviously learned that the average weight of containers is decreasing and consequently (re-)launched the design of a 80 wagon with only 4 instead of 6 axles. The wagon is generally suited for 4 x 20 or 2 x 40 thus 4 TEU. In the variant of the VEL wagon* also a variety of 7.45 m swap bodies, 30 or 45 units can be transported. Even that the loading capacity is reduced from to 68.5 tons (or 26.8 t/teu) to 17 t/teu) the remaining advantages are: Less wheel-sets, brakes, noise and thus maintenance costs based on Metrans, Tatravagonka * Page 25 Good Practice Manual, 04/2013

26 Application cases 80 /4-axle single wagon (Sggnss) Source: Petr Kaderavek Page 26 Good Practice Manual, 04/2013

27 Application cases 80 /4-axle single wagon (Sggnss) Source: Tatravagonka Page 27 Good Practice Manual, 04/2013

28 Application cases 80 /6-axle double wagon (Sggr/ss) Source: Tatravagonka Page 28 Good Practice Manual, 04/2013

29 Application cases technical data 80 wagon Sggrs/ss Sggnss N of axles 6 4 Axle load at 100 km/h (t) Tara (t) Payload (t) Total length (m) Loading length (m) Loading deck height (m) based on Tatravagonka Page 29 Good Practice Manual, 04/2013

30 Application cases example of a mega-trailer pocket wagon Recent years have shown an increasing trend of using semitrailers in European road and thus also intermodal transport. The type of mega-semi-trailers providing an internal height of 3m has become the standard equipment Kombiverkehr has therefore launched a technical development and demonstration project* in the scope of which a new articulated pocket wagon for mega-semi-trailers was improved, implemented and rolled out to the market The loading length of 104 allows not only two semi-trailers but also 4 swap bodies of up to 7.82 m, at a loading weight of 85 tons The large pocket and safety features provide an efficient handling in the terminals and additionally during rail haulage The pocket of the Hupac T5 and Mega II are designed similarly, but Hupac opt for single wagon, while AAE s TWIN wagon is made of similar design * Page 30 Good Practice Manual, 04/2013

31 Application cases mega-trailer pocket wagon Source: Kombiverkehr Page 31 Good Practice Manual, 04/2013

32 Application cases ( double )-articulated pocket wagon T3000e Source: Kombiverkehr Page 32 Good Practice Manual, 04/2013

33 Application cases technical data pocket wagon Mega II-D MTW TWIN T3000e N of axles Axle load at 100 km/h (t) Tara (t) Payload (t) 2 x 46 2 x Total length (m) Loading length (m) 2 x x x x Loading deck height (m) based on Hupac, AAE, Kombiverkehr Page 33 Good Practice Manual, 04/2013

34 Application cases WASCOSA flex freight system Challenged by the long economic lifetime of the assets and the volatility of the rail freight markets Wascosa presented a concept and prototypes of a light 60 container wagon (original design by Josef Meyer) and demountable attachments which can be suited to different commodities such as wood, cars, or other As the trade mark demonstrates the flexibility is remarkable based on Wascosa Page 34 Good Practice Manual, 04/2013

35 Application cases WASCOSA flex freight system Source: Wascosa Page 35 Good Practice Manual, 04/2013

36 Application cases technical data of a light 60 wagon Criteria 60 light N of axles 4 Axle load at 100 km/h (t) 22.5 Tara (t) 17.4 Payload (t) 72.6 Total length (m) 20 Loading length (m) 18 Loading deck height (m) based on Wascosa Page 36 Good Practice Manual, 04/2013

37 Conclusions and benefits Both the availability and the efficiency of intermodal wagon for intermodal stakeholders has been improved in recent years With 60 /80 wagon for maritime traffic and 45 /90 and 104 (pocket) wagon for continental traffic a series of modern types has been developed and became operational Innovative ideas such as the flex freight system and the 80 single wagon will find their market application, too For a given variety of loading options and train parameters the most efficient wagon can be selected by the decision criteria presented above, and coupled to a wagon train, thereby respecting the maximal train parameters on the rail route concerned Stakeholders can request such wagon at competent manufacturers, leasing companies or railways depending on their respective business model, or directly ask the transport of one or multiple loading units from the intermodal operators/railways Page 37 Good Practice Manual, 04/2013

38 Further exploitation Contacts to referenced examples (by order of appearance): Page 38 Good Practice Manual, 04/2013

39 Contact Mr. Klaus-Uwe Sondermann KombiConsult GmbH Zum Laurenburger Hof Frankfurt am Main Phone: Page 39 Good Practice Manual, 04/2013

40 Disclaimer The present good practice presentation has been compiled by one or more COSMOS partner and may contain business sensitive information. You may use the content totally or selectively without changing the content of the single slides, if clearly identifying the source: COSMOS Project, Good Practice Manual, 2013, KombiConsult GmbH, Page 40 Good Practice Manual, 04/2013